JPS6126593Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a control device for a supercharger that supplies pressurized air to an engine.

A turbocharger that supplies compressed air to the intake passage of an engine is usually rotated by the rotation of the engine crankshaft or the exhaust flow as a driving force, and is therefore designed to supercharge the engine over the entire operating range from low speed and low load operating range to high speed and high load operating range. However, excessive supercharging during low speed and low load operation, such as engine idling, can cause irregular combustion such as knocking, and there are problems such as the lack of fuel saving effects.

For this reason, consideration has been given to making the supercharging not effective or weakening the supercharging when the engine is running at low speeds and under low load. One proposed method is to provide a supercharging control valve in the intake passage, bypass this supercharging control valve to form a supercharging passage, and install an air pump as a supercharger in this supercharging passage. and this one is at low engine speed,
By opening the supercharging control valve during low load operation,
Air pressurized by the air pump flows upstream of the intake through this supercharging control valve, so the engine is not supercharged.

However, since the supercharging control valve is opened when the engine is running at low speeds and under low load, it is connected to the throttle valve via a link mechanism to prevent overcharging in response to the opening of the throttle valve. The supply control valve is configured to be closed.

However, when the supercharging control valve is connected to the throttle valve by a link mechanism, the opening and closing movements of the supercharging control valve follow the opening and closing operations of the throttle valve.
However, during engine operation, there are operating conditions such as starting, accelerating, or climbing a hill, in which the engine rotational speed is low despite the engine load being large. In such cases, open the throttle valve and operate the engine, but as the engine speed is low, if the supercharging control valve is left closed, supercharging will flow from the air pump to the engine, causing problems such as knocking. There is.

The present invention was developed based on these circumstances, and its purpose is that the supercharging control valve, which is connected to the throttle valve by a link mechanism, is capable of controlling the engine regardless of whether the throttle valve is opened or not. The present invention aims to provide a control device for an engine supercharger that prevents irregular combustion such as knocking by opening the intake passage and disabling or weakening supercharging to the engine during low-speed operation of the engine. be.

In other words, the present invention provides a link mechanism connecting the throttle valve and the supercharging control valve with an idle mechanism that allows the supercharging control valve to open regardless of the operation of the throttle valve, and also adjusts the set rotational speed in response to the engine rotational speed. In the following cases, an opening mechanism is provided that operates a plunger based on electromagnetic action and uses this plunger to hold the supercharging control valve at a certain opening position,
In short, the present invention is characterized in that, regardless of the opening degree of the throttle valve, when the engine speed is below a predetermined value, the engine is not supercharged, or the supercharging is weakened.

An embodiment of the present invention will be described below with reference to FIGS. 1 to 3.

In the figure, 1 is the engine cylinder, 2 is the piston,
3 and 4 are intake holes and exhaust holes, respectively;
They are opened and closed by an intake valve 5 and an exhaust valve 6, respectively. The intake hole 3 is communicated with an intake passage 8 via a surge tank 7. A throttle valve 9 is provided downstream of the intake passage 8. Throttle valve 9
is connected to a throttle shaft 10 so as to rotate integrally therewith, and a throttle lever 11 is attached to this throttle shaft 10 so as to rotate integrally therewith. The throttle lever 11 includes a throttle operator such as an accelerator pedal (not shown).
An actuating lever 12 is connected thereto.
Therefore, when the access pedal is depressed, the throttle valve 9 is rotated and the intake passage 8 is opened.

The upstream end of the intake passage 8 communicates with an atmosphere opening 14 of the air cleaner 13. Note that 15 represents a cleaner element, and 16 represents an air flow meter.

A supercharging control valve 1 is located in the intake passage 8 between the air flow meter 16 and the throttle valve 9.
7 is installed. A supercharging passage 18 is connected to the intake passage 8 by bypassing the supercharging control valve 17. That is, the upstream end of the supercharging passage 18 is connected to the air flow meter 16 and the supercharging control valve 1.
7 and connected to the intake passage 8, and its downstream end communicates with the intake passage 8 between the supercharging control valve 17 and the throttle valve 9. This supercharging passage 1
An air pump 19 as a supercharger is provided in the middle of the engine 8, and the air pump 19 is rotationally driven by a crankshaft of an engine (not shown).

Therefore, the supercharging control valve 17 is integrally attached to the control valve shaft 20, and this control valve shaft 20
A control lever 21 is connected to the control lever 21 so as to rotate integrally with the control lever 21. A link lever 22 as a link mechanism is installed between this control lever 21 and the throttle lever 11. In this embodiment, the link lever 22 is divided, and a control valve side link lever 23 and a throttle side link lever 24 are interconnected by an elastic body such as a coil spring 25. Such a divided structure of the link levers 23 and 24 constitutes the floating mechanism of the present invention, and its operation will be described later.

A solenoid 26 is attached to the outer wall of the intake passage 8. A plunger 27 is attached to the solenoid 26 so as to be able to move forward and backward.
When the solenoid 26 is energized, it projects toward the control lever 21 as shown in FIG. 3, and its projecting position is maintained by the magnetic force of the solenoid 26. The solenoid 26 is connected to, for example, a computer 28, which detects the rotational speed of the engine and energizes the solenoid 26 when the rotational speed is below a set value. Such a solenoid mechanism constitutes the opening mechanism of the present invention.

The operation of the embodiment of the above configuration will be explained.

When the engine is running at low speeds and under low load, such as when idling, the throttle valve 9 closes the intake passage 8 as shown in FIG. 1 because the accelerator pedal is not depressed. In this case, the supercharging control valve 17 opens the intake passage 8. Therefore, even if the air pressurized by the rotation of the air pump 19 is sent under pressure from the supercharging passage 18 to the intake passage 8 on the upstream side of the throttle valve 9, it passes around the supercharging control valve 17 to the intake upstream side. The engine is not supercharged because the flow is towards the

When the accelerator pedal is depressed, the operating lever 12 is pulled in the direction of arrow A as shown in FIG. Therefore, the throttle lever 11 is rotated and the throttle valve 9 opens the intake passage 8. At this time, the throttle lever 11 is connected to the control lever 21 via the link lever 22.
Since the control lever 21 is also rotated, the supercharging control valve 17 closes the intake passage 8. FIG. 2 shows a state in which the supercharging control valve 17 fully closes the intake passage 8. In this case, the air pressurized by the air pump 19 is led to the intake passage 8 via the supercharging passage 18, and is sent to the engine since the throttle valve 9 is open. Therefore, the engine cylinder 1 is supercharged, and the rotational speed and output of the engine are increased.

On the other hand, if the engine speed is below the predetermined value even though the throttle valve 9 is open, the third
It will look like the figure. That is, the engine rotation speed is detected by the computer 28, and when the engine rotation speed is below a set value, the solenoid 26 is activated based on a command from the computer 28.
is energized. The solenoid 26 maintains the plunger 27 in a protruding position toward the control lever 21 by its electromagnetic force. Therefore, the control lever 21 hits the plunger 27 before the supercharging control valve 17 reaches the fully closed position, and further rotation is prevented. Therefore, the supercharging control valve 17 is connected to the plunger 2.
7 and prevents the intake passage 8 from being fully closed.
In this state, the link lever 22 is divided into two parts, so when the throttle lever 11 is rotated in the opening direction, the control valve side link lever 23 and the throttle side link lever 24 resist the coil spring 25 and separate from each other. This allows the throttle lever 11 to rotate. Therefore, the throttle valve 9 is opened.

The opening operation of the throttle valve 9 is to feed a large amount of air-fuel mixture to the engine side to improve output. However, when the engine speed is below the set value, the supercharging control valve 17 closes the intake passage as described above. 8 is slightly opened, the pressurized air pumped from the air pump 19 is released from around this supercharging control valve 17 toward the intake upstream side, so that supercharging to the engine is essentially disabled. This prevents irregular combustion such as knocking due to supercharging when the engine rotates at low speeds. Note that even if the supercharging control valve 17 is opened during such low engine speeds to prevent supercharging, this will be equivalent to an engine without the air pump 19, and the throttle valve 9 will be used to improve the output. is possible, so there will be no problem.

In the above embodiment, the link lever 22 is divided into two parts as a floating mechanism provided in the link mechanism.
However, as shown in FIG. 4 as a modified example, the present invention has a link lever 2 structure.
2 may be formed with a long hole 40, and the coil spring 25 may be bridged between the link lever 22 and the pin 41 that slides in this long hole 40. In addition to the modification shown in FIG. 4, various other embodiments are possible.

Furthermore, the control of the energization of the solenoid 26 is not necessarily limited to the computer 28, and can be implemented as long as it detects the rotational speed of the engine and sends an electrical signal.

Furthermore, the air pump 19 serving as a supercharger is not limited to one that is rotationally driven by the crankshaft of the engine, but may also be a so-called turbocharger that is driven by the exhaust flow of the engine.

As described in detail above, the present invention includes a link mechanism that interlocks the throttle valve and the supercharging control valve with an idler mechanism that allows the supercharging control valve to open the intake passage regardless of the opening operation of the throttle valve. The engine is equipped with an opening mechanism that detects the rotational speed of the engine and operates a plunger based on electromagnetic action when the rotational speed is below a set rotational speed to maintain the supercharging control valve at a predetermined opening. Therefore, regardless of whether the throttle valve opens or closes, in short, if the engine speed is below the set value, the supercharging control valve opens the intake passage, so supercharging from the supercharger stops or stops. It is weakened and the engine does not suffer from irregular combustion such as knocking. Therefore, smooth operation is possible even in operations where the engine speed is low despite the large engine load, such as when starting, accelerating, or climbing a slope.

[Brief explanation of the drawing]

FIGS. 1 to 3 show an embodiment of the present invention, and are schematic diagrams of the intake system in different operating states. FIG. 4 is a schematic diagram of an intake system showing a modification of the present invention. 1...Engine cylinder, 8...Intake passage, 9
...Throttle valve, 11...Throttle lever,
17...Supercharging control valve, 18...Supercharging passage, 19...
...Air pump (supercharger), 21...Control lever,
22...Link lever, 23, 24...Split link lever (idling mechanism), 26...Solenoid, 2
7...Plunger, 40...Elongated hole (swivel mechanism).

Claims (1)

[Scope of utility model registration request] A supercharging control valve is provided upstream of the throttle valve in the engine intake passage, and a supercharging passage is formed by bypassing this supercharging control valve. The engine is equipped with a supercharger that is driven by the throttle valve, and the throttle valve and the supercharging control valve are connected via a link mechanism, so that the supercharging control valve is closed in response to the opening of the throttle valve. In the supercharger, a link lever that connects the throttle valve and the supercharging control valve is connected to the link mechanism by a tension spring means, so that the supercharging control valve can be moved in the opening direction without being constrained by the throttle valve. In addition to providing an idler mechanism that can be operated toward the engine rotation speed, the system detects the engine rotation speed and operates a plunger based on electromagnetic action when the engine rotation speed is below a set rotation speed to open the supercharging control valve to a predetermined opening position. A control device for an engine supercharger, characterized in that an opening mechanism for holding the engine supercharger is provided.