JPS60135625A - Cooling apparatus for internal-combustion engine with supercharger - Google Patents
Cooling apparatus for internal-combustion engine with superchargerInfo
- Publication number
- JPS60135625A JPS60135625A JP58250714A JP25071483A JPS60135625A JP S60135625 A JPS60135625 A JP S60135625A JP 58250714 A JP58250714 A JP 58250714A JP 25071483 A JP25071483 A JP 25071483A JP S60135625 A JPS60135625 A JP S60135625A
- Authority
- JP
- Japan
- Prior art keywords
- turbine
- passage
- pressure
- intake
- 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.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P5/00—Pumping cooling-air or liquid coolants
- F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
- F01P5/08—Use of engine exhaust gases for pumping cooling-air
-
- 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
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
- F02B29/0425—Air cooled heat exchangers
-
- 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
- F02B37/005—Exhaust driven pumps being combined with an exhaust driven auxiliary apparatus, e.g. a ventilator
-
- 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
- F02B37/12—Control of the pumps
-
- 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)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Supercharger (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は過給器の装置された内燃機関の冷却装置に関す
るものである。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a cooling system for an internal combustion engine equipped with a supercharger.
従来の過給機付内燃機関の装置を第１図の模式図に基づ
いて説明する。排気通路２のタービンＴ１に加わる内燃
機関Ｅからの排気ガス圧力により過給機Ｓのコンプレッ
サＣは吸入通路ｌに空気を強制的に送入し、吸入通路１
の吸気圧力が増加する。この排気ガス圧力がさらに増加
すると過給機Ｓの破損するおそれがあるので、次に述べ
る構造により、タービンＴ＋の過・度な上昇を押さえて
一定値以下にすることが開発されている。吸入通路の吸
気圧力が設定値以上となると、吸入通路１の流体圧力を
受けるアクチュエータ８が吸気圧力によって作動し、リ
ンクロッド１３を介してウェイストゲートバルブ７を開
き、タービン２の上流と下流を連通ずるバイパス通路１
２を通して排気ガスを排出する構造であった。このため
吸入通路１の吸気圧力がある設定値に達すると、排気ガ
スより得られる排気エネルギーを十分利用せずに排気ガ
スを排出してしまうことになる。ま、たコンプレッサＣ
の作動に伴い吸入通路１内に吸入空気がインタークーラ
５により十分・冷却されないと、吸入空気密度が増加せ
ず、エンジンの充填効率を効果的に向上させる上で困難
を伴う。A conventional supercharged internal combustion engine device will be explained based on the schematic diagram of FIG. Due to the exhaust gas pressure from the internal combustion engine E applied to the turbine T1 in the exhaust passage 2, the compressor C of the supercharger S forcibly sends air into the intake passage 1.
Inspiratory pressure increases. If this exhaust gas pressure increases further, there is a risk that the supercharger S will be damaged, so a structure described below has been developed to suppress the excessive rise in the turbine T+ and keep it below a certain value. When the intake pressure in the intake passage exceeds a set value, the actuator 8 that receives the fluid pressure in the intake passage 1 is operated by the intake pressure, opens the waste gate valve 7 via the link rod 13, and connects the upstream and downstream of the turbine 2. Bypass passage 1
The structure was such that exhaust gas was discharged through 2. Therefore, when the intake pressure in the intake passage 1 reaches a certain set value, the exhaust gas is exhausted without fully utilizing the exhaust energy obtained from the exhaust gas. Well, compressor C
If the intake air in the intake passage 1 is not sufficiently cooled by the intercooler 5 during the operation, the intake air density will not increase and it will be difficult to effectively improve the filling efficiency of the engine.
本発明は上記の点に鑑み、過給機付内燃機関の排気通路
から分岐したバイパス通路中、排気圧を受けて回転する
タービンを設け、このタービンと連動するファンによっ
て熱交換器を冷却するとから、従来充分利用されていな
かった排気ガスから得られる排気エネルギーを有効に利
用して熱交換器の冷却効果を高める冷却装置を提供する
ことを目的とする。In view of the above points, the present invention provides a turbine that rotates in response to exhaust pressure in a bypass passage branched from an exhaust passage of a supercharged internal combustion engine, and cools a heat exchanger by a fan that operates in conjunction with the turbine. It is an object of the present invention to provide a cooling device that effectively utilizes exhaust energy obtained from exhaust gas, which has not been sufficiently utilized in the past, to enhance the cooling effect of a heat exchanger.
以下、本発明の実施例について図面に基づいて説明する
。Embodiments of the present invention will be described below based on the drawings.
第２図は本発明の第１実施例を示す装置の模式図である
。図中エンジンＥは燃焼室ＥＩに開口する吸入ポート１
ａ及び排気ポー１−２８が形成され、これらのポートの
各外端には吸入通路１及び排気通路２がそれぞれ接続さ
れる。これら両道路１、。FIG. 2 is a schematic diagram of an apparatus showing a first embodiment of the present invention. In the figure, engine E is the intake port 1 that opens into the combustion chamber EI.
a and an exhaust port 1-28 are formed, and an intake passage 1 and an exhaust passage 2 are respectively connected to the outer ends of these ports. Both of these roads 1.
２間に過給器Ｓが構成される。過給器Ｓは、吸入及び排
気通路１．２の各途中にそれぞれ形成したコンプレッサ
Ｃ及び第１タービンよりなっており、このコンプレッサ
ＣのコンプレッサＣのコンプレッサ歯車３及び第１ター
ビンＴ１の第１タービン翼車４は過給機ハウジング内の
図示してない回転軸によって互いに直結される。また吸
入通路１には吸入空気を冷却するインタークーラー５が
配設され、コンプレッサＣにより圧送された吸入空気を
冷却する。このインタークーラ５は空冷式のもので、イ
ンタークーラ５と吸入ボート１ａの間の吸入通路１には
、吸入空気量を調整するスロットル６と吸入空気の脈動
する圧力を一定にするサージタンク７が配設され、吸入
空気の流量を調整する。また排気通路２には第１タービ
ンＴ１の上流と下流を連通ずるように排気通路２より分
岐したバイパス通路８があり、この分岐部にはバイパス
通路を開閉するウニイスゲートバルブ９が設置されてい
る。このバルブ９は、アクチェエータ１Ｏにより作動す
るリンクロッド１１と連結され開閉する。アクチュエー
タＩＯは吸入通路１に開口した圧力導入管１２と連結さ
れて、吸入通路１の圧力を受けて作動する。またバイパ
ス通路２の途中にハウジング８ａが形成されており、こ
のハウジング８ａ内には第２タービン翼車１３がシャフ
ト１４によって支持される。シャフト１４はハウジング
８ａの外に突出しており、このシャフト１４の外端はイ
ンタークーラ５に冷却風を送るファン１５が固着される
。また吸入通路１の入口は図示してないエアクリーナが
、排気通路２の出口には図示してないマフラがそれぞれ
取付けられる。A supercharger S is configured between the two. The supercharger S consists of a compressor C and a first turbine formed in the middle of each of the intake and exhaust passages 1.2, and the compressor gear 3 of the compressor C of the compressor C and the first turbine of the first turbine T1. The impellers 4 are directly connected to each other by a rotating shaft (not shown) within the supercharger housing. Further, an intercooler 5 for cooling intake air is disposed in the intake passage 1, and cools the intake air compressed by the compressor C. This intercooler 5 is an air-cooled type, and the intake passage 1 between the intercooler 5 and the intake boat 1a includes a throttle 6 for adjusting the amount of intake air and a surge tank 7 for keeping the pulsating pressure of the intake air constant. installed to adjust the flow rate of intake air. Further, the exhaust passage 2 has a bypass passage 8 branched from the exhaust passage 2 so as to communicate the upstream and downstream of the first turbine T1, and a Uniis gate valve 9 for opening and closing the bypass passage is installed in this branch part. There is. This valve 9 is opened and closed by being connected to a link rod 11 operated by an actuator 1O. The actuator IO is connected to a pressure introduction pipe 12 opened to the suction passage 1 and operates in response to the pressure of the suction passage 1. Further, a housing 8a is formed in the middle of the bypass passage 2, and a second turbine impeller 13 is supported by a shaft 14 within this housing 8a. The shaft 14 projects outside the housing 8a, and a fan 15 for sending cooling air to the intercooler 5 is fixed to the outer end of the shaft 14. An air cleaner (not shown) is attached to the inlet of the suction passage 1, and a muffler (not shown) is attached to the outlet of the exhaust passage 2.
次に上記構成において、作動を説明する。Next, the operation of the above configuration will be explained.
エンジンＥの排気工程により、燃焼室Ｅｌより排気通路
２に排出される排気ガスは第１タービンＴ１を通過し、
その際排気エネルギーをタービン翼車４に与える。これ
によりタービン翼車４は回転し、図示してない回転軸を
介してコンプレッサ翼車３を駆動するので、エアクリー
ナより吸入通路に吸入された空気はコンプレッサＣで予
圧を受けて過給され熱交換器５を通って、スロ７）ル６
により流量を調節された後、サージタンク７へ送られ、
エンジンの吸入工程時、燃料と混合燃焼室Ｅｌに供給さ
れる。この時コンプレッサＣにより予圧を受けて過給さ
れる吸入空気は、断熱圧縮を ・受けて高温となるため
、インタークーラ５により冷却され、吸入空気密度を高
め充填効率を上げている。Due to the exhaust process of the engine E, exhaust gas discharged from the combustion chamber El to the exhaust passage 2 passes through the first turbine T1,
At that time, exhaust energy is given to the turbine wheel 4. As a result, the turbine wheel 4 rotates and drives the compressor wheel 3 via a rotating shaft (not shown), so the air sucked into the suction passage from the air cleaner is pre-pressurized by the compressor C, supercharged, and undergoes heat exchange. Pass through vessel 5, slot 7) le 6
After adjusting the flow rate, it is sent to the surge tank 7,
During the intake stroke of the engine, it is mixed with fuel and supplied to the combustion chamber El. At this time, the intake air that is preloaded and supercharged by the compressor C undergoes adiabatic compression and reaches a high temperature, so it is cooled by the intercooler 5, increasing the intake air density and increasing the filling efficiency.
さらに排気エネルギーが増加して、排気ガスにより第１
タービンＴ１と連動するコンプレッサーＣが吸入空気を
一層過給し、吸入通路１内の吸気圧力が上昇し、吸気通
路の吸気圧力が、ノ・ノキング等のエンジン特性及び耐
久性などにより予め設定された圧力、例えば３５０ ｍ
ｍ１１ｇ〜７００１璽Ｈｇ程度に達すると、吸入通路１
の吸気圧力は、圧力導入管１２を伝わりアクチュエータ
ＩＯを作動させる。そしてアクチュエータ１０の作動は
リンクロッド１１を介してウェイストゲートバルブ７に
伝達され、このバルブ７が開くことから、タービンＴ＋
を通過していた排気ガスは排気通路２から分岐したバイ
パス通路８を通って排出される。このことから、第１タ
ービンＴ１出力の過度の上昇を押さえて一定に制御し、
過給機Ｓの破損を防止すると同時に、バイパス通路８を
流出する排気ガスの圧力は、第２タービン翼車１３を駆
動させ、シャフト１４を介して連動するファン１５を作
動させてインタークーラ５により多い冷却風を取り入れ
る。したがって過給されて温度上昇した吸入空気は、こ
のインタークーラ５によりさらに冷却される。Furthermore, the exhaust energy increases, and the exhaust gas causes the first
The compressor C that works with the turbine T1 further supercharges the intake air, increasing the intake pressure in the intake passage 1, and the intake pressure in the intake passage is set in advance based on engine characteristics such as noking and durability. pressure, e.g. 350 m
When the temperature reaches about 11g to 7001Hg, the suction passage 1
The intake pressure of is transmitted through the pressure introduction pipe 12 and operates the actuator IO. The operation of the actuator 10 is transmitted to the waste gate valve 7 via the link rod 11, and since this valve 7 opens, the turbine T+
The exhaust gas that has passed through is discharged through a bypass passage 8 branched from the exhaust passage 2. From this, the output of the first turbine T1 is controlled to be constant by suppressing an excessive increase in the output,
While preventing damage to the supercharger S, the pressure of the exhaust gas flowing out of the bypass passage 8 drives the second turbine impeller 13 and operates the fan 15 which is interlocked via the shaft 14. Take in a lot of cooling air. Therefore, the intake air whose temperature has increased due to supercharging is further cooled by the intercooler 5.
次に第２実施例を第３図に基づいて説明する。Next, a second embodiment will be explained based on FIG.
本実施例は第１実施例の空冷式インタークーラの代わり
に水冷式インタークーラを冷却する装置で、図中５′は
水冷式インタークーラ、５′ａは水冷式インタークーラ
５′の冷却水を冷却する熱交換器であるサブラジェータ
である。このサブラジェータ５′ａとインタークーラ５
′の間では図示してないモータにより水が循環しており
インタークーラ５′で熱を受けた冷却水はサブラジェー
タ５′ａで放熱される。そしてバイパス通路８に設けら
れた第２タービン翼車１３と連動するファン１５は、こ
のサブラジェータ５１ ａの後方に装着されて、サブラ
ジェータ５１ ａに冷却風を送って冷却効果をさらに高
める。なお本実施例の他の構成及び作動は第１実施例と
同様である。This embodiment is a device that cools a water-cooled intercooler instead of the air-cooled intercooler of the first embodiment. This is a subradiator, which is a heat exchanger for cooling. This subradiator 5'a and intercooler 5
Water is circulated between 1 and 2 by a motor (not shown), and the cooling water that has received heat in intercooler 5' is radiated by subradiator 5'a. A fan 15 that operates in conjunction with the second turbine wheel 13 provided in the bypass passage 8 is installed behind the sub-radiator 51a, and sends cooling air to the sub-radiator 51a to further enhance the cooling effect. Note that the other configuration and operation of this embodiment are the same as those of the first embodiment.
以上のようにファン１５によって冷却される熱交換器が
インタークーラまたはインタークーラを冷却するサブラ
ジェータである場合は、コンプレッサによって過給され
て温度上昇した吸入空気はファン１５によってさらに冷
却されてより充填効率が大きくなり、エンジンの出力を
さらに増加させることができる。As described above, when the heat exchanger cooled by the fan 15 is an intercooler or a subradiator that cools the intercooler, the intake air whose temperature has increased due to being supercharged by the compressor is further cooled by the fan 15 and is filled with more air. Efficiency is increased and the output of the engine can be further increased.
さらにファン１５によって冷却される熱交換器は、エン
ジン水冷水を冷却するラジェータまたはエンジンオイル
を冷却するオイルクーラでもよい。Further, the heat exchanger cooled by the fan 15 may be a radiator that cools engine water or an oil cooler that cools engine oil.
またファン１５をエンジンルーム内の排風用に用いるこ
とも可能である。It is also possible to use the fan 15 for exhausting air in the engine compartment.
以上のように本発明は過給機の装着された内燃機関の排
気通路に付設されたバイパス通路中のタービン翼車及び
これと連動するファンを、従来充分に利用されずに排出
していた排気ガスから得られる排気エネルギーを利用し
て駆動したことから、熱交換器に入る冷却風をより多く
取り入れ一層冷却効果を高めることができる。またエン
ジンの充填効率をさらに向上すると共に過給機の耐久性
を向上するという優れた効果がある。As described above, the present invention utilizes a turbine blade wheel in a bypass passage attached to an exhaust passage of an internal combustion engine equipped with a supercharger and a fan linked thereto, which is used to discharge exhaust gas that has not been fully utilized in the past. Since it is driven using exhaust energy obtained from gas, more cooling air can be taken into the heat exchanger, further increasing the cooling effect. Moreover, it has the excellent effect of further improving the charging efficiency of the engine and improving the durability of the supercharger.
第１図は従来の過給機付内燃機関の模式図、第２図は本
発明の第１実施例を示す模式図、第３図は本発明の第２
実施例を示す模式図である。
１・・・吸入通路、２・・・排気通路、５．５’・・・
インタークーラ、５′ａ・・・サブラジェータ、８・・
・バイハス１ｌｌｌ、■ｓ・・・第２タービン翼Ｌ１５
川７アン。
代理人弁理士 岡 部 隆FIG. 1 is a schematic diagram of a conventional internal combustion engine with a supercharger, FIG. 2 is a schematic diagram showing a first embodiment of the present invention, and FIG. 3 is a schematic diagram of a second embodiment of the present invention.
It is a schematic diagram showing an example. 1... Suction passage, 2... Exhaust passage, 5.5'...
Intercooler, 5'a...Subradiator, 8...
・Bihas 1llll, ■s...Second turbine blade L15
River 7 Ann. Representative Patent Attorney Takashi Okabe
Claims (1)
前記過給機の駆動力を得る第１タービン翼車の上流と下
流を連通ずるバイパス通路と、前記バイパス通路を開閉
する開閉弁と、吸入通路の吸入空気の圧力を受けて前記
開閉弁を開閉するアクチュエータと、前記バイパス通路
中に排気圧を受けて回転する第２タービン翼車と、該第
２タービン翼車と連動するファンと、該ファンによって
冷却される熱交換器を具備することを特徴とする過給器
付内燃機関の冷却装置。In an internal combustion engine equipped with a supercharger, a bypass passage communicates upstream and downstream of a first turbine wheel that obtains driving force for the supercharger in an exhaust passage, and an on-off valve that opens and closes the bypass passage. an actuator that opens and closes the on-off valve in response to the pressure of intake air in the intake passage; a second turbine wheel that rotates in response to exhaust pressure in the bypass passage; and a fan that operates in conjunction with the second turbine wheel. A cooling device for an internal combustion engine with a supercharger, comprising a heat exchanger cooled by the fan.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58250714A JPS60135625A (en) | 1983-12-25 | 1983-12-25 | Cooling apparatus for internal-combustion engine with supercharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58250714A JPS60135625A (en) | 1983-12-25 | 1983-12-25 | Cooling apparatus for internal-combustion engine with supercharger |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS60135625A true JPS60135625A (en) | 1985-07-19 |
Family
ID=17211954
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58250714A Pending JPS60135625A (en) | 1983-12-25 | 1983-12-25 | Cooling apparatus for internal-combustion engine with supercharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60135625A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1988000282A1 (en) * | 1986-07-09 | 1988-01-14 | Engine Technology Limited | Supercharged ic engine air cooler |
| US5542399A (en) * | 1993-12-23 | 1996-08-06 | Robert Bosch Gmbh | Method controlling an internal combustion engine |
-
1983
- 1983-12-25 JP JP58250714A patent/JPS60135625A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1988000282A1 (en) * | 1986-07-09 | 1988-01-14 | Engine Technology Limited | Supercharged ic engine air cooler |
| US5542399A (en) * | 1993-12-23 | 1996-08-06 | Robert Bosch Gmbh | Method controlling an internal combustion engine |
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