JPS58190518A - Supercharger for internal-combustion engine - Google Patents
Supercharger for internal-combustion engineInfo
- Publication number
- JPS58190518A JPS58190518A JP57073769A JP7376982A JPS58190518A JP S58190518 A JPS58190518 A JP S58190518A JP 57073769 A JP57073769 A JP 57073769A JP 7376982 A JP7376982 A JP 7376982A JP S58190518 A JPS58190518 A JP S58190518A
- Authority
- JP
- Japan
- Prior art keywords
- engine
- supercharger
- exhaust
- control valve
- control valves
- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
-
- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
-
- 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
Description
【発明の詳細な説明】
本発明は、自動車の動力源等として使用される内燃機関
の過給装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a supercharging device for an internal combustion engine used as a power source for an automobile.
自動車用機関のように小型軽量化と高出力及び低費とが
要求される内燃機関では、排気ターボ過給機を設けて燃
焼条件を改善することが有効である。In internal combustion engines, such as automobile engines, which are required to be small and lightweight, high output, and low cost, it is effective to improve combustion conditions by providing an exhaust turbo supercharger.
ところが、単に排気ターボ過給機を設けたのみでは、必
ずしも機関の運転性が良くならない。However, simply providing an exhaust turbo supercharger does not necessarily improve the operability of the engine.
即ち、機関の出力を重視して過給機を高速域でマツチン
グさせると、中低速域でのタービン効率が低下して中低
速トルクが低下すると同時に加速性が悪化する。又、中
低速トルク及び加速性を重視して過給機を中低速域でマ
ツチングさせると、高速域での給気圧が過大となって機
関の耐久性及び騒音に悪影響を及ぼすと共に、燃焼室内
での余剰空気が過度に多くなってボンピングロスが増大
する結果、燃料消費率が悪化するという不都合があった
。このような過給機付機関の特性は、２基の過給機を直
列に接続した２段過給装置において本例外ではなく、機
関の運転性及び燃料消費率等を改善するために抜本的な
処置が要望されていた。That is, if the supercharger is matched in the high speed range with emphasis on the engine output, the turbine efficiency in the medium and low speed range decreases, the medium and low speed torque decreases, and at the same time the acceleration performance deteriorates. In addition, if the supercharger is matched in the mid-to-low speed range with emphasis on mid-to-low speed torque and acceleration, the boost pressure in the high-speed range will be excessive, which will have a negative impact on engine durability and noise, and will cause problems in the combustion chamber. There is an inconvenience in that the amount of surplus air becomes excessively large and the pumping loss increases, resulting in a worsening of the fuel consumption rate. These characteristics of a supercharged engine are not an exception to this in a two-stage supercharging system in which two superchargers are connected in series, but are fundamental to improving engine drivability and fuel consumption. measures were requested.
本発明は、このような要望に応えるためになされたもの
であり、中低速域での効率に優れた２基の小屋の排気タ
ーボ過給機を直列に接続していわゆる二段過給を行なわ
せ、各過給機のタービン及びコンプレッサにそれぞれ制
御弁を備えたバイパス路を設けることにより、機関の運
転状態に応じて過給機の運転ノ（ターンを変え、以って
、機関の運転状態に応じて給気圧を最適制御することに
より、加速性及び燃料消費率等を向上させようとするも
のである。The present invention has been made in response to such demands, and is designed to perform so-called two-stage supercharging by connecting two cabin exhaust turbo superchargers, which are highly efficient in medium and low speed ranges, in series. By providing a bypass passage equipped with a control valve for the turbine and compressor of each turbocharger, the turbocharger's operating speed (turn) can be changed according to the engine operating condition, thereby controlling the engine operating condition. The aim is to improve acceleration performance, fuel consumption rate, etc. by optimally controlling the air supply pressure according to the engine speed.
以下に本発明を図示された一実施例に基づいて詳細に説
明する。The present invention will be explained in detail below based on an illustrated embodiment.
図において、機関１の給気通路には、図示しないエアク
リーナを介して吸入した空気を加圧する低圧段排気ター
ボ過給機２のコンプレッサ２ａと、このコンプレッサ２
ａから吐出された加圧空気を更に加圧して機関１に送り
込む高圧段排気ターボ過給機３のコンプレッサ３ａとを
介装しており、低圧段排気ターボ過給機２のり・−ビン
２ｂと機関１との間に高圧段排気ターボ過給機３のター
ビン８ｂを介装することにより、いわゆる２段過給装置
を構成している。In the figure, an air supply passage of an engine 1 includes a compressor 2a of a low-pressure stage exhaust turbo supercharger 2 that pressurizes air taken in through an air cleaner (not shown), and a compressor 2a of a low-pressure stage exhaust turbo supercharger 2.
A compressor 3a of a high pressure stage exhaust turbo supercharger 3 which further pressurizes the pressurized air discharged from the engine 1 and sends it to the engine 1 is interposed, and a low pressure stage exhaust turbo supercharger 2 and a bin 2b are interposed. By interposing the turbine 8b of the high-pressure stage exhaust turbo supercharger 3 between the engine 1 and the engine 1, a so-called two-stage supercharging device is configured.
又、両コンプレッサ２ａ 、８ａの出口とエアクリーナ
の二次側（低圧段コンプレッサの上流）とをそれぞれ制
御弁４ 、５１に備えた給気バイパス路６，７を介して
接続すると共に、両タービン２ｂ 、８ｂの入口と出口
とを制御弁８．９を備えた排気バイパス路１０ 、１１
を介して接続し、前記各制御弁４，５，８．９を図示し
ないコントローラで開閉制御するようにしている。尚、
コントローラには、機関及び過給機に設けた各種センサ
から、機関回転数、回転加速度、負荷、各コンプレッサ
の出口圧力、各タービンの入口圧力及び、各過給機の回
転数などが制御情報として供給されている。In addition, the outlets of both compressors 2a and 8a are connected to the secondary side of the air cleaner (upstream of the low-pressure stage compressor) via air supply bypass passages 6 and 7 provided in control valves 4 and 51, respectively, and both turbines 2b and , 8b are connected to exhaust bypass paths 10 and 11 with control valves 8.9.
The control valves 4, 5, 8.9 are connected to each other via a controller (not shown) to open and close them. still,
The controller receives control information such as engine speed, rotational acceleration, load, outlet pressure of each compressor, inlet pressure of each turbine, and rotation speed of each turbocharger from various sensors installed on the engine and supercharger. Supplied.
上記の構成において、前記した各種の制御情報から機関
１が通常の状態で運転されていると判断した時は、すべ
ての制御弁４，５，８．９が閉ざされて従来公知の２段
過給が行なわれる。In the above configuration, when it is determined from the various control information described above that the engine 1 is operating in a normal state, all the control valves 4, 5, 8.9 are closed and the conventional two-stage Payment will be made.
機関１が高速高負荷で運転されて排気エネルギが高圧段
タービン８ｂの定格を超えた場合は、該タービン８ｂを
バイパスする排気バイパス路１１に設けた制御弁９が開
かれて高圧段過給機３の回転を抑制し、以って、過剰過
給によるトラブルを回避する。従って、低速域で効率の
良い小型のタービンを高圧段に使用できる。When the engine 1 is operated at high speed and high load and the exhaust energy exceeds the rating of the high pressure turbine 8b, the control valve 9 provided in the exhaust bypass passage 11 that bypasses the turbine 8b is opened and the high pressure turbocharger is 3, thereby avoiding troubles caused by excessive supercharging. Therefore, a small turbine that is efficient in the low speed range can be used in the high pressure stage.
又、高速軽負荷で給気圧が必要以上に上昇して余剰空気
が多くなる時は、両排気バイパス路１０ 、１１に設け
た制御弁８．９がともに開かれてタービン２ｂ 、８ｂ
の駆動力（仕事）を減少させる。従って、この場合にも
給気圧力を必要最少限に抑制して余剰空気量を少なくで
きるのでボンピングロスが減少し、燃料消費率が改善さ
れる。In addition, when the supply pressure increases more than necessary at high speed and light load and surplus air becomes large, the control valves 8.9 provided in both exhaust bypass paths 10 and 11 are both opened and the turbines 2b and 8b are
Reduces the driving force (work) of Therefore, in this case as well, the supply air pressure can be suppressed to the minimum necessary and the amount of surplus air can be reduced, so that the pumping loss is reduced and the fuel consumption rate is improved.
一方、機関１が加速運転されている時は、両船気バイパ
ス路６，７に設けた制御弁４，５と、低圧段側排気バイ
パス路１０に設けた制御弁８とが開かれる。すると、両
コンプレッサ２ａ、８ａがともに無負荷になると同時に
、高圧段タービン８ｂの背圧がなくなるので高圧段過給
機８の回転上昇が促進される。そして、この回転上昇、
にともなって高圧段過給機８０回転数が所定値以上にな
ると、まず、高圧段側の給気バイパス路７に設けた制御
弁５が閉じて高圧段側過給機８を稼働させる。そして、
その後、低圧段側の排気バイパス路１０に設けた制御弁
８が閉じられ、低圧段過給機２の回転数が所定値以上に
上昇した時点で低圧段側の給気バイパス路６に設けた制
御弁４が閉じられる。このために１加速開始時には一時
的に無過給状態になるが、即座に過給が開始され、しか
も、過給の度合が加速度的に増大するので、従来のもの
に対比して加速応答性を著しく向上できる。On the other hand, when the engine 1 is being operated at an accelerated speed, the control valves 4 and 5 provided in the air bypass paths 6 and 7 on both ships and the control valve 8 provided in the low pressure stage side exhaust bypass path 10 are opened. Then, both compressors 2a and 8a become unloaded, and at the same time, the back pressure of the high-pressure stage turbine 8b disappears, so that the rotation increase of the high-pressure stage supercharger 8 is promoted. And this rotation increase,
When the rotational speed of the high-pressure stage supercharger 80 becomes equal to or higher than a predetermined value, the control valve 5 provided in the high-pressure stage side air supply bypass passage 7 closes to operate the high-pressure stage supercharger 8. and,
Thereafter, the control valve 8 provided in the exhaust bypass passage 10 on the low pressure stage side is closed, and when the rotation speed of the low pressure stage supercharger 2 rises to a predetermined value or more, the control valve 8 provided on the exhaust bypass passage 10 on the low pressure stage side is closed. Control valve 4 is closed. For this reason, at the start of 1 acceleration, there is a temporary non-supercharging state, but supercharging starts immediately and the degree of supercharging increases with acceleration, resulting in better acceleration response compared to conventional ones. can be significantly improved.
尚、実施例では、各制御弁をバイパス路の合流点又は分
岐点に配設すると共に、制御弁を三方弁等で構成するこ
とにより、流路を強制的に切り替えるようにしているが
、バイパス路を開閉し、又は、このバイパス路め通路面
積を可変制御する制御弁を設けても良い。In the embodiment, each control valve is arranged at the confluence or branching point of the bypass path, and the control valve is configured with a three-way valve or the like to forcibly switch the flow path. A control valve may be provided to open and close the passage or to variably control the passage area of this bypass passage.
以上説明したように本発明によれば、二段過給装置を構
成する低圧段排気ターボ過給機と高圧段排気ターボ過給
機とにそれぞれ制御弁を備えた給気バイパス路及び排気
バイパス路を設けた吃のであるから、機関及び過給機の
状態に応じて制御弁を開閉制御して給気圧を各状態に適
１〜た値に保持させることができるため、機関の加速性
及び運転性が向上すると共に、燃料消費率が改善される
。As explained above, according to the present invention, an air supply bypass path and an exhaust bypass path are provided in which the low pressure stage exhaust turbo supercharger and the high pressure stage exhaust turbo supercharger that constitute the two stage supercharging device are each provided with a control valve. Since it is equipped with a stutter, the control valve can be opened and closed depending on the engine and supercharger conditions to maintain the boost pressure at a value suitable for each condition, which improves engine acceleration and operation. This improves performance and fuel consumption.
図は本発明の一実施例の略示構成図である。
１・・・機関
２・・・低圧段排気ターボ過給機
８・・・高圧段排気ターボ過給機
２ａ 、 ８ａ・・・コンプレッサ ２ｂ、８ｂ・・・
タービン４．５，８．９・・・制御弁
６．７・・・給気バイパス路
１０ 、１１・・・排気バ、イパス路
特許出願人
日野自動亜工業株式会社The figure is a schematic configuration diagram of an embodiment of the present invention. 1... Engine 2... Low pressure stage exhaust turbo supercharger 8... High pressure stage exhaust turbo supercharger 2a, 8a... Compressor 2b, 8b...
Turbine 4.5, 8.9... Control valve 6.7... Air supply bypass path 10, 11... Exhaust bar, Ipass path Patent applicant Hino Automotive Industries, Ltd.
Claims (1)
気ターボ過給機と、該過給機で加圧した空気を更に加圧
して機関に送り込む高圧段排気ターボ過給機とを備えて
なり、前記両過給機のタービン出口と入口とをそれぞれ
制御弁を備えた排気バイパス路を介して接続すると共に
１両過給機のコンプレッサ出口とエアクリーナの二次側
とを制御弁を備えた給気バイパス路を介して接続したこ
とを特徴とする内燃機関の過給装置。It is equipped with a low-pressure stage exhaust turbo supercharger that pressurizes air taken in through an air cleaner, and a high-pressure stage exhaust turbo supercharger that further pressurizes the air pressurized by the supercharger and sends it to the engine, The turbine outlet and inlet of both turbochargers are connected via an exhaust bypass passage each equipped with a control valve, and the compressor outlet of one turbocharger and the secondary side of the air cleaner are connected via an air supply bypass equipped with a control valve. A supercharging device for an internal combustion engine, characterized in that the supercharging device is connected via a channel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57073769A JPS58190518A (en) | 1982-04-30 | 1982-04-30 | Supercharger for internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57073769A JPS58190518A (en) | 1982-04-30 | 1982-04-30 | Supercharger for internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58190518A true JPS58190518A (en) | 1983-11-07 |
| JPS6248051B2 JPS6248051B2 (en) | 1987-10-12 |
Family
ID=13527745
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57073769A Granted JPS58190518A (en) | 1982-04-30 | 1982-04-30 | Supercharger for internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58190518A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6157135U (en) * | 1984-09-19 | 1986-04-17 | ||
| US4619590A (en) * | 1985-04-22 | 1986-10-28 | Johnson Kenneth A | Air diverter for supercharger |
| US4638634A (en) * | 1985-10-04 | 1987-01-27 | The Garrett Corporation | Engine powered auxiliary air supply system |
| US5199261A (en) * | 1990-08-10 | 1993-04-06 | Cummins Engine Company, Inc. | Internal combustion engine with turbocharger system |
| JP2013194541A (en) * | 2012-03-16 | 2013-09-30 | Yanmar Co Ltd | Engine |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS64890U (en) * | 1987-06-17 | 1989-01-05 |
-
1982
- 1982-04-30 JP JP57073769A patent/JPS58190518A/en active Granted
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6157135U (en) * | 1984-09-19 | 1986-04-17 | ||
| US4619590A (en) * | 1985-04-22 | 1986-10-28 | Johnson Kenneth A | Air diverter for supercharger |
| US4638634A (en) * | 1985-10-04 | 1987-01-27 | The Garrett Corporation | Engine powered auxiliary air supply system |
| US5199261A (en) * | 1990-08-10 | 1993-04-06 | Cummins Engine Company, Inc. | Internal combustion engine with turbocharger system |
| JP2013194541A (en) * | 2012-03-16 | 2013-09-30 | Yanmar Co Ltd | Engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6248051B2 (en) | 1987-10-12 |
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