JPS59145331A - Safety device for engine fitted with turbosupercharger - Google Patents
Safety device for engine fitted with turbosuperchargerInfo
- Publication number
- JPS59145331A JPS59145331A JP58017657A JP1765783A JPS59145331A JP S59145331 A JPS59145331 A JP S59145331A JP 58017657 A JP58017657 A JP 58017657A JP 1765783 A JP1765783 A JP 1765783A JP S59145331 A JPS59145331 A JP S59145331A
- Authority
- JP
- Japan
- Prior art keywords
- lubricating oil
- turbosupercharger
- engine
- turbo
- speed
- 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 This invention relates to an engine with a turbo supercharger, which is arranged in parallel in an exhaust passage and an intake passage of the engine.
従来より、ターボ過給機を用いて吸気を昇圧して充填効
率を向上させることにより、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、現今では、エンノ
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 turbo supercharger and improving charging efficiency has been well known, and currently, it is only possible to improve engine output performance during high-speed operation of Ennon. First, 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いう面から実際上
きわめて困難であり、複数個のターボ過給機を並設する
ことによって、かがる要求に対処しようとする技術思想
が提案されている（特開昭５０−１１８１１７号公報参
照）。However, it is actually extremely difficult to satisfy the above requirements with a single turbocharger from the viewpoint of turbocharger efficiency, and it is difficult to satisfy the above requirements by installing multiple turbochargers in parallel. A technical idea has been proposed to meet the increasing demands (see Japanese Patent Laid-Open No. 118117/1983).
上記特開昭５０−１１８１１７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ノ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
が提案されている。In the above-mentioned Japanese Patent Application Laid-open No. 50-118117, basically equivalent primary and secondary turbochargers are installed in parallel, and only the primary turbocharger is used during low-speed operation of an engine with a small intake air amount. However, during high-speed operation of Ennon where the intake air amount increases, 1
It has been proposed to use both secondary and secondary turbo superchargers.
ところで、ターボ過給機は、過給時には１０〜２０Ｘ１
０’ ｒ、ｐ、ｍ、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 to 20X1 during supercharging.
Because it is driven at extremely high speeds such as 0' r, p, m,
Lubrication of the rotating shaft that connects the turbine and the blower is extremely important, and normally some of the engine lubricating oil supplied by the oil pump is supplied to the bearing of the rotating shaft to lubricate it. .
したがって、複数のターボ過給機を併用する型式のター
ボ過給機付エンジンでは、オイルポンプによって供給さ
れる潤滑油を各ターボ過給機の回転軸に分配供給して個
々に潤滑を図る必要がある。Therefore, in a turbocharged engine that uses multiple turbochargers, it is necessary to distribute and supply the lubricating oil supplied by the oil pump to the rotating shaft of each turbocharger to lubricate each turbocharger individually. be.
しかしなが呟例えば、オイルポンプの摩耗による油圧の
低下や潤滑油供給路の詰まり等によって潤滑油の供給量
が減少した場合に、減少した潤滑油を各ターボ過給機に
分配するとすると、個々のターボ過給機の回転軸に供給
される潤滑油が不足し、その結果、ターボ過給機の焼付
きを生ずるといった問題がある。However, for example, if the amount of lubricant supplied decreases due to a drop in oil pressure due to oil pump wear or a blockage in the lubricant supply path, and the reduced lubricant is distributed to each turbo supercharger, There is a problem in that the lubricating oil supplied to the rotating shaft of the turbocharger is insufficient, resulting in seizure of the turbocharger.
本発明は、かかる問題に鑑みてなされたものであって、
各ターボ過給機の回転軸１こ並列的に潤滑油を供給する
潤滑油供給路を設けるとともに、潤滑油の供給量が所定
値以下に低下したときには、一部のターボ過給機の回転
′軸への潤滑油の供給量を制限するとともに、該一部の
ターボ過給機の作動を停止させる制御装置を設け、少量
の潤滑油を他の残りのターボ過給機の回転軸の潤滑に集
中的に使用して、焼付外の発生を防止するようにしたタ
ーボ過給機付エンノンの安全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:
A lubricating oil supply path is provided to supply lubricating oil in parallel to one rotating shaft of each turbocharger, and when the lubricating oil supply amount falls below a predetermined value, the rotation of some of the turbochargers A control device is installed that limits the amount of lubricant supplied to the shaft and stops the operation of some of the turbochargers, and a small amount of lubricant is used to lubricate the rotating shafts of the remaining turbochargers. It is an object of the present invention to provide a safety device for an ennon equipped with a turbo supercharger that can be used intensively to prevent the occurrence of seizure failure.
以下、図示の実施例に基づいて本発明を上り貝一体的に
説明する。Hereinafter, the present invention will be fully explained based on the illustrated embodiments.
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８
ａｔ９ａを、排気通路３の途中を二叉に分岐して形成し
たＷＳｌ、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
なる基本的には等価な１次、２次ターボ過給機である。In Fig. 1, 1 is the engine, 2 is the intake passage of the engine 1, 3 is the exhaust passage of the engine 1, and 4 is installed at the most upstream part of the intake passage 2 in order to measure the momentary intake air amount of the engine 1. Air 70-sensor 5.6 is the first and second branch intake passages formed in parallel between the air 70-sensor 4 downstream of the intake passage 2 and the upstream of the throttle valve 7; 8 and 9 are the first and second branch intake passages, respectively; Blower 8 interposed between the second branch intake passages 5 and 6
At9a is basically connected to WSl formed by bifurcating the exhaust passage 3 into two, and turbines 8b and 9b interposed in the second branch exhaust passage 10.11, respectively, by rotating shafts 8c and 9c. are equivalent primary and secondary turbochargers.
なお、上記各回転軸８ｃ、９ｃは、・それ自体公知の構
造を有する各一対の軸受ｓｄ、ｓａ。The rotating shafts 8c and 9c each include a pair of bearings sd and sa having a structure known per se.
９ｄ、 ９ｄによって軸受されており、オイルジャケラ
）８ｅ、９ｅに供給される潤滑油によって潤滑される。9d and 9d, and is lubricated by lubricating oil supplied to oil jackets 8e and 9e.
上記１次ターボ過給機８は、そのタービン８ｂが第１分
岐排気通路１０をエンジン１の運転状態のいかんを問わ
ず流下する排気ブスによって常時駆動されるため、エン
ジン１の低速、高速両方の運転時にブロア８ａによる過
給を行なう。The primary turbo supercharger 8 has its turbine 8b constantly driven by the exhaust bus flowing down the first branch exhaust passage 10 regardless of the operating state of the engine 1. During operation, supercharging is performed by the blower 8a.
一方、２次ターボ過給
速運転時には停止され、高速運転時においてだけ駆動さ
れるようになっている。On the other hand, it is stopped during secondary turbo supercharging speed operation and is driven only during high speed operation.
即ち、２次ターボ過給
設される第２分岐排気通路１１のタービン上流には、低
速時該通路１１を閉し高速時に開く排気制御弁１２が介
設されていて、エンジン１の低速運転時には、タービン
９ｂの駆動は行なわれず、２次ターボ過給
の低速運転時、駆動されない２次ターボ過給Ｒ９のブロ
ア９ａを介設した第２分岐吸気通路６を通して、１次タ
ーボ過給機８によって供給される過給気が逆流しないよ
うに、第２分岐吸気通路６の第１分岐吸気通路５との合
流部２ａ上流で、ブロア９ａの下流には、逆止弁１３を
介設している。That is, an exhaust control valve 12 is installed upstream of the turbine of the second branch exhaust passage 11 where secondary turbocharging is installed, which closes the passage 11 at low speeds and opens at high speeds. , the turbine 9b is not driven, and during low-speed operation of the secondary turbocharging, the primary turbocharger 8 passes through the second branch intake passage 6 with the blower 9a of the secondary turbocharging R9 that is not driven. In order to prevent the supplied supercharging air from flowing backward, a check valve 13 is provided upstream of the confluence 2a of the second branch intake passage 6 with the first branch intake passage 5 and downstream of the blower 9a. .
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制御
弁１２に対して設けた電磁作動の７クチユエータ１６の
作動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１７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、第１比較回路１８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
いエンシ゛ン１の低速時には、前記アクチュエータ１６
を不作動に保持し、設定値以上に達すると、第１比較回
路１８の出力が立上ってデート回路１９および、増幅回
路２０を介してアクチュエータ１６を作動し、排気制御
弁１２を開作動する。Further, reference numeral 14 is provided for the opening time of the fuel injection valve 15 provided downstream of the throttle valve 7 in the intake passage 2 and for the exhaust control valve 12, using the output signal of the air 70-sensor 4 as a basic human input signal. This is a control circuit that controls the operation of the electromagnetically actuated valve 16. As shown in FIG. While the injection valve 15 is opened, the intake air amount and the set value are compared in the first comparison circuit 18, and when the engine 1 is running at low speed and the intake air amount has not reached the set value, the actuator 16 is opened.
is held inoperative, and when the value reaches the set value or higher, the output of the first comparison circuit 18 rises and operates the actuator 16 via the date circuit 19 and the amplifier circuit 20, opening the exhaust control valve 12. do.
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９ｂが駆動され、２
次ターボ過給８！９が過給を開始する。２次ターボ過給
機９の駆動が開始されると、逆止弁１３が開かれ、第１
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次ターボ過給機８によ
って供給される過給気と、２次ターボ過給＠９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 9b, and the second
Next turbo supercharging 8!9 starts supercharging. When the drive of the secondary turbo supercharger 9 is started, the check valve 13 is opened and the first
1 From the downstream side intake passage 2d downstream of the confluence part 2a where the second branch intake passage 5°6 joins, supercharging air is supplied by the primary turbo supercharger 8 and supercharging air is supplied by the secondary turbo supercharging @9. Both supercharged air are supplied to the engine 1.
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、１次ターボ過給機
８のオイルシャケツ）８ｅに通ずる１次用潤滑油供給路
２４と、２次ターボ過ｔｅｆｆ１９のオイルシャケｙ
） ９ｅに通ずる２次用潤滑油供給路２５とに二叉に分
岐している。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 supply path 23 is a lubricating oil supply path for supplying the lubricating oil discharged from the primary turbo supercharger 8 to the primary lubricating oil supply path 24 which leads to the oil socket (8e) of the primary turbo supercharger 8. And the secondary turbo overflow teff19 oil
) The secondary lubricating oil supply path 25 leads to the secondary lubricating oil supply path 9e.
そして、上記１次用潤滑油供給路２４には、そガ途中か
ら油圧検出部２４゛を引出して、油圧センサ２６を設け
て、１次ターボ過給＠８の回転軸８ｃに供給する潤滑油
の圧力を検出する一方、２次用潤滑油供給路２５の途中
には、該供給路２５を開閉するノーマルクローズのソレ
ノイド弁２７を介設している。The primary lubricating oil supply path 24 is provided with a hydraulic pressure sensor 26 by pulling out a hydraulic pressure detecting section 24' from the middle of the path, and supplying lubricating oil to the rotating shaft 8c of the primary turbo supercharging@8. On the other hand, a normally closed solenoid valve 27 that opens and closes the secondary lubricating oil supply path 25 is interposed in the middle of the secondary lubricating oil supply path 25.
上記油圧センサ２６は、第２図に示すように、制御回路
１４に設けた第２比較回路２８に接続し、第２比較回路
２８において予め設定された設定値と油圧センサ２６に
よって検出された１次用潤滑油供給路２４の油圧とを比
較する。この第２比較回路２８は、この油圧が設定値以
下であるときには無条件で上記デート回路１９を閉じ、
排気制御弁１２に対して設けたアクチュエータ１６を不
作動として排気制御弁１２を閉作動するとともに、２次
用潤滑油供給路２５に介設したソレノイド弁２７を閉じ
る。The oil pressure sensor 26 is connected to a second comparison circuit 28 provided in the control circuit 14, as shown in FIG. The oil pressure of the next lubricating oil supply path 24 is compared. This second comparison circuit 28 unconditionally closes the date circuit 19 when this oil pressure is below a set value,
The actuator 16 provided for the exhaust control valve 12 is deactivated to close the exhaust control valve 12, and the solenoid valve 27 provided in the secondary lubricating oil supply path 25 is closed.
即ち、潤滑油供給系に何んらの故障がない場合には、吸
気量が設定値を上廻って増加すると、第１比較回路１８
の出力が立上ってデート回路１９が開かれ、増幅回路２
０を介してアクチュエータ１６お上びソレノイド弁２７
が動作され、排気制御弁１２が開かれて、２次ターボ過
給Ｒ９が駆動されると同時に、２次用潤滑油供給路２５
が開かれて、２次ターボ過給ｌｆ！９の回転軸９ｃに対
して潤滑油が供給される。That is, if there is no failure in the lubricating oil supply system, when the intake air amount increases beyond the set value, the first comparison circuit 18
The output of rises, the date circuit 19 is opened, and the amplifier circuit 2
0 through actuator 16 and solenoid valve 27
is operated, the exhaust control valve 12 is opened, and the secondary turbo supercharging R9 is driven, and at the same time, the secondary lubricating oil supply path 25 is opened.
is opened and the secondary turbo supercharging lf! Lubricating oil is supplied to the rotating shaft 9c of the rotary shaft 9c.
−４、オイルポンプ２２の摩耗等の何んらがの原因で潤
滑油の供給量が低下すると、第２比較回路２８がこれを
検出してデート回路１９を無条件で閉じ、例え高速運転
域であっても、アクチュエータ１６をネ作動として、排
気制御弁１２を閉じて第２分岐排気通路１１を流下しよ
うとする排気ガスをカットして２次ターボ過給＠９の駆
動を停止腰同時にソレノイド弁２７を閉じて潤滑油の供
給をカットする。-4. When the supply amount of lubricating oil decreases due to any reason such as wear of the oil pump 22, the second comparator circuit 28 detects this and closes the date circuit 19 unconditionally, even in high-speed operation range. Even so, the actuator 16 is activated, the exhaust control valve 12 is closed, the exhaust gas flowing down the second branch exhaust passage 11 is cut, and the drive of the secondary turbo supercharging @ 9 is stopped.At the same time, the solenoid Valve 27 is closed to cut off the lubricating oil supply.
このため、減少した潤滑油の全量が１次ターボ過給機８
のオイルジャケット８ｅに供給され、回転軸８ｃが良好
に潤滑され、焼付きを生ずることがない。For this reason, the entire amount of lubricating oil reduced is transferred to the primary turbo supercharger 8.
The rotating shaft 8c is well lubricated, and seizure does not occur.
また、エンジン１の低速運転時には、第１比較回路１８
の出力が零のままであるがら、ソレノイド弁２７は閉じ
られており、２次ターボ過給機９の回転軸９ｃへの潤滑
油の供給は行なわれない。Also, when the engine 1 is operating at low speed, the first comparison circuit 18
While the output remains zero, the solenoid valve 27 is closed and lubricating oil is not supplied to the rotating shaft 9c of the secondary turbocharger 9.
なお、第１図においで、２９は第１．第２分岐排気通路
１０．１１の分岐部３ａとエンジン１の開の上流側排気
通路３ｕがら、１次、２次ターボ過給機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３ｄ
に通ずる排気バイパス通路、３０は排気バイパス通路２
９の途中に設けた弁座３１を開閉する過給圧制御弁、３
２は過給圧制御弁３０をロッド３２ａを介してダイヤフ
ラム３２ｂに支持した過給圧制御弁３ｏの制御用ダイヤ
フラム装置、３３は制御用ダイヤフラム装置３２の正圧
室３２ｃに、第１．第２分岐吸気通路５．６の合流部２
ａ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３２のグ
イヤ７ラム３２ｂによって正圧室３２ｃ とは仕切られ
たいま一つの室３２ｄは大気開放孔３２ｅ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３２ｄ
内には、コイルスプリング３２「を縮装し、このコイル
スプリング３２「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, 29 is the 1st. The branch part 3a of the second branch exhaust passage 10.11 and the open upstream exhaust passage 3u of the engine 1 are connected to the downstream side by bypassing both the turbines 8b and 9b of the primary and secondary turbochargers 8 and 9. exhaust passage 3d
30 is the exhaust bypass passage 2 which leads to the exhaust bypass passage 2.
A supercharging pressure control valve that opens and closes a valve seat 31 provided in the middle of 9, 3
2 is a control diaphragm device for a supercharging pressure control valve 3o in which the supercharging pressure control valve 30 is supported on a diaphragm 32b via a rod 32a; 33 is a positive pressure chamber 32c of the control diaphragm device 32; Merging section 2 of second branch intake passage 5.6
This is a supercharging pressure introduction passage that introduces the supercharging pressure of the downstream side intake passage 2d downstream of a. Another chamber 32d separated from the positive pressure chamber 32c by the control diaphragm device 32 is formed as an atmospheric chamber communicated with the atmosphere through the atmosphere opening hole 32e, and this atmospheric chamber 32d
A coil spring 32'' is compressed inside, and the set load of this coil spring 32'' is set according to the maximum boost pressure that is the control target.
この最高過給圧は、基本的にはエンジン１の信頼性を考
慮して設定する。This maximum boost pressure is basically set in consideration of the reliability of the engine 1.
上記の構成とすれば、エンジン１の低速運転時には１次
ターボ過給Ｒ８によって、また高速運転時には１次、２
次ターボ過給機８，９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
用グイヤ７ラム装置３２の正圧室３２ｃに導入される過
給圧がコイルスプリング３２ｆの設定荷重を上廻って、
グイヤ７ラム３２ｂが変位され、過給圧制御弁３０が開
作動される結果、排気バイパス通路２９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２９によ
って下流側排気通路３ｄにバイパスパされ、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 above configuration, when the engine 1 is operated at low speed, the primary turbo supercharging R8 is used, and when the engine 1 is operated at high speed, the primary and 2nd
When the supercharging pressure generated in the downstream intake passage 2d by the next turbo superchargers 8 and 9 reaches the maximum supercharging pressure, the supercharging pressure is introduced into the positive pressure chamber 32c of the control Guyar 7 ram device 32. When the supply pressure exceeds the set load of the coil spring 32f,
The Guya 7 ram 32b is displaced and the supercharging pressure control valve 30 is opened, thereby opening the exhaust bypass passage 29 in series. Therefore, a part of the exhaust gas is bypassed to the downstream exhaust passage 3d by the exhaust bypass passage 29, 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.
なお、上記実施例では、エンシ′ン１の低速運転時には
１次ターボ過給機８のみを、高速運転時には１次、２次
ターボ過給機８，９の両方を使用する型式のターボ過給
機付エンジンについて本発明を適用したが、複数のター
ボ過給機をエンジンの運転状態のいかんに拘らず常時併
用する型式のものにも適用しうることはいうまでもない
。In addition, in the above embodiment, the turbo supercharging type is such that only the primary turbo supercharger 8 is used during low speed operation of the engine 1, and both the primary and secondary turbo superchargers 8 and 9 are used during high speed operation. Although the present invention has been applied to an engine equipped with an engine, it goes without saying that it can also be applied to a type of engine in which a plurality of turbo superchargers are used together at all times regardless of the operating state of the engine.
また、上記実施例では、２次用潤滑油供給路２５にオン
、オフ式のソレノイド弁２７を用いたが、これに代えて
流量を連続的に増減制御する流量制御弁を用いるように
してもよい。Further, in the above embodiment, the on/off type solenoid valve 27 is used in the secondary lubricating oil supply path 25, but instead of this, a flow rate control valve that continuously increases and decreases the flow rate may be used. good.
以−Ｅの説明から明らかなように、本発明によれば、各
ターボ過給機の回転軸に潤滑油を供給すゐ潤滑油供給系
に何んちかの故障が生じた場合に、ターボ過給機の焼付
きや焼付外に起因するターボ過給機の破損を確実に防止
することができる。As is clear from the explanation in E below, according to the present invention, if any failure occurs in the lubricating oil supply system that supplies lubricating oil to the rotating shaft of each turbocharger, the turbo overload can be removed. It is possible to reliably prevent damage to the turbo supercharger due to seizure or non-seizure of the feeder.
第１図は本発明の実施例を示すエンジン系統説明図、第
２図は第１図の制御回路のプロ・ンク説明図である。
１ ・・・エンジン
２ ・・・吸気通路
５．６・・・第１゛、第２分岐吸気通路３ ・・・排気
通路
１０、１１・・・第１．第２分岐排気通路８．９・・・
１次、２次ターボ過給機
８ａ、 ９ａ−ブロア、８ｂ、 ９ｂ−・・タービン、
８ｃ、 ９ｃ・・・回転軸、８ｄ、 ９ｄ・・・軸受１
４・・・制御回路
１８・・・第１比較回路、１９・・・ゲート回路２８・
・・第２比較回路
２２・・・オイルポンプ
２３・・・潤滑油供給路
２４・・・１次用潤滑油供給路
２５・・・２次用潤滑油供給路
２６・・・油圧センサ
２７・・・ソレノイド弁FIG. 1 is an explanatory diagram of an engine system showing an embodiment of the present invention, and FIG. 2 is an explanatory diagram of the control circuit of FIG. 1...Engine 2...Intake passage 5.6...1st, 2nd branch intake passage 3...Exhaust passages 10, 11...1st. Second branch exhaust passage 8.9...
Primary and secondary turbochargers 8a, 9a-blower, 8b, 9b--turbine,
8c, 9c...rotating shaft, 8d, 9d...bearing 1
4... Control circuit 18... First comparison circuit, 19... Gate circuit 28.
...Second comparison circuit 22...Oil pump 23...Lubricating oil supply path 24...Primary lubricating oil supply path 25...Secondary lubricating oil supply path 26...Oil pressure sensor 27.・・Solenoid valve
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
設したターボ過給機付エンジンにおいて、 各ターボ過給機の回転軸に並列的に潤滑油を供給する潤
滑油供給路を設けるとともに、上記潤滑油の回転軸への
潤滑油の供給量が所定値以下になったとき一部のターボ
過給機の回転軸への潤滑油の供給量を制限し、かつ該一
部のターボ過給機の作動を停止させる制御装置を設けた
ことを特徴とするターボ過給機付エンジンの安全装置。(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. In engines with turbo superchargers arranged in parallel, a lubricating oil supply path is provided to supply lubricating oil in parallel to the rotating shaft of each turbo supercharger, and the lubricating oil is supplied to the rotating shaft of each turbo supercharger. A control device is provided that limits the amount of lubricating oil supplied to the rotating shafts of some of the turbochargers and stops the operation of some of the turbochargers when the amount falls below a predetermined value. A safety device for turbocharged engines featuring:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58017657A JPS59145331A (en) | 1983-02-04 | 1983-02-04 | Safety device for engine fitted with turbosupercharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58017657A JPS59145331A (en) | 1983-02-04 | 1983-02-04 | Safety device for engine fitted with turbosupercharger |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59145331A true JPS59145331A (en) | 1984-08-20 |
| JPH0415373B2 JPH0415373B2 (en) | 1992-03-17 |
Family
ID=11949920
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58017657A Granted JPS59145331A (en) | 1983-02-04 | 1983-02-04 | Safety device for engine fitted with turbosupercharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59145331A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4026099A1 (en) * | 1990-08-17 | 1991-10-31 | Mtu Friedrichshafen Gmbh | Oil feed system for exhaust gas turbo-charger bearings - involves valves releasing oil flow before commencement of turbocharger main run |
| US20120003075A1 (en) * | 2010-06-30 | 2012-01-05 | Mazda Motor Corporation | Lubrication device of turbocharger of engine for vehicle |
| US20130086903A1 (en) * | 2011-10-06 | 2013-04-11 | Gm Global Technology Operations Llc. | Engine assembly including fluid control to boost mechanism |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS54163210U (en) * | 1978-05-04 | 1979-11-15 | ||
| JPS57158938U (en) * | 1981-03-31 | 1982-10-06 |
-
1983
- 1983-02-04 JP JP58017657A patent/JPS59145331A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS54163210U (en) * | 1978-05-04 | 1979-11-15 | ||
| JPS57158938U (en) * | 1981-03-31 | 1982-10-06 |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4026099A1 (en) * | 1990-08-17 | 1991-10-31 | Mtu Friedrichshafen Gmbh | Oil feed system for exhaust gas turbo-charger bearings - involves valves releasing oil flow before commencement of turbocharger main run |
| US20120003075A1 (en) * | 2010-06-30 | 2012-01-05 | Mazda Motor Corporation | Lubrication device of turbocharger of engine for vehicle |
| US8615998B2 (en) * | 2010-06-30 | 2013-12-31 | Mazda Motor Corporation | Lubrication device of turbocharger of engine for vehicle |
| US20130086903A1 (en) * | 2011-10-06 | 2013-04-11 | Gm Global Technology Operations Llc. | Engine assembly including fluid control to boost mechanism |
| US8959911B2 (en) * | 2011-10-06 | 2015-02-24 | GM Global Technology Operations LLC | Engine assembly including fluid control to boost mechanism |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0415373B2 (en) | 1992-03-17 |
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