JPS59156833A - Air mechanism of vehicle - Google Patents
Air mechanism of vehicleInfo
- Publication number
- JPS59156833A JPS59156833A JP58031546A JP3154683A JPS59156833A JP S59156833 A JPS59156833 A JP S59156833A JP 58031546 A JP58031546 A JP 58031546A JP 3154683 A JP3154683 A JP 3154683A JP S59156833 A JPS59156833 A JP S59156833A
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- solenoid valve
- air
- closes
- opens
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
- Supercharger (AREA)
Abstract
Description
【発明の詳細な説明】
〔発明の属する技術分野〕
本発明は、排気タービン過給機付きの車両のエア機構に
関する。DETAILED DESCRIPTION OF THE INVENTION [Field of the Invention] The present invention relates to an air mechanism for a vehicle equipped with an exhaust turbine supercharger.
従来、この種の車両のエアコンプレ・ノサの吸入空気圧
は大気圧であるため、圧縮空気をエアタンりに充填する
のに時間が多くかかり、エアコンプレヅサを大型化して
エア備蓄量を確保しておかなければならない欠点があっ
た。Conventionally, the intake air pressure of the air compressor in this type of vehicle was atmospheric pressure, so it took a long time to fill the air tank with compressed air, and the air compressor had to be enlarged to secure air reserves. There were certain drawbacks.
本発明は、上記欠点を解消するもので、ニアコンプレッ
サの充を率を向上して、ニアコンプレッサを小型化し、
内燃機関の出力負荷を軽減できる車両のエア機構を提供
することを目的とする。The present invention solves the above drawbacks by improving the filling rate of the near compressor, downsizing the near compressor, and
An object of the present invention is to provide an air mechanism for a vehicle that can reduce the output load of an internal combustion engine.
本発明は、排気タービン過給機と内燃機関との間に介装
された吸気管から分岐してニアコンプレッサの吸入管に
接続された分岐管と、上記吸気管内のブースト圧を電気
信号として検出する圧力センサと、上記分岐管を開閉す
る第一の電磁弁と、上記ニアコンプレッサの吸入口に設
けられこの吸入管と大気との接続を開閉する第二の電磁
弁と、上記圧力センサの検出信号を入力情報として取込
み上記第一および第二の電磁弁の開閉を制御する制御回
路とを備え、上記制御回路は、オーバーブースト時以外
では上記第一の電磁弁を閉塞して上記第二の電磁弁を開
放し、オーバーブースト時では上記第一の電磁弁を開放
して上記第二の電磁弁を閉塞するように構成されたこと
を特徴とする。The present invention includes a branch pipe that branches from an intake pipe interposed between an exhaust turbine supercharger and an internal combustion engine and is connected to an intake pipe of a near compressor, and detects the boost pressure in the intake pipe as an electrical signal. a first solenoid valve that opens and closes the branch pipe; a second solenoid valve that is provided at the inlet of the near compressor that opens and closes the connection between the suction pipe and the atmosphere; and a detection of the pressure sensor. and a control circuit that receives the signal as input information and controls the opening and closing of the first and second solenoid valves, and the control circuit closes the first solenoid valve and closes the second solenoid valve except during overboost. A solenoid valve is opened, and in the event of overboost, the first solenoid valve is opened and the second solenoid valve is closed.
以下実施例図面に基づいて説明する。 An explanation will be given below based on the drawings of the embodiment.
第1図は本発明一実施例エア機構の構成図である。第1
図において、1は車両のニアコンプレッサ、2は排気タ
ービン過給機、3は内燃機関である。排気タービン過給
機2と内燃機関3との間に介装された吸気管4から分岐
して分岐管6が設けられる。この分岐管6はニアコンプ
レッサ1の吸入管7の中途に接続される。この分岐管6
の中途には電磁弁8が介装され、ニアコンプレッサ1の
吸入管7の吸入口には電磁弁9が設けられる。またニア
コンプレッサ1の出力管には圧力調整器11を介してエ
アタンク12が接続される。上記吸気管4内には排気タ
ービン過給機2の出力圧であるブースト圧を電気信号と
して検出する圧力センサ13が設けられる。16は排気
管、17は排気逃がし弁、18は圧力ゲージである。FIG. 1 is a block diagram of an air mechanism according to an embodiment of the present invention. 1st
In the figure, 1 is a near compressor of the vehicle, 2 is an exhaust turbine supercharger, and 3 is an internal combustion engine. A branch pipe 6 is provided branching off from an intake pipe 4 interposed between the exhaust turbine supercharger 2 and the internal combustion engine 3. This branch pipe 6 is connected to the middle of the suction pipe 7 of the near compressor 1. This branch pipe 6
A solenoid valve 8 is interposed in the middle, and a solenoid valve 9 is provided at the suction port of the suction pipe 7 of the near compressor 1. Furthermore, an air tank 12 is connected to the output pipe of the near compressor 1 via a pressure regulator 11 . A pressure sensor 13 is provided within the intake pipe 4 to detect boost pressure, which is the output pressure of the exhaust turbine supercharger 2, as an electrical signal. 16 is an exhaust pipe, 17 is an exhaust relief valve, and 18 is a pressure gauge.
上記圧力センサ13の出力は、この車両に搭載されたマ
イクロコンピュータ20の入力インタフ、エース21を
介してCPU22に接続される。このCPU22にはメ
モリ23が接続される。このメモリ23にはブースト圧
に応じた電磁弁8および9の制御情報が記憶されている
。CPU22の出力は出力インタフェース24を介して
電磁弁8および9の制御入力に接続される。The output of the pressure sensor 13 is connected to the CPU 22 via the input interface ACE 21 of the microcomputer 20 mounted on this vehicle. A memory 23 is connected to this CPU 22 . This memory 23 stores control information for the solenoid valves 8 and 9 according to the boost pressure. The output of the CPU 22 is connected via an output interface 24 to the control inputs of the solenoid valves 8 and 9.
このような構成で、本実施例エア機構の動作を第2図の
フローチャートに基づいて説明する。まず内燃機関3が
駆動されて排気タービン過給機2が機関3の排気圧力に
より回転すると、排気タービン過給機2のブースト圧は
圧力センサ13によりマイクロコンピュータ20に電気
信号として取込まれる。CPU22はこのブースト圧P
が所定圧カー、例えば8 kg / cJ未満であれば
、分岐管6の電磁弁8を閉塞して吸入管7の電磁弁9を
開放する。これによりニアコンプレッサ1は、従来のニ
アコンプレッサと同様に大気圧を初期圧として機関3の
回転軸により駆動される。With such a configuration, the operation of the air mechanism of this embodiment will be explained based on the flowchart of FIG. 2. First, when the internal combustion engine 3 is driven and the exhaust turbine supercharger 2 is rotated by the exhaust pressure of the engine 3, the boost pressure of the exhaust turbine supercharger 2 is input by the pressure sensor 13 to the microcomputer 20 as an electrical signal. The CPU 22 uses this boost pressure P
If the pressure is less than a predetermined pressure, for example 8 kg/cJ, the solenoid valve 8 of the branch pipe 6 is closed and the solenoid valve 9 of the suction pipe 7 is opened. As a result, the near compressor 1 is driven by the rotating shaft of the engine 3 with atmospheric pressure as the initial pressure, like a conventional near compressor.
次に機関3が高速回転して排気タービン過給機2のブー
スト圧が所定圧力の8kg / caを超えると、CP
LT22は分岐管6の電磁弁8を開放して吸入管7の電
磁弁9を閉塞する。これによりニアコンプレッサ1の吸
入空気の圧力は高くなり、ニアコンプレッサ1の負荷は
軽減する。ニアコンプレッサ1で高められた空気圧は、
圧力調整器11で一定の圧力で調整されてエアタンク1
2に充填される。Next, when the engine 3 rotates at high speed and the boost pressure of the exhaust turbine supercharger 2 exceeds the predetermined pressure of 8 kg/ca, CP
The LT 22 opens the solenoid valve 8 of the branch pipe 6 and closes the solenoid valve 9 of the suction pipe 7. As a result, the pressure of the air taken into the near compressor 1 increases, and the load on the near compressor 1 is reduced. The air pressure increased by near compressor 1 is
The air tank 1 is regulated at a constant pressure by the pressure regulator 11.
2 is filled.
なお上記例では、排気タービン過給機2に排気逃がし弁
17を設ける例を示したが、電磁弁8を開放するときの
ブースト圧を排気逃がし弁17の作動開始圧力とほぼ同
一に設定すれば、排気逃がし弁17を省くこともできる
。In the above example, the exhaust turbine supercharger 2 is provided with the exhaust relief valve 17, but if the boost pressure when opening the solenoid valve 8 is set to be almost the same as the activation pressure of the exhaust relief valve 17, , the exhaust relief valve 17 can also be omitted.
〔発明の効果〕
以上述べたように、本発明によれば、ニアコンプレッサ
の吸入側に排気タービン過給機の出力側を接続してこの
間に第一の電磁弁を設け、さらにニアコンプレッサの吸
入口に第二の電磁弁を設け、コンピュータ制御で機関の
通常回転時には第一の電磁弁を閉塞し、同時に第二の電
磁弁を開放して従来通りニアコンプレッサを駆動し、機
関のオーバーブースト時には第一の電磁弁を開放し、同
時に第二の電磁弁を閉塞してブーストの余剰空気をニア
コンプレッサに導くことにより、ニアコンプレッサの負
荷が軽減され、ニアコンプレッサの充填率が向上するた
め、ニアコンプレッサを小型にすることができ、内燃機
関がニアコンプレッサの駆動に費やす負荷が減少し、機
関の燃料消費量を低減することができる優れた効果があ
る。[Effects of the Invention] As described above, according to the present invention, the output side of the exhaust turbine supercharger is connected to the suction side of the near compressor, and the first electromagnetic valve is provided therebetween, and the suction side of the near compressor is connected to the output side of the exhaust turbine supercharger. A second solenoid valve is installed at the mouth, and the first solenoid valve is closed by computer control during normal engine rotation, and at the same time the second solenoid valve is opened to drive the near compressor as before, and when the engine is overboosted. By opening the first solenoid valve and simultaneously closing the second solenoid valve to guide the boosted surplus air to the near compressor, the load on the near compressor is reduced and the filling rate of the near compressor is improved. The compressor can be made smaller, the load that the internal combustion engine spends driving the near compressor is reduced, and there is an excellent effect that the fuel consumption of the engine can be reduced.
また第一の電磁弁を開放動作させるブースト圧を排気逃
がし弁の作動開始圧にほぼ等しく設定すれば、排気ター
ビン過給機から省くことができ、排気ターヒン過給機を
小型軽量化し得る利点もある。In addition, by setting the boost pressure that opens the first solenoid valve to be approximately equal to the activation start pressure of the exhaust relief valve, it can be omitted from the exhaust turbine supercharger, which has the advantage of reducing the size and weight of the exhaust turbine supercharger. be.
第1図は本発明−実施例エア機構の構成図。
第2図はそのマイクロコンピュータの動作を示すフロー
チャー1−0
■・・・ニアコンプレッサ、2・・−排気タービン過給
機、3・・・内燃機関、4・・・吸気管、6・・・分岐
管、7・・・吸入管、8.9・・・電磁弁、11・・・
圧力調整器、12・・・エアタンク、13・・・圧力セ
ンサ、20・・・マイクロコンピュータ、22・・・C
PU、23・・・メモリ。
特許出願人 日野自動車工業株式会社
代理人 弁理士 井 出 直 孝
第1図
第2図FIG. 1 is a configuration diagram of an air mechanism according to an embodiment of the present invention. FIG. 2 is a flow chart 1-0 showing the operation of the microcomputer ■...Near compressor, 2...-Exhaust turbine supercharger, 3...Internal combustion engine, 4...Intake pipe, 6...・Branch pipe, 7... Suction pipe, 8.9... Solenoid valve, 11...
Pressure regulator, 12...Air tank, 13...Pressure sensor, 20...Microcomputer, 22...C
PU, 23...Memory. Patent Applicant Hino Motors Co., Ltd. Representative Patent Attorney Naotaka Ide Figure 1 Figure 2
Claims (1)
レッサと、 このニアコンプレッサの出力に得られる圧縮空気を貯え
るエアタンクと、 ゛このエアタンク内の空気圧を一定圧力に1llil!
する圧力調整器と、 上記内燃機関の排気タービン過給機と を備えた車両のエア機構において、 上記排気タービン過給機と上記内燃機関との間に介装さ
れた吸気管から分岐して上記ニアコンプレッサの吸入管
に接続された分岐管と、上記吸気管内のブースト圧を電
気信号として検出する圧力センサと、 上記分岐管を開閉する第一の電磁弁と、上記ニアコンプ
レッサの吸入口に設けられこの吸入管と大気との接続を
開閉する第二の電磁弁と、上記圧力センサの検出信号を
入力情報として取込み上記第一および第二の電磁弁の開
閉を制御する制御回路と を備え、 上記制御回路は、上記ブースト圧が所定圧力未満のとき
上記第一の電磁弁を閉塞して上記第二の電磁弁を開放し
、上記ブースト圧が所定圧力以上のとき上記第一の電磁
弁を開放して上記第二の電磁弁を閉塞するように構成さ
れたことを特徴とする車両のエア機構。(1) A near compressor connected to the rotating shaft of the vehicle's internal combustion engine, an air tank that stores the compressed air obtained from the output of this near compressor, and ``The air pressure in this air tank is kept at a constant pressure of 1 liter!
and an exhaust turbine supercharger for the internal combustion engine. A branch pipe connected to the suction pipe of the near compressor, a pressure sensor that detects the boost pressure in the suction pipe as an electrical signal, a first solenoid valve that opens and closes the branch pipe, and a first electromagnetic valve provided at the suction port of the near compressor. A second solenoid valve that opens and closes the connection between the intake pipe and the atmosphere, and a control circuit that receives a detection signal from the pressure sensor as input information and controls the opening and closing of the first and second solenoid valves, The control circuit closes the first solenoid valve and opens the second solenoid valve when the boost pressure is less than a predetermined pressure, and closes the first solenoid valve when the boost pressure is equal to or higher than the predetermined pressure. An air mechanism for a vehicle, characterized in that it is configured to open and close the second solenoid valve.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP58031546A JPS59156833A (en) | 1983-02-26 | 1983-02-26 | Air mechanism of vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP58031546A JPS59156833A (en) | 1983-02-26 | 1983-02-26 | Air mechanism of vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS59156833A true JPS59156833A (en) | 1984-09-06 |
JPS6328810B2 JPS6328810B2 (en) | 1988-06-09 |
Family
ID=12334184
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP58031546A Granted JPS59156833A (en) | 1983-02-26 | 1983-02-26 | Air mechanism of vehicle |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS59156833A (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS62148737U (en) * | 1986-03-12 | 1987-09-19 | ||
CN108412606A (en) * | 2018-01-30 | 2018-08-17 | 东风商用车有限公司 | Energy-saving pressurization system of air compressor for vehicle |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP6685627B1 (en) | 2019-03-11 | 2020-04-22 | シチズン時計株式会社 | Printer |
-
1983
- 1983-02-26 JP JP58031546A patent/JPS59156833A/en active Granted
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS62148737U (en) * | 1986-03-12 | 1987-09-19 | ||
CN108412606A (en) * | 2018-01-30 | 2018-08-17 | 东风商用车有限公司 | Energy-saving pressurization system of air compressor for vehicle |
Also Published As
Publication number | Publication date |
---|---|
JPS6328810B2 (en) | 1988-06-09 |
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