JPH0252094B2 - - Google Patents
Info
- Publication number
- JPH0252094B2 JPH0252094B2 JP58109243A JP10924383A JPH0252094B2 JP H0252094 B2 JPH0252094 B2 JP H0252094B2 JP 58109243 A JP58109243 A JP 58109243A JP 10924383 A JP10924383 A JP 10924383A JP H0252094 B2 JPH0252094 B2 JP H0252094B2
- Authority
- JP
- Japan
- Prior art keywords
- electromagnetic clutch
- time
- supercharger
- engine
- bypass valve
- 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.)
- Expired - Lifetime
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/02—Drives of pumps; Varying pump drive gear ratio
- F02B39/12—Drives characterised by use of couplings or clutches therein
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D23/00—Controlling engines characterised by their being supercharged
- F02D23/005—Controlling engines characterised by their being supercharged with the supercharger being mechanically driven by the engine
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
Description
【発明の詳細な説明】
技術分野
本発明は機械式過給機付内燃機関の制御方法に
関する。DETAILED DESCRIPTION OF THE INVENTION Technical Field The present invention relates to a method for controlling a mechanically supercharged internal combustion engine.
従来技術
機械式過給機はベルトやプーリ等によつてクラ
ンク軸に結合され、機関出力により駆動されるも
のである。機械式過給機は機関出力の一部を消費
するので、過給を必要としない低負荷領域等にお
いてはクランク軸との結合を断つのが望ましく、
このような目的のために電磁クラツチが介在され
る。この電磁クラツチは例えばスロツトル弁が所
定の開度になつたときに継続され、減速により再
び同開度に戻つたときに切断される。このような
電磁クラツチは機関負荷状態に応じて最適の機関
性能を引出すのに適しているが、電磁クラツチの
断続頻度が激しいと電磁クラツチ自体の摩耗が激
しくなるばかりでなくベルト等の伝達部材の損傷
を招く原因ともなりかねない。特に、シフトチエ
ンジ時にはアクセルを一時戻すために短時間のう
ちに電磁クラツチが断続を繰り返すことになり、
シフトチエンジが激しいほど電磁クラツチ断続頻
度が高くなることになる。Prior Art A mechanical supercharger is connected to a crankshaft by a belt, pulley, etc., and is driven by engine output. Since a mechanical supercharger consumes a portion of the engine's output, it is desirable to disconnect it from the crankshaft in low load areas where supercharging is not required.
An electromagnetic clutch is provided for this purpose. This electromagnetic clutch is continued, for example, when the throttle valve reaches a predetermined opening, and is disconnected when the throttle valve returns to the same opening due to deceleration. This kind of electromagnetic clutch is suitable for bringing out the optimum engine performance depending on the engine load condition, but if the electromagnetic clutch is frequently intermittent, it not only causes severe wear on the electromagnetic clutch itself, but also damages the transmission members such as the belt. It may also cause damage. In particular, when changing gears, the electromagnetic clutch repeats intermittent engagement in a short period of time as the accelerator is temporarily released.
The more violent the shift change, the higher the frequency of electromagnetic clutch engagement.
発明の目的
本発明の目的は電磁クラツチを介在させた機械
式過給機付内燃機関において電磁クラツチの不必
要な断続を防止して関連部品の耐久性向上を図る
ことにある。OBJECTS OF THE INVENTION An object of the present invention is to improve the durability of related parts by preventing unnecessary disconnection of the electromagnetic clutch in a mechanical supercharged internal combustion engine in which an electromagnetic clutch is interposed.
発明の構成
上記目的を達成するために、本発明による制御
方法は、電磁クラツチを介して機関出力軸に結合
された機械式過給機を装着した内燃機関におい
て、前記過給機にバイパス管を設けるとともにこ
のバイパス管内にバイパス弁を設け、機関負荷が
所定値より大きくなつたときに上記電磁クラツチ
を継続し、電磁クラツチ継続状態から機関負荷が
所定値に低下したときに所定時間遅延して電磁ク
ラツチを切断するとともにその間の電磁クラツチ
継続中は前記バイパス弁を開くことを特徴とする
ものである。Structure of the Invention In order to achieve the above object, a control method according to the present invention provides an internal combustion engine equipped with a mechanical supercharger coupled to an engine output shaft via an electromagnetic clutch, in which a bypass pipe is connected to the supercharger. At the same time, a bypass valve is provided in this bypass pipe, and when the engine load becomes larger than a predetermined value, the electromagnetic clutch is continued, and when the engine load decreases to a predetermined value from the state in which the electromagnetic clutch continues, the electromagnetic clutch is activated after a predetermined time delay. The present invention is characterized in that while the clutch is disengaged, the bypass valve is opened while the electromagnetic clutch continues to be engaged.
実施例
以下本発明を実施例について図面を参照して説
明する。Embodiments The present invention will be described below with reference to embodiments with reference to the drawings.
第１図は本発明を適用した内燃機関の略図であ
る。電子制御式燃料噴射装置１を具えた機関２の
吸気管３に、ルーツポンプから成る機械式過給機
４が取付けられている。過給機４を迂回してバイ
パス管５が吸気管３に接続され、バイパス管５に
はバイパス弁６が配置される。このバイパス弁６
はリンク７によつてスロツトル弁８に連動され
る。 FIG. 1 is a schematic diagram of an internal combustion engine to which the present invention is applied. A mechanical supercharger 4 consisting of a Roots pump is attached to an intake pipe 3 of an engine 2 equipped with an electronically controlled fuel injection device 1. A bypass pipe 5 is connected to the intake pipe 3 bypassing the supercharger 4, and a bypass valve 6 is disposed in the bypass pipe 5. This bypass valve 6
is linked to a throttle valve 8 by a link 7.
機械式過給機４のロータ９は、電磁クラツチ１
０、ベルト１１、プーリ１２等を介して機関２の
クラツチ軸１３に結合される。電磁クラツチ１０
の継続を制御する制御装置は、スロツトルポジシ
ヨンセンサー１４と、制御回路１５と、リレー１
６とから成り、この制御装置の詳細が第２図に示
されている。スロツトルポジシヨンセンサー１４
はスロツトル弁８の開度に比例した電圧を発生
し、この電圧がコンパレータ１７に入力される。
コンパレータ１７はスロツトルポジシヨンセンサ
ー１４からの電圧をスロツトル弁の予め定めた所
定開度に相当する電圧と比較し、スロツトル弁８
開度が所定開度より大きくなつたときに信号１を
発生し、その他の状態のときに信号０を発生す
る。コンパレータ１７の信号はフリツプフロツプ
１８及び単安定マルチバイブレータ１９に送ら
れ、単安定マルチバイブレータ１９からの信号は
フリツプフロツプ１８に入力される。フリツプフ
ロツプ１８はパワーアンプ２０に接続され、リレ
ー１６を励磁するようになつている。フリツプフ
ロツプ１８は信号が０から１に変るときにオンと
なり、逆に信号が１から０に変るときにオフとな
る。単安定マルチバイブレータ１９は信号が１か
ら０に変るときにオンとなり所定時間経過すると
オフになる。 The rotor 9 of the mechanical supercharger 4 is connected to the electromagnetic clutch 1
0, is connected to a clutch shaft 13 of the engine 2 via a belt 11, a pulley 12, etc. electromagnetic clutch 10
The control device that controls the continuation of the operation includes a throttle position sensor 14, a control circuit 15, and a relay 1.
The details of this control device are shown in FIG. Throttle position sensor 14
generates a voltage proportional to the opening degree of the throttle valve 8, and this voltage is input to the comparator 17.
The comparator 17 compares the voltage from the throttle position sensor 14 with a voltage corresponding to a predetermined opening degree of the throttle valve, and
A signal 1 is generated when the opening degree becomes larger than a predetermined opening degree, and a signal 0 is generated in other situations. The signal from the comparator 17 is sent to a flip-flop 18 and a monostable multivibrator 19, and the signal from the monostable multivibrator 19 is input to the flip-flop 18. Flip-flop 18 is connected to power amplifier 20 and is adapted to energize relay 16. Flip-flop 18 is turned on when the signal changes from 0 to 1, and conversely turns off when the signal changes from 1 to 0. The monostable multivibrator 19 is turned on when the signal changes from 1 to 0 and turned off after a predetermined period of time has elapsed.
第３図を参照して作動を説明する。 The operation will be explained with reference to FIG.
第３図ａにスロツトル弁開度の１例が示されて
いる。電磁クラツチ１０を断続すべき所定のスロ
ツトル弁開度は二点鎖線Ｘで示され、バイパス弁
６を開閉すべきスロツトル弁開度が一点鎖線Ｙで
示されている。従つて、この例においては、アク
セル踏込みに際しては時点Ａに示されるように電
磁クラツチ１０がまず継がれ、それから時点Ｂに
おいてバイパス弁６が閉じられる。バイパス弁６
が閉じられた時点で実質的な過給が開始される。
減速に際しては、バイパス弁６が例えば時点Ｃに
おいてまず開かれ、この時点で実質的な過給は停
止され、次いで時点Ｄにおいてスロツトル弁開度
は所定の開度になる。ここで、第２図に示された
フリツプフロツプ１８はオフになるが、このとき
同時に単安定マルチバイブレータ１９がオンとな
つて結局フリツプフロツプ１８がオンを続けるこ
とになる。単安定マルチバイブレータ１９は所定
の時間、例えば２秒間くらいで再びオフになり、
このときフリツプフロツプ１８がオフとなつて、
リレー１６の励磁が中止されて、電磁クラツチ１
０が切れることになる。 An example of the throttle valve opening is shown in FIG. 3a. The predetermined throttle valve opening at which the electromagnetic clutch 10 is to be engaged or disconnected is indicated by a two-dot chain line X, and the throttle valve opening at which the bypass valve 6 is to be opened or closed is indicated by a one-dot chain line Y. Therefore, in this example, when the accelerator is depressed, the electromagnetic clutch 10 is first engaged as shown at time A, and then at time B the bypass valve 6 is closed. Bypass valve 6
Substantial supercharging begins when the is closed.
During deceleration, the bypass valve 6 is first opened, for example, at time C, at which point supercharging is substantially stopped, and then at time D, the throttle valve opening becomes a predetermined opening. Here, the flip-flop 18 shown in FIG. 2 is turned off, but at the same time, the monostable multivibrator 19 is turned on, so that the flip-flop 18 continues to be turned on. The monostable multivibrator 19 is turned off again after a predetermined period of time, for example about 2 seconds,
At this time, the flip-flop 18 is turned off,
The relay 16 is de-energized and the electromagnetic clutch 1
0 will be cut off.
従つて、第３図を参照すると、電磁クラツチ１
０は時点Ｄでは切れずに所定時間後例えば時点Ｇ
において破線で示されるように切れることにな
る。ところが、第３図ａに示されるようにシフト
チエンジ等においてスロツトル弁８が閉操作から
続けて開操作に移行されると、電磁クラツチ１０
へは時点Ｅにおいて継信号が出され、DE間の時
間がDE間の時間より短いと、第３図ｂに実線で
示されるように電磁クラツチ１０は結局切られる
ことなく継がれ続けることになる。即ち、シフト
チエンジ等の短時間の操作では電磁クラツチ１０
はオン−オフを繰り返さず、継続状態を保持する
ことになる。スロツトル弁８を連動するバイパス
弁６は第３図ｃに示されるように時点CF間で開
かれる。従つて、このようなシフトチエンジにお
いては過給機４は回転を続けるが、バイパス弁６
が開かれているので実質的な過給は行わない。過
給機４が相当の回転を維持しているので、シフト
チエンジ後の加速性、即ち応答性が向上すること
になる。又、所定の遅延時間（DG間の時間）が
減速から加速に向かう時間（例えばDE間の時間）
より短いと、電磁クラツチ１０は所定時間後に切
れることになる。従つて、減速操作には何らの支
障がない。 Therefore, referring to FIG.
0 does not end at time D, but after a predetermined time, for example at time G.
It will be cut as shown by the broken line. However, as shown in FIG. 3a, when the throttle valve 8 is shifted from a closed operation to an open operation during a shift change or the like, the electromagnetic clutch 10
If the time between DE and DE is shorter than the time between DE, the electromagnetic clutch 10 will eventually continue to be engaged without being disengaged, as shown by the solid line in Figure 3b. . That is, during short-term operations such as shifting, the electromagnetic clutch 10
does not repeat on-off and maintains a continuous state. Bypass valve 6 coupled to throttle valve 8 is opened between time points CF, as shown in FIG. 3c. Therefore, in such a shift change, the supercharger 4 continues to rotate, but the bypass valve 6
is open, so no actual supercharging is performed. Since the supercharger 4 maintains a considerable rotation, the acceleration after the shift change, that is, the response is improved. Also, the time when the predetermined delay time (time between DG) goes from deceleration to acceleration (for example, time between DE)
If it is shorter, the electromagnetic clutch 10 will disengage after a predetermined period of time. Therefore, there is no problem in deceleration operation.
効 果
以上の説明から明らかなように、本発明は、機
関負荷が所定値に低下しても所定時間は電磁クラ
ツチは切断することがないので、シフトチエンジ
等のような短時間の負荷の変動では、電磁クラツ
チはその都度オン−オフを繰返すことなく、その
オン−オフ頻度が減少し、電磁クラツチ自体及び
ベルト等の損耗が緩和され、過給装置全体として
の耐久性が向上することになる。またシフトチエ
ンジにおいては過給機は回転を続けるがその間は
バイパス弁が開かれているために実質的な過給は
行われず、低負荷時の不必要な過給機を回避する
ことができる。さらにこのの間は過給機は相当の
回転を維持しているため、シフトチエンジ後の加
速性、即ち応答性も向上する。Effects As is clear from the above explanation, the present invention prevents the electromagnetic clutch from disengaging for a predetermined time even if the engine load drops to a predetermined value. Therefore, the electromagnetic clutch does not have to be repeatedly turned on and off each time, and the frequency of turning on and off is reduced, which reduces wear and tear on the electromagnetic clutch itself and the belt, and improves the durability of the entire supercharger. . Furthermore, during a shift change, the supercharger continues to rotate, but during that time, the bypass valve is open, so no substantial supercharging is performed, and unnecessary supercharger operation at low loads can be avoided. Furthermore, since the supercharger maintains a considerable rotation during this period, the acceleration performance after the shift change, that is, the responsiveness, is also improved.
第１図は本発明を適用した内燃機関の略図、第
２図は第１図の制御装置の詳細図、第３図は第１
図の機械式過給機付内燃機関の作動を説明するた
めの図である。
２……機関、３……吸気管、４……過給機、５
……バイパス管、６……バイパス弁、８……スロ
ツトル弁、１０……電磁クラツチ、１４……スロ
ツトルポジシヨンセンサー、１５……制御回路、
１６……リレー、１７……コンパレータ、１８…
…フリツプフロツプ、１９……単安定マルチバイ
ブレータ。
FIG. 1 is a schematic diagram of an internal combustion engine to which the present invention is applied, FIG. 2 is a detailed diagram of the control device in FIG. 1, and FIG.
FIG. 3 is a diagram for explaining the operation of the mechanical supercharged internal combustion engine shown in the figure. 2... Engine, 3... Intake pipe, 4... Supercharger, 5
... Bypass pipe, 6 ... Bypass valve, 8 ... Throttle valve, 10 ... Electromagnetic clutch, 14 ... Throttle position sensor, 15 ... Control circuit,
16...Relay, 17...Comparator, 18...
...flip-flop, 19...monostable multivibrator.
Claims (1)
た機械式過給機を装着した内燃機関において、前
記過給機にバイパス管を設けるとともにこのバイ
パス管内にバイパス弁を設け、機関負荷が所定値
より大きくなつたときに上記電磁クラツチを継続
し、電磁クラツチ継続状態から機関負荷が所定値
に低下したときに所定時間遅延して電磁クラツチ
を切断するとともにその間の電磁クラツチ継続中
は前記バイパス弁を開くことを特徴とする機械式
過給機付内燃機関の制御方法。1. In an internal combustion engine equipped with a mechanical supercharger connected to the engine output shaft via an electromagnetic clutch, a bypass pipe is provided in the supercharger and a bypass valve is provided in the bypass pipe, so that the engine load is lower than a predetermined value. When the load increases, the electromagnetic clutch is continued, and when the engine load decreases to a predetermined value from the state in which the electromagnetic clutch continues, the electromagnetic clutch is disconnected after a predetermined time delay, and the bypass valve is opened while the electromagnetic clutch continues to be engaged. A method for controlling an internal combustion engine with a mechanical supercharger, characterized in that:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58109243A JPS601324A (en) | 1983-06-20 | 1983-06-20 | Control system of internal-combustion engine with mechanical supercharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58109243A JPS601324A (en) | 1983-06-20 | 1983-06-20 | Control system of internal-combustion engine with mechanical supercharger |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS601324A JPS601324A (en) | 1985-01-07 |
| JPH0252094B2 true JPH0252094B2 (en) | 1990-11-09 |
Family
ID=14505239
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58109243A Granted JPS601324A (en) | 1983-06-20 | 1983-06-20 | Control system of internal-combustion engine with mechanical supercharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS601324A (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61175236A (en) * | 1985-01-30 | 1986-08-06 | Mazda Motor Corp | Engine with supercharger |
| JPS627930A (en) * | 1985-07-01 | 1987-01-14 | Toyota Motor Corp | Engine with mechanical supercharger |
| JPH0615822B2 (en) * | 1985-07-01 | 1994-03-02 | トヨタ自動車株式会社 | Supercharging pressure control device for internal combustion engine for vehicles with automatic transmission |
| JPS6383426U (en) * | 1986-11-19 | 1988-06-01 | ||
| JP2595797B2 (en) * | 1990-09-29 | 1997-04-02 | トヨタ自動車株式会社 | Engine boost pressure control device |
| JP6414572B2 (en) * | 2016-08-26 | 2018-10-31 | マツダ株式会社 | Engine supercharger |
| JP7512880B2 (en) * | 2020-12-22 | 2024-07-09 | マツダ株式会社 | Engine System |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5830414A (en) * | 1981-08-18 | 1983-02-22 | Jidosha Kiki Co Ltd | Supercharge device of internal combustion engine |
-
1983
- 1983-06-20 JP JP58109243A patent/JPS601324A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS601324A (en) | 1985-01-07 |
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