JPS6355325A - Capacity type variable supercharging compound diesel engine - Google Patents
Capacity type variable supercharging compound diesel engineInfo
- Publication number
- JPS6355325A JPS6355325A JP61197729A JP19772986A JPS6355325A JP S6355325 A JPS6355325 A JP S6355325A JP 61197729 A JP61197729 A JP 61197729A JP 19772986 A JP19772986 A JP 19772986A JP S6355325 A JPS6355325 A JP S6355325A
- Authority
- JP
- Japan
- Prior art keywords
- supercharger
- diesel engine
- valve
- supercharging
- engine
- 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
- 150000001875 compounds Chemical class 0.000 title claims description 4
- 238000006073 displacement reaction Methods 0.000 claims description 6
- 230000006835 compression Effects 0.000 abstract description 13
- 238000007906 compression Methods 0.000 abstract description 13
- 239000000779 smoke Substances 0.000 abstract description 4
- 230000005540 biological transmission Effects 0.000 abstract description 2
- 239000007789 gas Substances 0.000 description 10
- 238000002485 combustion reaction Methods 0.000 description 3
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 238000004880 explosion Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 230000007423 decrease Effects 0.000 description 1
- 239000004071 soot Substances 0.000 description 1
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
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- 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
- Supercharger (AREA)
Abstract
Description
【発明の詳細な説明】
ディーゼルエンチンは圧縮熱で着火するため、ある一定
置上の圧縮比が必要である。DETAILED DESCRIPTION OF THE INVENTION Diesel engines are ignited by the heat of compression, so a certain constant compression ratio is required.
このため圧縮比がガソリンエンチンの倍以上あるのが普
通である。さらにディーゼルエンチンでは、燃焼の必要
上空気過剰率が多く、エンチン出力が小さい欠点がある
。このためターボチャーチャによって出力上昇を計るこ
とが多い。この場合は圧縮圧力が、さらに上昇し爆発圧
力も高くなる。とくに回転数が上昇するほど、排ガス量
が多くなり、ターボチャーチャの出力が増して、圧縮圧
力が上昇する頌向がある。For this reason, the compression ratio is usually more than twice that of gasoline engines. Furthermore, diesel engine engines have the disadvantage of a large excess air ratio due to the necessity of combustion, and a low engine output. For this reason, turbocharging is often used to increase output. In this case, the compression pressure increases further and the explosion pressure also increases. In particular, as the rotational speed increases, the amount of exhaust gas increases, the output of the turbocharger increases, and the compression pressure increases.
これに対して、このエンチンを設ける車両、自動車など
の方は低速のときほどトルクの大きい、いわゆる粘り強
いエンチンが好ましい。したがって本発明では、低速の
ときほど過給度を上げるよう調節し、トルクを増大する
のである。On the other hand, for vehicles, automobiles, etc. that are equipped with this engine, it is preferable to use a so-called tenacious engine that has a larger torque at lower speeds. Therefore, in the present invention, the degree of supercharging is adjusted to be higher at lower speeds, and the torque is increased.
昔通ターボチャーヂャは始動のときは働かないので、レ
シプロ部の圧縮比は、ターボチャーチャの圧縮がなくと
も、充分な温度上昇を得られるように、高い値とする必
要がある。このためレシプロのシリンダーも長くなり、
たとへば圧縮比がガソリンエンチンに比べて２倍程度で
あるので、燃焼室の大きさを同−とすると、シリンダー
の長さが２倍近くになる。これがディーゼルエンチンの
大きくなる原因の一つである。Since a conventional turbocharger does not work during startup, the compression ratio of the reciprocating section must be set to a high value so that a sufficient temperature rise can be obtained even without turbocharger compression. For this reason, the reciprocating cylinder also becomes longer,
For example, the compression ratio is about twice that of a gasoline engine, so if the combustion chamber is the same size, the length of the cylinder will be nearly twice as long. This is one of the reasons why diesel entrainment increases.
これに対して本発明では、過給機がクランクシャフトに
機械的に結合され、かつ容積型でエンチンが低速でも効
率よく作動し、始動時゛より作用するので、レシプロ部
の圧縮比を高くする必要がなく、ガソリンエンチン並と
して、シリンダーの長さも短くなりコンパクトとなる。In contrast, in the present invention, the supercharger is mechanically connected to the crankshaft, is a positive displacement type, and the engine operates efficiently even at low speeds, and is activated from the time of startup, thereby increasing the compression ratio of the reciprocating section. There is no need for it, and the length of the cylinder is shortened, making it more compact and similar to a gasoline engine.
また高速回転で排気ガス量の多いとき１でも、過給度が
過度に上昇することがない。したがってターボチャーチ
ャの場合のように、過度に爆発圧力が上昇することもな
い。 本発明では、さらにこの過給度自身も簡単に変更
できるよう、パルス状バイパス弁を設けるもので、これ
は過給板軸に機械的に結合されて回転するロータリ弁の
、切欠部の面積を弁の軸方向移動により連続的に変更す
るものであり、パルス状に調整されながらバイパスされ
、簡単に効率よく過給度を加減できる。これにより低速
回転時に過給度を増すように′Ｗｓ整できて、トルクを
増し粘り強いエンチンにできる。Further, even when the engine rotates at high speed and the amount of exhaust gas is large, the degree of supercharging does not increase excessively. Therefore, unlike in the case of a turbocharger, the explosion pressure does not rise excessively. In the present invention, a pulse bypass valve is provided so that the degree of supercharging itself can be easily changed. It changes continuously by moving the valve in the axial direction, and is bypassed while being adjusted in a pulsed manner, allowing the degree of supercharging to be easily and efficiently adjusted. As a result, 'Ws can be adjusted to increase the degree of supercharging during low speed rotation, increasing torque and making it possible to have a more tenacious engine.
なお排気ガスタービンの出力は、ターボチャーチャのよ
うに過給機を駆動するのではなく、直接クランクシャフ
トに供給され、いわゆるターボコンパウンドエンチンと
するもので、排気ガスタービンの出力が直接利用される
などのため熱効率が上昇する。The output of the exhaust gas turbine does not drive a supercharger like a turbocharger, but is directly supplied to the crankshaft, making it a so-called turbo compound engine, in which the output of the exhaust gas turbine is directly used. As a result, thermal efficiency increases.
また過給機自身は、容積型の逆流圧縮式を使用するもの
で、本発明のようにレシプロ部の圧縮比の低下のために
は、過給機の圧力比が４前後は必要であり、このため過
給機は２段の逆流圧縮とする。簡単にいえば約を倍のシ
リンダー容積となることであり、大幅な出力増加が得ら
れる。またこの出力の上昇をフルには利用せず、空気過
ｌｌ率に余裕を持たせると、ディーゼルエンチンで間層
の黒煙を減少でき、また燃焼温度の低下により窒素酸化
物の発生も低減でき、公害対策に有効である。さらに排
気ガスタービンは一定面積のノズルを有し、通過ガス量
が大体一定である。−方しシブロエンヂン部は回転数に
比例して、通過ガス量が増減する特性を持っている。こ
の点からもエンチンの回転数に応じて過給度を変更し０
、回転数が上昇するほど過給度を低下するのが希ましい
。また熱負荷は高速回転ほど苦しくなるので、回転数の
上昇につれて過給度を低下するのが、この点からも理想
的である。また始動時など温度上昇の必要なときは高過
給にできる。In addition, the supercharger itself uses a positive displacement reverse flow compression type, and in order to reduce the compression ratio of the reciprocating section as in the present invention, the pressure ratio of the supercharger must be around 4. For this reason, the supercharger uses two stages of reverse flow compression. Simply put, the cylinder volume is approximately doubled, resulting in a significant increase in output. In addition, if you do not fully utilize this increase in output and allow some leeway in the air flow rate, you can reduce the black smoke in the interstitial layer of the diesel engine, and also reduce the generation of nitrogen oxides by lowering the combustion temperature. It is effective as a pollution control measure. Moreover, the exhaust gas turbine has a nozzle of constant area, so that the amount of gas passing through it is approximately constant. - However, the sibling engine has the characteristic that the amount of gas passing through it increases or decreases in proportion to the rotation speed. From this point of view, the degree of supercharging can be changed according to the rotation speed of the engine.
It is desirable to reduce the degree of supercharging as the rotational speed increases. Furthermore, since the heat load becomes more difficult as the engine rotates at higher speeds, it is ideal from this point of view to reduce the degree of supercharging as the engine speed increases. Additionally, high supercharging can be applied when a temperature rise is required, such as during startup.
つぎに図面によって詳細を説明すると、第１図において
、これは本発明の全体構造図であって、１はディーゼル
エンチン本体である。２はピストンである。３はクラン
クシャフトである。４はギヤー式などの容積型２段違機
であって、ふつう容積型過給機は高回転の方が効率が高
いので増速する。６は中間冷却器である。７は後曹冷却
器であって、過給圧が高いため必ずしも必要はなく、場
合によっては排気ガスで加熱できる。これは過給度を充
分高くしているので、空気温度を下げて、シリンダーの
充てん率を増す必要がないためである。８は排気ガスタ
ーである。９は排気ガスタービン８の出力をクランクシ
ャフト３に伝えるギヤーなとの動力伝達要素である。Next, details will be explained with reference to the drawings. FIG. 1 is a general structural diagram of the present invention, and 1 is a diesel engine main body. 2 is a piston. 3 is the crankshaft. 4 is a two-stage displacement type engine such as a gear type, and normally the displacement type supercharger has higher efficiency at higher rotations, so the speed is increased. 6 is an intercooler. Reference numeral 7 denotes a soot cooler, which is not necessarily necessary since the supercharging pressure is high, and can be heated with exhaust gas depending on the case. This is because the degree of supercharging is sufficiently high, so there is no need to lower the air temperature and increase the cylinder filling rate. 8 is an exhaust gas star. 9 is a power transmission element such as a gear that transmits the output of the exhaust gas turbine 8 to the crankshaft 3.
１０はロータリーバイパス弁である。１１は逆止弁であ
って、ロータリーバイパス弁１０の作動時の逆流を防止
する。本図では２段目の逆流圧縮機には、このようなバ
イパス弁はなく、ふつう第１段目のみで充分である。10 is a rotary bypass valve. A check valve 11 prevents backflow when the rotary bypass valve 10 is activated. In this figure, the second stage backflow compressor does not have such a bypass valve, and usually only the first stage is sufficient.
ただ特に省エネを要するときは第２段目も設ける。１２
はエヤークリーナであって、ふつう紙製のフィルターで
ある。However, when particularly energy saving is required, a second stage is also provided. 12
is an air cleaner, usually a paper filter.
つぎに第２図において、これはロータリーバイパス弁の
詳細図であって、１３はロータリー弁本体である。１４
はロータリー弁スピンドルである。これにはＶ字型切欠
かあって、軸方向移動により、開弁時間が調整される。Next, in FIG. 2, this is a detailed view of the rotary bypass valve, and 13 is the rotary valve body. 14
is a rotary valve spindle. It has a V-shaped notch and its axial movement adjusts the opening time.
１５は増速用のギヤーである。これによって過給機本体
より高速で回転し、１回転中に何回もパルス状にバイパ
スされ、より平滑な制Ｊができる。この増速ギヤーは高
速エンチンのときは必ずしも必要なく、単なる回転の伝
達でよい。１６はスプラインであって、ロータリー弁ス
ピンドル１４を左右に移動して、バイパス量の調整を可
能とする。１７はスプライン１６とカン合しギヤー１５
とカミ合うギヤーボスである。15 is a speed increasing gear. As a result, it rotates at a higher speed than the supercharger itself, and is bypassed many times during one rotation in a pulsed manner, allowing for smoother control. This speed-up gear is not necessarily required during high-speed engine operation, and merely transmits rotation. A spline 16 moves the rotary valve spindle 14 left and right to adjust the amount of bypass. 17 is a gear 15 that engages with the spline 16
It is a gear boss that fits together.
以上のように本発明によれば、ターボチャーチャ式ディ
ーゼルエンチンで急加速したときに起る、燃料噴射は最
大となっているのに、タイムラグでターボチャーヂャの
作用が充分でなく、空気量不足、黒煙発生の問題が解消
され、常時充分な空気が確保され公害対策才１（２）
手 続 補 正 書
昭和６７年７０月７５日
特許庁長官 黒 １）明 雄 殿
１、事件の表示 じ′２．
７′
昭和３フ
４、補正の対象
明細書の図面の簡単な説明の項を設けての１を正確に記
載した書面。As described above, according to the present invention, when a turbocharged diesel engine suddenly accelerates, fuel injection is at its maximum, but due to the time lag, the action of the turbocharger is not sufficient, and the amount of air is reduced. The problems of air shortages and black smoke generation were resolved, and sufficient air was always ensured. Display ji'2.
7' 1937 F4, a document that accurately describes 1 with a section for a brief explanation of the drawings of the specification subject to amendment.
５、補正の内容
差蓄と追加のため添付した別紙の通り
、軸方向移動により、開弁時期が調整される。１５は増
速用のギヤーである。これによって過給機本体より高速
で回転し、７回転中に何回もパルス状にバイパスされ、
より平滑な制御ができる。この増速ギヤーは高速エンヂ
ノのときは必ずしも必要なく、単なる回転の伝達でよい
。１６はスプラインであって、ロータリー弁スピンドル
１４を左右に移動してバイパス量の調整を可能とする。5. Contents of correction As shown in the attached sheet for additional information, the valve opening timing is adjusted by moving in the axial direction. 15 is a speed increasing gear. This causes the turbocharger to rotate faster than the main body, and is bypassed in pulses many times during the 7 revolutions.
Allows for smoother control. This speed increasing gear is not necessarily required for high-speed engines, and may simply transmit rotation. A spline 16 moves the rotary valve spindle 14 left and right to adjust the amount of bypass.
１７はスプライン１６とカン合しギヤー１５とカミ合う
ギヤーボスである。17 is a gear boss that engages with the spline 16 and engages with the gear 15.
以上のように本発明によれば、ターボチャーヂャ式ディ
ーゼルエンチンで急加速したときに起る、燃料噴射は最
大となっているのに、タイムラグでターボチャーヂャの
作用が充分でなく、空気量不足、黒煙発生の問題が解消
され、常時充分な空気が確保され公害対策に有効である
。As described above, according to the present invention, when a turbocharged diesel engine suddenly accelerates, fuel injection is at its maximum, but due to the time lag, the action of the turbocharger is not sufficient, and the air This eliminates the problems of insufficient quantity and the generation of black smoke, and ensures sufficient air at all times, making it an effective measure against pollution.
１１図は本発明の全体ｇ１’２図である。 茅２図はロータリーバイパス弁の詳細図である。 Figure 11 is an overall view g1'2 of the present invention. Figure 2 is a detailed diagram of the rotary bypass valve.
Claims (1)
力も、クランクシャフトに直結するコンパウンドディー
ゼルエンヂンで、多段逆流圧縮によってレシプロ部をコ
ンパクト化し、かつ過給機の出口空気をロータリ弁で、
パルス状にバイパスして可変過給とし、低速ほど高トル
クを発生できる、容積型可変過給式コンパウンドディー
ゼルエンヂン。[Claims] This compound diesel engine is supercharged by a positive displacement supercharger that is mechanically directly connected to the crankshaft, and the output of the exhaust gas turbine is also directly connected to the crankshaft. It is compact, and the outlet air of the supercharger is controlled by a rotary valve.
A positive displacement variable supercharging compound diesel engine that uses pulsed bypass to create variable supercharging and generates higher torque at lower speeds.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61197729A JPS6355325A (en) | 1986-08-22 | 1986-08-22 | Capacity type variable supercharging compound diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61197729A JPS6355325A (en) | 1986-08-22 | 1986-08-22 | Capacity type variable supercharging compound diesel engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6355325A true JPS6355325A (en) | 1988-03-09 |
Family
ID=16379369
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61197729A Pending JPS6355325A (en) | 1986-08-22 | 1986-08-22 | Capacity type variable supercharging compound diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6355325A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2005061872A1 (en) | 2003-11-28 | 2005-07-07 | Daimlerchrysler Ag | Internal combustion engine comprising a mechanical charger and a turbocompound |
-
1986
- 1986-08-22 JP JP61197729A patent/JPS6355325A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2005061872A1 (en) | 2003-11-28 | 2005-07-07 | Daimlerchrysler Ag | Internal combustion engine comprising a mechanical charger and a turbocompound |
| US7398650B2 (en) | 2003-11-28 | 2008-07-15 | Daimler Ag | Internal combustion engine comprising a mechanical charger and a turbo-compound |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JPH10238354A (en) | Hybrid supercharged engine | |
| US5121607A (en) | Energy recovery system for large motor vehicles | |
| EP1582716B1 (en) | Continuously variable drive for superchargers | |
| EP2042705B1 (en) | Supercharged turbocompound engine | |
| US6405692B1 (en) | Outboard motor with a screw compressor supercharger | |
| JPS6212373B2 (en) | ||
| JPS5918230A (en) | Compression ignition engine provided with low compression ratio turbo-supercharger | |
| JPS6344936B2 (en) | ||
| JP2534338B2 (en) | Turbo compound engine | |
| JPS6355325A (en) | Capacity type variable supercharging compound diesel engine | |
| JPH05508695A (en) | 2 and 4 cycle combined diesel engine with CVT drive mechanism | |
| JPH0457848B2 (en) | ||
| JPH09287462A (en) | High-supercharging system for engine | |
| JPS6027786Y2 (en) | turbo compound engine | |
| JPS6019938Y2 (en) | turbo compound engine | |
| JP3247225B2 (en) | Engine supercharger | |
| JPS6116229A (en) | Supercharged internal-combustion engine | |
| JPH08210144A (en) | Engine with turbo charger and differential drive supercharger | |
| JPH0521634Y2 (en) | ||
| JPS6134319A (en) | Intake device of direct injection type diesel engine with supercharger | |
| JPH11315726A (en) | Supercharging method for marine engine | |
| JPH0144742Y2 (en) | ||
| Amann | Selecting components for a compound low-heat-rejection diesel for light-duty use | |
| RU2117170C1 (en) | Compression-ignition compound-turbine engine | |
| JPH02123244A (en) | Engine equipped with supercharger |