JPS63246415A - Supercharging device for internal combustion engine - Google Patents
Supercharging device for internal combustion engineInfo
- Publication number
- JPS63246415A JPS63246415A JP62078850A JP7885087A JPS63246415A JP S63246415 A JPS63246415 A JP S63246415A JP 62078850 A JP62078850 A JP 62078850A JP 7885087 A JP7885087 A JP 7885087A JP S63246415 A JPS63246415 A JP S63246415A
- Authority
- JP
- Japan
- Prior art keywords
- intake passage
- passage
- compressor
- internal combustion
- pressure
- 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
- 238000002485 combustion reaction Methods 0.000 title claims description 49
- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 25
- 230000000630 rising effect Effects 0.000 abstract 2
- 230000001133 acceleration Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 239000003795 chemical substances by application Substances 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000005086 pumping Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 230000001629 suppression Effects 0.000 description 1
Landscapes
- Supercharger (AREA)
Abstract
Description
【発明の詳細な説明】
［発明の目的］
（産業上の利用分野）
本発明は自動車などに使用される内燃機関の過給装置に
関する。Detailed Description of the Invention [Object of the Invention] (Field of Industrial Application) The present invention relates to a supercharging device for an internal combustion engine used in an automobile or the like.
（従来の技術）
近年、特開昭和６１−１７８５１９号公報に開示されて
いるように２個のターボチャージャが設けられた内燃機
関の過給装置が提供されている。(Prior Art) In recent years, a supercharging device for an internal combustion engine equipped with two turbochargers has been provided as disclosed in Japanese Patent Application Laid-open No. 178519/1983.
この内燃ｍ関の過給装置によれば、内燃機関の加速性能
を改善することができる。According to this internal combustion engine supercharging device, the acceleration performance of the internal combustion engine can be improved.
この内燃機関の過給装置は、第４図にしめすように、第
１ターボチャージャ７００と第２ターボチヤージｐ８Ｇ
ｏとから成る。As shown in FIG. 4, this internal combustion engine supercharging system includes a first turbocharger 700 and a second turbocharger p8G.
It consists of o.
第１ターボチャージャ７００は、内燃機１１１９００に
吸気を送る第１吸気通路７０１と、内燃機関９００の排
気を送る第１排気通路７０２と、第１吸気通路７０１に
設けられた第１コンプレツ＋ｊ７０３と、第１排気通路
７０２に設けられ第１コンプレッサ７０３に直結された
第１タービン７０４と、からなる。The first turbocharger 700 includes a first intake passage 701 that sends intake air to the internal combustion engine 111900, a first exhaust passage 702 that sends the exhaust gas of the internal combustion engine 900, a first compressor +j703 provided in the first intake passage 701, and a first intake passage 701 that sends intake air to the internal combustion engine 111900; a first turbine 704 provided in a first exhaust passage 702 and directly connected to a first compressor 703;
第２ターボチャージャ８００は、第１吸気通路７０１の
下流側に開閉弁７０５を介して連通する第２吸気通路８
０１と、第１排気通路７０２の下流側にＭ’Ｓ弁８０２
を介して連通する第２排気通路８０３と、第２吸気通路
８０１に設けられた第２コンプレッサ８０４と、第２排
気通路８０３に設けられ第２コンプレッサ８０４と直結
する第２タービン８０５とからなる。The second turbocharger 800 has a second intake passage 8 that communicates with the downstream side of the first intake passage 701 via an on-off valve 705.
01, and an M'S valve 802 on the downstream side of the first exhaust passage 702.
It consists of a second exhaust passage 803 communicating with each other via a second exhaust passage 803, a second compressor 804 provided in the second intake passage 801, and a second turbine 805 provided in the second exhaust passage 803 and directly connected to the second compressor 804.
ここで、開閉弁７０５は、閉じられた弁部７０５ａと、
スプリング７０５Ｃをもつアクチュエータ７０５ｂとか
らなる。そして、第２吸気通路８０１の圧力が高（なる
と、その圧力がスプリング７０５ｃの付勢力に打勝って
弁部７０５ａを開放させる。Here, the on-off valve 705 includes a closed valve portion 705a,
The actuator 705b has a spring 705C. Then, when the pressure in the second intake passage 801 becomes high, the pressure overcomes the biasing force of the spring 705c and opens the valve portion 705a.
制御弁８０２は、閉じられた弁部８０２ａと、スプリン
グ８０２Ｃをもつアクチュエータ８０２ｂとからなる。The control valve 802 includes a closed valve portion 802a and an actuator 802b having a spring 802C.
そして、第１吸気通路７０１の圧力が高くなると、その
圧力がスプリング８０２ｃの付勢力に打勝って弁部８０
２ａを開放させる。When the pressure in the first intake passage 701 increases, the pressure overcomes the biasing force of the spring 802c and the valve portion 80
Open 2a.
上記した内燃機関の過給装置においては、低速回転域で
は、内燃機ＩＩＡ９００から排出され第１排気通路７０
２を流れる排気ガスで、第１タービン７０４を回転させ
、これにより第１コンプレッサ７０３を回転し、加圧さ
れた空気を第１吸気通路７０１から内燃機関９００に供
給する。In the above-mentioned internal combustion engine supercharging device, in the low speed rotation range, the exhaust gas is discharged from the internal combustion engine IIA900 and the first exhaust passage 70
The exhaust gas flowing through the engine 2 rotates the first turbine 704, which rotates the first compressor 703, and supplies pressurized air from the first intake passage 701 to the internal combustion engine 900.
このような低速回転域では、制御弁８０２の弁部８０２
ａが閉じているため、第２排気通路８０３９１１へは排
気ガスが流れず、第２ターボチャージャ８００は作動し
ない。In such a low speed rotation range, the valve portion 802 of the control valve 802
Since a is closed, exhaust gas does not flow to the second exhaust passage 803911, and the second turbocharger 800 does not operate.
中速、高速となって内燃１ｔｌ［１ＩＩ９００がら排出
される排気ガスＲが増加し、第１タービン７０４の回転
数が増加すると、第１タービン７０４に直結されている
第１コンプレッサ７０３の回転速度が増加し、第１吸気
通路７０１の圧力が低速域の場合よりも増加する。この
ように１吸気通路７０１の圧力が高くなると、その圧力
がスプリング８０２Ｃの付勢力に打勝つ。すると、Ｉｌ
ｌ ｌｉｔ弁８０２のアクチュエータ８０２ｂが作動し
て弁部８０２ａを開放し、第１排気通路７０２と第２排
気通ｖｓ８０３とを連通させ、内燃機ｌ１１９００から
排出される排気ガスを第２排気通路８０３にも流し、こ
れにより第２ターボチャージャ８００の第２タービン８
０５を回転させ、第２タービン８０５に直結された第２
コンプレッサ８０４を回転する。この結果、第２吸気通
路８０１の圧力が高くなり、その圧力がスプリング７０
５Ｃの付勢力に打勝つ。When the internal combustion speed becomes medium and high, the exhaust gas R discharged from 1 tl [1 II900 increases, and the rotation speed of the first turbine 704 increases, the rotation speed of the first compressor 703 directly connected to the first turbine 704 increases. As a result, the pressure in the first intake passage 701 increases more than in the low speed range. When the pressure in the first intake passage 701 increases in this way, the pressure overcomes the biasing force of the spring 802C. Then, Il
The actuator 802b of the l lit valve 802 operates to open the valve part 802a, causing the first exhaust passage 702 and the second exhaust passage vs803 to communicate with each other, so that the exhaust gas discharged from the internal combustion engine l11900 is also transferred to the second exhaust passage 803. This causes the second turbine 8 of the second turbocharger 800 to
05, and the second turbine 805 is directly connected to the second turbine 805.
Rotate compressor 804. As a result, the pressure in the second intake passage 801 becomes high, and the pressure is applied to the spring 70.
Overcoming the biasing force of 5C.
すると、１ＦｆＪｊＪ］弁７０５の７クチユエータ７０
５ｂが作動して弁部７０５ａを開放し、第２コンプレッ
サ８０４で圧送された空気を内燃機関９００に供給する
。Then, the 7th cutout 70 of the 1FfJjJ] valve 705
5b operates to open the valve portion 705a, and the air compressed by the second compressor 804 is supplied to the internal combustion engine 900.
したがって、中速域、高速域では、加圧された空気が第
１吸気通路７０１の他に、第２吸気通路８０１からも内
燃ｉ関９００に供給され、以て加速性能を一層向上させ
ることができる。Therefore, in the medium speed range and high speed range, pressurized air is supplied to the internal combustion engine 900 from the second intake passage 801 in addition to the first intake passage 701, thereby further improving acceleration performance. can.
（発明が解決しようとする問題点）
ところで、上記した内燃機関の過給Ｈｅでは、１２ター
ボチャージャ８００の始動直後では、第２吸気通路８０
１の圧力がまだ上昇していないので、第１吸気通路７０
１の空気が第２吸気通路８０１側に逆流しないように、
開閉弁７０５の弁部７０５ａが閉じており、そのため第
２吸気通路８０１の空気は内燃機ｆｉｌ！１９００へ流
れない。それにもかかわらず、第２タービン８０５に直
結された第２コンプレッサ８０４が回転するので、第２
コンプレッサ８０４がうける圧力が急激に極めて高くな
る。そのため、第２ターボチャージャ８００の始動直後
では、第２コンプレッサ８０４が損傷しやすくなるとい
った問題が生じる。(Problems to be Solved by the Invention) By the way, in the supercharging He of the internal combustion engine described above, immediately after starting the 12 turbocharger 800, the second intake passage 80
1 has not yet risen, the first intake passage 70
To prevent the air from No. 1 from flowing back to the second intake passage 801 side,
The valve portion 705a of the on-off valve 705 is closed, so that the air in the second intake passage 801 flows into the internal combustion engine fil! It doesn't flow to 1900. Nevertheless, since the second compressor 804 directly connected to the second turbine 805 rotates, the second
The pressure applied to compressor 804 suddenly becomes extremely high. Therefore, immediately after starting the second turbocharger 800, a problem arises in that the second compressor 804 is easily damaged.
本発明は上記した実情に鑑みなされたものであり、その
目的は、第２コンプレッサの１ｍを抑＄１する内燃機関
の過給装置を提供するにある。The present invention has been made in view of the above-mentioned circumstances, and its purpose is to provide a supercharging device for an internal combustion engine that reduces the power consumption of the second compressor by 1 m.
［発明の構成］
（問題点を解決するための手段）
本発明にかかる内燃機関の過給装置は、内燃機閏に吸気
を送る第１の吸気通路と内燃機関の排気を送る第１排気
通路と第１吸気通路に設けられた第１コンプレッサと第
１排気通路に設けられた第１タービンとからなる第１タ
ーボチャージャと、第１吸気通路下流側にｎ開弁を介し
て連通する第２吸気通路と第１排気通路の下流側に制御
弁を介して連通ずる第２排気通路と第２吸気通路に設け
られた第２コンプレッサと第２排気通路に設けられた第
２タービンとからなる第２ターボチャージャとからなる
内燃ｍ関の過給装置において、第２吸気通路は、その下
流側にｇ１１コする入口と第１吸気通路の上流側または
第２吸気通路の上流側に間口する出口と第２吸気通路の
下流側の圧力の上昇により閉じる閉止弁とをもつバイパ
ス通路を有することを特徴とするものである。[Structure of the Invention] (Means for Solving the Problems) A supercharging device for an internal combustion engine according to the present invention includes a first intake passage that sends intake air to the internal combustion engine, and a first exhaust passage that sends the exhaust gas of the internal combustion engine. A first turbocharger including a first compressor provided in a first intake passage and a first turbine provided in a first exhaust passage, and a second intake air which communicates with the downstream side of the first intake passage via an open valve. A second exhaust passage communicating with the passage and the downstream side of the first exhaust passage via a control valve, a second compressor provided in the second intake passage, and a second turbine provided in the second exhaust passage. In an internal combustion supercharging device consisting of a turbocharger, the second intake passage has an inlet on the downstream side thereof, an outlet on the upstream side of the first intake passage or the upstream side of the second intake passage, and a third intake passage. 2. The intake passage is characterized by having a bypass passage having a shutoff valve that closes when the pressure on the downstream side of the intake passage increases.
ここでバイパス通路の入口は、第２吸気通路の下流側に
開口しておれば足り、また、バイパス通路の出口は、第
１吸気通路の上流側または第２吸気通路の上流側に開口
しておれば足りる。Here, it is sufficient that the inlet of the bypass passage opens on the downstream side of the second intake passage, and the outlet of the bypass passage opens on the upstream side of the first intake passage or the upstream side of the second intake passage. It's enough.
場合によっては、第１吸気通路の上流側または第２＠気
通路の上流側は、外気であってもよい。In some cases, the upstream side of the first intake passage or the upstream side of the second intake passage may be open air.
バイパス通路は、その入口側に、絞り孔をもつオリフィ
スをもつことが望ましい。Preferably, the bypass passage has an orifice with a throttle hole on its inlet side.
（作用）
本発明にかかる内燃機関の過給装置では、従来の場合と
同様に第１ターボチャージャが低速域で作動し、中速、
高速地域で、第２ターボヂヤージヤが作動する。(Function) In the supercharging device for an internal combustion engine according to the present invention, the first turbocharger operates in the low speed range, as in the conventional case, and the first turbocharger operates in the low speed range,
In high-speed areas, the second turbo gear operates.
ところで、第２ターボチャージャの始動直後では、第２
吸気通路の圧力がまだ上昇していないので、第１吸気通
路の空気が第２吸気通路に逆流しないように、開閉弁が
閉じている。しかし、第２コンプレッサで圧送された第
２吸気通路の空気は、バイパス通路の入口からバイパス
通路に進入し、開放されている閉止弁を通過して、第２
吸気通路のうちの上流側、あるいは第２吸気通路の上流
側に流れる。そして第２コンブレツザで圧送される空気
量が増加するにつれ第２吸気通路の下流側の圧力が増大
する。この圧力の増大により上記［ｔｎｌｌｌ弁が開き
第２吸気通路の空気が第１吸気通路に圧送される。一方
バイパス通路の閉止弁は閏じる。By the way, immediately after starting the second turbocharger, the second
Since the pressure in the intake passage has not yet risen, the on-off valve is closed so that the air in the first intake passage does not flow back into the second intake passage. However, the air in the second intake passage that has been pressure-fed by the second compressor enters the bypass passage from the inlet of the bypass passage, passes through the open shutoff valve, and enters the second intake passage.
The air flows to the upstream side of the intake passage or to the upstream side of the second intake passage. As the amount of air pumped by the second combustor increases, the pressure on the downstream side of the second intake passage increases. Due to this increase in pressure, the above-mentioned [tnllll valve opens] and the air in the second intake passage is forced into the first intake passage. On the other hand, the shutoff valve of the bypass passage is closed.
（実施例）
本発明にかかる内燃機関の過給装置の一実施例について
第１図を参照して説明する。(Embodiment) An embodiment of a supercharging device for an internal combustion engine according to the present invention will be described with reference to FIG.
本実施例にかかる内燃ｎ閏の過給装置は、第１ターボチ
ャージャ１と、第２ターボチャージャ３とをもつ。The internal combustion n-fuel supercharging device according to this embodiment includes a first turbocharger 1 and a second turbocharger 3.
第１ターボチャージャ１は、低速域のためのちのであり
、第１図に示すように、内ｆｉｌｌｌＱ ９００の吸気
孔９００ａに吸気を送る第１吸気通Ｗ！１１０と、内燃
機１１Ｑ９００の排気孔９００ｂから排出された排気ガ
スを送る第１排気通路１２と、第１吸気通路１０に設け
られた第１コンプレッサ１４と、第１排気通路１２に設
けられシャフト１５を介して第１コンプレッサ１４に直
結された第１タービン１６とからなる。The first turbocharger 1 is for low speed range, and as shown in FIG. 110, a first exhaust passage 12 that sends exhaust gas discharged from the exhaust hole 900b of the internal combustion engine 11Q900, a first compressor 14 provided in the first intake passage 10, and a shaft 15 provided in the first exhaust passage 12. A first turbine 16 is directly connected to a first compressor 14 via a first compressor 14.
第２ターボチャージャ３は、中速域、高速域のためのも
のであり、第１吸気通路１０の下流側に開ｍ弁１１を介
して連通する第２吸気通ｆｆ１３０と、第１排気通路１
２の下流側に制御弁３１を介して連通する第２排気通路
３２と、第２吸気通路３０に設けられた第２コンプレッ
サ３４と、第２排気通路３２に設けられシャフト３５を
介して第２コンプレッサ３４に直結された第２タービン
３６とからなる。The second turbocharger 3 is for medium speed range and high speed range, and has a second intake passage ff130 communicating with the downstream side of the first intake passage 10 via an open m valve 11, and a first exhaust passage 1.
A second exhaust passage 32 that communicates with the downstream side of the engine 2 via a control valve 31, a second compressor 34 provided in the second intake passage 30, and a second A second turbine 36 is directly connected to a compressor 34.
ここで、開閉弁１１は、低速域で第１吸気通路１０の空
気が第２吸気通路３０へ逆流するのを防止するためのも
のである。そして、第２吸気通路８０１の圧力が高くな
ると、その圧力で開閉弁１１を開放させる。Here, the on-off valve 11 is for preventing the air in the first intake passage 10 from flowing back into the second intake passage 30 in a low speed range. Then, when the pressure in the second intake passage 801 becomes high, the on-off valve 11 is opened by that pressure.
制御弁３１は、閏じられた弁部３１ａと、スプリング３
１ｃをもつアクチュエータ３１ｂとからなる。アクチュ
エータ３１ｂ側と第１吸気通路１０とは通路３１ｄを介
して連通し、第１吸気通路１０の圧力Ｐ１がアクチュエ
ータ３１ｂに作用するようになっている。そして、第１
吸気通路１０の圧力Ｐ１が高くなると、その圧力Ｐ１が
スプリング３１ｃの付勢力に打勝って弁部３１ａを開放
させる。The control valve 31 has an engaged valve portion 31a and a spring 3.
1c and an actuator 31b. The actuator 31b side and the first intake passage 10 communicate with each other via a passage 31d, so that the pressure P1 of the first intake passage 10 acts on the actuator 31b. And the first
When the pressure P1 in the intake passage 10 increases, the pressure P1 overcomes the biasing force of the spring 31c and opens the valve portion 31a.
第２排気通路３２には、第２υ制御弁４１を介して第３
排気通路４２が連通している。第２＄制御弁４１は、制
御弁３１の場合と同様に、閉じられた弁部４１ａと、ス
プリング４１ｃをもつアクチュエータ４１ｂとからなる
。アクチュエータ４ｉｂ側と第２吸気通路３０とは通路
４１ｄを介して連通し、第２ Ｉｌｌ’！気通路３０の
圧力Ｐ２がアクチュエータ４１ｂに作用するようになっ
ている。そして、第２吸気通路３０の圧力１〕２が高く
なると、その圧力Ｐ２がスプリング４１ｃの付勢力に打
勝って弁部４１ａを開放させる。The second exhaust passage 32 has a third
An exhaust passage 42 is in communication. The second $ control valve 41, like the control valve 31, includes a closed valve portion 41a and an actuator 41b having a spring 41c. The actuator 4ib side and the second intake passage 30 communicate with each other via a passage 41d, and the second Ill'! The pressure P2 in the air passage 30 acts on the actuator 41b. Then, when the pressure 1]2 in the second intake passage 30 increases, the pressure P2 overcomes the biasing force of the spring 41c and opens the valve portion 41a.
さて、本実施例にかかる内燃機関の過給装置では、第２
吸気通路３０にはバイパス通路５が設けられている。バ
イパス通路５の入口５０は、第２吸気通路３０の下流側
に開口している。バイパス通路５の出口５１は、第１吸
気通路１０の上流側、つまり第１吸気通路１０のうら第
１コンプレッサ］４の上流側の上流通路１０ａに開口し
ている。Now, in the supercharging device for an internal combustion engine according to this embodiment, the second
A bypass passage 5 is provided in the intake passage 30. An inlet 50 of the bypass passage 5 opens on the downstream side of the second intake passage 30. The outlet 51 of the bypass passage 5 opens into an upstream passage 10a on the upstream side of the first intake passage 10, that is, on the upstream side of the first compressor 4 behind the first intake passage 10.
バイパス通路５には閉止弁６が配置されている。A shutoff valve 6 is arranged in the bypass passage 5.
閉止弁６は、第２吸気通路３０の下流側の圧力Ｐ２の上
昇により閉じるものであり、弁部６０ａと、スプリング
６０ｂをもつアクチュエータ６０ｃとからなる。ここで
、スプリング６０ｂの付勢力で弁部６０ａは常時は開放
し、第２吸気通路３０の下流側の圧力は通路６０ｅを介
してアクチュエータ６０ｃに伝わる。ここで、第２吸気
通路３０の下流側の圧力が高くなり、その圧力がスプリ
ング６０ｂの付勢力に打勝つと、弁部６０８は閉じ、バ
イパス通路５を閉塞する。The shutoff valve 6 closes when the pressure P2 on the downstream side of the second intake passage 30 increases, and includes a valve portion 60a and an actuator 60c having a spring 60b. Here, the valve portion 60a is normally opened by the biasing force of the spring 60b, and the pressure on the downstream side of the second intake passage 30 is transmitted to the actuator 60c via the passage 60e. Here, when the pressure on the downstream side of the second intake passage 30 increases and the pressure overcomes the biasing force of the spring 60b, the valve portion 608 closes and the bypass passage 5 is closed.
バイパス通路５の入口５０には、絞り孔をもつオリフィ
ス５３が配置されている。よって、第２吸気通路３０の
空気がバイパス通路５に流出する時には、Ａリフイス５
３０絞り孔を通過するものである。An orifice 53 having a throttle hole is arranged at the entrance 50 of the bypass passage 5 . Therefore, when the air in the second intake passage 30 flows out to the bypass passage 5, the A-refice 5
It passes through 30 orifices.
本実施例にかかる内燃機関の過給装置では、低速回転域
では、制御弁３１の弁部３１ａ１第２制罪弁４１の弁部
４１ａは閉じている。その状態で内燃機関９００から排
出され第１排気通路１２を流れる排気ガスで第１タービ
ン１６を回転させ、シャフト１５を介して第１コンプレ
ッサ１４を回転して空気を圧送し、これにより加圧され
た空気を第１吸気通路１０から内燃機関９００の吸気孔
９００ａに供給し、内燃機１１［１９００の出力を増加
させる。In the supercharging device for an internal combustion engine according to this embodiment, the valve portion 31a of the control valve 31 and the valve portion 41a of the second suppression valve 41 are closed in the low speed rotation range. In this state, the first turbine 16 is rotated by the exhaust gas discharged from the internal combustion engine 900 and flowing through the first exhaust passage 12, and the first compressor 14 is rotated through the shaft 15 to forcefully feed air, thereby pressurizing the air. The air is supplied from the first intake passage 10 to the intake hole 900a of the internal combustion engine 900, thereby increasing the output of the internal combustion engine 11 [1900].
中速、高速となって内燃機関９００の排気孔９００ｂか
ら排出される排気ガス吊が増加し、第１タービン１６の
回転数が増加すると、第１タービン１６に直結されてい
る第１コンプレッサ１４の回転速度が増加し、第１吸気
通路１０の圧力が増加する。このように１吸気通路１０
の圧力が高くなると、１ｍ路３１ｄを介してその圧力が
制御弁３１のアク１ユ１−夕３１ｂに作用するので、ア
クチュエータ３１ｂが作動して弁部３１ａを間放し、第
１排気通路１２と第２排気通路３２とを連通させ、内燃
機関９００の排気孔９００ｂから排出される排気ガスを
第２排気通路３２にも流す。これにより第２ターボチャ
ージャ３の第２タービン３６を回転させ、第２タービン
３６にシャフト３５を介して直結された第２コンプレッ
サ３４を回転する。この結果、第２吸気通路３０の圧力
が高くなる。When the speed becomes medium or high, the amount of exhaust gas discharged from the exhaust hole 900b of the internal combustion engine 900 increases, and the rotational speed of the first turbine 16 increases. The rotational speed increases and the pressure in the first intake passage 10 increases. Like this 1 intake passage 10
When the pressure of The second exhaust passage 32 is communicated with the second exhaust passage 32 so that the exhaust gas discharged from the exhaust hole 900b of the internal combustion engine 900 also flows into the second exhaust passage 32. Thereby, the second turbine 36 of the second turbocharger 3 is rotated, and the second compressor 34 directly connected to the second turbine 36 via the shaft 35 is rotated. As a result, the pressure in the second intake passage 30 increases.
ところで、第２ターボチャージャ３の始動直後では、第
２吸気通路３０の圧力がまだ上昇していないので、第１
吸気通路１０の空気が第２吸気通路３０に逆流しないよ
うに、開閉弁１１が閉じている。しかし、第２コンプレ
ッサ３４で圧送された第２吸気通路３０の空気は、バイ
パス通路５の入口５０からバイパス通路５に進入し、開
放されている弁部６０ａを通過して、第１コンプレツナ
１４の上流側つまり、第１吸気通路１０のうちの上流通
路１０ａに流れる。したがって、従来とは異なり、開閉
弁１１が閉じている状態、即ち、第２ターボデＶ−ジＶ
３の始動Ｉ？ｉ後であっても、従来とは異なり、第２吸
気通路３０の圧力が急激に高くなって第２コンブレツ１
） ３４を罰傷するといった問題を改善することができ
る。By the way, immediately after the second turbocharger 3 is started, the pressure in the second intake passage 30 has not yet increased, so the first
The on-off valve 11 is closed so that the air in the intake passage 10 does not flow back into the second intake passage 30. However, the air in the second intake passage 30 that has been pressure-fed by the second compressor 34 enters the bypass passage 5 from the inlet 50 of the bypass passage 5, passes through the open valve portion 60a, and then enters the first compressor 14. It flows to the upstream side, that is, to the upstream passage 10a of the first intake passage 10. Therefore, unlike the conventional case, the on-off valve 11 is closed, that is, the second turbo digital V-V
3 starting I? Even after i, unlike in the past, the pressure in the second intake passage 30 suddenly increases and the second combination 1
) It is possible to improve the problem of punishing 34.
一般に空気を圧送するコンプレッサでは、−上流側の入
力圧力の一定倍が出力圧力となる。その為、本実施例の
ようにバイパス通路５に流れた空気を第１コンプレッサ
１４の上流側に供給すれば、第１吸気通路１２の圧力を
効率よく上昇させることができ、第１コンプレツナ１４
による圧送効率を向上させうる。Generally, in a compressor that pumps air, the output pressure is a certain multiple of the input pressure on the -upstream side. Therefore, if the air flowing into the bypass passage 5 is supplied to the upstream side of the first compressor 14 as in this embodiment, the pressure in the first intake passage 12 can be efficiently increased, and the first compressor 14
can improve pumping efficiency.
特に、本実施例では、バイパス通路５にはオリフィス５
３が設けられているため、第２ターボチャージャ３の始
動直後の第２吸気通路３０の空気を第１吸気通路１０を
経て内燃機ｒ４Ａ９００側に供給させつつ、第２吸気通
路３０の圧力を効率よく増加させることができる。この
とき、オリフィス５３の絞り孔の径を適宜設定すれば、
第２吸気通路３０の内の圧力の上昇スピードを調整する
ことができる。In particular, in this embodiment, the bypass passage 5 has an orifice 5.
3 is provided, the air in the second intake passage 30 immediately after the start of the second turbocharger 3 is supplied to the internal combustion engine r4A900 side via the first intake passage 10, and the pressure in the second intake passage 30 is efficiently controlled. can be increased. At this time, if the diameter of the orifice 53 is set appropriately,
The speed at which the pressure within the second intake passage 30 rises can be adjusted.
尚、オリフィス５３０絞り孔の径と第２吸気通路３０の
圧力の上昇スピードとの関係を、第２図に模式的に示す
。第２図において、実線の特性線Ａは、オリフィス５３
の絞り孔の径が小さい場合を示し、２点鎖線の特性線Ｂ
は、オリフィス５３の絞り孔の径が大きい場合を示し、
破線の特性線Ｃは、バイパス通路５が形成されていない
従来の場合を示す。特性線Ｃでしめすようにバイパス通
路５が形成されていない場合には、第２吸気通路の圧力
は急激に上背する。しかし、第２吸気通路３０の空気が
バイパス通路５のオリフィス５３の絞り孔を通過する本
施例の場合には、特性線Ａ。Incidentally, the relationship between the diameter of the orifice 530 and the speed at which the pressure in the second intake passage 30 increases is schematically shown in FIG. In FIG. 2, the solid characteristic line A indicates the orifice 53.
This shows the case where the diameter of the aperture hole is small, and the characteristic line B is a two-dot chain line.
indicates the case where the diameter of the orifice 53 is large,
A broken characteristic line C shows the conventional case in which the bypass passage 5 is not formed. As shown by characteristic line C, when the bypass passage 5 is not formed, the pressure in the second intake passage rises rapidly. However, in the case of this embodiment in which the air in the second intake passage 30 passes through the throttle hole of the orifice 53 of the bypass passage 5, the characteristic line A.
Ｂに示すように、第２吸気通路３０の圧力の上界スピー
ドを小さくすることができる。As shown in B, the upper limit speed of the pressure in the second intake passage 30 can be reduced.
上記のように、第２コンプレッサ３４の回転で第２吸気
通路３０の圧力が増加し所定の圧力になると、通路６０
ｅを介して伝わるその圧力がアクチュエータ６２ｂのコ
イルスプリング６０ｃの付勢力に打勝ち、したがって弁
部６０ａはバイパス通路５の入口５０を閉じる。その結
果、第２吸気通路３０の圧力が更に上昇してＷＳ１吸気
通路１０の圧力と同じになる。すると、第２吸気通路３
０の圧力で開閉弁１１が開放する。その結果、第２コン
プレッサ３４で圧送される空気は、全て第２吸気通路３
０から１７ｉＩｒｇＩ弁１１を経て、第１吸気通路１０
の下流側を通過して内燃機関９００の吸気孔９００ａに
供給される。故に、低速域の場合よりも、多量の空気゛
が内燃機ｇＡ９００に供給されるので、加速性能を向上
させることができる。As described above, when the pressure in the second intake passage 30 increases due to the rotation of the second compressor 34 and reaches a predetermined pressure, the passage 60
The pressure transmitted through e overcomes the biasing force of the coil spring 60c of the actuator 62b, so that the valve portion 60a closes the inlet 50 of the bypass passage 5. As a result, the pressure in the second intake passage 30 further increases and becomes the same as the pressure in the WS1 intake passage 10. Then, the second intake passage 3
The on-off valve 11 opens at zero pressure. As a result, all the air compressed by the second compressor 34 is transferred to the second intake passage 3.
0 to 17iIrgI valve 11 and the first intake passage 10
and is supplied to the intake hole 900a of the internal combustion engine 900. Therefore, a larger amount of air is supplied to the internal combustion engine gA900 than in the case of a low speed range, so that acceleration performance can be improved.
このように加速性能が向上すると、内燃１１１［９００
の排気孔９００ｂから排出される排気ガスの量が多くな
る。そのため、第１排気通路１２、第２排気通路３２を
流れる排気ガスのｍも多くなり、第２タービン３６の回
転速度が増加し、第２コンプレッサ３４の回転速度が増
加する。そのため、第２吸気通路３０の圧力が上昇し、
その圧力が通路４１ｄを介して第２１．１Ｉｉｌ弁４１
の７クチユエータ４１ｂに作用する。よって、弁部４１
ａが開放し、第２排気通路３０と第３排気通路４２とを
連通させ、過剰の排気ガスを第３排気通路４２に排出す
る。よって、過給圧の過度の上昇に起因する内燃機関９
００のノッキング現象を抑制することができる。When acceleration performance improves in this way, internal combustion 111 [900
The amount of exhaust gas discharged from the exhaust hole 900b increases. Therefore, m of the exhaust gas flowing through the first exhaust passage 12 and the second exhaust passage 32 also increases, the rotational speed of the second turbine 36 increases, and the rotational speed of the second compressor 34 increases. Therefore, the pressure in the second intake passage 30 increases,
The pressure passes through the passage 41d to the 21.1Iil valve 41.
7 actuator 41b. Therefore, the valve part 41
a is opened, the second exhaust passage 30 and the third exhaust passage 42 are communicated with each other, and excess exhaust gas is discharged to the third exhaust passage 42. Therefore, internal combustion engine 9 due to excessive increase in boost pressure
00 knocking phenomenon can be suppressed.
本発明にかかる内燃機関の過給装置の他の実施例につい
て、第３図を参照して説明する。Another embodiment of the supercharging device for an internal combustion engine according to the present invention will be described with reference to FIG.
この実施例では、前記した実施例の場合と基本的に同じ
構成である。したがって同一部分には同一の符号を付し
て説明する。但し、バイパス通路９は、第２吸気通路３
０の下流側で開口する１個の入口９０と、２個の出口９
１，９２をもつ。ここで、一方の出口９１は、第１吸気
通路１０の上流通路１０ａに、つまり第１コンプレッサ
１４の上流に開口している。また、バイパス通路５の他
方の出口９２は、第２吸気通路３０の上流通路３０ａに
、つまり第２コンプレツナ３４の上流側に開口している
。したがって、第２吸気通路３０の空気を、第１コンプ
レッサ１４の上流側、第２コンプレッサ３４の上流側の
双方に還元することにしている。This embodiment has basically the same configuration as the embodiment described above. Therefore, the same parts will be described with the same reference numerals. However, the bypass passage 9 is connected to the second intake passage 3.
One inlet 90 that opens downstream of 0 and two outlets 9
It has 1,92. Here, one outlet 91 opens into the upstream passage 10a of the first intake passage 10, that is, upstream of the first compressor 14. Further, the other outlet 92 of the bypass passage 5 opens to the upstream passage 30a of the second intake passage 30, that is, to the upstream side of the second compressor 34. Therefore, the air in the second intake passage 30 is returned to both the upstream side of the first compressor 14 and the upstream side of the second compressor 34.
この実施例の場合にも、前記した実施例の場合とほぼ同
じ作用効果を奏する。特に、第２吸気通路３０の空気を
、前述したように第１コンプレッサ１４の上流の他に、
第２コンプレッサ３４の上流へも還元づることにしてい
るので、第２コンプレッサ３４の入力圧力をそれだけ増
加させることができる。そのため第２コンプレッサ３４
による圧送効率を向上させるに有利である。This embodiment also provides substantially the same effects as the embodiments described above. In particular, the air in the second intake passage 30 is supplied not only upstream of the first compressor 14, but also as described above.
Since the pressure is also returned upstream of the second compressor 34, the input pressure of the second compressor 34 can be increased accordingly. Therefore, the second compressor 34
This is advantageous in improving pumping efficiency.
［発明の効果］
以上説明した実施例で明らかなように本発明にかかる内
燃機関の過給装置では、第２ターボチせ一ジャの始動直
後であっても、第２吸気通路の圧力が急激に高くなって
第２コンプレッサを損傷するといった従来生じていた問
題を改善することができる。[Effects of the Invention] As is clear from the embodiments described above, in the supercharging device for an internal combustion engine according to the present invention, even immediately after starting the second turbo charger, the pressure in the second intake passage does not suddenly increase. It is possible to improve the conventional problem of the compressor becoming high and damaging the second compressor.
特に、バイパス通路にオリフィスが設けられている場合
には、第２吸気通路の空気を内燃ｔｆｆｆｌｌ側に流出
させつつ、第２吸気通路の圧力を緩やかに増加させるこ
とができる。このとき、オリフィスの絞り孔の径を適宜
設定づれば、第２吸気通路の内の圧力の上界スピードを
調整することができる。In particular, when the bypass passage is provided with an orifice, the pressure in the second intake passage can be gradually increased while causing the air in the second intake passage to flow out to the internal combustion side. At this time, the upper limit speed of the pressure in the second intake passage can be adjusted by appropriately setting the diameter of the orifice.
第１図は本発明にかかる内燃機関の過給装置の一実施例
をしめし、概略構成図であり、第２図はオリフィスの絞
り孔の径と圧力との関係を示すグラフであり、第３図は
本発明にかかる内燃機関の過給装置の・他の実施例を示
し、要部の概略構成図である。第４図は従来の内燃機関
の過給装置の概略構成図である。
図中、１は第１ターボチャージｔ’、１０は第１吸気通
路、１２は第２排気通路、１４は第１コンプレッサ、１
６は第１タービン、３は第２ターボチャージャ、３０は
第２吸気通路、３２は第２排気通路、３４は第２コンプ
レッサ、３６は第２タービン、５はバイパス通路、５０
は入口、５１は出口、５３はオリフィス、６は閉止弁を
示す。
特許出願人 アイシン精機株式会社代理人
弁理士 大川 宏
代理人 弁理士 丸山明夫
第１図
第２図
第３図FIG. 1 shows an embodiment of a supercharging device for an internal combustion engine according to the present invention, and is a schematic configuration diagram, FIG. 2 is a graph showing the relationship between the diameter of the orifice and the pressure, and FIG. The figure shows another embodiment of the supercharging device for an internal combustion engine according to the present invention, and is a schematic configuration diagram of the main parts. FIG. 4 is a schematic diagram of a conventional supercharging device for an internal combustion engine. In the figure, 1 is the first turbocharger t', 10 is the first intake passage, 12 is the second exhaust passage, 14 is the first compressor, 1
6 is a first turbine, 3 is a second turbocharger, 30 is a second intake passage, 32 is a second exhaust passage, 34 is a second compressor, 36 is a second turbine, 5 is a bypass passage, 50
51 is an inlet, 51 is an outlet, 53 is an orifice, and 6 is a shutoff valve. Patent applicant Aisin Seiki Co., Ltd. Agent
Patent Attorney Hiroshi Okawa Agent Patent Attorney Akio Maruyama Figure 1 Figure 2 Figure 3
Claims (2)
の排気を送る第１排気通路と該第１吸気通路に設けられ
た第１コンプレッサと該第１排気通路に設けられた第１
タービンとからなる第１ターボチャージャと、 該第１吸気通路下流側に開閉弁を介して連通する第２吸
気通路と該第１排気通路の下流側に制御弁を介して連通
する第２排気通路と第２吸気通路に設けられた第２コン
プレッサと該第２排気通路に設けられた第２タービンと
からなる第２ターボチャージャとからなる内燃機関の過
給装置において、 上記第２吸気通路は、その下流側に開口する入口と上記
第１吸気通路の上流側または該第２吸気通路の上流側に
開口する出口と該第２吸気通路の下流側の圧力の上昇に
より閉じる閉止弁とをもつバイパス通路を有することを
特徴とする内燃機関の過給装置。(1) A first intake passage that sends intake air to the internal combustion engine, a first exhaust passage that sends exhaust gas from the internal combustion engine, a first compressor provided in the first intake passage, and a first compressor provided in the first exhaust passage.
a first turbocharger comprising a turbine; a second intake passage communicating with the downstream side of the first intake passage via an on-off valve; and a second exhaust passage communicating with the downstream side of the first exhaust passage via a control valve. and a second turbocharger including a second compressor provided in a second intake passage and a second turbine provided in the second exhaust passage, the second intake passage comprising: A bypass having an inlet that opens on the downstream side thereof, an outlet that opens on the upstream side of the first intake passage or the second intake passage, and a shutoff valve that closes when the pressure on the downstream side of the second intake passage increases. A supercharging device for an internal combustion engine, characterized by having a passage.
特許請求の範囲第１項記載の内燃機関の過給装置。(2) The supercharging device for an internal combustion engine according to claim 1, wherein the bypass passage has an orifice on its inlet side.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62078850A JPS63246415A (en) | 1987-03-31 | 1987-03-31 | Supercharging device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62078850A JPS63246415A (en) | 1987-03-31 | 1987-03-31 | Supercharging device for internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS63246415A true JPS63246415A (en) | 1988-10-13 |
Family
ID=13673300
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62078850A Pending JPS63246415A (en) | 1987-03-31 | 1987-03-31 | Supercharging device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63246415A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5095703A (en) * | 1989-03-09 | 1992-03-17 | Mazda Motor Corporation | Air and fuel supply control systems for internal combustion engines |
| DE102007024527A1 (en) * | 2007-05-24 | 2008-09-25 | Voith Patent Gmbh | Turbocharger device for internal-combustion engine, has two turbochargers, in which every turbocharger has turbine and compressor, where every turbine is assigned with by-pass lines and compressors are connected parallel to each other |
| DE102007039217A1 (en) * | 2007-08-20 | 2009-02-26 | Volkswagen Ag | Internal combustion engine, particularly for motor vehicle, has actuators that are formed as pneumatic actuators with diaphragm, which separates two chambers from each other |
| JP2015045295A (en) * | 2013-08-29 | 2015-03-12 | 本田技研工業株式会社 | Multi-stage supercharging device of internal combustion engine |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61182421A (en) * | 1985-02-06 | 1986-08-15 | Nissan Motor Co Ltd | Engine equipped with a plurality of turbosupercharger |
-
1987
- 1987-03-31 JP JP62078850A patent/JPS63246415A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61182421A (en) * | 1985-02-06 | 1986-08-15 | Nissan Motor Co Ltd | Engine equipped with a plurality of turbosupercharger |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5095703A (en) * | 1989-03-09 | 1992-03-17 | Mazda Motor Corporation | Air and fuel supply control systems for internal combustion engines |
| DE102007024527A1 (en) * | 2007-05-24 | 2008-09-25 | Voith Patent Gmbh | Turbocharger device for internal-combustion engine, has two turbochargers, in which every turbocharger has turbine and compressor, where every turbine is assigned with by-pass lines and compressors are connected parallel to each other |
| DE102007039217A1 (en) * | 2007-08-20 | 2009-02-26 | Volkswagen Ag | Internal combustion engine, particularly for motor vehicle, has actuators that are formed as pneumatic actuators with diaphragm, which separates two chambers from each other |
| JP2015045295A (en) * | 2013-08-29 | 2015-03-12 | 本田技研工業株式会社 | Multi-stage supercharging device of internal combustion engine |
| DE102014217333B4 (en) | 2013-08-29 | 2023-01-19 | Honda Motor Co., Ltd. | Multi-stage turbocharger system for an internal combustion engine |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4702218A (en) | Engine intake system having a pressure wave supercharger | |
| GB2202004A (en) | Intake air control system for an automotive engine having a turbocharger | |
| US5036663A (en) | Air supply control systems for internal combustion engines | |
| US7004154B2 (en) | Air intake cooling system and method | |
| JPS5982526A (en) | Supercharger for internal-combustion engine | |
| JPH0932562A (en) | Internal combustion engine with exhaust-gas turbo supercharger and accelerating method for exhaust-gas turbo supercharger for internal combustion engine | |
| JPS63246415A (en) | Supercharging device for internal combustion engine | |
| JPS6161920A (en) | Supercharge pressure controller for supercharged engine | |
| JPS60135626A (en) | Engine with supercharger | |
| JPH04237827A (en) | Mechanical supercharger type diesel engine | |
| JPS58190518A (en) | Supercharger for internal-combustion engine | |
| JPS61164041A (en) | Internal-combustion engine with turbo charger | |
| JP2522376B2 (en) | Combined supercharger for internal combustion engine | |
| JPS5846654B2 (en) | Boost pressure control device for supercharged engines | |
| JPS58190519A (en) | Supercharger for internal-combustion engine | |
| JPH0650158A (en) | Control device for engine with supercharger | |
| JPH0326826A (en) | Supercharger for engine and device therefor | |
| JPS61190121A (en) | Exhaust turbo-supercharger | |
| JPS58190516A (en) | Supercharger for internal-combustion engine | |
| JPS61291728A (en) | 2-step type supercharging device | |
| JPS5882020A (en) | Turbosupercharger for internal combustion engine | |
| JPS61112734A (en) | Multiple turbo-supercharger for internal-combustion engine | |
| JPS6229626Y2 (en) | ||
| JPS593146Y2 (en) | Output control device for internal combustion engine with supercharger | |
| JPS59134327A (en) | Device for controlling super-charged pressure for engine provided with turbo-supercharger |