WO2015087753A1 - Supercharging system for engine - Google Patents

Supercharging system for engine Download PDF

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Publication number
WO2015087753A1
WO2015087753A1 PCT/JP2014/081956 JP2014081956W WO2015087753A1 WO 2015087753 A1 WO2015087753 A1 WO 2015087753A1 JP 2014081956 W JP2014081956 W JP 2014081956W WO 2015087753 A1 WO2015087753 A1 WO 2015087753A1
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WIPO (PCT)
Prior art keywords
engine
combustion chamber
supercharging system
compressed air
supercharging
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PCT/JP2014/081956
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French (fr)
Japanese (ja)
Inventor
宗篤 柿木
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いすゞ自動車株式会社
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Publication of WO2015087753A1 publication Critical patent/WO2015087753A1/en

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    • 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
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • 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

Definitions

  • the present invention relates to an engine supercharging system, and more particularly to an engine supercharging system that can more quickly compensate for a shortage of supercharging amount due to a delay in response of the supercharger.
  • Patent Document 1 Japanese Patent Application Laid-Open No. 2007-263040
  • Patent Document 2 the amount of air passing through the turbine of the exhaust turbocharger is controlled by a valve mechanism. Control by opening and closing has been proposed. Further, as described in Japanese Patent Application Laid-Open No. 2011-21558 (Patent Document 3) of the Japanese application, it has been proposed to discharge the exhaust gas of the engine stored in the pressure vessel to the intake system at the time of transition. .
  • An object of the present invention is to provide an engine supercharging system that can more quickly compensate for an insufficient supercharging amount to the engine due to a delay in response of the supercharger.
  • An engine supercharging system that achieves the above object is an engine supercharging system having a combustion chamber, comprising compressed air supply means for supplying compressed air into the combustion chamber, and control means.
  • the control means supplies the compressed air into the combustion chamber by the compressed air supply means when the amount of supercharging to the engine is insufficient.
  • the compressed air is directly supplied into the combustion chamber by a route different from the intake pipe. It is possible to make up for the shortage of the supercharging amount to the engine due to the response delay of the system more quickly than before.
  • FIG. 1 is a configuration diagram of an engine supercharging system according to a first embodiment of the present invention.
  • FIG. 2 is a configuration diagram of an engine supercharging system according to the second embodiment of the present invention.
  • FIG. 3 is a configuration diagram of an engine supercharging system according to a third embodiment of the present invention.
  • FIG. 4 is a configuration diagram of an engine supercharging system according to a fourth embodiment of the present invention.
  • FIG. 5 is a configuration diagram of an engine supercharging system according to a fifth embodiment of the present invention.
  • FIG. 6 is a sectional view in the radial direction of the combustion chamber showing the direction in which the air outlet opens.
  • FIG. 6A shows a case where the opening opens in the direction tangential to the inner peripheral wall of the combustion chamber, and FIG.
  • FIG. 7 is an example of a configuration diagram of an engine supercharging system according to a sixth embodiment of the present invention.
  • FIG. 8 is an example of a configuration diagram of an engine supercharging system according to a seventh embodiment of the present invention.
  • FIG. 9 is a sectional view in the radial direction of the combustion chamber in FIG.
  • FIG. 10 is a configuration diagram of an engine supercharging system according to an eighth embodiment of the present invention.
  • FIG. 1 shows an engine supercharging system according to a first embodiment of the present invention.
  • the arrow in a figure has shown the direction through which gas flows.
  • the air sucked into the intake pipe 3 from the intake port 2 passes through an intake manifold (not shown), and is supplied to the diesel engine 4.
  • the gas is supplied into a plurality of cylinders 5 (four in the example of FIG. 1).
  • the piston is expanded by the combustion pressure, and then exhausted through an exhaust manifold (not shown).
  • an EGR cooler 9 and an EGR valve 10 are provided in the EGR passage 8 in order from the exhaust pipe 7 side.
  • the exhaust gas that has not been split into the EGR passage 8 is discharged to the outside from the exhaust port 11.
  • the supercharging system 1A is provided with compressed air supply means 12 for supplying compressed air into the combustion chamber 6 by a route different from that of the intake pipe 3.
  • This compressed air supply means 12 is comprised from the supply pipe
  • One end of the supply pipe 16 is connected to an outlet 17 provided in the combustion chamber 6 via a control valve 15, and the other end is an inlet 18 that opens to the outside of the engine.
  • Examples of the control valve 15 include an electromagnetic valve and an actuator composed of a piezoelectric element.
  • ECU19 is a control means through the signal line shown with the dotted line.
  • the control contents of the ECU 19 in the supercharging system 1A are as follows.
  • the ECU 19 controls the air compressor 13 so that the pressure of the compressed air stored in the pressure accumulating tank 14 becomes higher than the measured pressure in the combustion chamber 6 or a preset maximum pressure in the combustion chamber 6. Like that.
  • the control valve 15 When the amount of supercharging to the diesel engine 4 is insufficient, for example, during transient operation where the output of the diesel engine 4 suddenly increases, the control valve 15 is individually opened and stored in the pressure accumulation tank 14. The compressed air thus produced is supplied directly into the combustion chamber 6. At this time, since the pressure of the compressed air is maintained immediately before the combustion chamber 6, the time until the compressed air reaches the combustion chamber 6 is not affected by the length of the flow path or dirt in the flow path. In addition, no pressure loss or control delay occurs.
  • such a supercharging system 1A can compensate for the shortage of the supercharging amount to the diesel engine 4 more quickly than in the past.
  • FIG. 2 shows an engine supercharging system according to the second embodiment.
  • the same portions as those in FIG. 1 are denoted by the same reference numerals, and the description thereof is omitted.
  • This supercharging system 1B supplies compressed air directly into the combustion chamber 6 of each cylinder 5 instead of air sucked from the intake port 2 in the configuration of the supercharging system 1A, and recirculates through the EGR passage 8. Only the EGR gas to be supplied is supplied from the intake system.
  • the ECU 19 can compensate for the shortage of the supercharging amount to the diesel engine 4 more quickly than before by performing the same control as in the supercharging system 1A.
  • FIG. 3 shows an engine supercharging system according to a third embodiment of the present invention.
  • This supercharging system 1C has the same structure as that of the supercharging system 1A, but is composed of a compressor 20 installed in the intake pipe 3 and an exhaust turbo-type supercharger that is coaxial with the compressor 20 and installed in the exhaust pipe 7. A feeder 22 is added. Further, the other end of the supply pipe 16 of the compressed air supply means 12 is connected to the intake pipe 3 on the downstream side of the compressor 20.
  • the ECU 19 opens the control valve 15 to directly transfer the compressed air stored in the pressure accumulation tank 14 into the combustion chamber 6. To supply. At this time, since the pressure of the compressed air is maintained immediately before the combustion chamber 6, the time until the compressed air reaches the combustion chamber 6 is not affected by the length of the flow path or dirt in the flow path. In addition, no pressure loss or control delay occurs.
  • such a supercharging system 1C can compensate for the shortage of the supercharging amount to the diesel engine 4 more quickly than in the past. Moreover, since a part of the air compressed by the compressor 20 is used in the compressed air supply means 12, the burden on the air compressor 13 can be reduced and the fuel efficiency of the diesel engine 4 can be improved.
  • FIG. 4 shows an engine supercharging system according to the fourth embodiment of the present invention.
  • This supercharging system 1D has the same structure as the supercharging system 1C, a small turbine 23 installed in the exhaust pipe 7 on the upstream side of the turbine 21, and a coaxial with the small turbine 23 on the upstream side of the air compressor 13.
  • a small supercharger 25 composed of a small compressor 24 installed in the supply pipe 16 is added.
  • the compressed air supply means 12 can use the air compressed to a higher pressure by the small compressor 24, so the air compressor 13 can be downsized and the mass of the engine system can be reduced. .
  • FIG. 5 shows an engine supercharging system according to the fifth embodiment of the present invention.
  • the exhaust gas turbocharger 22 is added to the configuration of the supercharging system 1B so that the EGR gas recirculating through the EGR passage 8 is compressed by the compressor 20 and then the combustion chamber of each cylinder 5 is compressed. 6 is supplied directly.
  • the ECU 19 can compensate for the shortage of the supercharging amount to the diesel engine 4 more quickly than before by performing the same control as in the supercharging system 1B. Moreover, the apparatus concerning the conventional intake system becomes unnecessary.
  • the direction in which the outlet 17 of the supply pipe 16 opens to the combustion chamber 6 is determined from the direction tangential to the inner peripheral wall 26 of the combustion chamber 6 (see FIG. 6A). It is desirable to set within the range up to the direction of the central axis 27 (see FIG. 6B). In addition, the dashed-dotted line in FIG. 6 has shown the direction through which gas flows.
  • Such a configuration can improve the combustion efficiency by controlling the distribution of air in the combustion chamber 6.
  • FIG. 7 shows an example of a supercharging system according to the sixth embodiment of the present invention.
  • the supercharging system 1F is configured such that a component separation device 28 for separating air into components is interposed between the air compression device 13 and the pressure accumulating tank 14 in the configuration of the supercharging system 1A.
  • the component separation device 28 is connected to the ECU 19 through a signal line.
  • the ECU 19 controls the component separation device 28 so that air having a preset composition is stored in the pressure accumulation tank 14.
  • the composition of the air in the combustion chamber 6 can be controlled to improve the combustion efficiency.
  • the ECU 19 controls the component separation device 28 so that oxygen is stored in the accumulator tank 14, thereby allowing pure oxygen combustion in the diesel engine 4.
  • the combustion efficiency can be greatly improved.
  • the supercharging system 1F has a supercharging system 1A as a basic configuration, but the sixth embodiment may have any of the supercharging systems 1B to 1E as a basic configuration.
  • FIG. 8 shows an example of an engine supercharging system according to the seventh embodiment of the present invention.
  • This supercharging system 1G is a modification of the configuration of the supercharging system 1F, and a pair of small pressure accumulating tanks 29A and 29B and small control valves 30A and 30B are provided downstream of the component separator 28, respectively.
  • the supply branches 31A and 31B are branched. Further, the direction in which the outlets 17A and 17B of the pair of supply branch pipes 31A and 31B open to the combustion chamber 6 is the same as in the case of FIG. 6 from the tangential side direction of the inner peripheral wall 26 of the combustion chamber 6 to the central axis 27 side. It is desirable to set each within the range up to the direction.
  • the ECU 19 controls the component separation device 28 so that air having different compositions is stored in the pair of small pressure accumulating tanks 29A and 29B, respectively. And the control similar to the case of the supercharging system 1A is performed.
  • the pair of small control valves 30A and 30B are opened at the same time or with a time difference.
  • the seventh embodiment may have any of the supercharging systems 1B to 1E as a basic configuration.
  • FIG. 10 shows an example of an engine supercharging system according to the eighth embodiment of the present invention.
  • the supercharging system 1H directly supplies EGR gas that recirculates through the EGR passage 8 instead of air sucked from the intake port 2 into the combustion chamber 6 of each cylinder 5 in the configuration of the supercharging system 1G. It is a thing.
  • the ECU 19 can compensate for the shortage of the supercharging amount to the diesel engine 4 more quickly than before by performing the same control as in the supercharging system 1G.

Abstract

A supercharging system for an engine is able to more rapidly compensate for the shortage of the amount of supercharging of the engine due to the response delay of a supercharger than in the prior art, and is implemented by directly supplying compressed air into a combustion chamber (6) using a compressed air supply means (12) composed of a supply pipe (16) in which an air compression device (13), a pressure accumulation tank (14), and control valves (15) are sequentially disposed when the amount of supercharging of a diesel engine (4) runs short.

Description

エンジンの過給システムEngine supercharging system
　本発明はエンジンの過給システムに関し、更に詳しくは、過給器の応答遅れによるエンジンへの過給量不足をより迅速に補うことができるエンジンの過給システムに関する。 The present invention relates to an engine supercharging system, and more particularly to an engine supercharging system that can more quickly compensate for a shortage of supercharging amount due to a delay in response of the supercharger.
　近年、ディーゼルエンジンやガソリンエンジンの気筒内に空気を送り込む過給システムは、構造が複雑化しかつ構成部品の点数が増加する傾向にある。また、過給システムの制御内容も複雑化している。そのため、例えば日本出願の特開２００７－２６３０４０号公報（特許文献１）に記載されているように、過給される空気の増減を制御する際に応答遅れが発生し、目標としている制御を行うことができない可能性が高くなっている。 In recent years, a supercharging system that sends air into a cylinder of a diesel engine or a gasoline engine tends to have a complicated structure and an increased number of components. Moreover, the control content of the supercharging system is also complicated. Therefore, for example, as described in Japanese Patent Application Laid-Open No. 2007-263040 (Patent Document 1), a response delay occurs when controlling increase / decrease in supercharged air, and target control is performed. The possibility of not being able to be increased.
　このような問題を解決するために、日本出願の特開２００７－１９２１５５号公報（特許文献２）に記載されているように、排気ターボ式過給器のタービンを通過する空気量をバルブ機構を開閉させることにより制御することが提案されている。また、日本出願の特開２０１１－２１５５８号公報（特許文献３）に記載されているように、圧力容器に貯留されたエンジンの排ガスを、過渡時において吸気系に放出することが提案されている。 In order to solve such problems, as described in Japanese Patent Application Laid-Open No. 2007-192155 (Patent Document 2), the amount of air passing through the turbine of the exhaust turbocharger is controlled by a valve mechanism. Control by opening and closing has been proposed. Further, as described in Japanese Patent Application Laid-Open No. 2011-21558 (Patent Document 3) of the Japanese application, it has been proposed to discharge the exhaust gas of the engine stored in the pressure vessel to the intake system at the time of transition. .
　しかしながら、特許文献２の発明では、バルブの開閉によって制御された空気がエンジン気筒内に到達するまでの時間が、流路の長さや流路内の汚れなどにより左右されるため、目的とする空気量が得られないおそれがある。また、特許文献３の発明では、圧力容器から吸気系に至る配管内を通過する排ガスの制御については考慮されていないため、圧力損失や制御の応答遅れが発生するおそれがある。 However, in the invention of Patent Document 2, since the time until the air controlled by opening / closing of the valve reaches the engine cylinder depends on the length of the flow path, dirt in the flow path, etc., the target air The amount may not be obtained. Further, in the invention of Patent Document 3, since control of exhaust gas passing through the piping from the pressure vessel to the intake system is not taken into consideration, there is a possibility that pressure loss or control response delay may occur.
日本出願の特開２００７－２６３０４０号公報Japanese Patent Application Publication No. 2007-263040 日本出願の特開２００７－１９２１５５号公報Japanese Patent Application Publication No. 2007-192155 日本出願の特開２０１１－２１５５８号公報Japanese Patent Application No. 2011-21558
　本発明の目的は、過給器の応答遅れによるエンジンへの過給量不足を、従来よりも迅速に補うことができるエンジンの過給システムを提供することにある。 An object of the present invention is to provide an engine supercharging system that can more quickly compensate for an insufficient supercharging amount to the engine due to a delay in response of the supercharger.
　上記の目的を達成する本発明のエンジンの過給システムは、燃焼室を有するエンジンの過給システムであって、前記燃焼室内に圧縮空気を供給する圧縮空気供給手段と、制御手段とを有し、前記制御手段は、前記エンジンへの過給量の不足時に、前記圧縮空気供給手段により前記圧縮空気を前記燃焼室内へ供給することを特徴とするものである。 An engine supercharging system according to the present invention that achieves the above object is an engine supercharging system having a combustion chamber, comprising compressed air supply means for supplying compressed air into the combustion chamber, and control means. The control means supplies the compressed air into the combustion chamber by the compressed air supply means when the amount of supercharging to the engine is insufficient.
　本発明のエンジンの過給システムによれば、エンジンへの過給量が不足したときには、吸気管とは別ルートで、燃焼室内へ圧縮空気を直接的に供給するようにしたので、過給器の応答遅れによるエンジンへの過給量不足を従来よりも迅速に補うことができる。 According to the engine supercharging system of the present invention, when the amount of supercharging to the engine is insufficient, the compressed air is directly supplied into the combustion chamber by a route different from the intake pipe. It is possible to make up for the shortage of the supercharging amount to the engine due to the response delay of the system more quickly than before.
図１は、本発明の第１の実施形態からなるエンジンの過給システムの構成図である。FIG. 1 is a configuration diagram of an engine supercharging system according to a first embodiment of the present invention. 図２は、本発明の第２の実施形態からなるエンジンの過給システムの構成図である。FIG. 2 is a configuration diagram of an engine supercharging system according to the second embodiment of the present invention. 図３は、本発明の第３の実施形態からなるエンジンの過給システムの構成図である。FIG. 3 is a configuration diagram of an engine supercharging system according to a third embodiment of the present invention. 図４は、本発明の第４の実施形態からなるエンジンの過給システムの構成図である。FIG. 4 is a configuration diagram of an engine supercharging system according to a fourth embodiment of the present invention. 図５は、本発明の第５の実施形態からなるエンジンの過給システムの構成図である。FIG. 5 is a configuration diagram of an engine supercharging system according to a fifth embodiment of the present invention. 図６は、吹出口が開口する方向を示す燃焼室の径方向の断面図であって、（ａ）は燃焼室の内周壁の接線側の方向に開口する場合を、（ｂ）は燃焼室の中心軸側の方向に開口する場合を、それぞれ示す。FIG. 6 is a sectional view in the radial direction of the combustion chamber showing the direction in which the air outlet opens. FIG. 6A shows a case where the opening opens in the direction tangential to the inner peripheral wall of the combustion chamber, and FIG. Each of the cases shown in FIG. 図７は、本発明の第６の実施形態からなるエンジンの過給システムの構成図の例である。FIG. 7 is an example of a configuration diagram of an engine supercharging system according to a sixth embodiment of the present invention. 図８は、本発明の第７の実施形態からなるエンジンの過給システムの構成図の例である。FIG. 8 is an example of a configuration diagram of an engine supercharging system according to a seventh embodiment of the present invention. 図９は、図８における燃焼室の径方向の断面図である。FIG. 9 is a sectional view in the radial direction of the combustion chamber in FIG. 図１０は、本発明の第８の実施形態からなるエンジンの過給システムの構成図である。FIG. 10 is a configuration diagram of an engine supercharging system according to an eighth embodiment of the present invention.
　以下に、本発明の実施の形態について、図面を参照して説明する。 Hereinafter, embodiments of the present invention will be described with reference to the drawings.
　図１は、本発明の第１の実施形態からなるエンジンの過給システムを示す。なお、図中の矢印は気体の流れる方向を示している。 FIG. 1 shows an engine supercharging system according to a first embodiment of the present invention. In addition, the arrow in a figure has shown the direction through which gas flows.
　このエンジンの過給システム（以下、「過給システム」という。）１Ａにおいては、吸気口２から吸気管３内へ吸入された空気は、インテークマニホールド（図示せず）を経て、ディーゼルエンジン４の複数の気筒５内（図１の例では４個）にそれぞれ供給される。そして、各気筒５内に形成された燃焼室６内において噴射燃料と混合した後に燃焼して、その燃焼圧力によってピストンを膨張させた後に、エキゾーストマニホールド（図示せず）を経て、排ガスとなって排気管７へ排出されるが、その一部は排気管７から分岐して吸気管３に合流するＥＧＲ通路８にＥＧＲガスとなって分流する。ＥＧＲ通路８には、ＥＧＲクーラー９とＥＧＲ弁１０とが、排気管７側から順に介設されている。ＥＧＲ通路８に分流しなかった排ガスは、排気口１１から外部へ放出される。 In the engine supercharging system (hereinafter referred to as “supercharging system”) 1A, the air sucked into the intake pipe 3 from the intake port 2 passes through an intake manifold (not shown), and is supplied to the diesel engine 4. The gas is supplied into a plurality of cylinders 5 (four in the example of FIG. 1). Then, after being mixed with the injected fuel in the combustion chamber 6 formed in each cylinder 5 and combusting, the piston is expanded by the combustion pressure, and then exhausted through an exhaust manifold (not shown). Although being discharged to the exhaust pipe 7, a part of it is branched from the exhaust pipe 7 and branched into the EGR passage 8 that joins the intake pipe 3 as EGR gas. An EGR cooler 9 and an EGR valve 10 are provided in the EGR passage 8 in order from the exhaust pipe 7 side. The exhaust gas that has not been split into the EGR passage 8 is discharged to the outside from the exhaust port 11.
　そして、この過給システム１Ａには、吸気管３とは別ルートで燃焼室６内へ圧縮空気を供給する圧縮空気供給手段１２が設けられている。この圧縮空気供給手段１２は、空気圧縮装置１３、蓄圧タンク１４及び制御弁１５が順に介設された供給管１６から構成されている。供給管１６の一端は制御弁１５を介して燃焼室６に設けられた吹出口１７へ接続するとともに、他端はエンジン外部へ開口する吸入口１８となっている。この制御弁１５としては、電磁弁やピエゾ素子からなるアクチュエータなどが例示される。これらの空気圧縮装置１３及び各制御弁１５は、点線で示された信号線を通じて、制御手段であるＥＣＵ１９にそれぞれ接続している。 The supercharging system 1A is provided with compressed air supply means 12 for supplying compressed air into the combustion chamber 6 by a route different from that of the intake pipe 3. This compressed air supply means 12 is comprised from the supply pipe | tube 16 in which the air compressor 13, the pressure accumulation tank 14, and the control valve 15 were interposed in order. One end of the supply pipe 16 is connected to an outlet 17 provided in the combustion chamber 6 via a control valve 15, and the other end is an inlet 18 that opens to the outside of the engine. Examples of the control valve 15 include an electromagnetic valve and an actuator composed of a piezoelectric element. These air compressor 13 and each control valve 15 are respectively connected to ECU19 which is a control means through the signal line shown with the dotted line.
　この過給システム１ＡにおけるＥＣＵ１９の制御内容は次のようになる。 The control contents of the ECU 19 in the supercharging system 1A are as follows.
　まず、ＥＣＵ１９は、空気圧縮装置１３を制御して、蓄圧タンク１４に貯留される圧縮空気の圧力が、燃焼室６内の測定圧力又は予め設定された燃焼室６内の最高圧力よりも高くなるようにする。 First, the ECU 19 controls the air compressor 13 so that the pressure of the compressed air stored in the pressure accumulating tank 14 becomes higher than the measured pressure in the combustion chamber 6 or a preset maximum pressure in the combustion chamber 6. Like that.
　そして、ディーゼルエンジン４への過給量が不足する場合、例えばディーゼルエンジン４の出力が急激に増加する過渡運転時などになったときには、制御弁１５を個別に開弁して蓄圧タンク１４に貯留された圧縮空気を直接的に燃焼室６内へ供給する。このとき、燃焼室６の直前まで圧縮空気の圧力が維持されるので、圧縮空気が燃焼室６内に到達するまでの時間が流路の長さや流路内の汚れに左右されることはなく、かつ圧力損失や制御の遅れが発生することもない。 When the amount of supercharging to the diesel engine 4 is insufficient, for example, during transient operation where the output of the diesel engine 4 suddenly increases, the control valve 15 is individually opened and stored in the pressure accumulation tank 14. The compressed air thus produced is supplied directly into the combustion chamber 6. At this time, since the pressure of the compressed air is maintained immediately before the combustion chamber 6, the time until the compressed air reaches the combustion chamber 6 is not affected by the length of the flow path or dirt in the flow path. In addition, no pressure loss or control delay occurs.
　従って、このような過給システム１Ａにより、従来よりも迅速にディーゼルエンジン４への過給量不足を補うことができるのである。 Therefore, such a supercharging system 1A can compensate for the shortage of the supercharging amount to the diesel engine 4 more quickly than in the past.
　図２は、第２の実施形態からなるエンジンの過給システムを示す。なお、これ以降の図面においては、図１と同じ箇所には同一の符号を付し、その説明を省略する。 FIG. 2 shows an engine supercharging system according to the second embodiment. In the following drawings, the same portions as those in FIG. 1 are denoted by the same reference numerals, and the description thereof is omitted.
　この過給システム１Ｂは、過給システム１Ａの構成において、吸気口２から吸入する空気の代わりに、各気筒５の燃焼室６内に圧縮空気を直接的に供給するとともに、ＥＧＲ通路８を還流するＥＧＲガスだけを吸気系から供給するようにしたものである。 This supercharging system 1B supplies compressed air directly into the combustion chamber 6 of each cylinder 5 instead of air sucked from the intake port 2 in the configuration of the supercharging system 1A, and recirculates through the EGR passage 8. Only the EGR gas to be supplied is supplied from the intake system.
　ＥＣＵ１９は、過給システム１Ａの場合と同様の制御を行うことにより、従来よりも迅速にディーゼルエンジン４への過給量不足を補うことができる。 The ECU 19 can compensate for the shortage of the supercharging amount to the diesel engine 4 more quickly than before by performing the same control as in the supercharging system 1A.
　図３は、本発明の第３の実施形態からなるエンジンの過給システムを示す。 FIG. 3 shows an engine supercharging system according to a third embodiment of the present invention.
　この過給システム１Ｃは、過給システム１Ａの構成に、吸気管３に設置されたコンプレッサ２０と、そのコンプレッサ２０と同軸であって排気管７に設置されたタービン２１とからなる排気ターボ式過給器２２を加えたものである。更に、圧縮空気供給手段１２の供給管１６の他端は、コンプレッサ２０の下流側で吸気管３に接続している。 This supercharging system 1C has the same structure as that of the supercharging system 1A, but is composed of a compressor 20 installed in the intake pipe 3 and an exhaust turbo-type supercharger that is coaxial with the compressor 20 and installed in the exhaust pipe 7. A feeder 22 is added. Further, the other end of the supply pipe 16 of the compressed air supply means 12 is connected to the intake pipe 3 on the downstream side of the compressor 20.
　ＥＣＵ１９は、過渡運転時などで排気ターボ式過給器２２の応答遅れが発生する場合には、制御弁１５を開弁して蓄圧タンク１４に貯留された圧縮空気を直接的に燃焼室６内へ供給する。このとき、燃焼室６の直前まで圧縮空気の圧力が維持されるので、圧縮空気が燃焼室６内に到達するまでの時間が流路の長さや流路内の汚れに左右されることはなく、かつ圧力損失や制御の遅れが発生することもない。 When a response delay of the exhaust turbocharger 22 occurs during transient operation or the like, the ECU 19 opens the control valve 15 to directly transfer the compressed air stored in the pressure accumulation tank 14 into the combustion chamber 6. To supply. At this time, since the pressure of the compressed air is maintained immediately before the combustion chamber 6, the time until the compressed air reaches the combustion chamber 6 is not affected by the length of the flow path or dirt in the flow path. In addition, no pressure loss or control delay occurs.
　従って、このような過給システム１Ｃにより、従来よりも迅速にディーゼルエンジン４への過給量不足を補うことができるのである。また、圧縮空気供給手段１２において、コンプレッサ２０で圧縮された空気の一部を利用するので、空気圧縮装置１３の負担を軽減してディーゼルエンジン４の燃費を向上することができる。 Therefore, such a supercharging system 1C can compensate for the shortage of the supercharging amount to the diesel engine 4 more quickly than in the past. Moreover, since a part of the air compressed by the compressor 20 is used in the compressed air supply means 12, the burden on the air compressor 13 can be reduced and the fuel efficiency of the diesel engine 4 can be improved.
　図４は、本発明の第４の実施形態からなるエンジンの過給システムを示す。 FIG. 4 shows an engine supercharging system according to the fourth embodiment of the present invention.
　この過給システム１Ｄは、過給システム１Ｃの構成に、タービン２１の上流側の排気管７に設置された小型タービン２３と、その小型タービン２３と同軸であって空気圧縮装置１３の上流側の供給管１６に設置された小型コンプレッサ２４とからなる小型過給器２５を加えたものである。 This supercharging system 1D has the same structure as the supercharging system 1C, a small turbine 23 installed in the exhaust pipe 7 on the upstream side of the turbine 21, and a coaxial with the small turbine 23 on the upstream side of the air compressor 13. A small supercharger 25 composed of a small compressor 24 installed in the supply pipe 16 is added.
　このように構成することで、圧縮空気供給手段１２において、小型コンプレッサ２４でより高圧に圧縮された空気を利用できるので、空気圧縮装置１３を小型化して、エンジンシステムの質量を低減することができる。 With this configuration, the compressed air supply means 12 can use the air compressed to a higher pressure by the small compressor 24, so the air compressor 13 can be downsized and the mass of the engine system can be reduced. .
　図５は、本発明の第５の実施形態からなるエンジンの過給システムを示す。 FIG. 5 shows an engine supercharging system according to the fifth embodiment of the present invention.
　この過給システム１Ｅは、過給システム１Ｂの構成に、排気ターボ式過給器２２を加えることで、ＥＧＲ通路８を還流するＥＧＲガスを、コンプレッサ２０で圧縮してから各気筒５の燃焼室６内に直接的に供給するものである。 In the supercharging system 1E, the exhaust gas turbocharger 22 is added to the configuration of the supercharging system 1B so that the EGR gas recirculating through the EGR passage 8 is compressed by the compressor 20 and then the combustion chamber of each cylinder 5 is compressed. 6 is supplied directly.
　ＥＣＵ１９は、過給システム１Ｂの場合と同様の制御を行うことにより、従来よりも迅速にディーゼルエンジン４への過給量不足を補うことができる。また、従来の吸気系に係る機器類が不要となる。 The ECU 19 can compensate for the shortage of the supercharging amount to the diesel engine 4 more quickly than before by performing the same control as in the supercharging system 1B. Moreover, the apparatus concerning the conventional intake system becomes unnecessary.
　上述した過給システム１Ａ～１Ｅにおいては、供給管１６の吹出口１７が燃焼室６へ開口する方向を、燃焼室６の内周壁２６の接線側の方向（図６（ａ）を参照）から中心軸２７側の方向（図６（ｂ）を参照）までの範囲内で設定することが望ましい。なお、図６中の一点鎖線は、気体の流れる方向を示している。 In the supercharging systems 1A to 1E described above, the direction in which the outlet 17 of the supply pipe 16 opens to the combustion chamber 6 is determined from the direction tangential to the inner peripheral wall 26 of the combustion chamber 6 (see FIG. 6A). It is desirable to set within the range up to the direction of the central axis 27 (see FIG. 6B). In addition, the dashed-dotted line in FIG. 6 has shown the direction through which gas flows.
　このような構成により、燃焼室６内における空気の分布を制御して、燃焼効率を向上することができる。 Such a configuration can improve the combustion efficiency by controlling the distribution of air in the combustion chamber 6.
　図７は、本発明の第６の実施形態からなる過給システムの例を示す。 FIG. 7 shows an example of a supercharging system according to the sixth embodiment of the present invention.
　この過給システム１Ｆは、過給システム１Ａの構成における空気圧縮装置１３と蓄圧タンク１４との間に、空気を含有成分毎に分離する成分分離装置２８を介設したものである。この成分分離装置２８は、信号線を通じてＥＣＵ１９に接続されている。 The supercharging system 1F is configured such that a component separation device 28 for separating air into components is interposed between the air compression device 13 and the pressure accumulating tank 14 in the configuration of the supercharging system 1A. The component separation device 28 is connected to the ECU 19 through a signal line.
　ＥＣＵ１９は、成分分離装置２８を制御して、蓄圧タンク１４に予め設定された組成の空気が貯留されるようにする。 The ECU 19 controls the component separation device 28 so that air having a preset composition is stored in the pressure accumulation tank 14.
　このようにすることで、燃焼室６内における空気の組成を制御して、燃焼効率を向上することができる。具体的には、例えばＥＣＵ１９は、図２での適用においては、成分分離装置２８を制御して、蓄圧タンク１４に酸素が貯留されるようにすることで、ディーゼルエンジン４における純酸素燃焼が可能となり、燃焼効率を大幅に向上することができる。 In this way, the composition of the air in the combustion chamber 6 can be controlled to improve the combustion efficiency. Specifically, for example, in the application shown in FIG. 2, the ECU 19 controls the component separation device 28 so that oxygen is stored in the accumulator tank 14, thereby allowing pure oxygen combustion in the diesel engine 4. Thus, the combustion efficiency can be greatly improved.
　なお、過給システム１Ｆは過給システム１Ａを基本構成としているが、この第６の実施形態は、過給システム１Ｂ～１Ｅのいずれかを基本構成とするものであってもよい。 The supercharging system 1F has a supercharging system 1A as a basic configuration, but the sixth embodiment may have any of the supercharging systems 1B to 1E as a basic configuration.
　図８は、本発明の第７の実施形態からなるエンジンの過給システムの例を示す。 FIG. 8 shows an example of an engine supercharging system according to the seventh embodiment of the present invention.
　この過給システム１Ｇは、過給システム１Ｆの構成を変形したものであり、成分分離装置２８の下流側を、小型蓄圧タンク２９Ａ、２９Ｂ及び小型制御弁３０Ａ、３０Ｂがそれぞれ介設された一対の供給支管３１Ａ、３１Ｂに分岐させたものである。また、一対の供給支管３１Ａ、３１Ｂの吹出口１７Ａ、１７Ｂが燃焼室６へ開口する方向は、図６の場合と同様に、燃焼室６の内周壁２６の接線側の方向から中心軸２７側の方向までの範囲内でそれぞれ設定することが望ましい。 This supercharging system 1G is a modification of the configuration of the supercharging system 1F, and a pair of small pressure accumulating tanks 29A and 29B and small control valves 30A and 30B are provided downstream of the component separator 28, respectively. The supply branches 31A and 31B are branched. Further, the direction in which the outlets 17A and 17B of the pair of supply branch pipes 31A and 31B open to the combustion chamber 6 is the same as in the case of FIG. 6 from the tangential side direction of the inner peripheral wall 26 of the combustion chamber 6 to the central axis 27 side. It is desirable to set each within the range up to the direction.
　ＥＣＵ１９は、成分分離装置２８を制御して、一対の小型蓄圧タンク２９Ａ、２９Ｂに互いに組成の異なる空気がそれぞれ貯留されるようにする。そして、過給システム１Ａの場合と同様の制御を行う。なお、一対の小型制御弁３０Ａ、３０Ｂ同士は、同時に又は時間差を置いて開弁させる。 The ECU 19 controls the component separation device 28 so that air having different compositions is stored in the pair of small pressure accumulating tanks 29A and 29B, respectively. And the control similar to the case of the supercharging system 1A is performed. The pair of small control valves 30A and 30B are opened at the same time or with a time difference.
　このようにすることで、従来よりも迅速にディーゼルエンジン４への過給量不足を補うことができるとともに、燃焼室６内の空気の分布及び組成を制御して、燃焼効率を更に向上することができる。 By doing so, the shortage of the supercharging amount to the diesel engine 4 can be compensated more quickly than before, and the distribution and composition of the air in the combustion chamber 6 can be controlled to further improve the combustion efficiency. Can do.
　一対の小型蓄圧タンク２９Ａ、２９Ｂには、酸素と窒素がそれぞれ貯留されるようにすることが望ましい。そして、図９に示すように、酸素が貯留された小型蓄圧タンク２９Ａから延びる供給支管３１Ａの吹出口１７Ａを、燃焼室６の中心軸２７側の方向へ向けて開口させる一方で、窒素が貯留された小型蓄圧タンク２９Ｂから延びる供給支管３１Ｂの吹出口１７Ｂを、燃焼室６の内周壁２６の接線側の方向へ向けて開口させる。 It is desirable to store oxygen and nitrogen in the pair of small pressure accumulating tanks 29A and 29B, respectively. And as shown in FIG. 9, while opening the blower outlet 17A of the supply branch pipe 31A extending from the small pressure accumulating tank 29A in which oxygen is stored toward the central axis 27 side of the combustion chamber 6, nitrogen is stored. The outlet 17B of the supply branch pipe 31B extending from the small pressure accumulating tank 29B is opened toward the tangential side of the inner peripheral wall 26 of the combustion chamber 6.
　このようにすることで、燃料が噴射される燃焼室６の中心部に高酸素濃度領域が形成される一方で、内周壁２６の近傍には窒素を主成分とする低酸素濃度のガス層が形成されるため、燃焼効率を向上させつつ火炎の接触による燃焼室６の熱負荷を低減することができる。 In this way, a high oxygen concentration region is formed at the center of the combustion chamber 6 into which fuel is injected, while a low oxygen concentration gas layer mainly composed of nitrogen is formed in the vicinity of the inner peripheral wall 26. Therefore, the heat load of the combustion chamber 6 due to the contact of the flame can be reduced while improving the combustion efficiency.
　なお、過給システム１Ｇは過給システム１Ａを基本構成としているが、この第７の実施形態は、過給システム１Ｂ～１Ｅのいずれかを基本構成とするものであってもよい。 Although the supercharging system 1G has a basic configuration of the supercharging system 1A, the seventh embodiment may have any of the supercharging systems 1B to 1E as a basic configuration.
　図１０は、本発明の第８の実施形態からなるエンジンの過給システムの例を示す。 FIG. 10 shows an example of an engine supercharging system according to the eighth embodiment of the present invention.
　この過給システム１Ｈは、過給システム１Ｇの構成において、吸気口２から吸入する空気の代わりにＥＧＲ通路８を還流するＥＧＲガスを、各気筒５の燃焼室６内に直接的に供給するようにしたものである。 The supercharging system 1H directly supplies EGR gas that recirculates through the EGR passage 8 instead of air sucked from the intake port 2 into the combustion chamber 6 of each cylinder 5 in the configuration of the supercharging system 1G. It is a thing.
　ＥＣＵ１９は、過給システム１Ｇの場合と同様の制御を行うことにより、従来よりも迅速にディーゼルエンジン４への過給量不足を補うことができる。 The ECU 19 can compensate for the shortage of the supercharging amount to the diesel engine 4 more quickly than before by performing the same control as in the supercharging system 1G.
１Ａ～１Ｈ　過給システム
３　吸気管
６　燃焼室
８　ＥＧＲ通路
１２　圧縮空気供給手段
１３　空気圧縮装置
１４　蓄圧タンク
１５　制御弁
１６　供給管
１９　ＥＣＵ
２０　コンプレッサ
２１　タービン
２３　小型タービン
２４　小型コンプレッサ
２６　内周壁
２７　中心軸
２８　成分分離装置
２９Ａ、２９Ｂ　小型蓄圧タンク
３０Ａ、３０Ｂ　小型制御弁
３１Ａ、３１Ｂ　供給支管 1A to 1H Supercharging system 3 Intake pipe 6 Combustion chamber 8 EGR passage 12 Compressed air supply means 13 Air compressor 14 Accumulation tank 15 Control valve 16 Supply pipe 19 ECU
20 Compressor 21 Turbine 23 Small turbine 24 Small compressor 26 Inner peripheral wall 27 Central shaft 28 Component separators 29A and 29B Small pressure accumulator tanks 30A and 30B Small control valves 31A and 31B Supply branch pipes

Claims (11)

  1. 　燃焼室を有するエンジンの過給システムであって、
    　前記燃焼室内に圧縮空気を供給する圧縮空気供給手段と、制御手段とを有し、
    　前記制御手段は、前記エンジンへの過給量の不足時に、前記圧縮空気供給手段により前記圧縮空気を前記燃焼室内へ供給することを特徴とするエンジンの過給システム。     An engine supercharging system having a combustion chamber,
    Compressed air supply means for supplying compressed air into the combustion chamber, and control means,
    The engine supercharging system, wherein the control means supplies the compressed air into the combustion chamber by the compressed air supply means when the supercharging amount to the engine is insufficient.
  2. 　前記圧縮空気供給手段が、前記エンジンの外部からの空気、又は該エンジンの吸気系からの空気を圧縮して供給する請求項１に記載のエンジンの過給システム。 The engine supercharging system according to claim 1, wherein the compressed air supply means compresses and supplies air from the outside of the engine or air from an intake system of the engine.
  3. 　前記圧縮空気供給手段により前記圧縮空気を前記燃焼室内へ供給する方向を、該燃焼室の内周壁の接線側の方向から中心軸側の方向までの範囲内で設定した請求項１又は２に記載のエンジンの過給システム。 The direction in which the compressed air is supplied into the combustion chamber by the compressed air supply means is set within a range from a tangential side direction to a central axis side direction of the inner peripheral wall of the combustion chamber. Engine supercharging system.
  4. 　前記圧縮空気供給手段を、一端が前記燃焼室に接続し、他端が前記エンジンの外部に開口又は該エンジンの吸気系に接続する供給管と、前記供給管に他端側から順に介設された空気圧縮装置、蓄圧タンク及び制御弁とから構成し、
    　前記制御手段は、前記エンジンへの過給量の不足時に、前記制御弁を開弁する請求項２又は３に記載のエンジンの過給システム。     The compressed air supply means has one end connected to the combustion chamber and the other end opened to the outside of the engine or connected to the intake system of the engine, and the supply pipe is provided in order from the other end side. Comprising an air compressor, an accumulator tank and a control valve,
    The engine supercharging system according to claim 2 or 3, wherein the control means opens the control valve when a supercharging amount to the engine is insufficient.
  5. 　前記空気圧縮装置と前記蓄圧タンクとの間に、前記供給管内を流れる空気を含有成分毎に分離する成分分離装置を介設した請求項４に記載のエンジンの過給システム。 The engine supercharging system according to claim 4, wherein a component separation device is provided between the air compression device and the pressure accumulating tank to separate the air flowing in the supply pipe for each contained component.
  6. 　前記成分分離装置の下流側の前記供給管及び制御弁を、一対の供給支管及び小型制御弁からそれぞれ構成するとともに、前記蓄圧タンクを前記一対の供給支管のそれぞれに介設された一対の小型蓄圧タンクから構成し、
    　前記制御手段は、前記一対の小型蓄圧タンクに互いに異なる組成のガスを貯蔵するとともに、前記エンジンへの過給量の不足時に、前記一対の小型制御弁をそれぞれ開弁する請求項４又は５に記載のエンジンの過給システム。     The supply pipe and the control valve on the downstream side of the component separation device are each composed of a pair of supply branch pipes and a small control valve, and a pair of small pressure accumulations interposed between the pair of supply branch pipes. Composed of tanks,
    6. The control means according to claim 4 or 5, wherein the control means stores gas having different compositions in the pair of small pressure accumulating tanks and opens the pair of small control valves when the supercharging amount to the engine is insufficient. The engine supercharging system described.
  7. 　前記一対の小型タンクに貯蔵されるガスが、それぞれ酸素及び窒素であって、前記酸素が貯蔵された小型蓄圧タンクから延びる前記供給支管が前記燃焼室内へ開口する方向を該燃焼室の中心軸側の方向に設定する一方で、前記窒素が貯蔵された小型蓄圧タンクから延びる前記供給支管が該燃焼室内へ開口する方向を該燃焼室の内周壁の接線側の方向に設定した請求項６に記載のエンジンの過給システム。 The gas stored in the pair of small tanks is oxygen and nitrogen, respectively, and the direction in which the supply branch extending from the small pressure accumulation tank storing the oxygen opens into the combustion chamber is the central axis side of the combustion chamber The direction in which the supply branch pipe extending from the small pressure accumulating tank in which the nitrogen is stored opens into the combustion chamber is set to a direction tangential to the inner peripheral wall of the combustion chamber. Engine supercharging system.
  8. 　前記エンジンの排気系に設置されたタービンと、該エンジンの吸気系に設置されたコンプレッサとからなる過給器を備えた請求項１～７のいずれか１項に記載のエンジンの過給システム。 The engine supercharging system according to any one of claims 1 to 7, comprising a supercharger comprising a turbine installed in an exhaust system of the engine and a compressor installed in an intake system of the engine.
  9. 　前記エンジンの排気系に設置された小型タービンと、該圧縮空気供給手段の上流側に設置された小型コンプレッサとからなる小型過給器を設置した請求項８に記載のエンジンの過給システム。 The engine supercharging system according to claim 8, further comprising a small supercharger comprising a small turbine installed in the exhaust system of the engine and a small compressor installed upstream of the compressed air supply means.
  10. 　前記エンジンの排気系から吸気系へ該エンジンの排ガスの一部を還流するＥＧＲ通路と、前記ＥＧＲ通路に順に介設されたＥＧＲクーラ及びＥＧＲ弁とからなるＥＧＲシステムを備えた請求項１～９のいずれか１項に記載のエンジンの過給システム。 10. An EGR system comprising an EGR passage that recirculates part of the exhaust gas from the engine exhaust system to the intake system, and an EGR cooler and an EGR valve that are sequentially provided in the EGR passage. The engine supercharging system according to any one of the above.
  11. 　前記エンジンの吸気系が前記ＥＧＲ通路である請求項１０に記載のエンジンの過給システム。 The engine supercharging system according to claim 10, wherein the intake system of the engine is the EGR passage.
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