JPS5830414A - Supercharge device of internal combustion engine - Google Patents

Abstract

PURPOSE:To improve output power of an engine and save fuel consumption, by feeding air to an intake device of the engine from an air pump, operating the air pump with an electromagnetic clutch, controlling the electromagnetic clutch in accordance with a throttle opening and smoothly operating said air pump. CONSTITUTION:An air pump 1 is selectively driven by an engine 2 through an electromagnetic clutch 3, to forcibly feed air to an intake system of the engine. The electromagnetic clutch 3 is controlled to such a manner that the clutch is turned on for the opening of a throttle valve 7, interlocking to an accelerator padal 13, in at least a preset value, while turned off for that in a lower value. In this way, the air pump repeatedly perform on-off operation with hysteresis, and irregular vibration can be prevented to adequately and smoothly operate the air pump.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a supercharging device for an internal combustion engine used for forcibly feeding air into the intake system of an automobile engine such as a gasoline engine, a diesel engine, or a rotary engine. The present invention relates to a mechanical supercharging device equipped with a driven air pump.

This type of supercharging device for internal combustion engines is effective in increasing engine output and saving fuel consumption, and has been used since before the Kansai era.Currently, turbochargers using exhaust turbines are generally adopted. There is. In such a turbocharger, the engine exhaust rotates the exhaust turbine, which drives the p-turbine compressor and supplies air to the engine intake system, which wastes most of the time. Since it uses high-temperature exhaust gas that would otherwise be discarded as a driving source, it has the advantage of recovering exhaust energy and eliminating excess horsepower loss.

However, in such a turbocharger, in order to obtain the desired boost pressure, the engine must be operated at a very high rotational speed, and the supercharging effect cannot be obtained at low engine speeds. On the contrary, the result is that the engine output is insufficient. In addition, since engine exhaust is used, it is difficult to instantaneously make the supercharger's rotation follow the rapid fluctuations in the engine's rotation speed, resulting in a delay in the drying time, resulting in insufficient engine output and reduced acceleration. There is also the problem of being bad. In order to eliminate such problems, various control mechanisms are required, heat resistance and strength are also required, and it is not desirable from a cost standpoint.

On the other hand, a mechanical supercharging device using an air pump driven by the engine can obtain a supercharging effect even at low engine speeds. It can be effective in improving engine output in a vehicle, and is particularly suitable for use as an automatic Ichikawa. In such a mechanical supercharging device, the air pump is connected to the engine via a clutch mechanism, and this clutch mechanism is configured to operate only when supercharging is necessary, thereby controlling the pump drive to the engine. It is possible to reduce the load on the fuel tank and save on fuel consumption.

Therefore, such a mechanical supercharger rtt selectively performs quick and reliable supercharging only when necessary, regardless of the engine speed, improving engine output and reducing fuel consumption. It has the advantage of saving money compared to a turbocharger, and its structure is relatively simple, but in this case, it takes some time to operate the electromagnetic clutch that connects the air pump to the engine. This causes problems.

In other words, the simplest way to generate a signal to activate the electromagnetic clutch when supercharging is required is to install a switch that can detect when the driver's depression angle of the accelerator pedal exceeds a predetermined amount. "Alternatively, it is recommended to install it in the drive system of the throttle valve that is linked to this and supplies fuel to the engine. This accelerator pedal is depressed by the driver's will, and when the amount of pedal depression is large, the engine This is during supercharging operation that requires high output.

However, when driving with such an electromagnetic clutch turned on and off, the switch repeatedly turns on and off. This on/off signal causes the air pump to repeatedly operate and deactivate via the magnetic latch, resulting in fluctuations in engine output. Irregular vibrations like this do not only make the ride uncomfortable for drivers, but also
This adversely affects the durability of peripheral parts including the supercharger, and some countermeasures are required.

The present invention has been made in view of the above circumstances, and the present invention is designed so that the electromagnetic clutch that connects the air pump to the engine is turned off when the throttle opening linked to the accelerator pedal is turned off at a value lower than the set value. Provided is a supercharging device for an internal combustion engine that can perform smooth and proper air pump control without the problem of the air pump repeating activation and deactivation, which adversely affects various parts, due to a simple configuration in which the air pump is controlled with hysteresis. It is something to do.

Hereinafter, the present invention will be explained in detail #1 using an embodiment shown in the drawings.

FIG. 1 shows an embodiment of a supercharging system for an internal combustion engine according to the present invention, and in the figure, reference numeral 1 designates an air pump selectively driven by the engine 2 via a magnetic latch 3t.
Its suction side is connected by a passage 4 to an air intake port 5 having an air filter 5a, and its discharge side is connected by a passage 6 to an intake system of the engine 2, in the case shown, a carburetor 8 having a throttle valve 7. In addition, 9 in the figure is a vane of 1Gm.
The vane 10a moves in and out of the pump chamber when the rotor 9 is rotated by the engine 2 to perform a pumping action. It goes without saying that in an engine that does not use a carburetor, such as a diesel engine, the carburetor 8 described above can be replaced with a fuel injection pump.

Reference numeral 11 denotes a control valve called a so-called IJ circulating valve, which is disposed in a passage 12 that communicates the passage 4 on the pump suction side and the passage 6 on the discharge side. It plays the role of controlling boost pressure. The control valve 11 is connected to the drive system of the throttle valve 7 of the carburetor 8, which is controlled to open and close in conjunction with the accelerator pedal 13, and rotates by an amount of displacement corresponding to the depression angle of the accelerator pedal 13. "It is configured to communicate or cut off the suction side and the discharge side. In other words, immediately after pump operation, this control valve 11 is not fully closed in order to suppress a rapid increase in boost pressure, and thereafter, the control valve 11 is closed sequentially. When the control is linked to the accelerator pedal 13, it is possible to communicate the driver's intentions in the simplest and most reliable way.This drive system is briefly explained as follows. In the figure, reference numeral 14 denotes a disk that rotates according to the depression angle of the accelerator pedal 13, which causes the throttle valve I to rotate and the operating disk 15 connected to the control valve 11 to rotate. , this opens and closes the control valve 11. However,
It goes without saying that the drive system is not necessarily limited to this type of drive system, and any similar configuration may be used.

Now, according to the present invention, in the supercharging device having the above-described configuration, the electromagnetic clutch 3 connecting the air pump 1 to the engine 2 is connected when the throttle opening degree for supplying fuel to the engine 2 becomes equal to or higher than a predetermined setting value. The device is characterized in that it is controlled with hysteresis when it is turned on and off, so that it turns on at certain times and turns off at a value lower than the set value.

That is, according to the present embodiment, in order to detect the throttle opening of the throttle valve 7 controlled by the depression operation of the accelerator pedal 13, the actuating disk 15 connected thereto and controlling the control valve 11 is used. are doing. and,
A protrusion 16 for switch actuation is provided at an eccentric position of the actuation disk 15, and two microswitches A and B are arranged in line in the circumferential direction on the outside of the actuation disk 15, The switch levers 17 and 18 are connected to the actuating disk 1.
It is facing the rotation trajectory of No. 5 and No. 16.

According to such a configuration, two microswitches A,
B is turned on sequentially as the operating disk 15 is rotated and the throttle opening becomes larger, that is, the amount of depression of the accelerator pedal 13 becomes larger, and turned off sequentially as the throttle opening becomes smaller. In order to provide hysteresis when the electromagnetic clutch 3 is turned on and off, an on signal is sent when both microswitches A and B are turned on, and an off signal is sent when both are turned off. An example of the circuit configuration is shown in FIG.

To explain this simply, two microswitches A,
Contacts SWA and SWB of B are connected in series with relay R1, and a make contact rIB constituting a self-holding circuit of relay R1 is arranged in parallel with contact SWB.

Further, another make contact rll of relay R1 and relay R2 connected in series thereto are connected to the switch contact swA.
, swB and relay R1 are connected in parallel.

Furthermore, the make contact r2 of the relay R2 and the actuating coil Co11 of the electromagnetic clutch 3 are connected in series.

In such a configuration, even if the accelerator pedal 13 is depressed by a predetermined amount and the microswitch A is turned on, the electromagnetic clutch 3 remains in the off state. Then, when the accelerator pedal 13 is depressed and both the microswitches B are turned on, the coil Co11 is excited by the action of the relays R1 and R2, and the electromagnetic clutch 3 is turned on. Furthermore, even if the accelerator pedal 13 is returned and the microswitch B is turned off, the make contact rll of the relay R1 is closed, so the electromagnetic clutch 3 remains on, and the accelerator pedal 13 is further returned and the microswitch B is turned off. When A is turned off, the electromagnetic clutch 3 is turned off for the first time.

By controlling the electromagnetic clutch 3 on and off in this manner, the air pump can be activated and deactivated in accordance with the throttle opening as shown in FIG. This eliminates the problem of the motor being driven intermittently.

In the above-described embodiment, since the electromagnetic clutch is controlled with hysteresis when it is turned on and off, two microswitches A, which are inexpensive and can operate reliably even under high temperatures in the engine compartment, are used. Although the present invention is not limited to this, for example, a reed switch, a Hall element, etc. may be used, and the mounting position thereof may be determined from the accelerator pedal 13 or other parts of the drive system of the throttle valve I. Of course, any location that can detect the throttle opening may be used.

Furthermore, the above-mentioned switch means are not necessarily limited to two, but may be one (iii), and if the circuit configuration is appropriately selected, it is possible to control with hysteresis as described above, and It is also possible to control this mechanically by means such as a cam or a spring.

FIG. 5 shows an embodiment of a control circuit in which the throttle opening degree is detected using a variable resistor 2a, and is thereby controlled with hysteresis when the magnetic clutch 30 is turned on or off. .

To explain this simply, the resistances R1 and R2 of the variable resistor 20 change depending on the throttle opening, and the detection voltage 1 at the detection end is connected to the positive side of the comparator 21 arranged in parallel with the variable resistor 20. There is. Further, a reference voltage v2 between a resistor R4 in parallel with the variable resistor 20 and a variable resistor VR for setting a reference voltage is connected to the negative side of the comparator 21. The comparator 21 is fed back to the detection terminal of the variable resistor 20 via the resistor R3, and is connected to the base side of the Darlington transistor 220 from between the resistors R5 and R6, and is connected to the emitter side of the Darlington transistor 22. is connected to ground, and the collector side is connected to the power source via the coil Co11 of the electromagnetic clutch 3.

In this case, 1 Vl-□・VO・・・・・・・・・・・・・・・・・・
(1) Rz +21.

In such a configuration, when the throttle opening changes according to the depression angle of the accelerator pedal 13 and the detected voltage V becomes larger than the reference voltage V2, the output of the comparator 21 becomes almost equal to the power supply voltage Vo. , the Darlington transistor is turned on, and the coil Co11 of the electromagnetic clutch 3 is energized.

At this time, since the output of the comparator 21 is fed back via the resistor R3, the detection voltage Vl is the voltage V1'
Changes to

This voltage v1' is larger than the detection voltage V1,
Therefore, the accelerator pedal 13 is returned and the variable resistor 2
It will be easily understood that even if 0 changes, hysteresis can be provided until the voltage falls below the reference voltage V2. Therefore, the air pump can be easily and reliably controlled by turning on the air pump when the throttle opening corresponds to, for example, a vehicle speed of 100 km/h and turning it off when the vehicle speed corresponds to 90 km/h.
It is also easy to adjust the speed to the engine speed.

As explained above, according to the supercharging device for an internal combustion engine according to the present invention, the electromagnetic clutch that operates the air pump is turned on when the throttle opening for supplying fuel to the engine exceeds a predetermined setting value. , i# is controlled with hysteresis so that it turns off at a low value.
There is no problem such as the air pump repeating td+ and non-operation, causing irregular vibrations, and the pump can operate properly and smoothly, thereby achieving a reliable supercharging effect and improving engine output. Fuel consumption can be saved.

In addition, in order to improve the durability of various parts such as control contacts, electromagnetic clutches, internal combustion engine drive systems, and mounting parts,
Effective.

[Brief explanation of the drawing]

Fig. 1 is a schematic system diagram showing an embodiment of a supercharging device for an internal combustion engine according to the present invention, Fig. 2 is a control circuit diagram for operating the electromagnetic clutch, and Figs. 3 and 4 show the control state thereof. FIG. 5 is a control circuit diagram showing another embodiment for operating the electromagnetic clutch. 1. Air pump, 2. Exposure engine, 3.
1 electromagnetic clutch, 1ψ-・ken throttle valve, 13--・
・Accelerator pedal, 15・・Operation disk, 16・・
・Protrusions, A, B...Micro switch. Patent applicant: Jidosha Kiki Co., Ltd. agent Masaki Yamakawa (and 1 other person) @2 Figure 0 - Drunkenness Figure 4 Figure 5

Claims (1)

[Claims] An air pump is selectively driven by the engine via an electromagnetic clutch to forcibly feed air into the engine's intake system, and the electromagnetic clutch is configured to operate when the throttle opening for supplying fuel to the engine exceeds a predetermined setting value. A supercharging device for an internal combustion engine, characterized in that the supercharging device for an internal combustion engine is controlled to be turned on when the set value is lower than the set value and turned off at a value lower than the set value.