JPS59141722A - Lubricating apparatus for engine with turbocharger - Google Patents
Lubricating apparatus for engine with turbochargerInfo
- Publication number
- JPS59141722A JPS59141722A JP58014993A JP1499383A JPS59141722A JP S59141722 A JPS59141722 A JP S59141722A JP 58014993 A JP58014993 A JP 58014993A JP 1499383 A JP1499383 A JP 1499383A JP S59141722 A JPS59141722 A JP S59141722A
- Authority
- JP
- Japan
- Prior art keywords
- speed
- engine
- low
- lubricating oil
- turbocharger
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/14—Lubrication of pumps; Safety measures therefor
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、エンジンの排気〃スにより駆動されるタービ
ンと、該タービンに回転軸により連結されたブロアとか
らなるターボ過給機を複数個備え、上記各タービンおよ
びブロアをエンジンの排気通路および吸気通路に夫々並
列配設してなるターボ過給機付エンジン、特にターボ過
給機の潤滑構造に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention includes a plurality of turbo superchargers each including a turbine driven by engine exhaust gas and a blower connected to the turbine by a rotating shaft, and each of the turbines and the blower The present invention relates to a turbocharged engine, in particular a lubrication structure for a turbocharger, in which the following are arranged in parallel in an exhaust passage and an intake passage of the engine, respectively.
従来より、ターボ過給機を用いて吸気を昇圧して充填効
率を向上させる二とにより、エンジンの出力性能の向上
を図る技術思想はよく知られており、現争では、エンジ
ンの高速運転時のみならず、低速運転時においても過給
によって出力性能を向上させたいという要求がある。The technical concept of improving engine output performance by boosting the pressure of intake air using a turbocharger and improving charging efficiency has been well known, and in current competition, it is In addition, there is a demand for improving output performance through supercharging even during low-speed operation.
ところで、単一のターボ過給機によって上記の要求を満
足することは、ターボ過給機の効率とり）う面から実際
上外わめて困難であり、複数個のターボ過給機を並設す
ることによって、かかる要求に対処しようとする技術思
想が提案されている（実開昭５６−１５９６２６号公報
、特開昭５０−１１８１１７号公報参照）。By the way, it is actually extremely difficult to satisfy the above requirements with a single turbocharger due to the efficiency of the turbocharger. Technological ideas have been proposed to address such requirements (see Japanese Utility Model Application Publication No. 159626/1983 and Japanese Patent Application Publication No. 118117/1982).
即ち、上記実開昭５６−１５９６２６号公報には、エン
ノンの低速域に良好な効率を有する低速用ターボ過給機
と、高速域に良好な効率を有する高速用ターボ過給機と
を並設し、エンジンの運転状態に応して、低速用、高速
用のターボ過給機を切換えて使用するようにしたものが
提案されている。That is, in the above-mentioned Japanese Utility Model Application Publication No. 56-159626, a low-speed turbo supercharger with good efficiency in the Ennon low-speed range and a high-speed turbo supercharger with good efficiency in the high-speed range are installed side by side. However, it has been proposed to use a turbo supercharger for low speed and high speed by switching between them depending on the operating state of the engine.
また、上記特開昭５（１−１１８１１７号公報には、基
本的には等価な１次、２次ターボ過給機を並設し、吸気
量の少ないエンジンの低速運転時には１次ターボ過給機
のみを使用し、吸気量が増大するエンジンの高速運転時
には、１次、２次両方のターボ過給機を使用するように
したものか提案されている。In addition, in the above-mentioned Japanese Patent Application Laid-open No. 1-118117, basically equivalent primary and secondary turbo superchargers are installed in parallel, and when the engine with a small intake air amount is operated at low speed, the primary turbo supercharger is It has been proposed to use both primary and secondary turbo superchargers during high-speed operation of the engine where the amount of intake air increases.
かかる複数個のターボ過給機を並設したエンノンでは、
例えば、前者のものについて言えば、エンノンの低速時
には高速用ターボ過給機が、高速時には低速用ターボ過
給機が夫々停止され、また後者のものについて言えば、
エンシ゛ンの低速時には２次ターボ過給
エンジンの特定運転域において一部のターボ過給機が停
止ヒされることとなる。In Ennon, which has multiple turbo superchargers installed in parallel,
For example, in the case of the former, the high-speed turbo supercharger is stopped when the Ennon is running at low speeds, and the low-speed turbo supercharger is stopped when the Ennon is running at high speeds, and for the latter,
When the engine is running at low speed, some of the turbochargers are stopped in a specific operating range of the secondary turbocharged engine.
ところで、ターボ過給機は、１０〜２０Ｘ１０’ｒ．１
１．Ｊといった超高速で駆動されるため、タービンとブ
ロアとを連結する回転軸に対する潤滑はきわめて重要で
あり、通常は、オイルポンプによって供給されるエンジ
ンの潤滑油の一部を上記回転軸の軸受部に供給してその
潤滑を図っている。By the way, the turbo supercharger is 10-20X10'r. 1
1. Lubrication of the rotating shaft that connects the turbine and blower is extremely important because it is driven at extremely high speeds such as J. It is intended to provide lubrication to the
しかしながら、上記したように、エンジンの特定運転域
で一部のターボ過給機が停止される、即ち、排気ガスに
よるタービンの駆動が行なわれない場合には、当然のこ
とながら、タービンおよびブロアの内圧は大気圧にまで
低下し、回転軸の軸受に供給される潤滑油の圧力より低
下してしまう。However, as mentioned above, when some of the turbochargers are stopped in a specific operating range of the engine, that is, when the turbine is not driven by exhaust gas, it is natural that the turbine and blower The internal pressure drops to atmospheric pressure, which is lower than the pressure of the lubricating oil supplied to the bearing of the rotating shaft.
その結果、ターボ過給機め駆動時には良好に保たれてい
た回転軸軸受部の内外の圧力バランスがくずれ、潤滑油
の一部が軸受部からタービン側、ブロア側に洩れ出し、
潤滑油が浪費されることとなるうえ、タービンやブロア
を汚染するといった問題を惹起する。As a result, the pressure balance between the inside and outside of the rotating shaft bearing, which had been maintained well when the turbocharger was being driven, was disrupted, and some lubricating oil leaked from the bearing to the turbine and blower sides.
In addition to wasting lubricating oil, this also causes problems such as contamination of the turbine and blower.
本発明は、かかる問題に鑑みてなされたものであって、
一部のターボ過給機の駆動が停止されるエンジンの特定
運転時には、これに呼応して一部のターボ過給機の回転
軸に供給する潤滑油量を制限して、潤滑油の圧力を低下
させて実際に停止されているタービンおよびブロアの内
１王との圧力バランスを保って、潤滑油の洩出を防止す
るようにしたターボ過給機付エンジンの潤滑装置を提供
せんとするものである。The present invention has been made in view of such problems, and includes:
During specific engine operations in which some of the turbochargers are stopped, the amount of lubricant supplied to the rotating shaft of some of the turbochargers is restricted to reduce the pressure of the lubricant. An object of the present invention is to provide a lubricating device for a turbocharged engine that prevents leakage of lubricating oil by maintaining pressure balance with one of the turbines and blowers that are actually stopped. It is.
以下、図示の実施例に基づいて本発明をより具体的に説
明する。Hereinafter, the present invention will be described in more detail based on illustrated embodiments.
〈第１実施例〉
第１図において、１はエンジン、２はエンジン１の吸気
通路、３はエンジン１の排気通路、４はエンジン１の時
々刻々の吸気量を計量するため吸気通路２の最−上流部
に介設したエア７０−センサ、５、６は吸気通路２のエ
ア７０−センサ４下流とスロットル弁７の上流との間で
並列に形成した第、１、第２分岐吸気通路、８，９は夫
々第１，第２分岐吸気通路５，６の途中に介設したブロ
ア８ａ＋９８を、排気通路３の途中を二叉に分岐して形
成した第１，第２分岐排気通路１０．１１に夫々介設し
たタービン８ｂ．９ｂに回転軸８ｃ．９ｃにより連結し
てなる低速用，高速用ターボ過給機である。<First Embodiment> In FIG. 1, 1 is an engine, 2 is an intake passage of the engine 1, 3 is an exhaust passage of the engine 1, and 4 is the highest point of the intake passage 2 for measuring the momentary intake air amount of the engine 1. - Air 70-sensors 5 and 6 installed in the upstream section are air 70-sensors 5 and 6 of the intake passage 2, which are formed in parallel between the downstream side of the air 70-sensor 4 and the upstream side of the throttle valve 7; Reference numerals 8 and 9 refer to first and second branch exhaust passages 10, which are formed by bifurcating a blower 8a+98, which is interposed in the middle of the first and second branch intake passages 5 and 6, respectively, into two branches in the middle of the exhaust passage 3. Turbines 8b. 9b has a rotating shaft 8c. These are low-speed and high-speed turbo superchargers connected by 9c.
なお、上記各回転軸８ｃ，９ｃは、それ自体公知の構造
を有する各−月の軸受８ｄ，８ｄ，９ｄ，９ｄによって
軸受されており、オイルノヤケット８ｅ，９ｅに供給さ
れる潤滑油によって潤滑される。The rotating shafts 8c, 9c are supported by respective bearings 8d, 8d, 9d, 9d having a known structure, and are lubricated by lubricating oil supplied to the oil jackets 8e, 9e. be done.
」二記低連用ターボ過給ＰＩｉ８は、エンジン１の低速
域において良好な効率を有するターボ過給機であって、
エンノン１の低速運転時において、第１分岐排気通路１
（１と第２分岐排気通路１１との分岐部３ａに設けた排
気切換弁１２が第２分岐排気通路１１を閉じた状態で、
第１分岐排気通路１０を流下する排気〃スによってター
ビン８ｂが駆動されると、タービン８１）の回転に連動
するブロア８ａ″Ｃ−吸気を昇圧して、エンジン１の低
速時における過給を行なう。”2 Low continuous use turbo supercharging PIi8 is a turbo supercharger having good efficiency in the low speed range of the engine 1,
During low-speed operation of Ennon 1, the first branch exhaust passage 1
(With the exhaust switching valve 12 provided at the branch part 3a between the first and second branch exhaust passages 11 closing the second branch exhaust passage 11,
When the turbine 8b is driven by the exhaust gas flowing down the first branch exhaust passage 10, the pressure of the blower 8a''C-intake air linked to the rotation of the turbine 81) is increased to perform supercharging when the engine 1 is running at low speed. .
一方、高速用ターボ過給ｆｉ９は、エンジン１の高速域
において良好な効率を有するターボ過給機であって、エ
ンジン１の高速運転時において、上記排気切換弁１２お
よび第１．第２分岐吸気通路５，６の合流部２ａに設け
た吸気切−弁１３か、図に点線で示すように、第１分岐
排気通路１（）および第１分岐吸気通路５を閉じる一方
、第２分岐排気通路１１および第２分岐吸気通路６を開
くと、第２分岐排気通路１１を流下する排気ブスによっ
てタービン９ｂが駆動され、これに連動するブロア９ａ
で吸気を昇圧し、第２分電吸気通路６を介しぞエンジン
１に過給を行なう。換言すれば、エンジン１の高速運転
時には、高速用ターボ過給機９が、低速用ターボ過給機
８に代って過給を行なう。On the other hand, the high-speed turbo supercharging fi9 is a turbo supercharger that has good efficiency in the high-speed range of the engine 1, and when the engine 1 is operating at high speed, the high-speed turbo supercharging fi9 is a turbo supercharger that has good efficiency in the high-speed range of the engine 1. The intake cutoff valve 13 provided at the confluence part 2a of the second branch intake passages 5 and 6 closes the first branch exhaust passage 1() and the first branch intake passage 5, as shown by the dotted line in the figure. When the two-branch exhaust passage 11 and the second branch intake passage 6 are opened, the exhaust bus flowing down the second branch exhaust passage 11 drives the turbine 9b, and the blower 9a interlocked with the turbine 9b is driven.
The pressure of the intake air is increased, and the engine 1 is supercharged through the second electrically divided intake passage 6. In other words, when the engine 1 is operating at high speed, the high speed turbocharger 9 performs supercharging instead of the low speed turbocharger 8.
また、１４は前記エア７０−センサ４の出力信号を基本
人力信号として、吸気通路２のスロットル弁７の下流に
臨設した燃料噴射弁１５の開弁時間および上記排気、吸
気切換弁１２．１３に対して夫々設けた電磁作動の７ク
チユエータ１６．１７の切換を制御する制御回路で、第
２図に示すように、噴射パルス発生回路１８によりエア
７０−センサ４によって検出される吸気量に応じて決ま
る開弁時間の間燃料噴射弁１５を開作動する一方、比較
回路１９において吸気量と設定値とを比較し、吸気量が
設定値に達していないエンジン１の低速時には、前記各
７クチユエ〜り１６．１７を不作動に保持し、設定値以
−Ｌに達すると、各アクチュエータ１６．１７を増幅回
路２０を介して作動して、各切換弁１２．１３を、第１
図の実線位置から点線位置に切換える。Reference numeral 14 uses the output signal of the air 70-sensor 4 as a basic manual signal to determine the opening time of the fuel injection valve 15 installed downstream of the throttle valve 7 in the intake passage 2 and the exhaust and intake switching valves 12 and 13. As shown in FIG. While the fuel injection valve 15 is opened during the determined valve opening time, the comparison circuit 19 compares the intake air amount with a set value, and when the engine 1 is running at low speed and the intake air amount has not reached the set value, each of the seven 16.17 is held inoperative, and when the set value or more is reached, each actuator 16.17 is actuated via the amplifier circuit 20, and each switching valve 12.13 is set to the first
Switch from the solid line position to the dotted line position in the figure.
再び、第１図において、２１は潤滑油の循環供給源であ
るオイルパン、２２はエンジン１の出力軸（図示せず）
により駆動されるオイルポンプ、２３はオイルポンプ２
２から吐出される潤滑油を低速用、高速用ターボ過給機
８，９の回転軸８゜。Again, in FIG. 1, 21 is an oil pan that is a circulating source of lubricating oil, and 22 is an output shaft (not shown) of the engine 1.
The oil pump 23 is driven by the oil pump 2.
The lubricating oil discharged from 2 is connected to the rotating shafts of low-speed and high-speed turbo superchargers 8 and 9 at 8 degrees.
９ｃに供給するための潤滑油供給路で、該潤滑油供給路
２３は途中で、低速用ターボ過給＠８のオイルノヤケッ
）８ｅに通ずる低速用潤滑油供給路２４と、高速用ター
ボ過給Ｗｊ、９のオイルジャケット８）ｅに通ずる高速
用潤滑油供給路２５とに二叉に分岐している。そして、
これら低速用、高速用潤滑油供給路２４．２５には、夫
々、低速用、高速連用ソレノイド弁２６．２７を介設す
る。The lubricating oil supply path 23 is a lubricating oil supply path for supplying to 9c, and the lubricating oil supply path 23 is connected to a low speed lubricating oil supply path 24 which leads to the low speed turbocharging @ 8e (oil nozzle) 8e, and a high speed turbocharging Wj. , and a high-speed lubricating oil supply path 25 leading to the oil jacket 8)e of 9. and,
Low speed and high speed solenoid valves 26 and 27 are interposed in these low speed and high speed lubricating oil supply paths 24 and 25, respectively.
上記低速用、高速用ソレノイド弁２６．２７は、低速用
、高速用ターボ過給機８．９の切換使用に対応して、相
反的に開閉作動する１ＩＩｔ成とし、第２図に示すよう
に、排気、吸気切換弁１２．１３の７クチユエータ１６
．１７と並列に制御回路１４の比較回路１９（増幅回路
２０）の出力側に接続する。この場合、比較回路１９は
エンノン１の高速運転時“Ｈｉｇｈ”出力を生ずること
が呟低速用ソレノイド弁２６はノーマルオープン、高速
用ソＩ／／イド弁２７はノーマルクａ−ズとし、エンジ
ン１の低速運転時には、低速用ソレノイド弁２６を“開
”、高速用ソレノイド弁２７を“閉゛とする一力、高速
運転時には、低速用ソレノイド弁２６を“閉”、高速用
ソレノイド弁２７を°゛開゛する。The low-speed and high-speed solenoid valves 26 and 27 have a 1IIt configuration that opens and closes reciprocally in response to the switching use of the low-speed and high-speed turbo superchargers 8.9, as shown in FIG. , exhaust, intake switching valve 12.13 7-cut unit 16
．． 17 and connected to the output side of the comparison circuit 19 (amplification circuit 20) of the control circuit 14. In this case, the comparison circuit 19 indicates that the engine 1 produces a "High" output during high-speed operation, the low-speed solenoid valve 26 is normally open, the high-speed solenoid valve 27 is normally closed, and the engine 1 is normally closed. During low-speed operation, the low-speed solenoid valve 26 is "open" and the high-speed solenoid valve 27 is "closed." During high-speed operation, the low-speed solenoid valve 26 is "closed" and the high-speed solenoid valve 27 is closed. Open.
したがって、低速運転時には、回転駆動されている低速
用ターボ過給＠Ｓの回転軸８ｃに対する潤滑のみが行な
われ、停止されている高速用ターボ過給機９の回転軸９
ｃに対する潤滑油の供給は行なわれない。このため、高
速用ターボ過給機９のオイルジャケット９ｅの内圧は常
圧にまで低下し、タービン９ｂ、ブロア９ａの内圧とバ
ランスしてオイル洩れを生ずることがない。Therefore, during low-speed operation, only the rotating shaft 8c of the low-speed turbo supercharger @S that is rotationally driven is lubricated, and the rotating shaft 9 of the high-speed turbo supercharger 9 that is stopped is lubricated.
No lubricating oil is supplied to c. Therefore, the internal pressure of the oil jacket 9e of the high-speed turbocharger 9 is reduced to normal pressure, and is balanced with the internal pressures of the turbine 9b and blower 9a, preventing oil leakage.
−力、吸気量が設定値以上に増加するエンジン１の高速
運転時には、比較回路１９の出力が立上って、増幅回路
２０を介して、アクチュエータ１６゜１７および低速用
、高速用ソレノイド弁２６．２７が一斉に作動される。- During high-speed operation of the engine 1 in which the power and intake air amount increase above the set value, the output of the comparison circuit 19 rises and is transmitted to the actuator 16, 17 and the low-speed and high-speed solenoid valves 26 via the amplifier circuit 20. .27 are activated all at once.
その結果、排気切換弁１２が第１分岐排気通路１０を閉
じ、第２分岐排気通路１１を開くとともに、吸気切換弁
】３が１７１ＩＪ１分岐吸気通路５を閉じて第２分岐吸
気通路６を開き、低速用ターボ過給機８が停止され、そ
れに代って高速用ターボ過給機９の駆動が開始され、高
速用ターボ過給機９が吸気量の増加に対応した多量の過
給気をエンジン１に供給する。この低速、高速の切換え
に同期して、低速用ソレノイド弁２６は“閉”、高速用
ソレノイド弁２７が“開”となり、低速用ターボ過給Ｉ
！８の回転軸８ｃに対する潤滑油の供給は停止されて、
潤滑油のタービン８ｂ、ブロア８ａへの洩れが防止され
る一方、高速用ターボ過給＋１９のオイルジャケラ）９
ｅには高速用潤滑油供給路２５から潤滑油が供給され、
回転軸９には良好に潤滑されることとなる。As a result, the exhaust switching valve 12 closes the first branch exhaust passage 10 and opens the second branch exhaust passage 11, and the intake switching valve ]3 closes the 171IJ1 branch intake passage 5 and opens the second branch intake passage 6. The low-speed turbocharger 8 is stopped, and the high-speed turbocharger 9 is started in its place, and the high-speed turbocharger 9 supplies a large amount of supercharged air corresponding to the increase in intake air amount to the engine. Supply to 1. In synchronization with this switching between low speed and high speed, the low speed solenoid valve 26 is "closed," the high speed solenoid valve 27 is "open," and the low speed turbocharger I
! The supply of lubricating oil to the rotating shaft 8c of 8 is stopped,
Leakage of lubricating oil to the turbine 8b and blower 8a is prevented, while high-speed turbo supercharging +19 oil jacket) 9
Lubricating oil is supplied to e from the high-speed lubricating oil supply path 25,
The rotating shaft 9 will be well lubricated.
なお、第１図において、２８は第１．第２分岐排気通路
Ｈ１，１１の分岐部３ａとエンノン１の開の上流側排気
通路３ｕが呟低速用、高速用ターボ過給磯８，９のター
ビン８ｂ、９ｂの両方をバイパスして下流側排気通路３
ｄに通ずる排気バイパス通路、２９は排気バイパス通路
２８の途中に設けた弁座３０を開閉する過給圧制御弁、
３１は過給圧制御弁２９をロッド３．１ ａを介してダ
イヤフラム３１１〕に支持した過給圧制御弁２９の制御
用ダイヤフラム装置、３２は制御用ダイヤフラム装置３
１の正圧室３１ｃに、第１．第２分岐吸気通路５，６の
合流部２ａ下流の下流側吸気通路２ｄの過給圧を導入す
る過給圧導入通路である。この制御用ダイヤフラム装置
３１のダイヤフラム３１１）によって正圧室３１ｃとは
仕切られたいま−っの室３１ｄは大気開放孔３Ｆｅによ
って大気に連通された大気室として形成され、この大気
室３１ｄ内には、フィルスプリング３１ｆを縮装し、こ
のコイルスプリング３１「の設定荷重を、制御目標であ
る最高過給圧に応じて設定する。In addition, in FIG. 1, 28 is the first. The branch part 3a of the second branch exhaust passage H1, 11 and the open upstream exhaust passage 3u of the ennon 1 bypass both the turbines 8b, 9b of the low-speed and high-speed turbo supercharging blocks 8, 9 to the downstream side. Exhaust passage 3
d, an exhaust bypass passage 29 is a supercharging pressure control valve that opens and closes a valve seat 30 provided in the middle of the exhaust bypass passage 28;
31 is a control diaphragm device for the boost pressure control valve 29, which supports the boost pressure control valve 29 on a diaphragm 311 through a rod 3.1a; 32 is a control diaphragm device 3;
1 positive pressure chamber 31c, the 1st positive pressure chamber 31c. This is a supercharging pressure introduction passage that introduces the supercharging pressure of the downstream intake passage 2d downstream of the confluence portion 2a of the second branch intake passages 5 and 6. The current chamber 31d, which is separated from the positive pressure chamber 31c by the diaphragm 311) of the control diaphragm device 31, is formed as an atmospheric chamber that communicates with the atmosphere through the atmosphere opening hole 3Fe. , the fill spring 31f is compressed, and the set load of this coil spring 31' is set in accordance with the maximum boost pressure that is the control target.
この最高過給圧は、前述した如く、基本的にはエンジン
１の信頼性を考慮して設定する。As described above, this maximum boost pressure is basically set in consideration of the reliability of the engine 1.
に記の構成とすれば、エンノン１の低速運転時には低速
用ターボ過給ｆｉ８によって、また高速運転時には高速
用ターボ過給機９によって、下流側吸気通路２ｄに生成
される過給圧が、上記最高過給圧に達すると、制御用ダ
イヤフラム装置３１の正圧室３１ｃに導入される過給圧
がコイルスプリング３ｊｆの設定荷重を上廻って、ダイ
ヤフラム３１１１か変位され、過給圧制御弁２９が開作
動される結果、排気バイパス通路２８を一連に連通する
。このため、排気の一部は排気バイパス通路２８によっ
て下流側排気通路３ｄにバイパスされ、下流側吸気通路
２ｄの過給圧を最高過給圧以下に低下させる。したがっ
て、エンジン１に供給される過給気は、最高過給圧以下
に維持され、エンジン１はその信頼性が損なわれること
なく、良好に運転され、過給による良好な出力性能を示
す。With the configuration shown in , the supercharging pressure generated in the downstream intake passage 2d by the low-speed turbo supercharging fi8 during low-speed operation of the Ennon 1 and by the high-speed turbo supercharger 9 during high-speed operation is as described above. When the maximum boost pressure is reached, the boost pressure introduced into the positive pressure chamber 31c of the control diaphragm device 31 exceeds the set load of the coil spring 3jf, causing the diaphragm 3111 to be displaced and the boost pressure control valve 29 to open. As a result of being opened, the exhaust bypass passage 28 is communicated with the exhaust bypass passage 28 in series. Therefore, a portion of the exhaust gas is bypassed to the downstream exhaust passage 3d by the exhaust bypass passage 28, thereby reducing the boost pressure in the downstream intake passage 2d to below the maximum boost pressure. Therefore, the supercharging air supplied to the engine 1 is maintained below the maximum supercharging pressure, and the engine 1 is operated satisfactorily without deteriorating its reliability, and exhibits good output performance due to supercharging.
〈第２実施例〉
第３図に示す第２の実施例は、基本的に等価な１次、２
次ターボ過給機３３．３．４を並設し、吸気量が少ない
エンジン１の低速運転時には、１次ターボ過給磯３３を
用い、吸気量か増大するエンジン１の高速運転時には、
１次、２次ターボ過給ｆｆ１３３．３４の両方で増大し
た吸気量を分担して過給を行なう型式のターボ過給機付
エンノンに本発明を適用したものである。<Second Embodiment> The second embodiment shown in FIG.
The secondary turbo supercharger 33.3.4 is installed in parallel, and the primary turbo supercharger 33 is used when the engine 1 is running at low speed when the intake air amount is small, and when the engine 1 is running at high speed when the intake air amount is increasing.
The present invention is applied to an ennon equipped with a turbo supercharger that performs supercharging by sharing the increased intake air amount with both the primary and secondary turbo supercharging ff133.34.
このため、２次ターボ過給磯：（・４のブロア３４ｕを
介設した第２分岐吸気通路６のフロア下流には、逆止弁
３５を介設する一方、２次ターボ過給磯３４のタービン
３４１）を介設した第２分岐排気通路１１のタービン上
流には、排気制御弁３６を設けて２次ターボ過給ｌ！３
４の作動制御を行なう。For this reason, a check valve 35 is installed downstream of the floor of the second branch intake passage 6 in which the blower 34u of the secondary turbo charging port 34 is interposed. Upstream of the turbine in the second branch exhaust passage 11 in which the turbine 341) is interposed, an exhaust control valve 36 is provided to control the secondary turbo supercharging l! 3
4 operation control is performed.
即ち、制御回路１４は、第４図にも示すように、エア７
０−センサ４の吸気量検出信号を設定値と比較し、吸気
量が設定値を越えたときには、比較回路１９が増幅回路
２０を介して、排気制御弁３６に対して設けたアクチュ
エータ３７を作動して排気制御弁３６を開作動し、第２
分岐排気通路１１を開くようにしている。That is, the control circuit 14 controls the air 7 as shown in FIG.
The intake air amount detection signal of the 0-sensor 4 is compared with the set value, and when the intake air amount exceeds the set value, the comparison circuit 19 operates the actuator 37 provided for the exhaust control valve 36 via the amplifier circuit 20. The exhaust control valve 36 is opened and the second exhaust control valve 36 is opened.
The branch exhaust passage 11 is opened.
第２分岐排気通路１１が開かれると、この通路１１を流
下する排気ガスによって、タービン３４ｂが駆動され、
２次ターボ過給磯３４が過給を開始する。２次ターボ過
給Ｗｉ３４の駆動が開始されると、逆止弁３５が開かれ
、第１．第２分岐吸気通路５．６が合流する合流部２ａ
より下流の下流側吸気通路２ｄからは１次ターボ過給［
３３によって供給される過給気と、２次ターボ過給機３
４によって供給される過給気の両方がエンジン１に供給
される。When the second branch exhaust passage 11 is opened, the exhaust gas flowing down this passage 11 drives the turbine 34b,
The secondary turbocharger 34 starts supercharging. When the drive of the secondary turbo supercharging Wi 34 is started, the check valve 35 is opened and the first. Merging section 2a where the second branch intake passage 5.6 merges
From the downstream side intake passage 2d, the primary turbo supercharging [
33 and the secondary turbo supercharger 3
Both of the supercharged air supplied by 4 are supplied to the engine 1.
一１二記のことから明らかなように、第２実施例では、
１次ターボ過給磯３３は、常時駆動される一方、２次タ
ーボ過給機３４は、エンジン１の低速運転時には停止さ
れ、高速運転時にのみ駆動される。As is clear from 112, in the second embodiment,
The primary turbo supercharger 33 is always driven, while the secondary turbo supercharger 34 is stopped when the engine 1 is operating at low speed and is driven only when the engine 1 is operating at high speed.
このため、１次ターボ過給磯３３のオイルジャ３ ・・
・排気通路
１０． Ｉ＋・・・第１．第２分岐排気通路８．９・・
・低速用、高速用ターボ過給機８ａ、 ９ａ−ブロア、
８１＋、 ９１＋−タービン、８ｃ、 ９ｃ・・・回転
軸、８ｄ、 ９ｄ・・・軸受１４・・・制御回路
２２・・・オイルポンプ
２３・・・潤滑油供給路
２４．２４’・・・低速用、１次用潤滑油供給路２５．
２５ ’・・・高速用、２次用潤滑油供給路２６、２７
・・・低速用、高速用ソレノイド弁３３、３４・・・１
次、２次ターボ過給機３８・・・ツレ／イド弁
特 許 出 願 人 東洋工業株式会社代 理 人
弁理士 青 山 葆ほか２名１３３−For this reason, the oil jar 3 of the primary turbocharger 33...
・Exhaust passage 10. I+...1st. Second branch exhaust passage 8.9...
・Low speed, high speed turbocharger 8a, 9a-Blower,
81+, 91+-Turbine, 8c, 9c...Rotating shaft, 8d, 9d...Bearing 14...Control circuit 22...Oil pump 23...Lubricating oil supply path 24.24'...Low speed and primary lubricating oil supply path 25.
25'...High-speed, secondary lubricating oil supply path 26, 27
...Low speed and high speed solenoid valves 33, 34...1
Next, secondary turbo supercharger 38...Tsure/id valve patent Applicant: Toyo Kogyo Co., Ltd. Agent: Patent attorney: Aoyama Aoyama and 2 others 133-
Claims (1)
、該タービンに回転軸により連結されたブロアとからな
るターボ過給機を複数個備え、上記各タービンおよびブ
ロアをエンジンの排気通路および吸気通路に夫々並列配
設し、エンノンの特定運転領域において上記複数個のタ
ーボ過給機のうち一部のターボ過給機の作動を停止する
一方、上記各ターボ過給機の回転軸に潤滑油を供給する
ようにしたターボ過給機付エンジンの潤滑装置において
、 上記一部のターボ過給機の作動の停止時、該一部のター
ボ過給機の回転軸に供給する潤滑油量を制限する潤滑油
制御装置を設けたことを特徴とするターボ過給機付エン
ジンの潤滑装置。(1) Equipped with a plurality of turbo superchargers each consisting of a turbine driven by the exhaust bus of the engine and a blower connected to the turbine by a rotating shaft, and each of the turbines and the blower is connected to the exhaust passage and intake passage of the engine. They are arranged in parallel and stop the operation of some of the plurality of turbo superchargers in Ennon's specific operating range, while supplying lubricating oil to the rotating shaft of each turbo supercharger. In the lubrication system for a turbocharged engine, when the operation of some of the turbochargers is stopped, the amount of lubricating oil supplied to the rotating shaft of some of the turbochargers is limited. A lubricating device for a turbocharged engine, characterized by being equipped with an oil control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58014993A JPS59141722A (en) | 1983-01-31 | 1983-01-31 | Lubricating apparatus for engine with turbocharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58014993A JPS59141722A (en) | 1983-01-31 | 1983-01-31 | Lubricating apparatus for engine with turbocharger |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59141722A true JPS59141722A (en) | 1984-08-14 |
| JPH0415371B2 JPH0415371B2 (en) | 1992-03-17 |
Family
ID=11876458
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58014993A Granted JPS59141722A (en) | 1983-01-31 | 1983-01-31 | Lubricating apparatus for engine with turbocharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59141722A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102020108565A1 (en) | 2020-03-27 | 2021-09-30 | Bayerische Motoren Werke Aktiengesellschaft | Method for setting a lubricant supply to at least one shaft bearing of an exhaust gas turbocharger of an internal combustion engine, lubricant supply system for an internal combustion engine, internal combustion engine and motor vehicle |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS57158938U (en) * | 1981-03-31 | 1982-10-06 |
-
1983
- 1983-01-31 JP JP58014993A patent/JPS59141722A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS57158938U (en) * | 1981-03-31 | 1982-10-06 |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102020108565A1 (en) | 2020-03-27 | 2021-09-30 | Bayerische Motoren Werke Aktiengesellschaft | Method for setting a lubricant supply to at least one shaft bearing of an exhaust gas turbocharger of an internal combustion engine, lubricant supply system for an internal combustion engine, internal combustion engine and motor vehicle |
| DE102020108565B4 (en) | 2020-03-27 | 2024-06-06 | Bayerische Motoren Werke Aktiengesellschaft | Method for adjusting a lubricant supply of at least one shaft bearing of an exhaust gas turbocharger of an internal combustion engine, internal combustion engine and motor vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0415371B2 (en) | 1992-03-17 |
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