JPS5856340Y2 - internal combustion engine with supercharger - Google Patents
internal combustion engine with superchargerInfo
- Publication number
- JPS5856340Y2 JPS5856340Y2 JP1978056635U JP5663578U JPS5856340Y2 JP S5856340 Y2 JPS5856340 Y2 JP S5856340Y2 JP 1978056635 U JP1978056635 U JP 1978056635U JP 5663578 U JP5663578 U JP 5663578U JP S5856340 Y2 JPS5856340 Y2 JP S5856340Y2
- Authority
- JP
- Japan
- Prior art keywords
- output
- supercharger
- engine
- exhaust gas
- exhaust
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
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)
Description
【考案の詳細な説明】
本考案は、過給機付き内燃機関に関し、特に排気タービ
ン式過給機付きの内燃機関の高出力化、低燃費化をはか
ったものに関する。[Detailed Description of the Invention] The present invention relates to an internal combustion engine with a supercharger, and more particularly to an internal combustion engine with an exhaust turbine type supercharger that is designed to achieve higher output and lower fuel consumption.
従来の過給機付き内燃機関において、さらに高出力を得
るために、過給機の吐出圧(即ち機関の給気圧)を高め
た場合、給気圧の上昇につれてシリンダ内での燃焼圧力
が上昇するから、機関の強度上過給機の吐出圧の上昇に
は限界がある。In a conventional internal combustion engine with a supercharger, when the discharge pressure of the supercharger (i.e., the boost pressure of the engine) is increased in order to obtain even higher output, the combustion pressure within the cylinder increases as the boost pressure increases. Therefore, there is a limit to the increase in the discharge pressure of the supercharger due to the strength of the engine.
といって、シリンダ内最高圧力をおさえるために、機関
の圧縮比を下げると、低出力運転時に燃焼不良が生じる
ため、圧縮比の低下にも限度があり、結局、過給機付き
内燃機関で過給機の吐出圧を高めてさらに高出力を得よ
うとするのは限界に達しているというのが現状である。However, if the compression ratio of the engine is lowered in order to suppress the maximum pressure inside the cylinder, poor combustion will occur during low-output operation, so there is a limit to the reduction of the compression ratio, and in the end, internal combustion engines with a supercharger The current situation is that attempts to obtain even higher output by increasing the discharge pressure of the supercharger have reached their limits.
本考案はこのような現状にかんがみなされたものであっ
て、本考案の過給機付き内燃機関は、過給機の排気ター
ビンの排気導入口に分岐管を設け、該分岐管には開閉弁
を介して小型の排気タービンを連設し、機関の高出力時
に前記開閉弁を開いて過給機の排気タービンへ導入され
る排気ガスの一部を抽出してこの抽出した排気ガスによ
り前記小型の排気タービンを駆動し、その出力を機関の
出力軸に直接加算するようにしたことを特徴とするもの
である。The present invention was developed in consideration of the current situation, and the internal combustion engine with a supercharger of the present invention is provided with a branch pipe at the exhaust gas inlet of the exhaust turbine of the supercharger, and an on-off valve is installed in the branch pipe. A small exhaust turbine is connected through the turbocharger, and when the engine output is high, the opening/closing valve is opened to extract a part of the exhaust gas introduced into the exhaust turbine of the supercharger. The engine is characterized by driving an exhaust turbine and adding its output directly to the output shaft of the engine.
次に、図面により、本考案の実施例を説明する。Next, embodiments of the present invention will be described with reference to the drawings.
第1図において、機関1の排気管2には排気タービン3
が設けられ、該タービン3の回転軸には給気圧縮機4の
回転子が取付けられ過給機13を形成している。In FIG. 1, an exhaust turbine 3 is installed in the exhaust pipe 2 of the engine 1.
A rotor of a charge air compressor 4 is attached to the rotating shaft of the turbine 3 to form a supercharger 13.
5は給気冷却用クーラ、6は給気管である。5 is a cooler for cooling air supply, and 6 is an air supply pipe.
以上の構造は従来の過給機付き機関と何ら異ならないが
、本考案では、排気管2の排気タービン3の排気導入口
14に分岐管7を設けている。Although the above structure is no different from a conventional supercharged engine, in the present invention, a branch pipe 7 is provided at the exhaust gas introduction port 14 of the exhaust turbine 3 of the exhaust pipe 2.
そして該分岐管7には開閉弁8.小型の排気タービン9
が連設される。The branch pipe 7 has an on-off valve 8. small exhaust turbine 9
are set up consecutively.
該排気タービン9の出力は減速歯車機構10.遠心式ク
ラッチ11を介して機関1の出力軸12に連係する。The output of the exhaust turbine 9 is controlled by a reduction gear mechanism 10. It is linked to the output shaft 12 of the engine 1 via a centrifugal clutch 11.
作動において、まず従来装置の作動を第2図により説明
すると(第2図中点線が従来装置の作動をあられす)、
低出力時の燃焼性能を確保できる圧縮比のもとで出力を
増していくと、筒内最高出力Pcmaxが上昇し、機関
の強度上の制限最高圧力PMに達した時点(100%出
力時)以上に出力を増すことばで゛きない。Regarding the operation, first, the operation of the conventional device will be explained with reference to FIG. 2 (the dotted line in FIG. 2 indicates the operation of the conventional device).
As the output is increased at a compression ratio that ensures combustion performance at low output, the maximum in-cylinder output Pcmax increases, and when it reaches the maximum pressure PM that is the limit for engine strength (at 100% output) There are no words that can increase the output more than this.
この100%出力時においても、一般的には、空気過剰
率λ=2.0〜2.2程で、同出力時の燃料の約1〜1
.2倍も燃焼させ得る余剰空気が気筒内に残留している
。Even at this 100% output, the excess air ratio λ is generally about 2.0 to 2.2, which is about 1 to 1 of the fuel at the same output.
.. Surplus air remains in the cylinder that can burn twice as much.
この空気が残留しているにも拘らず、PcmaxがPM
に達するためにそれ以上の高出力が得られないのが従来
装置の欠点である。Even though this air remains, Pcmax is PM
The disadvantage of the conventional device is that it is not possible to obtain a higher output to reach .
これに対して本考案装置の作動は次のようになる(第2
図中実線が本考案装置の作動をあられす)。On the other hand, the operation of the device of the present invention is as follows (Second
The solid line in the figure indicates the operation of the device of the present invention).
即ち、例えば機関出力50%時より開閉弁8を開き、排
気ガスの一部を小型の排気タービン9へ流出させたとす
ると、それ以後機関出力は若干増加する。That is, for example, if the on-off valve 8 is opened from 50% of the engine output to allow a portion of the exhaust gas to flow out to the small exhaust turbine 9, the engine output will increase slightly thereafter.
このため、一定出力時の燃料消費率は増加した出力分だ
け改善されることになる。Therefore, the fuel consumption rate at constant output is improved by the increased output.
そして、排気ガスの一部を小型の排気タービン9に流出
させるため、過給機タービン3に与える仕事が低下し、
その分だけ新気吸入量が低下し、給気管内圧力Paの若
干の低下をきたし、その結果筒内最高圧力Pcmaxが
低下することになる。Since part of the exhaust gas flows out to the small exhaust turbine 9, the work given to the supercharger turbine 3 decreases.
The fresh air intake amount decreases by that amount, causing a slight decrease in the air supply pipe pressure Pa, and as a result, the cylinder maximum pressure Pcmax decreases.
その後さらに高出力化をはかると、小型の排気タービン
9の仕事量が増し、排気タービン過給機の排気ガス仕事
量の増加にともない給気圧力Paも増加して、高出力化
が可能となる。When the output is further increased after that, the work of the small exhaust turbine 9 increases, and as the exhaust gas work of the exhaust turbine supercharger increases, the supply air pressure Pa also increases, making it possible to increase the output. .
そして最高出力時の燃料を燃焼しうる最少空気過剰率λ
minまで可能となり、この最高出力時でもPcmax
・はPM以下に保たれることになる。And the minimum excess air ratio λ that can burn the fuel at maximum output
Pcmax is possible even at this maximum output.
・will be kept below PM.
そして、小型の排気タービン9の出力は、遠心クラッチ
11により自動的に機関出力軸12に連り該出力軸12
に回収されるため、低燃費化が達成されることになる。The output of the small exhaust turbine 9 is automatically connected to the engine output shaft 12 by the centrifugal clutch 11.
This will result in lower fuel consumption.
さらに高出力化していき、λminまたはPcmax
= p Mまでの高出力化(例えば120%出力)が可
能であることが、第2図に示したグラフから理解するこ
とができる。As the output increases further, λmin or Pcmax
It can be understood from the graph shown in FIG. 2 that it is possible to increase the output up to = p M (for example, 120% output).
このように、本考案は、過給機の排気タービンの排気導
入口の上流で排ガスの一部を取り出して、これで小型の
排気タービンを、過給機のタービンとは別個に駆動して
、その出力を機関の出力軸に直接加算するようにしたた
め、高出力時の排気ガスをいたずらに過給機吐出圧を高
くするだけにしか利用できなかった従来例のものに比べ
て、機関の動力源としてその排気ガスの一部を有効に利
用することができ、このため機関の筒内最高圧力を高め
ることなく機関出力の増加が計れることとなす、シたが
ってその実用的効果は顕著である。Thus, the present invention extracts a portion of the exhaust gas upstream of the exhaust inlet of the exhaust turbine of the supercharger, and uses it to drive a small exhaust turbine separately from the turbine of the supercharger. Since the output is directly added to the engine's output shaft, the engine's power is increased compared to the conventional system where exhaust gas at high output could only be used to increase the supercharger discharge pressure. A part of the exhaust gas can be effectively used as a fuel source, and therefore the engine output can be increased without increasing the maximum cylinder pressure of the engine.Therefore, its practical effect is remarkable. .
また、本考案によれば、このように排気ガスの有するエ
ネルギーを即機関出力として回収できるので、そのエネ
ルギー損失が極めて小さく、シたがって燃料消費率を十
分に高めることができる。Further, according to the present invention, since the energy contained in the exhaust gas can be recovered as immediate engine output, the energy loss is extremely small, and therefore the fuel consumption rate can be sufficiently increased.
さらに、本考案によれば、機関の筒内最高圧力を高める
ことなく機関出力の増加が計れるので、圧縮比を下げる
必要がないから、低出力運転時に燃焼不良が生じること
がない。Furthermore, according to the present invention, the engine output can be increased without increasing the maximum pressure in the cylinder of the engine, so there is no need to lower the compression ratio, so poor combustion does not occur during low output operation.
第1図は本考案の実施例を示す系統図、第2図は機関の
運転状態を説明するための図であり実線が本考案の場合
、点線が従来例の場合を示す。
1・・・・・・機関、2・・・・・・排気管、3・・・
・・・排気ガスタービン、4・・・・・・給気圧縮機、
6・・・・・・給気管、7・・・・・・分岐管、8・・
・・・・開閉弁、9・・・・・・小型の排気ガスタービ
ン、10・・・・・・減速歯車機構、11・・・・・・
遠心クラッチ。FIG. 1 is a system diagram showing an embodiment of the present invention, and FIG. 2 is a diagram for explaining the operating state of the engine, where the solid line shows the case of the present invention and the dotted line shows the case of the conventional example. 1... Engine, 2... Exhaust pipe, 3...
... Exhaust gas turbine, 4... Air supply compressor,
6... Air supply pipe, 7... Branch pipe, 8...
...Opening/closing valve, 9...Small exhaust gas turbine, 10...Reduction gear mechanism, 11...
centrifugal clutch.
Claims (1)
7を設け、該分岐管7には開閉弁8を介して小型の排気
タービン9を連設し、機関1の高出力時に前記開閉弁8
を開いて過給機13の排気タービン3へ導入される排気
ガスの一部を抽出してこの抽出した排気ガスにより前記
小型の排気タービン9を駆動し、その出力を機関1の出
力軸12に直接加算するようにした過給機付き内燃機関
。A branch pipe 7 is provided at the exhaust gas inlet 14 of the exhaust turbine 3 of the supercharger 13, and a small exhaust turbine 9 is connected to the branch pipe 7 via an on-off valve 8, so that the opening/closing is performed when the engine 1 has a high output. Valve 8
A part of the exhaust gas introduced into the exhaust turbine 3 of the supercharger 13 is extracted, the extracted exhaust gas drives the small exhaust turbine 9, and its output is sent to the output shaft 12 of the engine 1. Internal combustion engine with a supercharger designed for direct addition.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP1978056635U JPS5856340Y2 (en) | 1978-04-27 | 1978-04-27 | internal combustion engine with supercharger |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP1978056635U JPS5856340Y2 (en) | 1978-04-27 | 1978-04-27 | internal combustion engine with supercharger |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS54158912U JPS54158912U (en) | 1979-11-06 |
JPS5856340Y2 true JPS5856340Y2 (en) | 1983-12-26 |
Family
ID=28953719
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP1978056635U Expired JPS5856340Y2 (en) | 1978-04-27 | 1978-04-27 | internal combustion engine with supercharger |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS5856340Y2 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS58130031U (en) * | 1982-02-26 | 1983-09-02 | 日産ディーゼル工業株式会社 | Internal combustion engine supercharging device |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5312908B2 (en) * | 1972-06-16 | 1978-05-06 |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5823942Y2 (en) * | 1976-07-15 | 1983-05-23 | 株式会社小松製作所 | Turbo compound equipment for high supercharging low compression ratio diesel engines |
-
1978
- 1978-04-27 JP JP1978056635U patent/JPS5856340Y2/en not_active Expired
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5312908B2 (en) * | 1972-06-16 | 1978-05-06 |
Also Published As
Publication number | Publication date |
---|---|
JPS54158912U (en) | 1979-11-06 |
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