JPS6253691B2 - - Google Patents

Info

Publication number
JPS6253691B2
JPS6253691B2 JP54017479A JP1747979A JPS6253691B2 JP S6253691 B2 JPS6253691 B2 JP S6253691B2 JP 54017479 A JP54017479 A JP 54017479A JP 1747979 A JP1747979 A JP 1747979A JP S6253691 B2 JPS6253691 B2 JP S6253691B2
Authority
JP
Japan
Prior art keywords
pressure
low
superchargers
engine
pressure stage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
JP54017479A
Other languages
Japanese (ja)
Other versions
JPS55109726A (en
Inventor
Kosuke Yoshida
Shigeru Maebatake
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kawasaki Heavy Industries Ltd
Original Assignee
Kawasaki Heavy Industries Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Kawasaki Heavy Industries Ltd filed Critical Kawasaki Heavy Industries Ltd
Priority to JP1747979A priority Critical patent/JPS55109726A/en
Publication of JPS55109726A publication Critical patent/JPS55109726A/en
Publication of JPS6253691B2 publication Critical patent/JPS6253691B2/ja
Granted legal-status Critical Current

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
    • 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
    • F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
    • 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
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
    • 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)
  • Supercharger (AREA)

Description

【発明の詳細な説明】 本発明は、デイーゼル機関用過給装置のカツト
オフ方法ならびに装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a cut-off method and device for a supercharger for a diesel engine.

一般に二段過給方式のデイーゼル機関は、それ
によつて過給機の給気圧上昇に関する効率を高
め、同一容量のシリンダに対する比出力の一層の
増大を目的として開発されたものであることはよ
く知られるところである。しかし、この場合にお
ける各過給機の排気タービンの容量は、機関の最
大出力を対象として選定されているため、機関の
低出力域における運転状態では、過給機ブロアの
吐出量が機関の必要とする給気量に追随し得ず、
そのため燃料空気量が不足して排煙濃度の増大、
あるいは機関の加速性不良などの問題を惹起す
る。 It is well known that diesel engines with a two-stage supercharging system were generally developed with the aim of increasing the efficiency of increasing the boost pressure of the supercharger and further increasing the specific output for a cylinder of the same capacity. This is where you will be exposed. However, in this case, the capacity of the exhaust turbine of each turbocharger is selected with the engine's maximum output in mind. Unable to keep up with the air supply amount,
As a result, the amount of fuel air is insufficient and the exhaust gas concentration increases.
Alternatively, problems such as poor acceleration of the engine may occur.

本発明は、二段過給方式のデイーゼル機関にお
ける上記の問題を解決することを目的としてなさ
れたものである。 The present invention has been made with the object of solving the above-mentioned problems in a two-stage supercharging type diesel engine.

本発明にかゝる装置の構成に関し、実施例を示
す図面によつて以下に具体的に説明する。第１図
はその一実施例を示すもので、Ｅは機関、Ｈお
よびＨは高圧段過給機、ＬおよびＬは低圧
段過給機である。それぞれの過給機は排気タービ
ンＨｔ，Ｈｔ，Ｌｔ，Ｌｔならびにそれ
によつて駆動されるブロアＨｂ，Ｈｂ，Ｌ
ｂ，Ｌｂの組合せよりなる。また本実施例で
は、高圧段過給機Ｈと低圧段過給機Ｌとによ
つて過給系列を構成し、高圧段過給機Ｈと低
圧段過給機Ｌとによつて過給系列を構成す
る。１，２，３はいずれも排気管路５の途中に介
設される切換弁であり、４は給気管路６の途中に
介設される切換弁である。７は高圧側の排気溜、
８は低圧側の排気溜、９は給気溜であり、Ｃは中
間冷却器である。高圧段の排気タービンＨｔ，
Ｈｔと低圧段の排気タービンＬｔ，Ｌｔと
は、機関からの排気管路５に対して順次に直列の
関係に連結され、低圧段のブロアＬｂ，Ｌｂ
と高圧段のブロアＨｂ，Ｈｂとは、給気管路
６に対して順次に直列の関係に連結される。１０
は圧力スイツチで、機関Ｅに対する給気圧力を検
出して切換弁１，２，３および４の開閉切換操作
を行うことにより、高圧段過給機Ｈおよび低圧
段過給機Ｌの介入を一斉に連通・遮断しうるよ
うにされる。 The configuration of the apparatus according to the present invention will be specifically explained below with reference to drawings showing embodiments. FIG. 1 shows one embodiment of the present invention, in which E is an engine, H and H are high-pressure superchargers, and L and L are low-pressure superchargers. Each supercharger has an exhaust turbine Ht, Ht, Lt, Lt and a blower Hb, Hb, L driven by the exhaust turbine Ht, Ht, Lt, Lt.
It consists of a combination of b and Lb. Furthermore, in this embodiment, a high pressure stage supercharger H and a low pressure stage supercharger L constitute a supercharging train, and a high pressure stage supercharger H and a low pressure stage supercharger L constitute a supercharging train. Configure. 1, 2, and 3 are all switching valves interposed in the middle of the exhaust pipe line 5, and 4 is a switching valve interposed in the middle of the air supply pipe line 6. 7 is the exhaust reservoir on the high pressure side;
8 is an exhaust reservoir on the low pressure side, 9 is a supply air reservoir, and C is an intercooler. High pressure stage exhaust turbine Ht,
Ht and the low-pressure stage exhaust turbines Lt, Lt are sequentially connected in series to the exhaust pipe line 5 from the engine, and the low-pressure stage blowers Lb, Lb
and high-pressure stage blowers Hb, Hb are sequentially connected in series to the air supply pipe line 6. 10
is a pressure switch that detects the supply air pressure to the engine E and opens and closes the switching valves 1, 2, 3, and 4, thereby simultaneously interrupting the high-pressure supercharger H and the low-pressure supercharger L. It is possible to communicate with or block communication with the network.

ふつう過給デイーゼル機関において、排気ター
ビン駆動のブロアによる供給空気量が機関の必要
とする給気量をまかない得ない領域は、機関出力
零から40〜60％までの領域とされ、したがつてこ
の間の低出力範囲における運転に対してのみ過給
機群に対する部分的カツトオフを行い、機関がそ
れ以上の出力範囲にあるときはカツトオフの必要
はない。したがつて切換弁１，２，３，４の切換
操作は、勿論手動方式であつても差支えないが、
自動方式とする場合には、本例のように給気圧力
の検出値を利用するもののほか、たとえば燃料ポ
ンプの供給指針、あるいは過給機の回転数など機
関出力の増減に応じて変化する数値を利用して各
切換弁の一斉切換を関連操作せしめるようにすれ
ばよく、またその関連操作のための媒介方式は、
電気式、機械式もしくは流体圧式などの利用が可
能であることは言うまでもない。図において、ａ
図は機関Ｅが比較的低出力範囲にある状態を示
し、このときは圧力スイツチ１０からの指令によ
つて切換弁１，２，３および４が一斉に閉の状態
に遮断される。その結果機関Ｅから排出される排
気は、排気管路５から高圧側の排気溜７に至り、
そのあと排気タービンＨｔ−低圧側の排気溜８
−排気タービンＬｔと流れ、つまり過給系列
に沿つて流れてそれぞれのブロアＨｂ，Ｌｂ
を駆動するが、過給系列に対しては排気の流入
が遮断されているので、高圧段過給機Ｈおよび
低圧段過給機Ｌは稼動せず、すなち過給系列
は過給機能への介入を遮断される。したがつてこ
の状態では機関から導入される排気が分散される
ことなく排気タービンＨｔ，Ｌｔに供給さ
れ、ブロア効率を上昇せしめるので、機関の必要
とする給気量を充分にまかなうことが可能とな
る。なお、この場合切換弁２および４は、排気溜
８あるいは給気溜９からの背圧を遮断する役目を
する。ｂ図は機関Ｅが比較的高出力範囲にある状
態を示し、このとき圧力スイツチ１０からの指令
によつて切換弁１，２，３および４が一斉に開の
状態に切換えられる。その結果、排気ならびに給
気の流通は過給系列，ともに全く公平に行わ
れ、全過給機が過給機能に介入しうる状態とな
る。上記ａ図ならびにｂ図における関係をグラフ
として示したものが第５図である。図中の破線で
示す曲線はいずれも第１図ａ図の状態の特性を示
し、実線で示す曲線はいずれもｂ図の状態の特性
を示す。図に明らかなように、機関出力が比較的
低出力の範囲においては、排気ガス温度、過給機
回転数、掃気圧力のいずれの分野においても破線
曲線がつねに実線曲線の上位にあり、このことは
低出力範囲に対しては過給装置を第１図のａ図の
状態に置き、低出力範囲を脱して出力の増大した
範囲に対してはｂ図の状態に置くことの合理性な
いしは有用性を物語るものである。 Normally, in a supercharged diesel engine, the region in which the amount of air supplied by the exhaust turbine-driven blower cannot cover the amount of air required by the engine is the region from zero engine output to 40 to 60%, and therefore, during this period Partial cut-off of the supercharger group is performed only for operation in the low power range of the engine; cut-off is not necessary when the engine is in the power range above this. Therefore, the switching operations of the switching valves 1, 2, 3, and 4 may of course be done manually, but
In the case of an automatic method, in addition to using the detected value of the supply air pressure as in this example, a value that changes according to the increase or decrease in engine output, such as the fuel pump supply guideline or the rotation speed of the supercharger, can be used. The simultaneous switching of each switching valve can be performed in a related manner using
It goes without saying that an electric type, mechanical type, or fluid pressure type can be used. In the figure, a
The figure shows a state in which the engine E is in a relatively low output range, and at this time, the switching valves 1, 2, 3, and 4 are all shut off in response to a command from the pressure switch 10. As a result, the exhaust gas discharged from the engine E reaches the exhaust gas reservoir 7 on the high pressure side from the exhaust pipe line 5,
After that, exhaust turbine Ht - exhaust reservoir 8 on the low pressure side
- Exhaust turbine Lt and flow, that is, flow along the supercharging train to each blower Hb, Lb
However, since the inflow of exhaust gas to the supercharging train is blocked, the high-pressure stage supercharger H and the low-pressure stage supercharger L do not operate, which means that the supercharging system does not have a supercharging function. intervention is blocked. Therefore, in this state, the exhaust gas introduced from the engine is supplied to the exhaust turbines Ht, Lt without being dispersed, increasing the blower efficiency, making it possible to sufficiently cover the amount of air supply required by the engine. Become. In this case, the switching valves 2 and 4 serve to cut off back pressure from the exhaust reservoir 8 or the supply reservoir 9. Figure b shows a state in which the engine E is in a relatively high output range, and at this time, the switching valves 1, 2, 3, and 4 are simultaneously switched to the open state by a command from the pressure switch 10. As a result, the exhaust air and the supply air are distributed equally in both the supercharging series, and all superchargers are able to intervene in the supercharging function. FIG. 5 is a graph showing the relationships in FIGS. a and b above. The curves indicated by broken lines in the figure all show the characteristics of the state shown in FIG. 1A, and the curves shown by solid lines all show the characteristics of the state shown in FIG. 1B. As is clear from the figure, in the range of relatively low engine output, the dashed curve is always above the solid curve in all areas of exhaust gas temperature, turbocharger rotation speed, and scavenging pressure; Is it reasonable or useful to place the supercharger in the state shown in Figure 1 (a) for the low output range and in the state shown in Figure (b) for the range where the output has increased beyond the low output range? It tells the story of sexuality.

第２図は異なる実施例を示し、本例では給気側
のカツトオフ手段として開閉弁の一種としての逆
止弁を使用した例が示される。図中１１は逆止弁
で、逆止弁１１を使用することにより、たとえば
第１図例中に介設の必要のあつた切換弁２，４な
どによる背圧遮断のための付設機構は省略され、
機関がさらに簡略化される。その他の符号の説明
は第１図例に準じ、またａ図は機関Ｅが比較的低
出力範囲にある状態を示し、ｂ図は比較的高出力
範囲にある状態を示すことについても第１図例の
場合と同等である。なお、この場合、ａ図は過給
系列がカツトオフされた状態を示し、ｂ図は該
カツトオフが解除された状態を示す。 FIG. 2 shows a different embodiment, in which a check valve as a type of on-off valve is used as the cut-off means on the air supply side. Reference numeral 11 in the figure is a check valve, and by using the check valve 11, the attached mechanism for cutting off back pressure such as the switching valves 2 and 4, which were required to be installed in the example in Figure 1, can be omitted. is,
Institutions will be further simplified. The explanations of other symbols are the same as in the example in Figure 1, and Figure a shows a state in which the engine E is in a relatively low output range, and Figure b shows a state in a relatively high output range. This is equivalent to the example case. In this case, Fig. a shows a state where the supercharging train is cut off, and Fig. b shows a state where the cut-off is released.

第３図は他の実施例を示し、本例では高圧側の
排気溜を廃止して機関からの排気を排気管路５
ａ，５ｂによつて直接に高圧段の排気タービンＨ
ｔ，Ｈｔに導入する例を示す。すなわち、第
１図例および第２図例がいずれも静圧過給方式で
あるのに対し、本例では動圧過給方式の例が示さ
れる。また、一個の低圧段過給機Ｌが設けられ、
排気タービンLtおよびブロアLbによつて構成さ
れる。すなわち高圧段過給機Ｈ，Ｈとともに
合計三個の過給機をそなえる例である。この場合
は当然に二個の高圧段過給機Ｈ，Ｈのうちの
一個に対してカツトオフ手段が設けられることに
なり、本例では高圧段過給機Ｈに対し、切換弁
１，２および４によるカツトオフ装置が付設され
る。なお切換弁１，２，４の関連操作のための圧
力スイツチなどによる指令手段は、上記各実施例
におけると同様に付設されるが、図では表示を省
略してある。１２は低圧側の給気溜である。 FIG. 3 shows another embodiment, in which the exhaust reservoir on the high pressure side is eliminated and the exhaust gas from the engine is routed through the exhaust pipe 5.
a, 5b directly connect the high pressure stage exhaust turbine H
An example of introducing this into t and Ht is shown below. That is, while both the example in FIG. 1 and the example in FIG. 2 use a static pressure supercharging method, this example shows an example of a dynamic pressure supercharging method. In addition, one low pressure stage supercharger L is provided,
It is composed of an exhaust turbine Lt and a blower Lb. That is, this is an example in which a total of three superchargers are provided together with the high-pressure stage superchargers H and H. In this case, a cut-off means is naturally provided for one of the two high-pressure superchargers H, H, and in this example, for the high-pressure supercharger H, the switching valves 1, 2 and A cut-off device according to No. 4 is attached. Note that command means such as pressure switches for related operations of the switching valves 1, 2, and 4 are provided in the same manner as in each of the above embodiments, but are not shown in the figures. 12 is a supply air reservoir on the low pressure side.

第４図はさらに他の実施例を示し、本例では排
気タービンHtとブロアHbとよりなる一個の高圧
段過給機Ｈと、二個の低圧段過給機Ｌ，Ｌの
合計三個の過給機をそなえる例が示される。ま
た、低圧段過給機Ｌをカツトオフするための手
段として、切換弁３および逆止弁１１付設され
る。逆止弁１１に使用による効果については、第
２図例の説明においてすでに述べた通りである。
なお、上記の各実施例のほか、さらに複数個の高
圧段過給機および複数個の低圧段過給機の各組合
せにおける種々の設置態様の実現が可能であるこ
とは説明を要しないであろう。 FIG. 4 shows yet another embodiment. In this example, there is a total of three superchargers, one high-pressure supercharger H consisting of an exhaust turbine Ht and a blower Hb, and two low-pressure superchargers L, L. An example is shown in which a supercharger is provided. Further, as means for cutting off the low pressure stage supercharger L, a switching valve 3 and a check valve 11 are provided. The effects of using the check valve 11 are as already described in the explanation of the example in FIG.
It is unnecessary to explain that in addition to the above-mentioned embodiments, it is possible to realize various installation modes for each combination of a plurality of high-pressure stage superchargers and a plurality of low-pressure stage superchargers. Dew.

以上の説明から明らかなように、本発明が従来
のこの種のカツトオフ方法ならびに装置にくらべ
て特にすぐれた特長とされる点は、複数個の過給
機のうちその一部をカツトオフすることによつて
機関の低出力範囲における過給性能を高めるとと
もに、当該機関における二段過給の方式はそのま
ま維持しうるようなカツトオフ手段を提供したこ
とにあり、それによつて二段過給方式デイーゼル
機関の利点をなんら損なうことなく、しかも機関
の全出力範囲に亘る過給性能の向上を実現しうる
ものであつて、従来の方法もしくは装置によつて
は実現不可能な特長を有するものである。 As is clear from the above description, the present invention has a particularly superior feature compared to conventional cut-off methods and devices of this type. Therefore, we have provided a cut-off means that can improve the supercharging performance in the low output range of the engine and maintain the two-stage supercharging system in the engine, thereby improving the two-stage supercharging system diesel engine. It is possible to improve the supercharging performance over the entire output range of the engine without sacrificing any of the advantages of the present invention, and has a feature that cannot be achieved using conventional methods or devices.

本発明方法ならびに装置は以上のように構成さ
れるので、該機関がとくに比較的低出力範囲にお
いて運転されるときに発生の可能性のある諸問
題、すなわち燃料空気量の不足、排煙濃度の増
大、および機関の加速性不良などの問題を解決
し、しかも二段過給方式デイーゼル機関の具備す
る本来の利点をなんら損なうことなく、機関の全
出力範囲にわたつて好適な運転状態を実現せしめ
るうえにすぐれた効果を発揮する。 Since the method and device of the present invention are configured as described above, problems that may occur when the engine is operated particularly in a relatively low power range, such as insufficient fuel air amount and low exhaust gas concentration, can be solved. This solves problems such as engine speed increase and poor acceleration of the engine, and achieves suitable operating conditions over the entire output range of the engine without sacrificing any of the original advantages of the two-stage supercharging diesel engine. It has excellent effects.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図ａおよびｂはいずれも本発明の一実施例
について異なる作動状態を示す説明図、第２図ａ
およびｂはいずれも本発明の他の実施例について
異なる作動状態を示す説明図、第３図および第４
図はいずれも本発明のそれぞれ異なる実施例を示
す説明図、第５図は第１図ａおよびｂの各作動状
態における特性を示す線図である。 １，２，３，４……切換弁、５，５ａ，５ｂ…
…排気管路、６……給気管路、７，８……排気
溜、９，１２……給気溜、１０……圧力スイツ
チ、１１……逆止弁、，……過給系列、Ｃ…
…中間冷却器、Ｅ……機関、Ｈ，Ｈ，Ｈ……
高圧段過給機、Ｌ，Ｌ，Ｌ……低圧段過給
機、Ht，Ｈｔ，Ｈｔ，Lt，Ｌｔ，Lt……
排気タービン、Hb，Ｈｂ，Ｈｂ，Lb，Ｌ
ｂ，Ｌｂ……ブロア。 Figures 1a and b are explanatory diagrams showing different operating states of an embodiment of the present invention, and Figure 2a is a
and b are explanatory diagrams showing different operating states of other embodiments of the present invention, FIGS. 3 and 4.
Each figure is an explanatory diagram showing different embodiments of the present invention, and FIG. 5 is a diagram showing characteristics in each operating state of FIGS. 1a and 1b. 1, 2, 3, 4...Switching valve, 5, 5a, 5b...
...Exhaust pipe line, 6...Air supply pipe line, 7,8...Exhaust reservoir, 9,12...Air supply reservoir, 10...Pressure switch, 11...Check valve, ...Supercharging series, C …
...Intercooler, E...Engine, H, H, H...
High pressure stage supercharger, L, L, L...Low pressure stage supercharger, Ht, Ht, Ht, Lt, Lt, Lt...
Exhaust turbine, Hb, Hb, Hb, Lb, L
b, Lb...Blower.

Claims (1)

【特許請求の範囲】 １ 一個ないし複数個の高圧段過給機と一個ない
し複数個の低圧段過給機とをそなえて高圧段過給
機と低圧段過給機との合計数が少なくとも三個以
上となる組合せを有し、上記各過給機はいずれも
排気タービンならびにそれによつて駆動されるブ
ロアよりなり、高圧段過給機と低圧段過給機との
各排気タービンを排気管路を介して直列に機関に
連結し、高圧段過給機と低圧段過給機との各ブロ
アを給気管路を介して直列に機関に連結してなる
二段過給方式デイーゼル機関用過給装置におい
て、少なくとも一個の高圧段過給機と少なくとも
一個の低圧段過給機とを除き他の過給機の一部ま
たは全部をカツトオフして上記除かれた高圧段過
給機および低圧段過給機よりなる過給系列によつ
て機関の二段過給を行いうるようにしたことを特
徴とするデイーゼル機関用過給装置のカツトオフ
方法。 ２ 一個ないし複数個の高圧段過給機と一個ない
し複数個の低圧段過給機とをそなえて高圧段過給
機と低圧段過給機との合計数が少なくとも三個以
上となる組合せを有し、上記各過給機はいずれも
排気タービンならびにそれによつて駆動されるブ
ロアよりなり、高圧段過給機と低圧段過給機との
各排気タービンを排気管路を介して直列に機関に
連結し、高圧段過給機と低圧段過給機との各ブロ
アと給気管路を介して直列に機関に連結してなる
二段過給方式デイーゼル機関用過給装置におい
て、少なくとも一個の高圧段過給機と少なくとも
一個の低圧段過給機とを除き他の過給機の一部ま
たは全部に対し該過給機と連通する管路の途中に
開閉弁を介設し、開閉弁の操作によつて該過給機
の介入を連通・遮断しうるようにしたことを特徴
とするデイーゼル機関用過給装置のカツトオフ装
置。[Scope of Claims] 1. One or more high-pressure superchargers and one or more low-pressure superchargers, and the total number of high-pressure superchargers and low-pressure superchargers is at least three. Each of the above-mentioned superchargers is composed of an exhaust turbine and a blower driven by the exhaust turbine, and each exhaust turbine of a high-pressure stage supercharger and a low-pressure stage supercharger is connected to an exhaust pipe. A two-stage supercharging system for diesel engines in which the blowers of the high-pressure stage supercharger and low-pressure stage supercharger are connected to the engine in series through the air supply pipes. In the device, except for at least one high pressure stage supercharger and at least one low pressure stage supercharger, a part or all of the other superchargers are cut off, and the high pressure stage supercharger and the low pressure stage supercharger that have been removed are cut off. A method for cutting off a supercharging device for a diesel engine, characterized in that the engine can be supercharged in two stages by a supercharging series consisting of a feeder. 2 Combinations comprising one or more high-pressure superchargers and one or more low-pressure superchargers so that the total number of high-pressure superchargers and low-pressure superchargers is at least three or more. Each of the above-mentioned superchargers consists of an exhaust turbine and a blower driven by the exhaust turbine, and the exhaust turbines of the high-pressure stage supercharger and the low-pressure stage supercharger are connected to the engine in series via an exhaust pipe. In a two-stage supercharging type diesel engine supercharging system, which is connected to the engine in series through the blowers and air supply pipes of a high-pressure stage supercharger and a low-pressure stage supercharger, at least one Except for the high-pressure turbocharger and at least one low-pressure turbocharger, an on-off valve is interposed in the middle of a pipe communicating with the turbocharger for some or all of the other turbochargers, and the on-off valve is 1. A cut-off device for a turbocharger for a diesel engine, characterized in that the intervention of the turbocharger can be opened and cut off by the operation of the above.
JP1747979A 1979-02-17 1979-02-17 Method of and apparatus for cutting-off supercharger for diesel engine Granted JPS55109726A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP1747979A JPS55109726A (en) 1979-02-17 1979-02-17 Method of and apparatus for cutting-off supercharger for diesel engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP1747979A JPS55109726A (en) 1979-02-17 1979-02-17 Method of and apparatus for cutting-off supercharger for diesel engine

Publications (2)

Publication Number Publication Date
JPS55109726A JPS55109726A (en) 1980-08-23
JPS6253691B2 true JPS6253691B2 (en) 1987-11-11

Family

ID=11945132

Family Applications (1)

Application Number Title Priority Date Filing Date
JP1747979A Granted JPS55109726A (en) 1979-02-17 1979-02-17 Method of and apparatus for cutting-off supercharger for diesel engine

Country Status (1)

Country Link
JP (1) JPS55109726A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01101388U (en) * 1987-12-25 1989-07-07

Families Citing this family (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3030265C2 (en) * 1980-08-09 1984-02-16 Mtu Motoren- Und Turbinen-Union Friedrichshafen Gmbh, 7990 Friedrichshafen Internal combustion engine
DE3411408A1 (en) * 1984-03-28 1985-10-03 Mtu Motoren- Und Turbinen-Union Friedrichshafen Gmbh, 7990 Friedrichshafen PISTON INTERNAL COMBUSTION ENGINE
JPH0647932B2 (en) * 1987-06-10 1994-06-22 ヤンマーディーゼル株式会社 Exhaust gas treatment device for internal combustion engine with turbocharger
US5577900A (en) * 1994-05-25 1996-11-26 Gec- Alsthom Diesels Ltd. Turbocharged internal combustion engine
CA2124264C (en) * 1994-05-25 2004-07-27 John Nigel Ramsden Turbocharged internal combustion engine
JP2002512337A (en) * 1998-04-16 2002-04-23 ３カー−ヴァルナー・トゥルボズュステームズ・ゲーエムベーハー Internal combustion engine with turbocharge
DE19823014C2 (en) * 1998-05-22 2003-11-13 Udo Mailaender Gmbh Method of charging an internal combustion engine
GB0900427D0 (en) * 2009-01-12 2009-02-11 Napier Turbochargers Ltd Two-stage turbocharger assembly
US9228488B2 (en) * 2013-01-07 2016-01-05 General Electric Company High pressure turbine inlet duct and engine
US9010117B2 (en) * 2013-03-15 2015-04-21 Cummins Inc. Multi-stage turbocharger system with intercooling and aftercooling
CN103206298A (en) * 2013-03-18 2013-07-17 哈尔滨工程大学 Two-staged sequential turbocharging anti-surge structure of diesel engine
US9228485B2 (en) * 2013-04-25 2016-01-05 Electro-Motive Diesel, Inc. Air handling system having cooling assembly
JP6446705B2 (en) * 2015-01-09 2019-01-09 三菱重工業株式会社 Engine system
JP2020183733A (en) * 2019-05-09 2020-11-12 三菱重工業株式会社 Turbo cluster gas turbine system and method of starting the same

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5244318A (en) * 1975-10-04 1977-04-07 Kloeckner Humboldt Deutz Ag Internal combustion engine having supercharged combustion chamber

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5244318A (en) * 1975-10-04 1977-04-07 Kloeckner Humboldt Deutz Ag Internal combustion engine having supercharged combustion chamber

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01101388U (en) * 1987-12-25 1989-07-07

Also Published As

Publication number Publication date
JPS55109726A (en) 1980-08-23

Similar Documents

Publication Publication Date Title
US2773348A (en) Turbo-charger system, involving plural turbine driven superchargers
JPS6253691B2 (en)
GB2156429A (en) Control of i.c. engine plural turbocharger systems
JPH01100310A (en) Soot filter unit for diesel internal combustion engine
JPS61164039A (en) Multistage turbo supercharged engine
GB2034815A (en) Supercharge internal-combustion engine
CN107448277A (en) Variable cross section turbine consecutive pressurization system structure and control method
JPS5982526A (en) Supercharger for internal-combustion engine
JPS6349053B2 (en)
JPS5930905B2 (en) EGR control method for supercharged diesel engine
US3174275A (en) Arrangement in two-stroke cycle combustion engines
JPS59141709A (en) Exhaust gas purifying device for engine equipped with turbosupercharger
JPS6120294Y2 (en)
JPS6248051B2 (en)
JPS58190516A (en) Supercharger for internal-combustion engine
JPS58214620A (en) Supercharge pressure controller for internal- combustion engine with supercharger
JPS63183225A (en) Method of operating diesel engine with power turbine
JPS5882020A (en) Turbosupercharger for internal combustion engine
JPS58190519A (en) Supercharger for internal-combustion engine
JPS5843568B2 (en) Internal combustion engine exhaust turbocharger
JPS6022180B2 (en) cylinder number control engine
JPS62107230A (en) Exhaust device for engine
JPS6329852Y2 (en)
JPS6014904B2 (en) Exhaust recirculation control device for internal combustion engine with exhaust turbocharger
JPH0456131B2 (en)