JPS63248921A - Driving system for supercharger - Google Patents
Driving system for superchargerInfo
- Publication number
- JPS63248921A JPS63248921A JP8222987A JP8222987A JPS63248921A JP S63248921 A JPS63248921 A JP S63248921A JP 8222987 A JP8222987 A JP 8222987A JP 8222987 A JP8222987 A JP 8222987A JP S63248921 A JPS63248921 A JP S63248921A
- Authority
- JP
- Japan
- Prior art keywords
- turbine
- supercharger
- torque
- shaft
- torque converter
- 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
- 230000005540 biological transmission Effects 0.000 abstract description 3
- 239000012530 fluid Substances 0.000 description 5
- 239000000446 fuel Substances 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000002542 deteriorative effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
Landscapes
- Supercharger (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、内燃機関のシリンダ容積当たりの出力を増加
させる為の過給機を駆動する方式に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a system for driving a supercharger for increasing the output per cylinder volume of an internal combustion engine.
過給機は、排ガス駆動ターボ過給機（ターボチャージャ
）と機械駆動容積型過給機（スーパーチャージャ）が実
用化されている。As for superchargers, exhaust gas-driven turbochargers (turbochargers) and mechanically driven positive displacement superchargers (superchargers) have been put into practical use.
ターボチャージャは、機関回転数が低いと体積流はが少
なく、タービンノズル面積が一定の場合。In a turbocharger, when the engine speed is low, the volumetric flow is small, and when the turbine nozzle area is constant.
給排気圧力レベルは低（なり、中低速でトルク不足を生
じる。また非常に高速回転である為、回転部分の慣性モ
ーメントにより、所謂ターボラグを生じ、レスポンスが
態化する等の欠点を有する。The supply and exhaust pressure level is low, resulting in a lack of torque at medium and low speeds.Also, since it rotates at very high speeds, the moment of inertia of the rotating parts causes so-called turbo lag, which has the disadvantage of distorting the response.
一方、機関のクラ／り軸から駆動力を得る圧縮機によっ
て過給を行うスーパーチャージャは１機関回転速度の広
い範囲にわたって出力を向上出来るが、機関の負荷圧関
係な（一定量の混合気（又は空気）を押し込む為１部分
負荷の燃費率が劣化する欠点をもつ。この点の対策とし
て電磁クラッチ等が採用されているが、吸気バイパスの
設置等を含め構造が複雑になりコスト上昇は否めない。On the other hand, a supercharger that performs supercharging using a compressor that obtains driving force from the engine's crankshaft can improve output over a wide range of engine speeds; This has the disadvantage of deteriorating the fuel efficiency under one partial load due to the forced intake of air (or air).As a countermeasure to this problem, electromagnetic clutches have been adopted, but the structure becomes complicated, including the installation of an intake bypass, and the cost increases. do not have.
そこでもし、簡単な構造で機関の負荷に応じて給気圧を
変化させ得れば、部分負荷燃費率の劣化を防ぎ、優れた
トルク特性を得る事ができる。Therefore, if it were possible to change the supply pressure according to the engine load with a simple structure, it would be possible to prevent deterioration of the partial load fuel efficiency and obtain excellent torque characteristics.
本発明は以上の点に鑑みてなされたものであり、トルク
コンバータ内に過給機、駆動の為の第２タービンを設け
、これにより過給機にトルクを分配し、駆動しようとす
るものである。The present invention has been made in view of the above points, and is intended to provide a supercharger and a second turbine for driving within the torque converter, thereby distributing torque to the supercharger and driving it. be.
本発明の構成を図直に基すいて説明する。Ｔはトルクコ
ンバータ、Ｃは過給機である。１はポンプであり、２は
第１タービン、３はステータ、４は第２タービンである
。５はベースエ／ジ／（図示せず）のクランク軸に連結
されたトルクコンバータＴの原動軸であり、ポンプ１と
原動軸５は結合されている。６はトルクコンバータＴの
被動軸（出力軸）であり、第１タービン２に結合されて
いる。７は第１タービン２と同方向に回転する一方面ク
ラッチであり、ステータ３は一方面クラッチ７を介して
トランスミツシー１ノケース（図示セス）に固定されて
いる。８は第２タービン４に固定された中空の軸であり
、９はプーリーである。プーリー９は軸８に固定されて
おり、４，８及び９はステータ３の軸、及び被動軸６に
対して回転自在である。１０は過給機Ｃの駆動軸に固定
されたプーリーであり、８はベルトであって、該９と１
０を結んでいる。よって過給機ＣはベルトＢを介して第
２タービ／４により駆動される。過給機Ｃと第２タービ
／４の連結方法は歯車列でもよい。The configuration of the present invention will be explained based on the drawings. T is a torque converter, and C is a supercharger. 1 is a pump, 2 is a first turbine, 3 is a stator, and 4 is a second turbine. 5 is a driving shaft of a torque converter T connected to a crankshaft of a base engine (not shown), and the pump 1 and driving shaft 5 are connected. 6 is a driven shaft (output shaft) of the torque converter T, which is coupled to the first turbine 2. Reference numeral 7 denotes a one-sided clutch that rotates in the same direction as the first turbine 2, and the stator 3 is fixed to a case (shown in the figure) of the transmission 1 via the one-sided clutch 7. 8 is a hollow shaft fixed to the second turbine 4, and 9 is a pulley. The pulley 9 is fixed to the shaft 8, and the pulleys 4, 8, and 9 are rotatable with respect to the shaft of the stator 3 and the driven shaft 6. 10 is a pulley fixed to the drive shaft of the supercharger C, 8 is a belt, and 9 and 1 are connected to each other.
0 is connected. Therefore, the supercharger C is driven by the second turbine/4 via the belt B. The supercharger C and the second turbine/4 may be connected by a gear train.
尚、過給機Ｃはルーツブロア、リショルム・コンプレッ
サ、成るいはスパイラル・コンプレッサの何れであって
もよい。The supercharger C may be a Roots blower, a Lysholm compressor, or a spiral compressor.
ル要素のトルクコンバータについて、を番目の羽根車が
流体の単位重さ当りに付与するエネルギ・ヘッドＨは次
式で与えられる。For an element torque converter, the energy head H that the th impeller imparts per unit weight of fluid is given by:
ｇ ＝ ｒｉｃｉｉｉ／ｒＱ＝ｏ／ｙ）Δ（ｕ Ｄ ＊
） ｔここに、Ｔ：トルク、ω：羽根車回転角速度、ｒ
：流体の比重量、Ｑ：循環流量、！二重力の加速度、諭
：羽根車の回転周速、ｖ、二流体の総体速度の回転成分
、ｉ：羽根番号である。ポンプ１の羽根番号をｉ；１、
第２タービン４の羽根番号をｉ ＝ ４とする。g = riciii/rQ=o/y)Δ(u D *
) twhere, T: Torque, ω: Impeller rotational angular velocity, r
: Specific weight of fluid, Q: Circulation flow rate, ! Acceleration of the dual force, where: rotation peripheral speed of the impeller, v, rotational component of the total speed of the two fluids, i: blade number. The blade number of pump 1 is i;1,
Let the blade number of the second turbine 4 be i = 4.
今、ベースエンジンの回転数を一定にしてトルクを増し
た場合、ボ／グ１によって流体に与えられるエネルギ・
ヘッドＨ＝ Ｔ１ω１／γＱは増す。従って流体から第
２タービン４に与えられるエネルギヘッドＨ＝Ｔ４ω４
／γｑ も増加する。よって過給機Ｃの回転速度及び回
転力が自動的に増大する事になり１機関の負荷によって
過給機Ｃの流量を変化させる事ができる。Now, if the base engine rotation speed is kept constant and the torque is increased, the energy given to the fluid by Bo/g 1 is
Head H=T1ω1/γQ increases. Therefore, the energy head given to the second turbine 4 from the fluid H=T4ω4
/γq also increases. Therefore, the rotational speed and rotational force of the supercharger C are automatically increased, and the flow rate of the supercharger C can be changed depending on the load of one engine.
またベースエ／ジ／の回転数が急激に増した場合、ポン
プ１に対する。第２タービン４の速度比は小さくなるが
、ステータ３によりトルクが倍加されるので、第２ター
ビ／４が受けるトルクは増大し急速にその回転速度を高
める事ができる。Also, if the rotational speed of the base machine increases rapidly, the pump 1 will be affected. Although the speed ratio of the second turbine 4 becomes smaller, the torque is doubled by the stator 3, so the torque received by the second turbine/4 increases and its rotational speed can be rapidly increased.
このように本発明は、ＡＴ車に装備されているトルクコ
ンバータを利用して、過給機Ｃにトルク配分できるので
、比較的簡単な過給機駆動機構により、優れたトルク特
性を有する過給機付二／ジンを得る事ができ、省エネル
ギに安する事ができるのである。In this way, the present invention can distribute torque to the supercharger C using the torque converter installed in an AT vehicle, so a supercharger with excellent torque characteristics can be achieved using a relatively simple supercharger drive mechanism. It is possible to obtain high efficiency and save energy at a low cost.
図面は本発明過給機駆動方式を下す構成図。
図に於いてＢ：ベルト、Ｃ：過給機、Ｔ：トルクコンバ
ータ、１：ポンプ、２：第１タービン、３；ステータ、
４：第２タービン、５：原動軸、６：被動軸、７：一方
向クラッチ、８：軸、９゜１０ ： プ − リ −
。The drawing is a configuration diagram of the supercharger drive system of the present invention. In the figure, B: belt, C: supercharger, T: torque converter, 1: pump, 2: first turbine, 3: stator,
4: Second turbine, 5: Driving shaft, 6: Driven shaft, 7: One-way clutch, 8: Shaft, 9°10: Pulley
.
Claims (1)
ンバータＴのタービン翼車を、第１タービン２と第２タ
ービン４に分割し、第１タービン２を被動軸６（出力軸
）に固定し、第２タービン４を被動軸６及びステータ３
の軸に対し回転自在な軸８を介してプーリー９に固定し
て、プーリー９と過給機Ｃのプーリー１０をベルトＢで
連結（歯車列で連結してもよい）する事によって、トル
クコンバータＴに於いてポンプ１により与えられるトル
クを出力軸（被動軸６）と第２タービン４に分配し、第
２タービン４によって過給機Ｃを駆動する、エンジン負
荷の変動に応じて過給機Ｃの回転速度及び回転力を自動
変化させて、該Ｃの流量調整を行う事を特徴とする、過
給機の駆動方式。The turbine wheel of the torque converter T, which consists of a pump wheel, a turbine wheel, and a stator, is divided into a first turbine 2 and a second turbine 4, and the first turbine 2 is fixed to a driven shaft 6 (output shaft). 2 turbine 4 to driven shaft 6 and stator 3
The torque converter is fixed to a pulley 9 via a shaft 8 that is rotatable with respect to the shaft of At T, the torque given by the pump 1 is distributed to the output shaft (driven shaft 6) and the second turbine 4, and the second turbine 4 drives the supercharger C. A supercharger drive system characterized by automatically changing the rotational speed and rotational force of C to adjust the flow rate of C.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8222987A JPS63248921A (en) | 1987-04-04 | 1987-04-04 | Driving system for supercharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8222987A JPS63248921A (en) | 1987-04-04 | 1987-04-04 | Driving system for supercharger |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS63248921A true JPS63248921A (en) | 1988-10-17 |
Family
ID=13768576
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP8222987A Pending JPS63248921A (en) | 1987-04-04 | 1987-04-04 | Driving system for supercharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63248921A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7398650B2 (en) * | 2003-11-28 | 2008-07-15 | Daimler Ag | Internal combustion engine comprising a mechanical charger and a turbo-compound |
-
1987
- 1987-04-04 JP JP8222987A patent/JPS63248921A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7398650B2 (en) * | 2003-11-28 | 2008-07-15 | Daimler Ag | Internal combustion engine comprising a mechanical charger and a turbo-compound |
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