WO1993009338A1 - Dispositif d'augmentation de la quantite d'admission d'air dans un moteur a combustion interne - Google Patents

Dispositif d'augmentation de la quantite d'admission d'air dans un moteur a combustion interne Download PDF

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Publication number
WO1993009338A1
WO1993009338A1 PCT/JP1991/001515 JP9101515W WO9309338A1 WO 1993009338 A1 WO1993009338 A1 WO 1993009338A1 JP 9101515 W JP9101515 W JP 9101515W WO 9309338 A1 WO9309338 A1 WO 9309338A1
Authority
WO
WIPO (PCT)
Prior art keywords
air
compressed air
intake
control valve
combustion 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.)
Ceased
Application number
PCT/JP1991/001515
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English (en)
Japanese (ja)
Inventor
Michimasa Sandou
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to PCT/JP1991/001515 priority Critical patent/WO1993009338A1/fr
Publication of WO1993009338A1 publication Critical patent/WO1993009338A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/02—Other fluid-dynamic features of induction systems for improving quantity of charge
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M23/00—Apparatus for adding secondary air to fuel-air mixture
    • F02M23/04—Apparatus for adding secondary air to fuel-air mixture with automatic control
    • F02M23/06—Apparatus for adding secondary air to fuel-air mixture with automatic control dependent on engine speed
    • 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

Definitions

  • the present invention relates to an internal combustion engine mounted on vehicles such as trucks and passenger cars, and does not particularly affect the operation of additional devices such as a turbo device. In addition, it is possible to improve the combustion efficiency and bring out the power characteristics of the internal combustion engine, and at the same time, to suppress the generation of black smoke generated in the combustion chamber to reduce harmful substances.
  • the present invention relates to a device for increasing the amount of air taken into an internal combustion engine, which can prevent the discharge of air.
  • the gasoline engine does not Since the air-fuel mixture is introduced into the combustion chamber by the negative pressure generated by the vertical movement, when the accelerator pedal is depressed when the moving vehicle is accelerating, the naturally sucked air is removed. Insufficient absolute quantity causes the mixture to be over-fueled, resulting in incomplete combustion.
  • diesel engines have to inject fuel due to the engine's own structure. A slight time lag occurs before combustion is complete, and therefore, even if the engine itself is perfectly adjusted, the engine will accumulate at the same time as the gasoline engine when accelerating the moving vehicle. When the amount of fuel flowing into the cylinder increases due to the depression of the cell pedal, the amount of intake air cannot keep up with the rapid increase in fuel, and the ratio of fuel to intake air is too high.
  • an object of the present invention is to provide an air intake amount increasing device that improves incomplete combustion in a conventional internal combustion engine, and its main purpose is to provide a mobile vehicle. During acceleration, a stable combustion state can be maintained at all times, regardless of the type of engine and the size of the engine displacement, and the combustion efficiency can be improved.
  • An object of the present invention is to provide a device for increasing the air intake of an internal combustion engine, which can suppress the generation of black smoke and thereby maintain the environment.
  • Another purpose of the invention is to maintain a stable combustion state at all times, regardless of the load on the vehicle, running on hills, etc. during acceleration of the moving vehicle.
  • the invention is based on the fact that the compressed air live passage is branched from the intake air passage formed between the air intake and the intake manifold of the engine.
  • a compressed air outlet of a pneumatic compression mechanism is connected to the suction side of the main conduction path through an open / close control valve.
  • an air ejector connected to the discharge side of the compressed air passage has a plurality of air outlets and extends along the inner periphery of the intake air passage. The compressed air is blown out from the air outlet of the air blower to the intake manifold side. Therefore, the shortage of the intake air generated when the moving vehicle accelerates is supplemented by the compressed air that is blown out from the air outlet of the air blower.
  • a sub-conduction path is provided separately from the main conduction path of the compressed air, and a compressed air injection port of an air compression mechanism is connected to the sub-conduction path via a sub-opening / closing control valve.
  • the opening / closing control valve is configured to open and close in connection with the switching operation of the transmission switching mechanism, and the auxiliary opening / closing control valve is configured to be capable of opening / closing independently of the opening / closing operation of the main opening / closing control valve.
  • Fig. 1 is a block diagram of the main part of the first embodiment.
  • Fig. 2 (a) is an enlarged sectional view of the main part.
  • Fig. 2 (b) shows the A-A cross section.
  • Fig. 3 is a block diagram of the main part of the second embodiment.
  • diesel engine is a preferred example of an internal combustion engine. This will be explained based on the attached drawings.
  • FIGS. 1, 2 (a) and 2 (b) show a first embodiment of the present invention, in which 1 is not shown.
  • a diesel engine mounted in the bonnet of a moving vehicle, and the diesel engine 1 is air with an air cleaner 2a.
  • the intake air (a) taken from the intake (2) is not shown through the intake manifold (4) of the diesel generator (1) installed in the intake air passage (3).
  • the fuel b flooded from the fuel tank 5a is sprayed through the fuel injection mechanism 5 to the intake air a in the combustion chamber, and Combustion and expansion are performed by the heat of compression of the intake air a.
  • a compressed air passage 6 is branched and connected to the intake air passage 3 at an intermediate position leading to the intake manifold 4, and the compressed air passage 6 is connected to a suction side of the compressed air passage 6.
  • the discharge port 7a of the opening / closing control valve 7 is connected, and the suction port 7b is connected to the compressed air tank 8 and the compressed air of the air compression mechanism 9 is compressed.
  • the compressed air c sent out from the air discharge port 9a is temporarily stored.
  • a plurality of air outlets 1 are provided on the discharge side of the compressed air passage 6 as shown in FIGS. 2 (a) and 2 (b).
  • An air ejection body 10 having 0 a, 10 a,... Facing the intake manifold 4 side is provided along the inner peripheral wall 3 a of the intake air passage 3. ing.
  • the opening / closing control valve 7 is configured to open and close the discharge and stop of the compressed air c of the compressed air tank 8 by the opening / closing control signal 11 a sent from the control circuit 11.
  • the control circuit 11 is provided with a clutch switch 14 and a brake switch 1 via a timed timer circuit 12 and a delay timer circuit 13. 5 are connected in series.
  • the above-mentioned clutch switch 14 and brake switch 15 are opened and closed in conjunction with the depression of the clutch pedal and the brake pedal of a moving vehicle (not shown).
  • the clutch switch 14 consists of normally open contacts (NO: no rma l open), and the brake switch 15 consists of normally closed contacts (NC: no rma lclose).
  • NO no rma l open
  • NC normally closed contacts
  • break switch 15 is opened.
  • the transmission of the low-level signal d is prohibited regardless of whether the clutch switch 14 is opened or closed.
  • the clutch pedal when accelerating during traveling of a moving vehicle, the clutch pedal is first depressed, and the shift switching mechanism (not shown) is in a switching standby state. Is held, the clutch switch 14 is closed and the low-level signal d is output to the delay timer circuit 13. Next, the low-level signal d is supplied to the delay timer circuit 13 for a predetermined time t,
  • the clutch pedal and the gearshift lever are used to connect the gearshift.
  • the low-level signal d is timed Thailand Ma circuit 1 2 by the rie constant-time t 2 (eg example, 3 seconds) feed is held in the low level state to the control circuits 1 1 is output, is converted to the low-level signal d is opened close control signal 1 1 a in the control circuit 1 1, holds only the a certain time t 2 opening closing control valve 7 to an open state, Compressed air c is discharged from compressed air tank 8.
  • the compressed air c is supplied to the air ejector 10 in the intake air passage 3 via the compressed air passage 6, and the plurality of air outlets 10 a, 10 a...? Compressed air c is blown at a high speed toward the intake manifold 4 side, and merges with the intake air a sucked from the air intake port 2, and If sucked into a combustion chamber (not shown) of Xel Engine 1 8 T JP91 / 01515 Simultaneously, when the accelerator pedal (not shown) is depressed, the amount of fuel ejected by the depression of the accelerator pedal increases, and the amount of air suction by the combined compressed air c and intake air a increases.
  • the compressed air c ejected from the air outlets 10 a, 10 a, etc. of the air ejector 10 is supplied to the combustion chamber of the diesel engine 1.
  • the suction air a is supplied at a very high speed and in a large amount in the suction air passage 3 in the same direction as the suction direction of the suction air.
  • the diesel engine 1 In order to adjust the pressure value and release time of the compressed air c released from the compressed air tank 8, the diesel engine 1 is brought into the idling operation state and the clutch pedal is closed. Repeat switching and depressing of accelerator pedal The operating pressure of the air compression mechanism 9 is adjusted so that the black smoke becomes invisible while observing the state of the exhaust black smoke that is exhausted.
  • the opening and closing time adjustment of the opening and closing control valve 7 by varying the time t 2 of 1 2 is alternately repeated, so that it is easy and correct regardless of the size of the displacement. I can do it for sure.
  • the diesel engine was described, but even in the case of a gasoline engine, the intake air shown in Fig. 1 was used. If a carburetor is inserted between the manifold 4 and the air ejector 10, the accelerator pedal may be depressed when the moving vehicle accelerates. Therefore, even if the fuel supply to the carburetor is rapidly performed, it is possible to secure a sufficient amount of intake air for the intake air, and achieve the same effect as the diesel engine. Can be demonstrated.
  • the electronic circuit such as a micro computer is opened. It may be configured to control the delayed opening / closing operation and the opening / closing time of the closing control valve 7.
  • FIG. 3 shows a second embodiment of the present invention.
  • reference numeral 101 denotes a vehicle mounted in a Bonnet of a moving vehicle not shown.
  • the diesel engine 101 is sucked from the air intake 102 provided with the air cleaner 102a.
  • the intake air “a” is supplied to the engine 1 that is installed in the intake air passage 103.
  • the fuel b supplied from the fuel tank 105 a is supplied to the fuel injection mechanism 1.
  • the air is sprayed to the intake air a in the combustion chamber via the air-conditioner 05, and the heat of compression of the intake air a is subjected to a combustion, an expansion action.
  • the intake air passage 103 has a compressed air passage 10a for compressed air c and an auxiliary passage 106 at an intermediate position from the engine 101 to the intake manifold 104 of the engine 101.
  • b is connected in a branched manner, and the discharge side of each of the above-mentioned conduction paths 106 a and 106 b has a main opening / closing control valve 107 and a sub opening / closing control valve 108 respectively.
  • the outlets 107a, 108a are connected, and the inlets 107b, 108b are connected to the compressed air tank 109, and the above compressed air tank is connected.
  • the compressed air c supplied from the compressed air injection port 110a of the pneumatic compression mechanism 110 is stored.
  • the main open / close control valve 107 of the above-described compressed air passageway 106a is compressed air tank by the open / close control signal 111a sent from the control circuit 111.
  • the control circuit 111 In order to switch between the discharge and stop of the compressed air c of 109, it opens and closes, and the control circuit 111 is connected to the control circuit 111 via a timed latch circuit 112 and a delay timer circuit 113.
  • the clutch switch 114 and the brake switch 115 are connected in series.
  • Clutch switch 111 and play switch 1 15 is designed to open and close in conjunction with the operation of the unillustrated clutch pedal and brake pedal, respectively.
  • the switch 1-14 is a normally open contact
  • the brake switch 115 is a normally closed contact, so that the clutch pedal is not depressed during driving. In that case, the clutch switch 114 is closed and the low-level signal d is output?
  • the brake switch 115 is opened while the brake timer is sent to the delay timer circuit 113. The transmission of the low-level signal d is prohibited irrespective of the opening and closing operations of the above-mentioned clutch switch 114.
  • an opening / closing lever switch 116 provided in a driving operation unit of the moving vehicle is connected to a sub opening / closing control valve 108 of the auxiliary conduction path 106 b. And open / close the re-no-switch.
  • the sub-open / close control valve 108 is configured to be opened only for a predetermined time by the closed circuit operation of 116.
  • the timed latches circuit 1 1 2 low signal d input to is output further is held in the control circuit 1 1 1 to the low-level state for a predetermined time t 2, above in the control circuit 1 1 1
  • the low-level signal d is converted to the open / close drive signal 111a.
  • this opening and closing signals 1 1 1 compressed air motor down click 1 becomes a child that only the main switch control valve 1 0 7 between I Ri certain time between t 2 to a maintains an open state 0 9
  • compressed air c is injected into the intake air passage 103.
  • the compressed air c injected into the intake air passage 103 merges with the naturally intake air a from the air intake 102, and the intake manifold 10 4, the fuel is sucked into the combustion chamber (not shown) of the diesel engine 101 and is compressed, and at the same time, the fuel whose amount of emergence has increased due to the depression of the accelerator pedal is discharged.
  • the fuel is combusted and expanded by the heat of compression of the intake air a and compressed air c.
  • the increase in the amount of air suctioned by the compressed air c accompanying the increase in the amount of fuel injected suppresses the generation of unburned fuel in the combustion process, and the unburned fuel emitted as black smoke And the amount of black smoke exhausted to the outside of the vehicle becomes invisible.
  • the sub-open / close control valve 108 of the sub-conduction path 106 b is activated.
  • the compressed air c which is opened and is injected through the sub-conducting passageway 106b increases the amount of the intake air a which is naturally sucked from the air inlet 102, it increases. This compensates for the insufficient decrease in the naturally aspirated intake air a, and the combustion and expansion of the engine 101 are well balanced and incomplete. The combustion is eliminated and the emission of harmful substances contained in black smoke can be suppressed.
  • Table 1 shows a specific example of the above-mentioned adjustment work.
  • Table 1 above shows the percentage of black smoke emission when the air pressure of the compressed air c is changed, expressed as a percentage of the total amount of exhaust, and the air supplied to engine 1 Is naturally inhaled, that is, when the air pressure is 0 kg / cm 2 It was confirmed that when compressed air c was supplied, the amount of exhaust black smoke was reduced by about 8 to 11%.
  • the diesel engine has been described.
  • the intake air passage shown in FIG. Middle position from the compressed air passageway 106a and auxiliary passageway 106b of the compressed air c branching off to 103 and leading to the intake manifold 1104 If the fuel tank is arranged so that the fuel supply to the carburetor is suddenly performed during acceleration of the moving vehicle as the accelerator pedal is depressed. However, it is possible to secure a sufficient intake amount of the intake air, and it is possible to exhibit the same effect as that of the diesel engine.
  • the amount of intake air sucked into the engine can be increased or decreased in conjunction with the acceleration operation of the moving vehicle, stabilizing the combustion and expansion of the engine. In this condition, it is possible to improve the combustion efficiency and bring out the engine's power performance, and to minimize the accumulation of unburned fuel. In addition, the generation of black smoke from the exhaust gas and the deterioration of the engine performance are prevented beforehand, and the smooth acceleration of the vehicle is maintained for a long period of time, while the emission of harmful substances is suppressed. As a result, environmental conservation can be improved.
  • the main open / close control valve is interposed in the compressed air passage and its opening / closing operation is linked to the switching operation of the speed changeover mechanism, so that compressed air is supplied only when the moving vehicle is accelerating.
  • unnecessary movement of the vehicle to the moving vehicle during traveling is prevented, and a stable traveling state can be maintained. .
  • the air sub-conduction path is provided, so even if the running conditions are such that the compressed air from the compressed air conduction path alone cannot make up for the shortage of intake air, By supplying the compressed air, stable engine power performance can always be obtained.
  • a sub-opening / closing control valve is interposed in the compressed air
  • the auxiliary on / off control valve is opened and closed independently of the opening and closing operation of the main on / off control valve linked to the switching operation of the speed switching mechanism.Therefore, the amount of intake air can be reduced only by compressed air from the compressed air passage. Depends on running conditions such as running on a slope that cannot catch the shortage, or depending on the load Irrespective of the load conditions on the vehicle, the amount of air taken into the engine can be increased or decreased as needed, improving combustion efficiency and bringing out the engine's power performance. You can do it.
  • the device for increasing the air intake of an internal combustion engine according to the present invention does not depend on the condition of a heavy object loaded on the vehicle, running on a slope, etc., when the moving vehicle is accelerating. It can be used for all vehicles equipped with an internal combustion engine because it can maintain a stable combustion state and improve combustion efficiency. it can .

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

Le dispositif décrit est conçu de sorte qu'un trajet d'introduction d'air comprimé et un trajet d'introduction auxiliaire pour l'introduction d'air comprimé sont ménagés de manière ramifiée dans des trajets d'introduction d'air d'admission formés entre une ouverture d'admission d'air et un collecteur d'admission d'air d'un moteur. Lesdits trajets d'introduction sont reliés à une ouverture d'émission de jet d'air comprimé, située sur un mécanisme de compression d'air, respectivement par l'intermédiaire d'une soupape de commande principale qui s'ouvre et d'une soupape de commande auxiliaire qui s'ouvre. Ladite soupape de commande principale s'ouvre ou se ferme avec retard en association avec l'actionnement d'un mécanisme de changement de vitesse, et ladite soupape de commande auxiliaire peut être commandée pour s'ouvrir indépendamment de l'actionnement d'ouverture/fermeture de ladite soupape de commande principale. En conséquence, une quantité d'admission d'air suffisante nécessaire à la combustion du moteur peut être fournie et le régime du moteur à combustion interne peut être affiché quelles que soient les conditions de marche.
PCT/JP1991/001515 1991-11-05 1991-11-05 Dispositif d'augmentation de la quantite d'admission d'air dans un moteur a combustion interne Ceased WO1993009338A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP1991/001515 WO1993009338A1 (fr) 1991-11-05 1991-11-05 Dispositif d'augmentation de la quantite d'admission d'air dans un moteur a combustion interne

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP1991/001515 WO1993009338A1 (fr) 1991-11-05 1991-11-05 Dispositif d'augmentation de la quantite d'admission d'air dans un moteur a combustion interne

Publications (1)

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WO1993009338A1 true WO1993009338A1 (fr) 1993-05-13

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS511827A (ja) * 1974-06-22 1976-01-09 Toyoda Chuo Kenkyusho Kk Nenryojohatsusochitsukinainenkikan
JPS56154126A (en) * 1980-04-28 1981-11-28 Mitsuwa Seiki Co Ltd Auxiliary device for supercharger
JPS57137736U (fr) * 1981-02-25 1982-08-28
JPS5823935Y2 (ja) * 1975-02-06 1983-05-23 いすゞ自動車株式会社 カヘンスワ−ルソウチ
JPS593143Y2 (ja) * 1981-12-12 1984-01-28 和彦 伊東 小型内燃機簡易過給機

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS511827A (ja) * 1974-06-22 1976-01-09 Toyoda Chuo Kenkyusho Kk Nenryojohatsusochitsukinainenkikan
JPS5823935Y2 (ja) * 1975-02-06 1983-05-23 いすゞ自動車株式会社 カヘンスワ−ルソウチ
JPS56154126A (en) * 1980-04-28 1981-11-28 Mitsuwa Seiki Co Ltd Auxiliary device for supercharger
JPS57137736U (fr) * 1981-02-25 1982-08-28
JPS593143Y2 (ja) * 1981-12-12 1984-01-28 和彦 伊東 小型内燃機簡易過給機

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