JPS601324A - Control system of internal-combustion engine with mechanical supercharger - Google Patents
Control system of internal-combustion engine with mechanical superchargerInfo
- Publication number
- JPS601324A JPS601324A JP58109243A JP10924383A JPS601324A JP S601324 A JPS601324 A JP S601324A JP 58109243 A JP58109243 A JP 58109243A JP 10924383 A JP10924383 A JP 10924383A JP S601324 A JPS601324 A JP S601324A
- Authority
- JP
- Japan
- Prior art keywords
- electromagnetic clutch
- combustion engine
- mechanical supercharger
- time
- engine
- 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
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)
Abstract
(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.
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 of controlling an internal combustion engine with a mechanical supercharger.
従来技術
機械式過給機はベルトやプーリ等によってクランク軸に
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ッ
チが介在される。この電磁クラッチは例えばスロットル
弁が所定の開度になつたときに継続され、減速により再
び同開度に戻ったときに切断される。このような電磁ク
ラッ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、電磁クラッチの断続頻度が激しいと
電磁クラッチ自体の摩耗が激しくなるばかりでな（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、シフトチェ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ッチが断続を繰り返すことになり
、シフトチェンジが激しいほど電磁クラッチ断続頻度が
高くなることになる。A conventional 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, and an electromagnetic clutch is used for this purpose. be done. This electromagnetic clutch is engaged, 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. Such an electromagnetic clutch is suitable for bringing out the optimum engine performance depending on the engine load condition, but if the electromagnetic clutch is frequently engaged, it will not only cause severe wear on the electromagnetic clutch itself (transmission members such as belts) In particular, during a shift change, the electromagnetic clutch repeatedly engages and engages in a short period of time as the accelerator is released temporarily, and the more intense the shift change, the more frequently the electromagnetic clutch engages and engages. Become.
発明の目的
本発明の目的は電磁クラッ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ッ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 engagement and disconnection of the electromagnetic clutch in a mechanically 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、
機関負荷が所定値より大きくなったとき、例えばスロッ
トル弁開度が所定値より大きくなったときに電磁フラン
チを継ぎ、この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ッチを切ることを特徴と
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 includes:
When the engine load becomes larger than a predetermined value, for example when the throttle valve opening becomes larger than a predetermined value, the electromagnetic flanch is connected, and when the engine load decreases from this state to the predetermined value, the electromagnetic clutch is activated after a predetermined time delay. It is characterized by cutting.
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。Example The present invention will be described below 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によってスロットル弁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、電磁クラッチ１０、ベル
ト１１．プーリ１２等を介して機関２のクランク軸１３
に結合される。電磁クラ・ノチ１０の断続を制御する制
御装置は、スロットルポジションセンサー１４と、制御
回路１５と、リレー１６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。スロットルポジションセン
サー１４はスロットル弁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。The rotor 9 of the mechanical supercharger 4 includes an electromagnetic clutch 10, a belt 11 . The crankshaft 13 of the engine 2 via the pulley 12 etc.
is combined with A control device for controlling the on/off of the electromagnetic clutch notch 10 is comprised of a throttle position sensor 14, a control circuit 15, and a relay 16, and details of this control device are shown in FIG. The 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.
コンパレータ１７はスロットルポジションセンサー１４
からの電圧をスロットル弁の予め定めた所定開度に相当
する電圧と比較し、スロットル弁８開度が所定開度より
大きくなったときに信号１を発生し、その他の状態のと
きに信号０を発生する。Comparator 17 is throttle position sensor 14
The voltage from 8 is compared with the voltage corresponding to a predetermined opening of the throttle valve, and when the opening of the throttle valve 8 becomes larger than the prescribed opening, a signal 1 is generated, and in other conditions, a signal 0 is generated. occurs.
コンパレータ１７の信号はフリップフロップ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
イブレーク１９からの信号はフリップフロップ１８に入
力される。フリップフロップ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っている。フ
リップフロップ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。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 to excite relay 16. The flip-flop 18 turns on when the signal changes from 0 to 1, and turns off when the signal changes from 1 to 0.
単安定マルチバイブレーク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 monostable multi-bi break 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）にスロットル弁開度の１例が示されている
。電磁クラッチ１０を断続すべき所定のスロットル弁開
度は二点鎖線Ｘで示され、バイパス弁６を開閉すべきス
ロットル弁開度が一点鎖線Ｙで示されている。従って、
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ッチｌＯ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
点りにおいてスロットル弁開度は所定の開度になる。こ
こで、第２図に示されたフリップフロップ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ク１９
がオンとなって結局フリップフロップ１８がオンを続け
ることになる。単安定マルチバイブレーク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
にフリップフロップ１８がオフとなって、リレー１６の
励磁が中止されて、電磁クラッチ１０が切れることにな
る。An example of the throttle valve opening is shown in FIG. 3(a). A predetermined throttle valve opening degree at which the electromagnetic clutch 10 should be engaged or disconnected is shown by a two-dot chain line X, and a throttle valve opening degree at which the bypass valve 6 should be opened or closed is shown by a one-dot chain line Y. Therefore,
In this example, when the accelerator is depressed, the electromagnetic clutch IO is first engaged as shown at time A, and then at time B the bypass valve 6 is closed. Substantial supercharging begins when the bypass valve 6 is closed. During deceleration, the bypass valve 6 is first opened, for example, at time C, at which point the substantial supercharging is stopped, and then the throttle valve opening becomes a predetermined opening at that time. At this point, the flip-flop 18 shown in FIG.
turns on, and eventually the flip-flop 18 continues to be on. The monostable multi-bi break 19 is turned off again after a predetermined time, for example about 2 seconds, and at this time the flip-flop 18 is turned off, the excitation of the relay 16 is stopped, and the electromagnetic clutch 10 is disengaged.
従って、第３図を参照すると、電磁クラッチ１０は時点
り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（
ａｌに示されるようにシフトチェンジ等においてスロッ
トル弁８が閉操作から続けて開操作に移行されると、電
磁クラッチ１゜へは時点Ｅにおいて継信号が出され、Ｄ
Ｅ間の時間がＤＧ間の時間より短いと、第３図（ｂｌに
実線で示されるように電磁クラッチ１ｏは結局切られる
ことなく継がれ続けることになる。即ち、シフトチェン
ジ等の短時間の操作では電磁クラッチ１゜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。スロッ
トル弁８と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。従って、このような
シフトチェ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ｔａ４が相当の回転を維持しているので、シフ
トチェンジ後の加速性、即ち応答性が向上することにな
る。又、所定の遅延時間（ＤＣ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
磁クラッチ１０は所定時間後に切れることになる。従っ
て、減速操作には何らの支障がない。Therefore, referring to FIG. 3, the electromagnetic clutch 10 is not disengaged at this point, but is disengaged after a predetermined time, for example at time G, as shown by the broken line. However, in Figure 3 (
As shown in FIG. al, when the throttle valve 8 is shifted from a closed operation to an open operation during a shift change, etc., an engagement signal is output to the electromagnetic clutch 1° at time E, and D
If the time between E is shorter than the time between DG, the electromagnetic clutch 1o will continue to be engaged without being disengaged, as shown by the solid line in FIG. In operation, the electromagnetic clutch 1° does not repeatedly turn on and off, but maintains a continuous state.The bypass valve 6, which is interlocked with the throttle valve 8, is opened between time points CF as shown in FIG. 3(C). Therefore, in such a shift change, the supercharger 4 continues to rotate, but
Since the bypass valve 6 is open, no substantial supercharging is performed. Since the supercharger ta4 maintains a considerable rotation, the acceleration after the shift change, that is, the responsiveness is improved. Further, if the predetermined delay time (the time between DC) is shorter than the time from deceleration to acceleration (for example, the time between DE), the electromagnetic clutch 10 will be disengaged after the predetermined 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、電磁クラッチのオン−
オフ頻度が減少し、電磁クラッ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。又、シフトチェンジ等における応答性も向
上する。As is clear from the above explanation, the electromagnetic clutch is turned on.
The off frequency is reduced, wear and tear on the electromagnetic clutch itself, the belt, etc. is alleviated, and the durability of the supercharger as a whole is improved. Furthermore, responsiveness during shift changes and the like 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・・・スロッ
トル弁、１０・・・電磁クラッチ、１４・・・スロット
ルポジションセンサー、１５・・・制御回路、工６・・
・リレー、１７・・・コンパレータ、１８・・・フリッ
プフロップ、１９・・・単安定マルチバイブレーク。
特許出願人
トヨタ自動車株式会社
特許出願代理人
弁理士 青 木 朗
弁理士西舘和之
弁理土中山恭介
弁理士 山 口 昭 之Fig. 1 is a schematic diagram of an internal combustion engine to which the present invention is applied, Fig. 2 is a detailed view of the control device shown in Fig. 1, and Fig. 3 is for explaining the operation of the internal combustion engine with a mechanical supercharger shown in Fig. 1. This is a diagram.゛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, Engineering 6...
・Relay, 17... Comparator, 18... Flip-flop, 19... Monostable multi-by-break. Patent applicant Toyota Motor Corporation Patent application agent Akira Aoki Patent attorney Kazuyuki Nishidate Patent attorney Kyosuke Tsuchinakayama Patent attorney Akira Yamaguchi
Claims (1)
給機を装着した内燃機関において、機関負荷が所定値よ
り大きくなったときに上記電磁クラッチを継続し、電磁
クラッ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ッチを切断することを特徴
とする機械式過給機付内燃機関の制御方法。In an internal combustion engine equipped with a mechanical supercharger connected to the engine output shaft via an electromagnetic clutch, when the engine load becomes larger than a predetermined value, the electromagnetic clutch is continued, and the engine load is reduced from the electromagnetic clutch continued state. A method for controlling an internal combustion engine with a mechanical supercharger, characterized in that an electromagnetic clutch is disengaged after a predetermined time delay when the value decreases to a predetermined value.
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 true JPS601324A (en) | 1985-01-07 |
| JPH0252094B2 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) |
Cited By (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 |
| JPS627931A (en) * | 1985-07-01 | 1987-01-14 | Toyota Motor Corp | Supercharge pressure control device of internal-combustion engine for vehicle with automatic transmission |
| JPS6383426U (en) * | 1986-11-19 | 1988-06-01 | ||
| JPH04140422A (en) * | 1990-09-29 | 1992-05-14 | Toyota Motor Corp | Supercharged pressure control device for engine |
| JP2018031350A (en) * | 2016-08-26 | 2018-03-01 | マツダ株式会社 | Engine supercharger |
| US20220195950A1 (en) * | 2020-12-22 | 2022-06-23 | Mazda Motor Corporation | Engine system |
Citations (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
Patent Citations (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 |
Cited By (8)
| 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 |
| JPS627931A (en) * | 1985-07-01 | 1987-01-14 | Toyota Motor Corp | Supercharge pressure control device of internal-combustion engine for vehicle with automatic transmission |
| JPS6383426U (en) * | 1986-11-19 | 1988-06-01 | ||
| JPH04140422A (en) * | 1990-09-29 | 1992-05-14 | Toyota Motor Corp | Supercharged pressure control device for engine |
| JP2018031350A (en) * | 2016-08-26 | 2018-03-01 | マツダ株式会社 | Engine supercharger |
| US20220195950A1 (en) * | 2020-12-22 | 2022-06-23 | Mazda Motor Corporation | Engine system |
| US11629655B2 (en) * | 2020-12-22 | 2023-04-18 | Mazda Motor Corporation | Engine system |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0252094B2 (en) | 1990-11-09 |
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