JP2001280146A - Turbo supercharging system - Google Patents

Turbo supercharging system

Info

Publication number
JP2001280146A
JP2001280146A JP2000098168A JP2000098168A JP2001280146A JP 2001280146 A JP2001280146 A JP 2001280146A JP 2000098168 A JP2000098168 A JP 2000098168A JP 2000098168 A JP2000098168 A JP 2000098168A JP 2001280146 A JP2001280146 A JP 2001280146A
Authority
JP
Japan
Prior art keywords
compressor
cooler
turbine
supercharger
cooling
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
Application number
JP2000098168A
Other languages
Japanese (ja)
Other versions
JP4136262B2 (en
Inventor
Takeshi Tokumaru
武志 徳丸
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.)
Isuzu Motors Ltd
Original Assignee
Isuzu Motors Ltd
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 Isuzu Motors Ltd filed Critical Isuzu Motors Ltd
Priority to JP2000098168A priority Critical patent/JP4136262B2/en
Publication of JP2001280146A publication Critical patent/JP2001280146A/en
Application granted granted Critical
Publication of JP4136262B2 publication Critical patent/JP4136262B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • 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

  • Supercharger (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a turbo supercharging system of a series two-stage supercharging capable of avoiding failure caused by raising the temperature of a compressor of a high pressure stage by effectively cooling air supplied from a compressor of a low pressure stage without using surplus power by carrying out wasteful cooling. SOLUTION: In the turbo supercharging system of a series two-stage supercharging wherein a first turbine 31 of a first supercharger 30 and a second turbine 41 of a second supercharger 40 are disposed in an exhaust passage 22 of an internal combustion engine 10 and a second compressor 42 of the second supercharger 40 and first supercharger 30 of an intermediate air supply cooler 50 are disposed in order from an upstream side of an intake passage 12, cooling performance of the intermediate air supply cooler 50 is changeably constituted, and a control device 60 is disposed so as to control a cooling performance of the intermediate air supply cooler 50 according to values of a load sensor 61 and a rotating speed sensor 62.

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【発明の属する技術分野】本発明は、ディーゼルエンジ
ンやガソリンエンジン等の内燃機関において、コンプレ
ッサーが２段直列に配置された直列２段式のターボ過給
システムに関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an in-line two-stage turbocharging system in an internal combustion engine such as a diesel engine or a gasoline engine, in which compressors are arranged in two stages in series.

【０００２】[0002]

【従来の技術】過給機付きエンジンにおいては、吸入空
気を十分にシリンダに供給し充填するために、コンプレ
ッサで昇温された給気の冷却用に吸気通路のコンプレッ
サ下流側にインタークーラやチャージャクーラと呼ばれ
る給気冷却器を設けて、圧縮昇温した給気を冷却してい
る。2. Description of the Related Art In a supercharged engine, an intercooler or a charger is provided downstream of a compressor in an intake passage for cooling supply air heated by a compressor in order to sufficiently supply and charge intake air to a cylinder. An air-supply cooler called a cooler is provided to cool the air-supply air whose temperature has been increased by compression.

【０００３】また、給気と熱交換するこの給気冷却器を
冷却するために、走行風を当てたり、エンジンにより直
接駆動されるファンや電動ファンで送風したりしてい
る。この走行風による冷却以外の前記手段では駆動損失
が生じ、燃費が悪化する。In order to cool the air supply cooler which exchanges heat with the air supply, running air is blown or air is blown by a fan directly driven by an engine or an electric fan. In the above-described means other than the cooling by the traveling wind, a driving loss occurs, and fuel efficiency is deteriorated.

【０００４】また、大型のエンジンにおいては、負荷や
回転数の大きい時に大容量のタービンを駆動し、負荷や
回転数の小さい時に小容量のタービンに切り替えて、こ
れを駆動して過給する、切替え方式の２段過給システム
がある。In a large engine, a large-capacity turbine is driven when the load or the number of revolutions is large, and the turbine is switched to a small-capacity turbine when the load or the number of revolutions is small, and the turbine is driven and supercharged. There is a switching type two-stage supercharging system.

【０００５】一方、一段の排気ガスタービンから排出さ
れる排気ガスには、なお利用可能な排気エネルギーが十
分にあるので、第２段の排気ガスタービンを設けて第２
段のコンプレッサを駆動して、更に、給気を圧縮して高
過給でエンジンに供給して、充填効率を向上させた直列
二段過給システムが提案されている。On the other hand, since the exhaust gas discharged from the first-stage exhaust gas turbine still has sufficient exhaust energy available, the second-stage exhaust gas turbine is provided to provide the second-stage exhaust gas turbine.
There has been proposed an in-line two-stage supercharging system in which a stage compressor is driven, the air supply is further compressed, and the air is supplied to the engine at high supercharging to improve the charging efficiency.

【０００６】このように、コンプレッサを直列２段に配
置した場合は、上流側の低圧段のコンプレッサで給気が
圧縮されて昇温し、更に、下流側の高圧段のコンプレッ
サで昇温するので、特に、この間に冷却装置を設けない
場合には、高圧段のコンプレッサーの出口において最大
２００℃以上にもなり、高圧段のコンプレッサの耐熱及
び耐久性が問題となる。また、給気温度が高くなると、
高圧段のコンプレッサの圧縮能力も低下するので、この
高圧段のコンプレッサに入る前に中間給気冷却装置で給
気を冷却する必要が生じる。As described above, when the compressors are arranged in two stages in series, the supply air is compressed by the compressor at the low pressure stage on the upstream side and the temperature is increased, and further the temperature is increased by the compressor at the high pressure stage on the downstream side. In particular, when a cooling device is not provided during this period, the temperature at the outlet of the high-pressure stage compressor becomes 200 ° C. or more at maximum, and the heat resistance and durability of the high-pressure stage compressor are problematic. Also, when the supply air temperature increases,
Since the compression capacity of the high-pressure stage compressor is also reduced, it is necessary to cool the supply air with an intermediate air supply cooling device before entering the high-pressure stage compressor.

【０００７】[0007]

【発明が解決しようとする課題】しかしながら、２つの
コンプレッサの間に設けられる中間給気冷却装置を、高
圧段のコンプレッサと給気マニホールドの間に設けられ
ている通常の給気冷却装置（インタークーラ）と同じ構
造にして、エンジン前方又は後方の同じ位置に配置しよ
うとすると、エンジンの前後方向のスペースの関係や配
管の複雑化や配管の流通抵抗の増加の問題が生じ、エン
ジンのレイアウト上からみて、実際上配置が困難である
という問題がある。However, the intermediate air supply cooling device provided between the two compressors is replaced by a normal air supply cooling device (intercooler) provided between the high-pressure stage compressor and the air supply manifold. ), The same structure at the front or rear of the engine will cause problems in the front-rear space of the engine, complicated pipes and increased flow resistance of the pipes. Thus, there is a problem that the arrangement is actually difficult.

【０００８】一方、直列２段過給システムの場合には、
エンジンの運転領域によっては、低圧段のコンプレッサ
の出口の給気温度が高くならないので、この中間給気冷
却装置は、常に高い冷却性能を有している必要は無く、
高負荷高回転等の場合のみに、高圧段のコンプレッサが
耐熱温度以下になるように、給気を冷却できればよい。On the other hand, in the case of a series two-stage supercharging system,
Depending on the operating region of the engine, the supply air temperature at the outlet of the compressor in the low-pressure stage does not increase, so this intermediate supply cooling device does not need to always have high cooling performance,
Only in the case of high load and high rotation, etc., it is sufficient that the supply air can be cooled such that the compressor in the high pressure stage is at or below the allowable temperature limit.

【０００９】また、この直列２段過給システムの場合に
は、１段の過給システムに比べて、給気を冷却するため
に使用される動力が大きくなり、そのため、駆動損失が
大きくなって燃費が悪化する傾向があるので、この駆動
損失を減少し、給気の冷却に使用する動力を必要最小限
にする必要がある。In addition, in the case of the in-line two-stage supercharging system, the power used for cooling the air supply is larger than that of the one-stage supercharging system, so that the driving loss is increased. Since fuel efficiency tends to deteriorate, it is necessary to reduce the drive loss and minimize the power used for cooling the supply air.

【００１０】本発明は、上述の問題を解決するためにな
されたものであり、その目的は、排気エネルギーを効率
よく過給機のエネルギーに変換して高過給を可能とする
直列２段過給のターボ過給システムにおいて、低圧段の
コンプレッサから出る給気を効率良く冷却して、高圧段
のコンプレッサの昇温による故障を回避することがで
き、しかも、無駄な冷却を行って余分な動力を使用する
ことなく、燃費を向上できる直列２段のターボ過給シス
テムを提供することにある。SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problem, and an object of the present invention is to provide an in-line two-stage supercharger capable of efficiently converting exhaust energy into turbocharger energy to enable high supercharging. In a turbocharged turbocharger system, the air supply from the low-pressure stage compressor can be efficiently cooled to avoid a failure due to the temperature rise of the high-pressure stage compressor. An object of the present invention is to provide a two-stage turbocharger system that can improve fuel efficiency without using a turbocharger.

【００１１】[0011]

【課題を解決するための手段】以上のような目的を達成
するためのターボ過給システムは、内燃機関の排気通路
に、排気ガスにより駆動される第１の過給機の第１ター
ビンと第２の過給機の第２タービンを設けると共に、前
記第２タービンにより駆動される第２コンプレッサと前
記第１タービンにより駆動される第１コンプレッサを吸
気通路の上流側から直列に２段配置したターボ過給シス
テムにおいて、前記第１コンプレッサと前記第２コンプ
レッサの間に、前記第２コンプレッサで圧縮され昇温し
た給気を冷却する中間給気冷却器を設け、該中間給気冷
却器の冷却能力を変更可能に構成すると共に、該内燃機
関の負荷状態を検出する負荷センサと回転速度を検出す
る回転速度センサの検出値から、高負荷高回転状態であ
ると判断した時に、前記中間給気冷却器の冷却能力を増
加する制御を行う制御装置を設けて構成される。SUMMARY OF THE INVENTION In order to achieve the above object, a turbocharger system includes a first turbine and a first turbine of a first supercharger driven by exhaust gas in an exhaust passage of an internal combustion engine. A turbocharger having a second turbocharger and a second compressor driven by the second turbine and a first compressor driven by the first turbine arranged in two stages in series from the upstream side of an intake passage. In the supercharging system, an intermediate air supply cooler is provided between the first compressor and the second compressor for cooling the air supply compressed and heated by the second compressor, and a cooling capacity of the intermediate air cooler is provided. Is configured to be changeable, and from a detection value of a load sensor for detecting a load state of the internal combustion engine and a rotation speed sensor for detecting a rotation speed, when it is determined that the internal combustion engine is in a high load and high rotation state, Configured to provide a control device that performs control to increase the cooling capacity of the intermediate supply air cooler.

【００１２】そして、上記のターボ過給システムにおい
て、前記中間給気冷却器の冷却能力の変更を、前記中間
給気冷却器を冷却する電動ファンにより行う。In the above turbocharger system, the cooling capacity of the intermediate supply cooler is changed by an electric fan that cools the intermediate supply cooler.

【００１３】更に、上記のターボ過給システムにおい
て、前記制御装置は、高負荷高回転状態からそれ以外の
状態に移行したと判断した時に、所定のタイムラグを経
過してから、前記中間給気冷却器の冷却能力を減少する
制御を行うように構成する。Further, in the above turbocharger system, when the control device determines that the state has shifted from the high-load high-speed state to the other state, a predetermined time lag elapses, and then the intermediate supply cooling is performed. The control is performed to reduce the cooling capacity of the vessel.

【００１４】つまり、高圧段（第１）と低圧段（第２）
の２つのコンプレッサの間に電動ファンで冷却される給
気冷却器を設けて、この電動ファンの駆動を内燃機関の
負荷センサ（アクセルセンサ）と回転速度センサの検出
値に応じて制御し、中間給気冷却器の冷却能力を変更す
る。この「変更」には、連続的な変化のみならず、ＯＮ
／ＯＦＦの２段切替えや複数段及び多段の切替えも含む
ものとする。That is, the high pressure stage (first) and the low pressure stage (second)
An air supply cooler cooled by an electric fan is provided between the two compressors, and the drive of the electric fan is controlled in accordance with the detection values of a load sensor (accelerator sensor) and a rotation speed sensor of the internal combustion engine. Change the cooling capacity of the charge air cooler. This “change” includes not only continuous changes but also ON
It also includes two-stage switching of / OFF and switching of plural stages and multiple stages.

【００１５】なお、この負荷センサと回転速度センサの
検出値と高負荷高回転状態との関係は、制御装置（コン
トロールユニット）で予め作成したマップデータと照合
することにより判断する。The relationship between the detected values of the load sensor and the rotational speed sensor and the high-load high-rotation state is determined by collating with map data created in advance by a control unit (control unit).

【００１６】この冷却能力は、電動ファンを駆動する場
合と、駆動しない場合のＯＮ／ＯＦＦに切替えとしても
よく、電動ファンの回転数の制御で変更してもよい。The cooling capacity may be switched between ON and OFF when the electric fan is driven and when it is not driven, or may be changed by controlling the number of revolutions of the electric fan.

【００１７】なお、高圧段のコンプレッサと吸気マニホ
ールドとの間の給気冷却器（インタークーラ）の冷却は
周知の技術と同様に、エンジンの前方又は後方に配置し
てエンジン直動の冷却ファンや走行風等によって冷却す
るように構成する。The cooling of the supply air cooler (intercooler) between the compressor in the high-pressure stage and the intake manifold is performed in the same manner as in the well-known technology, by disposing the cooling fan disposed directly in front of or behind the engine. It is configured to be cooled by running wind or the like.

【００１８】以上の構成のターボ過給システムにおいて
は、内燃機関の負荷と回転数から高負荷高回転領域に有
るか否かを判断し、高負荷高回転領域に運転状態がある
時には、中間給気冷却器の冷却能力を変更又は切り替え
て大きくし、高圧段の第１コンプレッサの入口側の給気
温度を下げて、このコンプレッサが高温になるのを回避
して保護し、合わせて、給気に対する圧縮性能も良好に
保たれる。また、高負荷高回転領域に運転状態が無い時
には、中間給気冷却器の冷却能力を変更又は切り替えて
小さくし、無駄な冷却を行うこと無く、効率良く給気の
冷却が行なわれる。In the turbocharger system having the above structure, it is determined whether or not the engine is in the high-load high-speed range based on the load and the rotation speed of the internal combustion engine. The cooling capacity of the air cooler is changed or switched to be increased, and the supply air temperature at the inlet side of the first compressor of the high-pressure stage is reduced to prevent and protect the compressor from becoming hot. Compressive performance is also kept good. Further, when there is no operation state in the high load and high rotation region, the cooling capacity of the intermediate air supply cooler is changed or switched to be small, and the air supply is efficiently cooled without performing unnecessary cooling.

【００１９】また、負荷センサや回転数センサは、内燃
機関の制御のために既に設置されているので、新たなセ
ンサやこのセンサのための配線等を設ける必要が無く、
また、応答性もよく、その上、制御装置もエンジンコン
トロールユニットを使用できるので、システム自体がシ
ンプルとなり、コストアップも少ない。Further, since the load sensor and the rotational speed sensor are already installed for controlling the internal combustion engine, there is no need to provide a new sensor or wiring for this sensor.
In addition, the responsiveness is good, and in addition, since the engine control unit can be used as the control device, the system itself is simple and the cost is small.

【００２０】そして、高圧段と低圧段の２つのコンプレ
ッサ間の吸気通路には、中間給気冷却器だけが配置され
る極めてシンプルな構成になり、しかも電動ファンを用
いると配置上の自由度も増す。The intake passage between the two compressors of the high-pressure stage and the low-pressure stage has a very simple structure in which only the intermediate air-supply cooler is arranged. Increase.

【００２１】また、無駄な冷却のために電動ファンを駆
動することが無くなるので、冷却用の駆動エネルギーの
損失が減少し、燃費が向上する。Further, since the electric fan is not driven for useless cooling, loss of driving energy for cooling is reduced and fuel efficiency is improved.

【００２２】その上、高負荷高回転運転領域の高冷却能
力から、それ以外の領域の低冷却能力への移行時に、す
ぐに移行せずにタイムラグを持って移行するようにして
いるので、低圧段の第２コンプレッサによる圧縮で昇温
した給気が全部、高冷却性能を維持している中間給気冷
却器で冷却されて高圧段の第１コンプレッサを通過した
後に、中間給気冷却器の冷却性能を低下するので、高圧
段の第１コンプレッサが高温になることが無い。In addition, when shifting from the high cooling capacity in the high-load, high-speed operation area to the low cooling capacity in the other areas, the shift is performed immediately with a time lag instead of immediately. All the supply air heated by the compression by the second compressor of the stage is cooled by the intermediate supply cooler maintaining the high cooling performance and passes through the first compressor of the high pressure stage. Since the cooling performance is reduced, the first compressor in the high pressure stage does not become hot.

【００２３】つまり、高冷却能力から低冷却能力への切
替えを、高負荷高回転領域の運転が終了した時に、タイ
ムラグを設けずに直ぐ切り替えると、排気ガスのエネル
ギーがまだ高く、低圧段の第２コンプレッサを通過した
給気はまだ圧力も温度も高いままであるので、高圧段の
第１コンプレッサの温度が許容温度以上になってしまう
おそれが有るが、これを回避できる。In other words, if the switching from the high cooling capacity to the low cooling capacity is immediately switched without providing a time lag when the operation in the high load and high speed region is completed, the energy of the exhaust gas is still high, and Since the pressure and the temperature of the supply air that has passed through the two compressors are still high, the temperature of the first compressor in the high-pressure stage may become higher than the allowable temperature, but this can be avoided.

【００２４】なお、この中間給気冷却器の冷却能力の変
更及び制御は、完全に電動ファンによる駆動と制御がシ
ステムが簡便化し、最適であるが、その他にも次のよう
な構成が考えられる。The change and control of the cooling capacity of the intermediate air supply cooler are optimally driven and controlled by a completely electric fan, and the system is simple and optimal. .

【００２５】例えば、第２タービンの下流側に排気ター
ビンを設け、この排気タービンで中間給気冷却器を冷却
する冷却ファンを回転駆動し、この回転を制御装置によ
ってクラッチをＯＮ／ＯＦＦすることにより制御するよ
うに構成してもよい。For example, an exhaust turbine is provided on the downstream side of the second turbine, and a cooling fan for cooling the intermediate air supply cooler is rotationally driven by the exhaust turbine. You may comprise so that it may control.

【００２６】また、エンジンのクランク軸からベルト駆
動等により機械的に駆動される冷却ファンの回転を、上
記と同じく、制御装置によってクラッチをＯＮ／ＯＦＦ
することにより制御するように構成してもよい。Also, the control device controls the ON / OFF of the clutch by means of the control device in the same manner as described above, by rotating the cooling fan mechanically driven by a belt drive or the like from the crankshaft of the engine.
The configuration may be such that the control is performed by performing

【００２７】あるいは、中間給気冷却器の一部にバイパ
ス通路を設け、このバイパス通路の入口のバルブを開閉
制御して、冷却能力を変更することも考えられる。但
し、この場合には給気をバイパスさせて冷却性能を低下
させても冷却用のエネルギーの節約にはならない。Alternatively, it is conceivable to provide a bypass passage in a part of the intermediate air supply cooler and control the opening and closing of a valve at the entrance of the bypass passage to change the cooling capacity. However, in this case, even if the cooling performance is reduced by bypassing the air supply, energy for cooling is not saved.

【００２８】[0028]

【発明の実施の形態】以下、本発明に係るターボ過給シ
ステムについて、図面を参照しながら説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a turbocharging system according to the present invention will be described with reference to the drawings.

【００２９】このターボ過給システム１は、エンジン１
０の排気マニホールド２１に接続された排気通路２２
に、上流側から順に、高圧段の第１の過給機３０の第１
タービン３１、低圧段の第２の過給機４０の第２タービ
ン４１及びマフラー（サイレンサー）２３を設ける。This turbocharging system 1 includes an engine 1
Exhaust passage 22 connected to exhaust manifold 21
In the order from the upstream side, the first supercharger 30 of the high pressure stage
A turbine 31, a second turbine 41 of a second supercharger 40 at a low pressure stage, and a muffler (silencer) 23 are provided.

【００３０】また、吸気マニホールド１１に接続された
吸気通路１２に、上流側から順に、エアクリーナ１３、
低圧段の第２の過給機（ターボチャージャ）４０の第１
コンプレッサ４２、中間給気冷却器５０、高圧段の第１
の過給機３０の第１コンプレッサ３２、給気冷却器（イ
ンタークーラ：チャージクーラ）１５を設ける。In the intake passage 12 connected to the intake manifold 11, air cleaners 13,
First of the second supercharger (turbocharger) 40 of the low pressure stage
Compressor 42, intermediate charge cooler 50, first high pressure stage
The first compressor 32 and the supply air cooler (intercooler: charge cooler) 15 of the supercharger 30 are provided.

【００３１】そして、中間給気冷却器５０の直近に電動
ファン５１を設け、低圧段の第２の過給機４０の第２コ
ンプレッサ４２で圧縮されて昇温した給気Ａを冷却する
構成とし、この電動ファン５１を制御する制御装置６０
を設ける。この制御装置６０は通常はエンジンコントロ
ールユニットで兼ねる。An electric fan 51 is provided immediately adjacent to the intermediate air supply cooler 50 to cool the supply air A which has been heated by being compressed by the second compressor 42 of the second supercharger 40 at the low pressure stage. A control device 60 for controlling the electric fan 51
Is provided. This control device 60 usually also serves as an engine control unit.

【００３２】この制御装置６０は、エンジン１０の負荷
状態を検出する負荷センサ６１と回転速度を検出する回
転速度センサ６２の検出値を入力とし、この検出値であ
る負荷と回転速度を予め作成しておいた図２に例示する
ようなマップデータと照合し、高負荷高回転領域、即ち
ＯＮの領域にあると判断した場合には、電動ファン５１
をＯＮする制御を行い、中間給気冷却器５０の冷却能力
を高める。The control device 60 receives as input the values detected by the load sensor 61 for detecting the load state of the engine 10 and the rotational speed sensor 62 for detecting the rotational speed, and prepares the load and rotational speed as the detected values in advance. If it is determined that the electric fan 51 is in a high-load high-speed region, that is, an ON region, the electric fan 51 is checked.
Is turned on to increase the cooling capacity of the intermediate air supply cooler 50.

【００３３】また、高負荷高回転以外の領域、即ちＯＦ
Ｆの領域にあると判断した場合には、所定のタイムラ
グ、例えば、３０ｓｅｃ〜３ｍｉｎ程度を経過させた後
に、電動ファン５１をＯＦＦする制御を行い、中間給気
冷却器５０の冷却能力を低くする。Further, the region other than the high-load high-speed rotation, ie, the OF
If it is determined that it is in the area of F, after a predetermined time lag, for example, about 30 seconds to 3 minutes, control to turn off the electric fan 51 is performed, and the cooling capacity of the intermediate air supply cooler 50 is reduced. .

【００３４】この電動ファン５１のＯＮ／ＯＦＦ制御に
より、高負荷高回転運転で、給気の温度が上昇する状態
の時には、高い冷却性能状態にある中間給気冷却器５０
で給気を冷却して、高圧段の第１コンプレッサ３２に入
る給気Ａの温度を下げて、第１コンプレッサ３２を保護
し、高負荷高回転運転と異なる運転領域で、給気の温度
の上昇が少ない状態の時には、冷却性能を下げても、第
１コンプレッサ３２を保護できるので、電動ファン５１
をＯＦＦしてエネルギーの浪費を避けることができる。By the ON / OFF control of the electric fan 51, the intermediate air supply cooler 50 is in a high cooling performance state when the supply air temperature rises in a high load and high rotation operation.
The supply air is cooled in the first compressor 32 in the high-pressure stage, and the temperature of the supply air A is reduced to protect the first compressor 32. When the rise is small, the first compressor 32 can be protected even if the cooling performance is reduced.
Is turned off to avoid waste of energy.

【００３５】また、第１の過給機３０の第１コンプレッ
サ３２の下流側の給気冷却器１５の冷却は周知の技術と
同様に、エンジン１０の前方又は後方に配置してエンジ
ン直動の冷却ファン（図示しない）や走行風等によって
冷却するように構成する。The cooling of the air supply cooler 15 downstream of the first compressor 32 of the first supercharger 30 is arranged in front of or behind the engine 10 in the same manner as in the well-known technology, and The cooling fan (not shown) and the cooling air are used to cool the vehicle.

【００３６】そして、更に、高圧段の第１の過給機３０
の第１タービン３１を迂回する排気バイパス通路２４を
設けると共に、この排気バイパス通路２４の入口に調整
バルブ２５を設けて構成し、この調整バルブ２５をエン
ジンの回転数等に基づいて開閉制御することにより、第
１の過給機３０の第１タービン３１と第２の過給機４０
の第２タービン４１の駆動量を調整する。この調整によ
り、高圧段の第１コンプレッサ３２と低圧段の第２コン
プレッサ４２による給気の圧縮比の割合等を調整する。Further, the first supercharger 30 of the high pressure stage
An exhaust bypass passage 24 bypassing the first turbine 31 and an adjusting valve 25 provided at the inlet of the exhaust bypass passage 24, and the opening and closing of the adjusting valve 25 is controlled based on the engine speed and the like. Thereby, the first turbine 31 of the first supercharger 30 and the second supercharger 40
Of the second turbine 41 is adjusted. By this adjustment, the ratio of the compression ratio of the supply air by the first compressor 32 in the high-pressure stage and the second compressor 42 in the low-pressure stage is adjusted.

【００３７】この構成によれば、エンジン１０の排気マ
ニホールド２１より排出される排気ガスＧは、高圧段の
第１の過給機３０に送られ第１タービン３１を駆動し、
同軸上の第１コンプレッサ３２を回転させ、吸入空気の
過給を行い、この第１タービン３１を通過したガスは、
更に、低圧段の第２の過給機４０に送られ第２タービン
４１を駆動し、マフラー２３を経て大気に放出される。According to this configuration, the exhaust gas G discharged from the exhaust manifold 21 of the engine 10 is sent to the first supercharger 30 at the high pressure stage to drive the first turbine 31,
The first compressor 32 on the same axis is rotated to supercharge the intake air, and the gas that has passed through the first turbine 31 is
Further, the air is sent to the second supercharger 40 at the low pressure stage, drives the second turbine 41, and is discharged to the atmosphere via the muffler 23.

【００３８】一方、給気Ａは、エアクリーナ１３を通過
後、低圧段の第２の過給機４０の第２コンプレッサ４２
によって圧縮され昇温し、その後、電動ファン５１で冷
却される中間給気冷却器５０を通過して冷却され、次
に、高圧段の第１の過給機３０の第１コンプレッサ３２
によって、更に圧縮及び昇温し、給気冷却器１５で冷却
された後に吸気マニホールド１１に供給される。On the other hand, after passing through the air cleaner 13, the supply air A is supplied to the second compressor 42 of the second supercharger 40 at the low pressure stage.
And then cooled by an intermediate fan cooler 50 cooled by an electric fan 51 and then cooled by a first compressor 32 of a first supercharger 30 in a high pressure stage.
Then, the pressure is further increased and the temperature is increased. After being cooled by the air supply cooler 15, the air is supplied to the intake manifold 11.

【００３９】以上の構成のターボ過給システムによれ
ば、制御装置６０によって、エンジン１０の負荷や回転
数で判断されるエンジン運転状態に応じて制御される電
動ファン５１により、高負荷高回転領域にある時は、中
間給気冷却器５０を強く冷却するので、確実に第１コン
プレッサ３１に入る給気Ａの温度を下げて第１コンプレ
ッサ３１を保護することができる。According to the turbocharger system having the above-described configuration, the control device 60 controls the electric fan 51 which is controlled in accordance with the engine operating state determined based on the load and the number of revolutions of the engine 10 so that the high-load high-speed , The intermediate supply air cooler 50 is strongly cooled, so that the temperature of the supply air A entering the first compressor 31 can be surely lowered to protect the first compressor 31.

【００４０】また、高負荷高回転領域に無い時には第１
コンプレッサ３１の出口の給気Ａの温度が低く、高温に
よる第１コンプレッサ３１の損傷に心配が無いため、電
動ファン５１をＯＦＦして、エネルギー損失を避けるこ
とができるので、燃費の向上とエンジンの出力アップを
図ることができる。When the motor is not in the high load / high rotation range, the first
Since the temperature of the air supply A at the outlet of the compressor 31 is low and there is no concern about damage to the first compressor 31 due to the high temperature, the electric fan 51 can be turned off to avoid energy loss, thereby improving fuel efficiency and improving engine performance. Output can be increased.

【００４１】また、冷却ファン５３をエンジン１０のク
ランク軸から直接駆動しないので設置場所の選択の範囲
が広がり、レイアウト上の自由度が大きくなる。Further, since the cooling fan 53 is not driven directly from the crankshaft of the engine 10, the range of installation locations can be widened and the degree of freedom in layout can be increased.

【００４２】なお、この中間給気冷却器５０冷却能力
は、電動ファン５１を駆動する場合と、駆動しない場合
のＯＮ／ＯＦＦの切替えとしたが、負荷と回転速度を変
数とするマップデータの関数をＯＮ／ＯＦＦでなく、電
動ファン５１の回転数とし、負荷と回転速度に応じた電
動ファン５１の回転数で制御すると、よりエネルギー損
失を減少できる。The cooling capacity of the intermediate supply air cooler 50 is switched between ON and OFF when the electric fan 51 is driven and when the electric fan 51 is not driven. Is not the ON / OFF but the rotation speed of the electric fan 51 and the control is performed by the rotation speed of the electric fan 51 according to the load and the rotation speed, so that the energy loss can be further reduced.

【００４３】ちなみに、一例を上げれば、中速回転で過
給機が最も働く場合には、低圧段の第２コンプレッサ４
２の出口では、給気温度は約１００℃で、給気圧力は約
１７０ｋＰａ程度であり、電動ファン５１を駆動しない
場合には、第１コンプレッサ３２の出口では、給気温度
は約２００℃で、給気圧力は約２９０ｋＰａ程度である
が、電動ファン５１を駆動する場合には、第１コンプレ
ッサ３２の出口では、給気温度は約１７０℃で、給気圧
力は約３００ｋＰａ程度になる。Incidentally, as an example, when the supercharger works best at a medium speed, the second compressor 4 of the low pressure stage is used.
At the outlet 2, the supply air temperature is about 100 ° C. and the supply air pressure is about 170 kPa. When the electric fan 51 is not driven, the supply air temperature is about 200 ° C. at the outlet of the first compressor 32. The supply pressure is about 290 kPa, but when the electric fan 51 is driven, the supply air temperature at the outlet of the first compressor 32 is about 170 ° C. and the supply pressure is about 300 kPa.

【００４４】[0044]

【発明の効果】以上の説明したように、本発明に係るタ
ーボ過給システムによれば、内燃機関の負荷と回転数か
らエンジンの運転状態が高負荷高回転領域に有るか否か
を判断し、高負荷高回転領域に運転状態がある時には、
低圧段の第２コンプレッサで圧縮され昇温した給気を中
間給気冷却器の冷却能力を変更又は切り替えて大きく
し、高圧段の第１コンプレッサの入口側の給気温度を下
げて、このコンプレッサが高温になるのを回避して保護
することができる。また、同時に、高圧段の第１コンプ
レッサの給気に対する圧縮も良好に行うことができる。As described above, according to the turbocharger system according to the present invention, it is determined whether or not the operating state of the engine is in the high-load and high-speed range from the load and the rotation speed of the internal combustion engine. When there is an operation state in the high load and high speed range,
By changing or switching the cooling capacity of the intermediate air supply cooler to increase the supply air that has been compressed and raised in temperature by the second compressor of the low pressure stage, and by reducing the supply air temperature at the inlet side of the first compressor of the high pressure stage, Can be protected by avoiding high temperatures. At the same time, the compression of the supply air of the first compressor in the high-pressure stage can be performed well.

【００４５】また、エンジンの運転状態が高負荷高回転
領域に無い時には、中間給気冷却器の冷却能力を変更又
は切り替えて小さくし、無駄な冷却を行うこと無く、効
率良く給気の冷却を行なうことができる。When the operating state of the engine is not in the high-load, high-speed range, the cooling capacity of the intermediate air-supply cooler is changed or switched to be smaller, so that the air-supply can be efficiently cooled without performing unnecessary cooling. Can do it.

【００４６】また、負荷センサや回転数センサは、内燃
機関の制御のために既に設置されているので、新たなセ
ンサやこのセンサのための配線等を設ける必要が無く、
また、応答性も良く、制御装置もエンジンコントロール
ユニットを使用できるので、システム自体がシンプルと
なり、コストアップも少ない。Further, since the load sensor and the rotation speed sensor are already installed for controlling the internal combustion engine, there is no need to provide a new sensor, wiring for this sensor, and the like.
In addition, the responsiveness is good and the control device can use the engine control unit, so that the system itself is simple and the cost is small.

【００４７】そして、高圧段と低圧段の２つのコンプレ
ッサ間の吸気通路には、中間給気冷却器だけが配置され
る極めてシンプルな構成になり、しかも電動ファンを用
いると配置上の自由度も増し、また、無駄な冷却のため
に電動ファンを駆動することが無くなるので、冷却用の
駆動エネルギーの損失が減少し、燃費が向上する。The intake passage between the two compressors of the high-pressure stage and the low-pressure stage has a very simple configuration in which only the intermediate air supply cooler is arranged. In addition, since the electric fan is not driven for useless cooling, the loss of driving energy for cooling is reduced, and the fuel efficiency is improved.

【００４８】その上、高負荷高回転運転領域の高冷却能
力から、それ以外の領域の低冷却能力への移行時に、す
ぐに移行せずにタイムラグを持って移行するようにして
いるので、低圧段の第２コンプレッサによる圧縮で昇温
した給気が全部、高冷却性能を維持している中間給気冷
却器で冷却されて高圧段の第１コンプレッサを通過した
後に、中間給気冷却器の冷却性能を低下するので、高圧
段の第１コンプレッサが高温になるのを回避できる。In addition, when shifting from the high cooling capacity in the high-load high-speed operation area to the low cooling capacity in the other areas, the shift is made immediately with a time lag instead of immediately. All the supply air heated by the compression by the second compressor of the stage is cooled by the intermediate supply cooler maintaining the high cooling performance and passes through the first compressor of the high pressure stage. Since the cooling performance is reduced, it is possible to prevent the first compressor in the high-pressure stage from becoming hot.

【図面の簡単な説明】[Brief description of the drawings]

【図１】本発明に係る実施の形態のターボ過給システム
を示す構成図である。FIG. 1 is a configuration diagram showing a turbocharging system according to an embodiment of the present invention.

【図２】負荷と回転速度と電動ファンのＯＮ／ＯＦＦと
の関係を示すマップである。FIG. 2 is a map showing a relationship among a load, a rotation speed, and ON / OFF of an electric fan.

【符号の説明】[Explanation of symbols]

１ ターボ過給システム １２ 吸気通路 ２２ 排気通路 ３０ 第１の過給機 ３１ 第１タービン ３２ 第２コンプレッサ ４０ 第２の過給機 ４１ 第２タービン ４２ 第２コンプレッサ ５０ 中間給気冷却器 ５１ 電動ファン ６０ 制御装置 ６１ 負荷センサ ６２ 回転速度センサ DESCRIPTION OF SYMBOLS 1 Turbocharger system 12 Intake passage 22 Exhaust passage 30 First supercharger 31 First turbine 32 Second compressor 40 Second supercharger 41 Second turbine 42 Second compressor 50 Intermediate supply cooler 51 Electric fan 60 control device 61 load sensor 62 rotation speed sensor

Claims (3)

【特許請求の範囲】[Claims] 【請求項１】 内燃機関の排気通路に、排気ガスにより
駆動される第１の過給機の第１タービンと第２の過給機
の第２タービンを設けると共に、前記第２タービンによ
り駆動される第２コンプレッサと前記第１タービンによ
り駆動される第１コンプレッサを吸気通路の上流側から
直列に２段配置したターボ過給システムにおいて、 前記第１コンプレッサと前記第２コンプレッサの間に、
前記第２コンプレッサで圧縮され昇温した給気を冷却す
る中間給気冷却器を設け、該中間給気冷却器の冷却能力
を変更可能に構成すると共に、 該内燃機関の負荷状態を検出する負荷センサと回転速度
を検出する回転速度センサの検出値から、高負荷高回転
状態であると判断した時に、前記中間給気冷却器の冷却
能力を増加する制御を行う制御装置を設けたことを特徴
とするターボ過給システム。An exhaust passage of an internal combustion engine includes a first turbine of a first supercharger driven by exhaust gas and a second turbine of a second supercharger, and is driven by the second turbine. In a turbocharger system in which a second compressor and a first compressor driven by the first turbine are arranged in two stages in series from the upstream side of an intake passage, a turbocharger is provided between the first compressor and the second compressor.
An intermediate air supply cooler that cools the supply air that has been heated by the second compressor and is configured to be able to change the cooling capacity of the intermediate air supply cooler, and to detect a load state of the internal combustion engine; A control device is provided that performs control to increase the cooling capacity of the intermediate air supply cooler when it is determined that the engine is in a high-load and high-speed state based on a detection value of a sensor and a rotation speed sensor that detects a rotation speed. And turbocharged system. 【請求項２】 前記中間給気冷却器の冷却能力の変更
を、前記中間給気冷却器を冷却する電動ファンにより行
うことを特徴とする請求項１記載のターボ過給システ
ム。2. The turbocharger system according to claim 1, wherein the cooling capacity of the intermediate charge air cooler is changed by an electric fan that cools the intermediate charge air cooler. 【請求項３】 前記制御装置は、高負荷高回転状態から
それ以外の状態に移行したと判断した時に、所定のタイ
ムラグを経過してから、前記中間給気冷却器の冷却能力
を減少する制御を行うことを特徴とする請求項１又は２
に記載のターボ過給システム。3. The control device according to claim 1, wherein the controller reduces the cooling capacity of the intermediate air supply cooler after elapse of a predetermined time lag when determining that the state has shifted from the high-load high-speed state to another state. 3. The method according to claim 1, wherein
The turbocharging system according to 1.
JP2000098168A 2000-03-31 2000-03-31 Turbocharger system Expired - Fee Related JP4136262B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2000098168A JP4136262B2 (en) 2000-03-31 2000-03-31 Turbocharger system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2000098168A JP4136262B2 (en) 2000-03-31 2000-03-31 Turbocharger system

Publications (2)

Publication Number Publication Date
JP2001280146A true JP2001280146A (en) 2001-10-10
JP4136262B2 JP4136262B2 (en) 2008-08-20

Family

ID=18612681

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2000098168A Expired - Fee Related JP4136262B2 (en) 2000-03-31 2000-03-31 Turbocharger system

Country Status (1)

Country Link
JP (1) JP4136262B2 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008513671A (en) * 2004-09-21 2008-05-01 ボルボ ラストバグナー アーベー Pipeline for turbocharger system of internal combustion engine
JP2010024858A (en) * 2008-07-15 2010-02-04 Komatsu Ltd Exhaust emission control system of internal combustion engine

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008513671A (en) * 2004-09-21 2008-05-01 ボルボ ラストバグナー アーベー Pipeline for turbocharger system of internal combustion engine
JP2010024858A (en) * 2008-07-15 2010-02-04 Komatsu Ltd Exhaust emission control system of internal combustion engine

Also Published As

Publication number Publication date
JP4136262B2 (en) 2008-08-20

Similar Documents

Publication Publication Date Title
US10107180B2 (en) Two-stage supercharging internal combustion engine having an exhaust-gas aftertreatment arrangement, and method for operating a two-stage supercharged internal combustion engine
US6354084B1 (en) Exhaust gas recirculation system for a turbocharged internal combustion engine
US7509805B2 (en) Control of exhaust to a turbo of internal combustion engine
KR102440581B1 (en) Engine system
JP4525544B2 (en) Internal combustion engine with a supercharger
WO2007040071A1 (en) Egr system of two stage super-charging engine
WO2007040070A1 (en) Egr system of internal combustion engine
JP2010180710A (en) Intake control method for engine and device therefor
JP3674254B2 (en) EGR device for supercharged engine
JP2005009314A (en) Supercharger for engine
JP2010190049A (en) Control device for internal combustion engine with superchargers
KR20120015386A (en) Operation controling system of waste gate unit for turbocharger
JPH08284763A (en) Egr supercharging system
JPS6165017A (en) Intake device of engine with supercharger
KR101628402B1 (en) Apparatus for cooling the charged air of Diesel Engine with water cooling type intercooler and cooling method therefor
JP2011111929A (en) Internal combustion engine and method for controlling the same
JP2001280142A (en) Turbo supercharging system
JP4136262B2 (en) Turbocharger system
CN114245842B (en) Method for operating an internal combustion engine system
JP2000008963A (en) Exhaust gas recirculation device for supercharged engine
JP2001342839A (en) Turbo supercharging system
KR102633858B1 (en) Engine system and method using the same
JPH11229885A (en) Diesel engine
JPH10103165A (en) Exhaust gas recirculating device for engine with supercharger
JPH01322A (en) Turbocharged air-cooled internal combustion engine

Legal Events

Date Code Title Description
A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20050426

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20050524

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20050721

A02 Decision of refusal

Free format text: JAPANESE INTERMEDIATE CODE: A02

Effective date: 20051018

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20051111

A911 Transfer of reconsideration by examiner before appeal (zenchi)

Free format text: JAPANESE INTERMEDIATE CODE: A911

Effective date: 20051122

A912 Removal of reconsideration by examiner before appeal (zenchi)

Free format text: JAPANESE INTERMEDIATE CODE: A912

Effective date: 20051222

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20080307

A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20080603

R150 Certificate of patent or registration of utility model

Free format text: JAPANESE INTERMEDIATE CODE: R150

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20110613

Year of fee payment: 3

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20110613

Year of fee payment: 3

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20120613

Year of fee payment: 4

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20130613

Year of fee payment: 5

LAPS Cancellation because of no payment of annual fees