JPS60252120A - Twin turbo engine - Google Patents
Twin turbo engineInfo
- Publication number
- JPS60252120A JPS60252120A JP59107725A JP10772584A JPS60252120A JP S60252120 A JPS60252120 A JP S60252120A JP 59107725 A JP59107725 A JP 59107725A JP 10772584 A JP10772584 A JP 10772584A JP S60252120 A JPS60252120 A JP S60252120A
- Authority
- JP
- Japan
- Prior art keywords
- throttle valve
- exhaust
- engine
- passage
- supercharging air
- 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
- 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
- F02B37/007—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in parallel, e.g. at least one pump supplying alternatively
-
- 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】
〔産業上の利用分野〕
本発明は、ターボチャージャイ」きエンノンに関し、特
に、ツインターボ付きエンジンに関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a turbocharged engine, and more particularly to a twin-turbo engine.
従来、エンジンの吸排気系の排気通路に介装されたター
ビンと同タービンにより駆動されるべく吸排気系の吸気
通路に介装されたコンプレッサとからなるターボチャー
ジャをそなえたターボチャージャ付きエンジンが各種提
案されている。Conventionally, various turbocharged engines have been equipped with a turbocharger consisting of a turbine installed in the exhaust passage of the intake and exhaust system of the engine and a compressor installed in the intake passage of the intake and exhaust system to be driven by the turbine. Proposed.
従来、１つのエンノンに１つのターボチャージャをそな
えたシングルターボイ」きエンジンでは、ターボチャー
ジャとして、小型低速タイプのものを用いると、エンノ
ンの高回転域での出力か十分高められず（第２図中の符
号Ａ参照）、大型高速タイプのものを用いると、エンジ
ンのイ氏回転域での出力が十分得られず（第２図中の符
号Ｂ参照）、さらに、ターボチャージャのレスポンスも
悪化するという問題点がある。Conventionally, in single-turbo engines with one turbocharger for one ennon, if a small, low-speed turbocharger was used, the output in the high rotation range of the ennon could not be sufficiently increased (the second If a large, high-speed type is used, it will not be possible to obtain sufficient output in the engine rotation range (see symbol B in Figure 2), and the response of the turbocharger will also deteriorate. There is a problem with that.
また、従来、１つのエンジンに２つのターボチャージャ
をそなえたツインターボ付とエンジンでは、排気干渉を
避けるべく、多気筒エンノンの排気マニホルドを２グル
ープにグルーピングして、各グループにそれぞれ小型タ
ーボチャージャをそなえたものも提案されているが、こ
のようなエンジンでも、シングルターボ付ぎエンシ゛ン
と同様の問題点がある。In addition, in conventional twin-turbo engines with two turbochargers in one engine, in order to avoid exhaust interference, the exhaust manifolds of multi-cylinder ennons are grouped into two groups, and each group is equipped with a small turbocharger. Engines with this type of engine have also been proposed, but these engines also have the same problems as engines with a single turbo.
本発明は、このような問題点を解決しようとするもので
、異なる出力特性のターボチャージャを適宜組み合わせ
ることによって、エンジンの低回転域での出力を効率よ
く高め且つレスポンスを向上させるとともに、エンノン
の高回転域での出力も効率よく高めることができるよう
にした、ツインターボ付きエンン゛ンを提供することを
目的とする。The present invention aims to solve these problems, and by appropriately combining turbochargers with different output characteristics, it is possible to efficiently increase the output in the low rotation range of the engine, improve the response, and improve the engine's engine response. The purpose of the present invention is to provide a twin-turbo engine that can efficiently increase output in the high rotation range.
このため、本発明のツインターボ伺きエンジンは、エン
ジンの吸排気系の第１排気通路に介装された第１タービ
ンと同第１タービンにより駆動されるべく同吸排気系の
第１吸気通路に介装された第１コンプレツサとからなる
エンジン低回転域用小容量ターボチャージャと、」１記
第１排気通路に並列的に接続する第２排気通路に介装さ
れた第２タービンと同第２タービンにより駆動されるべ
く上記第１吸気通路に並列的に接続する第２吸気通路に
介装された第２コンプレツサとからなるエンジン高回転
域用大容量ターボチャージャとをそなえるとともに、」
１記第２排気通路に介装されて上記第２タービンへ供給
される排気の流量制御を行なう排気絞り弁と、上記第２
吸気通路に介装されて上記第２コンプレツサから送出さ
れる過給気の流量制御を行なう過給気絞り弁とをそなえ
、上記吸気通路の過給圧か高いときに上記の排気絞り弁
および過給気絞り弁の開度を大きくすべく、Ｌ記排気絞
り弁を駆動する排気絞り弁用差圧応動式アクチュエータ
と、上記過給気絞り弁を駆動する過給気絞り弁用差圧応
動式アクチュエータと、上記排気絞り弁用差圧応動式ア
クチュエータの作動室Ｊ３よび」二組過給気絞り弁用差
圧応動式アクチュエータの作動室と上記の第１吸気通路
および第２吸気通路の接合部よりも上流側の上記吸気通
路とをそれぞれ連通接続する第１および第２の連通路と
か設けられるとともに、同第２の連通路に介装されて−
１−記過給気絞り弁用差圧応動式アクチュエータ・＼の
過給気の供給を」二組掴、気絞り弁用差圧応動式アクチ
ュエータへの過給気の供給よりも遅延さぜる遅延バルブ
が設けられたことを特徴としている。Therefore, the twin-turbo engine of the present invention has a first turbine interposed in the first exhaust passage of the intake and exhaust system of the engine, and the first intake passage of the intake and exhaust system is driven by the first turbine. a small-capacity turbocharger for engine low speed range consisting of a first compressor installed in the first compressor, and a second turbine installed in the second exhaust passage connected in parallel to the first exhaust passage; and a second compressor interposed in a second intake passage connected in parallel to the first intake passage to be driven by two turbines.
(1) an exhaust throttle valve that is interposed in the second exhaust passage and controls the flow rate of exhaust gas supplied to the second turbine;
A supercharging air throttle valve is provided in the intake passage to control the flow rate of the supercharging air sent out from the second compressor, and when the supercharging pressure in the intake passage is high, the exhaust throttle valve and the supercharging air are activated. In order to increase the opening degree of the intake air throttle valve, a differential pressure responsive actuator for the exhaust throttle valve drives the L exhaust throttle valve, and a differential pressure responsive actuator for the supercharging air throttle valve drives the above-mentioned supercharging air throttle valve. The actuator, the working chamber J3 of the differential pressure responsive actuator for the exhaust throttle valve, and the joint portion of the working chamber of the differential pressure responsive actuator for the two sets of supercharged air throttle valves and the first intake passage and the second intake passage. First and second communication passages are provided that communicate with the intake passage on the upstream side of the intake passage, and are interposed in the second communication passage.
1- Delay the supply of supercharging air to the differential pressure responsive actuator for the supercharging air throttle valve by holding the two sets and delaying the supply of supercharging air to the differential pressure responsive actuator for the air throttle valve. It is characterized by the provision of a valve.
吸気通路の過給圧が低いときには、排気絞り弁および過
給気絞り弁が閉じられて、エンジン高回転域用大容量タ
ーボチャージャの作動が停止し、エンノン低回転域用小
容量ターボチャージャのみが作動する。When the supercharging pressure in the intake passage is low, the exhaust throttle valve and the supercharging air throttle valve are closed, the large capacity turbocharger for the high engine speed range stops operating, and only the small capacity turbocharger for the low engine speed range is activated. Operate.
そして、吸気通路の過給圧が高いときには、排気絞り弁
および過給気絞り弁が開状態となって、エンジン高回転
域用大容量ターボチャージャおよびエンジン低回転域用
小容量ターボチャージャが作動する。When the supercharging pressure in the intake passage is high, the exhaust throttle valve and supercharging throttle valve are open, and the large-capacity turbocharger for high engine speed ranges and the small-capacity turbocharger for low engine speed ranges operate. .
吸気通路の過給圧が低い状態から高い状態へ急に変化し
た場合には、排気絞り弁が開状態となってから、過給気
絞り弁が開状態となるので、エンノン高回転域用大容量
ターボチャーツヤの過給圧が高められてから吸気通路へ
過給気が投入される１、
〔実施例〕
以下、図面により本発明の実施例について説明すると、
第１，２図は本発明の一実施例としてのツインターボ付
きエンジンを示すもので、第１図はその全体構成図、第
２図はその作用を示すグラフである。If the supercharging pressure in the intake passage suddenly changes from low to high, the exhaust throttle valve will open first, and then the supercharging throttle valve will open. After the supercharging pressure of the capacity turbochart is increased, the supercharging air is injected into the intake passage 1. [Embodiment] Hereinafter, embodiments of the present invention will be explained with reference to the drawings.
1 and 2 show a twin-turbo engine as an embodiment of the present invention. FIG. 1 is an overall configuration diagram thereof, and FIG. 2 is a graph showing its operation.
第１図に示すようにエンジンＥのシリンダヘッド゛１の
各気筒に吸気ボートと排気ボートとが設けられていて、
これらの吸気ボートおよび排気ボートにそれぞれ吸気系
２および排気系３が接続されている。As shown in FIG. 1, each cylinder of the cylinder head 1 of the engine E is provided with an intake boat and an exhaust boat.
An intake system 2 and an exhaust system 3 are connected to these intake boats and exhaust boats, respectively.
吸気系２には、その吸気通路の一部に、並列的に第１吸
気通路４および第２吸気通路５が設けられている一方、
排気系３には、その排気通路の一部に、並列的に第１排
気通路６およＶ第２排気通路７が設けられている。In the intake system 2, a first intake passage 4 and a second intake passage 5 are provided in parallel in a part of the intake passage.
In the exhaust system 3, a first exhaust passage 6 and a second exhaust passage 7 are provided in parallel in a part of the exhaust passage.
第１吸気通路４と第２吸気通路５との接合部２１〕より
も上流側における第１吸気通路４には、コンプレッサ８
ａが介装され、第１排気通路６と第２排気通路７との上
流側接合部３ａよりも下流側における第１排気通路６に
は、タービン８ｂが介装されており０．これらのコンプ
レッサ８ａとタービン８１〕とでエンジン低回転域用小
容量ターボチャージャ８が構成されている。A compressor 8 is provided in the first intake passage 4 on the upstream side of the junction 21 between the first intake passage 4 and the second intake passage 5.
A turbine 8b is interposed in the first exhaust passage 6 on the downstream side of the upstream junction 3a between the first exhaust passage 6 and the second exhaust passage 7. These compressor 8a and turbine 81] constitute a small capacity turbocharger 8 for use in a low engine speed range.
また、接合部汎より上流側における第２吸気通路５には
、コンプレッサ９ａが介装され、接合部３ａよりも下流
１ｕ１１における第２排気通路７には、タービン９ｂか
゛介装されており、これらのコンプレッサ９ａとタービ
ン９ｂとでエンジン高回転域用大容量ターボチャージャ
ヤ９が構成される。Further, a compressor 9a is interposed in the second intake passage 5 on the upstream side of the joint part 3a, and a turbine 9b is interposed in the second exhaust passage 7 at the downstream side 1u11 of the joint part 3a. The compressor 9a and the turbine 9b constitute a large-capacity turbocharger 9 for use in a high engine speed range.
また、第２排気通路７のタービン９ｂよりも下流側には
、排気絞り弁」０が設けられており、この排気絞り弁１
０には、排気絞り弁用差圧応動式アクチュエータ１１の
ダイアフラム１１．ａがロッドｌｌｃを介して連結して
おり、このアクチュエータ１１の作動室１１１］には、
＠１の連通路１２を通じて吸気系２の過給気圧力が供給
されるようになっている。Further, an exhaust throttle valve ``0'' is provided downstream of the turbine 9b in the second exhaust passage 7, and this exhaust throttle valve 1
0 is the diaphragm 11.0 of the differential pressure responsive actuator 11 for the exhaust throttle valve. a is connected via a rod llc, and the working chamber 111 of this actuator 11 includes:
The supercharging air pressure of the intake system 2 is supplied through the communication path 12 of @1.
このアクチュエータ〕１は、その作動室１１ｂへ所定圧
Ｘ以上の排気の供給を受けたとぎ、ロッｋ１１ｃを突出
するように、そのダイアフラムｌｌａおよび戻しバネｌ
ｊｄが設定されている。When this actuator] 1 receives exhaust gas having a predetermined pressure X or more into its working chamber 11b, its diaphragm lla and return spring l are moved so as to protrude the lock 11c.
jd is set.
そして、第２Ｖｉ気通路５のコンプレッサ９ａよりも下
流側には、過給気絞り弁１３が設けられており、この過
給気絞り弁１３には、過給気絞り弁用差圧応動式アクチ
ュエータ１４のダイアフラム１４ａがロッド］、 ４
ｃを介して連結しており、このアクチュエータ１４の作
動室１４１〕には、第２の連通路１２′を通じて吸気系
２の過給気圧力が供給されるようになっている。A supercharging air throttle valve 13 is provided downstream of the compressor 9a in the second Vi air passage 5, and this supercharging air throttle valve 13 is equipped with a differential pressure responsive actuator for the supercharging air throttle valve. 14 diaphragm 14a is a rod], 4
The supercharging air pressure of the intake system 2 is supplied to the working chamber 141 of the actuator 14 through the second communication passage 12'.
このアクチュエータ１４は、その作動室１４１〕へ所定
圧Ｙ（＝Ｘ＋α）以上の排気の供給を受けたとき、口・
ンド゛１４ｃを突出するように、そのダイアフラム１４
ａおよび戻しバネｉ４ｃ＋が設定されている。When this actuator 14 receives exhaust gas at a predetermined pressure Y (=X+α) into its working chamber 141, the
diaphragm 14 so as to protrude from the diaphragm 14c.
a and return spring i4c+ are set.
また、第１の連通路１２と第２の連通路１２′とは、そ
の配管の一部を共通なものとして構成されていて、＠１
の連通路１２および第２の連通路１２′の合流部１２ｇ
と作動室１．４５との間の＄２の連通路１２′には、遅
延パルプ１５が設けられている。Further, the first communicating path 12 and the second communicating path 12' are configured so that a part of their piping is common, and @1
The confluence section 12g of the communication path 12 and the second communication path 12'
A retarding pulp 15 is provided in the $2 communication path 12' between the working chamber 1.45 and the working chamber 1.45.
この遅延バルブ１５は、仕切り壁部ｊ５ａに関しコした
小径オリフィス１５Ｉ〕と、同じく仕切り壁部１５ａに
形成された逆止弁］、 ５ ｃとがらなっており、作動
室１４１）の圧力か吸気系２の圧力よ［ンも大きい場合
には、逆止弁１５ｃは開状態となって、作動室１４１）
の圧力が吸気系２の圧力Ｊ：りも小さい場合には、逆止
弁１．５ｃは開状態となる。The delay valve 15 has a small-diameter orifice 15I formed on the partition wall j5a, and a check valve 5c formed on the partition wall 15a. If the pressure is also large, the check valve 15c is open and the working chamber 141)
When the pressure in the intake system 2 is smaller than the pressure J in the intake system 2, the check valve 1.5c is in an open state.
なれ、治１１ヅ山の外陣９ｚ、Ｑｌ’ｔ！十いヂ飴１泣
人立に１６．１７はいずれもエアクリーナを示している
。Nare, Ji 11 Zuzan's outer camp 9z, Ql't! 16.17 all indicate the air cleaner.
本発明のツインターボ付きエンジンは上述のごとく構成
されており、エンジンＥの低回転域では、！気絞り弁用
アクチュエータ１１の作動室１１１）へ供給される過給
圧が所定圧Ｘより低く、戻しバネｌｉｄがロッド１１−
ｃを引張するので、排気絞り弁１０が閉状態となって、
これにより、第２排気通路７へ排気が供給されず、エン
シ゛ン高回転域用大容量ターボチャージャ９のタービン
９ｂは回転せず、すなわち、ターボチャージャ９の作動
は停止する。The twin-turbo engine of the present invention is configured as described above, and in the low rotation range of engine E,! The boost pressure supplied to the working chamber 111) of the air throttle valve actuator 11 is lower than the predetermined pressure
c is pulled, so the exhaust throttle valve 10 is closed,
As a result, exhaust gas is not supplied to the second exhaust passage 7, and the turbine 9b of the large-capacity turbocharger 9 for engine high rotation range does not rotate, that is, the operation of the turbocharger 9 is stopped.
このとき、過給気絞ｌ）弁用アクチュエータ１４の作動
室Ｊ４１〕へ供給される過給圧も同様に所定圧Ｘより小
さいので、戻しバネ１．４ｄがロッド１４ｃを引張し、
過給気絞り弁１３が開状態となって、これにより、第２
吸気通路５から過給気か゛コンプレッサ９ａへ逆流する
ことが防止される。At this time, since the supercharging pressure supplied to the supercharging throttle l) working chamber J41 of the valve actuator 14 is also lower than the predetermined pressure X, the return spring 1.4d pulls the rod 14c,
The supercharging air throttle valve 13 is in the open state, and as a result, the second
Supercharged air is prevented from flowing back from the intake passage 5 to the compressor 9a.
また、第１損気通路６へは排気が常時供給されているの
で、エンジン低回転域用小容量ターボチャージャ８のタ
ービン８ｂは、常時回転して、このターボチャ−ツヤ８
の作動により、吸気系２へ高圧の過給気が供給される。In addition, since exhaust gas is constantly supplied to the first air loss passage 6, the turbine 8b of the small capacity turbocharger 8 for low engine speed range is constantly rotated, and the turbocharger 8
As a result of the operation, high-pressure supercharged air is supplied to the intake system 2.
エンジンＥの低回転域から高回転域への移行時には、排
気絞り弁用アクチュエータ１１の作動室１１１〕へ供給
される過給圧か所定圧Ｘより犬ぎくなると、戻しバネ１
１ｄ１こ抗してロッド１１ｃが突出するので、排気絞り
弁１０が開状態となって（第１図中の矢印参照）、これ
により、第２排気通路７へ排気が供給されて、エンン゛
ン高回転域用大容量ターボチャーＥ）−１−９のタービ
ン９＋１か回転しはじめて、ターボチャージャ９の作動
が開始する。When the engine E shifts from a low speed range to a high speed range, when the supercharging pressure supplied to the working chamber 111 of the exhaust throttle valve actuator 11 becomes less than the predetermined pressure X, the return spring 1
1d1, the rod 11c protrudes, so the exhaust throttle valve 10 is opened (see the arrow in FIG. 1), thereby supplying exhaust gas to the second exhaust passage 7 and starting the engine. The operation of the turbocharger 9 starts when the turbine 9+1 of the high-speed range large-capacity turbocharger E)-1-9 begins to rotate.
このとき、過給気絞り弁用アクチュエータ１４の作動室
１４Ｉ〕へ供給される過給圧が急激に増大するか、遅延
バルブ１５により、過給気絞り弁用差圧応動式アクチュ
エータ］ｌＩの作動室１４Ｉ〕へ供給される過給気の圧
力は瞬時に増大せず、その小径オリフィス１５１）を通
して作動室１４Ｉ〕へ供給される過給気の圧力が徐々に
上昇する。At this time, the supercharging pressure supplied to the working chamber 14I of the supercharging throttle valve actuator 14 increases rapidly, or the delay valve 15 causes the supercharging throttle valve differential pressure-responsive actuator 14 to operate. The pressure of the supercharged air supplied to the working chamber 14I does not increase instantaneously, but the pressure of the supercharged air supplied to the working chamber 14I increases gradually through the small diameter orifice 151).
そして、作動室１４Ｉ〕内の圧力が所定圧Ｙ（二Ｘ十α
）以上となると、過給気絞り弁１３が開状態となるので
（第１図中の矢印参照）、エンジン高回転域用大容量タ
ーボチャージャ９からの過給圧が吸気系２へ供給される
。Then, the pressure in the working chamber 14I is set to a predetermined pressure Y (2X0α
), the supercharging throttle valve 13 becomes open (see the arrow in FIG. 1), so supercharging pressure from the large-capacity turbocharger 9 for high engine speed range is supplied to the intake system 2. .
これにより、吸気系２内の過給圧が所定圧Ｙ（＞Ｘ）よ
り高くなるまで、過給気絞り弁１３は開状態とならず、
排気絞り弁１０が開状態となってから過給気絞り弁１３
か開状態となるので、エンジン高回転域用大容量ターボ
チャージャ９からの過給圧を吸気系２へ投入する際にも
、吸気系２の圧力が低下しない。As a result, the supercharging air throttle valve 13 will not open until the supercharging pressure in the intake system 2 becomes higher than the predetermined pressure Y (>X).
After the exhaust throttle valve 10 is open, the supercharging throttle valve 13
Since the intake system 2 is in an open state, the pressure in the intake system 2 does not decrease even when supercharging pressure from the large capacity turbocharger 9 for high engine speed range is supplied to the intake system 2.
エンジンＥの高回転域では、作動室１１ ｂ、 １４１
〕へ供給される圧力か所定圧Ｙより大ぎいので、エンジ
ン低回転域用小容量ターボチャージャ８とエンジン高回
転域用大容量ターボチャーツヤ９とがともに作動して、
エンジンＥへ供給される過給圧が高くなって、高出力を
実現できる。In the high rotation range of engine E, the working chambers 11 b, 141
] is greater than the predetermined pressure Y, the small-capacity turbocharger 8 for the low engine speed range and the large-capacity turbocharger 9 for the high engine speed range operate together,
The supercharging pressure supplied to the engine E is increased, and high output can be achieved.
このように、第２図中の符号Ｃに示すように、エンジン
Ｅの低回転域から高回転域まで、高いエンジン出力を得
ることができるのである。In this way, as shown by the symbol C in FIG. 2, high engine output can be obtained from the low rotation range to the high rotation range of the engine E.
以］−詳述したように、本発明のツインターボイ（トエ
ンジンによれば、エンシ゛ンの吸排気系の第１排気通路
に介装された第１タービンと同第１タービンにより駆動
されるべく同吸排気系の第１吸気通路に介装された第１
フンプレツサとからなるエンジン低回転域用小容量ター
ボチャージャと、上記第１排気通路に並列的１こ接続す
る第２排気通路に介装された第２タービンと同第２ター
ビンにより駆動されるべく上記第１吸気通路に並列的に
接続する第２吸気通路に介装された第２コンプレツサと
からなるエンノン高回転域用大容量ターボチャーツヤと
をそなえるとともに、」１記第２排気通路に介装されて
」−組節２タービンへ供給される排気の流量制御を行な
う排気絞り弁と、−）１記第２吸気通路に介装されて上
記第２コンプレツサから送出される過給気の流量制御を
行なう過給気絞り弁とをそなえ、上記吸気通路の過給圧
が高いときに」１記の排気絞り弁および過給気絞り弁の
開度を大ぎくすべく、上記排気絞り弁を駆吻Ｊする排気
絞ｊ〕弁用差圧応動式アクチュエータと、上記過給気絞
り弁を駆動する過給気絞り弁用差圧応動式アクチュエー
タと、上記排気絞り弁用差圧応動式アクチュエータの作
動室および上記過給気絞り弁用差圧応動式アクチュエー
タの作動室と上記の第１吸気通路および第２吸気通路の
接合部よりも上流側の上記吸気通路とをそれぞれ連通接
続する第１および第２の連通路とが設けられるとともに
、同第２の連通路に介装されて上記過給気絞り弁用差圧
応動式アクチュエータへの過給気の供給を上記排気絞り
弁用差圧応動式アクチュエータへの過給気の供給よりも
遅延させる遅延バルブか゛設けられるという簡素な構成
で、次のような効果ないし利点を得ることかできる。- As described in detail, according to the twin turbo engine of the present invention, the first turbine installed in the first exhaust passage of the intake and exhaust system of the engine and the first turbine to be driven by the first turbine are interposed in the first exhaust passage of the intake and exhaust system of the engine. The first intake passage installed in the first intake passage of the same intake and exhaust system.
a small-capacity turbocharger for engine low speed range consisting of a humpletser; and a second turbine interposed in a second exhaust passage connected in parallel to the first exhaust passage; It is equipped with a large-capacity turbochart for a high rotation range consisting of a second compressor installed in a second intake passage connected in parallel to the first intake passage, and a large-capacity turbochart for the high rotation range. - an exhaust throttle valve that controls the flow rate of exhaust gas supplied to the turbine 2; and a supercharging air throttle valve that performs the above-mentioned supercharging throttle valve, and the exhaust throttle valve is driven in order to greatly increase the opening degree of the exhaust throttle valve and the supercharging air throttle valve described in 1. Operation of the differential pressure responsive actuator for the exhaust throttle valve, the differential pressure responsive actuator for the supercharging air throttle valve that drives the supercharging air throttle valve, and the differential pressure responsive actuator for the exhaust throttle valve. first and second intake passages that communicate and connect the working chamber of the differential pressure responsive actuator for the supercharged air throttle valve and the intake passage upstream of the junction of the first intake passage and the second intake passage, respectively; A differential pressure responsive actuator for the exhaust throttle valve is provided with a second communication passage, and a differential pressure responsive actuator for the exhaust throttle valve is interposed in the second communication passage to supply supercharging air to the differential pressure responsive actuator for the exhaust throttle valve. With a simple configuration in which a delay valve is provided to delay the supply of supercharging air to the actuator, the following effects or advantages can be obtained.
（１）エンジンの低回転域では、排気絞り弁および過給
気絞り弁か閉じられるので、小容量ターボチャージャヤ
のみか作動して、レスポンスの早い過給圧特性を得るこ
とができ、気筒へ供給される吸気流速（過給圧）の向上
をはかることかできる。(1) In the low speed range of the engine, both the exhaust throttle valve and the boost air throttle valve are closed, so only the small-capacity turbocharger is activated, achieving supercharging pressure characteristics with quick response, which allows the cylinders to It is possible to improve the supplied intake air flow rate (supercharging pressure).
（２）上記第１項により、エンジンの低回転域での燃焼
効率か向」ニし、したがって、エンジンの出力か向上す
る。(2) According to the above-mentioned item 1, the combustion efficiency in the low rotational speed range of the engine is improved, and therefore the output of the engine is improved.
（３）エンノンの回転状態に応じて、その高回転域に適
合したターボチャーツヤを作動させることができる。(3) Depending on the rotational state of the ennon, a turbochart suitable for the high rotation range can be operated.
（４）エンジンの高回転域では、小容量および大容量の
ターボチャージャが作動するので、充填効率か増大して
、高出力が得られる。(4) In the high speed range of the engine, small and large capacity turbochargers operate, so charging efficiency increases and high output is obtained.
図は本発明の一実施例としてのツインターボ付きエンジ
ンを示すもので、第１図はその全体構成図、第２図はそ
の作用を示すグラフである。
１・・シリングヘッド、２・・吸気系、２ａ、２ｂ・・
接合部、３・・排気系、３ａ、３ｂ・・接合部、４・・
第１吸気通路、５・・第２吸気通路、６・・第１排気通
路、７・・第２排気通路、８・・エンノン低回転域用小
容量ターボチャージャ、８ａ・・コンプレッサ、８１〕
・・タービン、９・・エンノン高回転域用大容量ターボ
チャージャ、９ａ・・コンプレッサ、９］〕・・タービ
ン、１（）・・排気絞り弁、１１・・排気絞り弁用差圧
応動式アクチュエータ、１．１ａ・・ダイアフラム、１
１ｂ・・作動室、Ｉｌｃ・・ロッド、１１．ｄ・・戻し
バネ、１２・・第１の連通路、１２ａ・・合流部、１２
′・・第２の連通路、１３・・過給気絞り弁、１４・・
過給気絞り弁用差圧応動式アクチュエータ、１．４ａ・
・ダイアフラム、１４ｂ・・作動室、１４ｃ・・ロッド
、１．４ｃｌ・・戻しバネ、１５・・遅延バルブ、１５
ａ・・仕切り壁部、ｊ５１〕・・小径オリフィス、１５
ｃ・・逆止弁、１６．１７・・エアクリーナ、Ｅ・・エ
ンジン。
代理人 弁理士 飯沼義彦
第１図
第２図The drawings show a twin-turbo engine as an embodiment of the present invention; FIG. 1 is a diagram of its overall configuration, and FIG. 2 is a graph showing its operation. 1. Schilling head, 2. Intake system, 2a, 2b...
Joint, 3... Exhaust system, 3a, 3b... Joint, 4...
1st intake passage, 5...2nd intake passage, 6...1st exhaust passage, 7...2nd exhaust passage, 8...Ennon small capacity turbocharger for low rotation range, 8a...compressor, 81]
...Turbine, 9...Ennon large-capacity turbocharger for high rotation range, 9a...Compressor, 9]]...Turbine, 1()...Exhaust throttle valve, 11...Differential pressure responsive actuator for exhaust throttle valve , 1.1a... diaphragm, 1
1b... Working chamber, Ilc... Rod, 11. d...Return spring, 12...First communication path, 12a...Confluence part, 12
'...Second communication path, 13...Supercharging air throttle valve, 14...
Differential pressure responsive actuator for supercharged air throttle valve, 1.4a.
・Diaphragm, 14b... Working chamber, 14c... Rod, 1.4cl... Return spring, 15... Delay valve, 15
a...Partition wall part, j51]...Small diameter orifice, 15
c...Check valve, 16.17...Air cleaner, E...Engine. Agent Patent Attorney Yoshihiko Iinuma Figure 1 Figure 2
Claims (1)
ービンと同第１タービンにより駆動されるべく同吸排気
系の第１吸気通路に介装された第１コンブレツザとから
なるエンノン低回転域用小容量ターボチャージ゛ヤと、
上記第１排気通路に並列的に接続する第２覗１気通路に
介装された第２タービンと同第２タービンにより駆動さ
れるべく」−組節１吸気通路に並列的に接続する第２吸
気通路に介装された第２フンプレツサとからなるエンン
゛ン高回転域用大容量ターボチャージャとをそなえると
ともに、上記第２排気通路に介装されて」−組節２ター
ビンへ供給される排気の流量制御を行なう七１気絞り弁
と、上記第２吸気通路に介装されてＬ組節２コンプレッ
サから送出される過給気の流量制御を行なう過給気絞り
弁とをそなえ、」１記吸気通路の過給圧か高いとぎに上
記の排気絞り弁および過給気絞り弁の開度を大きくすべ
く、−上記排気絞り弁を駆動する排気絞り弁用差圧応動
式アクチュエータと、上記過給気絞り弁を駆動する過給
気絞り弁用差圧応動式アクチュエータと、」−記排気絞
り弁用差圧応動式アクチュエータの作動室および上記過
給気絞り弁用差圧応動式アクチュエータの作動室と」１
記の第１吸気通路および第２吸気通路の接合部よりも上
流側の上記吸気通路とをそれぞれ連通接続する第１およ
び第２の連通路とが設けられるとともに、同第２の連通
路に介装されて上記過給気絞り弁用差圧応動式アクチュ
エータへの過給気の供給を上記排気絞り弁用差圧応動式
アクチュエータへの過給気の供給よりも遅延させる遅延
バルブが設けられたことを特徴とする、ツインターボ付
きエンジン。An engine low pressure engine consisting of a first turbine installed in the first exhaust passage of the intake and exhaust system of the engine, and a first combrezzar installed in the first intake passage of the intake and exhaust system to be driven by the first turbine. A small capacity turbocharger for the rotation range,
To be driven by the second turbine installed in the second peeping passage connected in parallel to the first exhaust passage, the second turbine connected in parallel to the first intake passage A large-capacity turbocharger for high engine speed range consisting of a second compressor interposed in the intake passage, and a large-capacity turbocharger for the engine high speed range, which is interposed in the second exhaust passage, and the exhaust gas is supplied to the second turbine. and a supercharging air throttle valve that is installed in the second intake passage and controls the flow rate of supercharging air sent from the L-section 2 compressor, In order to increase the opening degree of the exhaust throttle valve and the supercharging air throttle valve when the boost pressure in the intake passage is high, - a differential pressure responsive actuator for the exhaust throttle valve that drives the exhaust throttle valve; A differential pressure responsive actuator for the supercharging air throttle valve that drives the supercharging air throttle valve, an operating chamber of the differential pressure responsive actuator for the exhaust throttle valve, and a differential pressure responsive actuator for the supercharging air throttle valve. Working room and 1
First and second communication passages are provided that communicate and connect the above-mentioned intake passage on the upstream side of the joint portion of the first intake passage and the second intake passage, respectively, and an intervening passage is provided in the second communication passage. A delay valve is provided to delay the supply of supercharging air to the differential pressure responsive actuator for the supercharging air throttle valve than the supply of supercharging air to the differential pressure responsive actuator for the exhaust throttle valve. This is an engine with a twin turbo.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59107725A JPS60252120A (en) | 1984-05-28 | 1984-05-28 | Twin turbo engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59107725A JPS60252120A (en) | 1984-05-28 | 1984-05-28 | Twin turbo engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS60252120A true JPS60252120A (en) | 1985-12-12 |
Family
ID=14466364
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59107725A Pending JPS60252120A (en) | 1984-05-28 | 1984-05-28 | Twin turbo engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60252120A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01193024A (en) * | 1988-01-29 | 1989-08-03 | Mazda Motor Corp | Supercharger for engine |
| JPH01318720A (en) * | 1988-05-10 | 1989-12-25 | Daimler Benz Ag | Supercharging internal combustion engine |
| JPH0454943U (en) * | 1990-09-19 | 1992-05-12 | ||
| JPH0465933U (en) * | 1990-10-15 | 1992-06-09 | ||
| GB2386924A (en) * | 2002-02-28 | 2003-10-01 | Daimler Chrysler Ag | Two-stage supercharging of a multi cylinder-bank engine |
-
1984
- 1984-05-28 JP JP59107725A patent/JPS60252120A/en active Pending
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01193024A (en) * | 1988-01-29 | 1989-08-03 | Mazda Motor Corp | Supercharger for engine |
| JPH01318720A (en) * | 1988-05-10 | 1989-12-25 | Daimler Benz Ag | Supercharging internal combustion engine |
| JPH0454943U (en) * | 1990-09-19 | 1992-05-12 | ||
| JPH0465933U (en) * | 1990-10-15 | 1992-06-09 | ||
| GB2386924A (en) * | 2002-02-28 | 2003-10-01 | Daimler Chrysler Ag | Two-stage supercharging of a multi cylinder-bank engine |
| GB2386924B (en) * | 2002-02-28 | 2005-01-12 | Daimler Chrysler Ag | Two-stage supercharging of a two-bank engine |
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