JPH0270921A - Supercharger for engine for vehicle - Google Patents
Supercharger for engine for vehicleInfo
- Publication number
- JPH0270921A JPH0270921A JP62322759A JP32275987A JPH0270921A JP H0270921 A JPH0270921 A JP H0270921A JP 62322759 A JP62322759 A JP 62322759A JP 32275987 A JP32275987 A JP 32275987A JP H0270921 A JPH0270921 A JP H0270921A
- Authority
- JP
- Japan
- Prior art keywords
- pressurized air
- engine
- injection nozzle
- supercharging
- pipe
- 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
- 238000002347 injection Methods 0.000 claims abstract description 38
- 239000007924 injection Substances 0.000 claims abstract description 38
- 239000013589 supplement Substances 0.000 abstract description 2
- 239000000446 fuel Substances 0.000 description 8
- 235000014676 Phragmites communis Nutrition 0.000 description 6
- 230000000694 effects Effects 0.000 description 4
- 230000001133 acceleration Effects 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 238000010438 heat treatment Methods 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
Landscapes
- Supercharger (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明はエンジンの排気ガスによって駆動される車両用
エンジンの過給装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a supercharging device for a vehicle engine driven by engine exhaust gas.
（従来技術）
内燃機関の出力を向上させる手段として排気ガスタービ
ン過給装置、いわゆるターボチャージャーが古くから実
用に供されて著しい効果をあげている。特にディーゼル
エンジンと航空エンジンにおいてひろく普及している。(Prior Art) Exhaust gas turbine supercharging devices, so-called turbochargers, have been in practical use for a long time as a means for improving the output of internal combustion engines, and have achieved remarkable effects. It is especially widespread in diesel engines and aero engines.
ターボチャージャーは近年、自動車等の車両にまて使用
されるようになり、それなりの効果をあげているか、車
両のエンジンは運転条件か広範囲に変化するのでエンジ
ン回転数やエンジン負荷トルク等がターボチャージャー
の正常な動作範囲から外れる場合もある。その典型的な
例は上り坂での発進直後のようにエンジンが低速回転数
でありながら高トルクか要求される場合である。この場
合にはエンジン回転数か低いので排気流量か少なくて、
排気タービルの回転数か上らないため、吸気の過給かで
きない。したかって、エンジンは無過給に近い状態で運
転され、軸負荷が加速可能であれば徐々に回転数か上っ
てゆき、排気量の増大に伴って過給可能領域に達すると
はじめて過給の効果か現われ、エンジンの出力か増大し
、正常な過給運転に移行する。それまでに要する時間遅
れはいわゆるターボラフと呼ばれている。In recent years, turbochargers have come to be used in vehicles such as automobiles, and they have been shown to be effective to some extent.Since the operating conditions of a vehicle's engine vary widely, engine speed, engine load torque, etc. may be outside the normal operating range. A typical example is when high torque is required even though the engine is running at a low speed, such as immediately after starting up an uphill slope. In this case, the engine speed is low, so the exhaust flow rate is low,
Since the rotation speed of the exhaust turbine does not increase, it is not possible to supercharge the intake air. Therefore, the engine is operated in a state close to no supercharging, and if the shaft load can be accelerated, the rotation speed will gradually increase, and supercharging will start only when the engine reaches the range where supercharging is possible as the displacement increases. The effect appears, the engine output increases, and normal supercharging operation begins. The time delay required until then is called turbo rough.
このようなターボチャージャーに特有な特性を改善する
ために、従来、排気速度を上げて過給圧を得るための可
変スクロールを用いたり、タービンロータの軽量化によ
って特性の改善を試みたりしているか、いずれも部分的
に改善されるに過ぎない。In order to improve the characteristics unique to such turbochargers, attempts have been made to improve the characteristics by increasing the exhaust speed and obtaining boost pressure by using variable scrolls, or by reducing the weight of the turbine rotor. , all of which are only partially improved.
（発明の目的および構成）
本発明は上記の点にかんがみてなされたもので、エンジ
ンの運転状態がターボコンプレッサによっては必要な過
給圧が得られない範囲にあっても、エンジンが必要とす
る過給圧を得ることを目的とし、この目的を大幅なコス
ト上昇を招くことなく達成するために、エンジンの吸気
経路のターボコンプレッサと並列または直列に噴流ポン
プおよび噴流ポンプの噴射ノズルに加圧空気供給手段を
設け、ターボコンプレッサによる過給の不足分を補充す
るように構成した。(Purpose and Structure of the Invention) The present invention has been made in view of the above points, and provides that even if the operating state of the engine is in a range in which the necessary boost pressure cannot be obtained depending on the turbo compressor, the The purpose is to obtain boost pressure, and in order to achieve this purpose without incurring a significant increase in costs, pressurized air is supplied to the jet pump and the injection nozzle of the jet pump in parallel or in series with the turbo compressor in the intake path of the engine. A supply means was provided to supplement the lack of supercharging provided by the turbo compressor.
（実施例） 以下本発明を図面に基づいて説明する。(Example) The present invention will be explained below based on the drawings.
第１図は本発明による過給装置をディーゼルエンジンに
適用した例を示しており、ｌはエンジンのシリンダ、２
はピストン、３は排気バルブ、４は吸気バルブ、５は排
気タービン５ａとコンプレッサ５ｂとから成るターボチ
ャージャー ６は燃料噴射ノズル、７は図示しない燃料
噴射ポンプから燃料噴射ノズル６に燃料を圧送する燃料
バイ７．８はコンプレッサ５ｂからエンジンに至る吸気
管、９はエアフィルタからコンプレッサ５ｂに至る吸気
管、ｌＯは噴流ポンプを構成するバイパス管、１１は吸
気流路を切替えるリードバルブ、１２は過給圧によって
燃料噴射量を調節するための噴射ポンプへの連絡管、１
３は過給圧センサ１５への連絡管、１４はコンプレッサ
出口圧センサ１６への連絡管、１７は排気タービン５ａ
を経て排気管１８に至る途中に設けた熱交換器である。FIG. 1 shows an example in which the supercharging device according to the present invention is applied to a diesel engine, where l is the engine cylinder, and 2
3 is a piston, 3 is an exhaust valve, 4 is an intake valve, 5 is a turbocharger consisting of an exhaust turbine 5a and a compressor 5b, 6 is a fuel injection nozzle, and 7 is a fuel that pumps fuel from a fuel injection pump (not shown) to the fuel injection nozzle 6. 7.8 is an intake pipe from the compressor 5b to the engine, 9 is an intake pipe from the air filter to the compressor 5b, 1O is a bypass pipe that constitutes a jet pump, 11 is a reed valve that switches the intake flow path, and 12 is a supercharging pipe. A connecting pipe to the injection pump for adjusting the fuel injection amount by pressure, 1
3 is a communication pipe to the boost pressure sensor 15, 14 is a communication pipe to the compressor outlet pressure sensor 16, and 17 is an exhaust turbine 5a.
This is a heat exchanger provided on the way to the exhaust pipe 18 via the exhaust pipe 18.
１９はバイパス管ｌＯの中に加圧空気を噴出させる噴射
ノズル、２０は加圧空気を噴射ノズルに送る管路である
。19 is an injection nozzle for ejecting pressurized air into the bypass pipe IO, and 20 is a pipe line for sending pressurized air to the injection nozzle.
加圧空気は熱交換器１７の中の加圧空気加熱管１７ａ内
で加熱されて噴射ノズル１９に送られる。２１は噴射さ
れる空気圧を検出するセンサ２２へ至る連絡管である。The pressurized air is heated in a pressurized air heating tube 17a in the heat exchanger 17 and sent to the injection nozzle 19. 21 is a communication pipe leading to a sensor 22 that detects the air pressure to be injected.
２３は加圧空気の噴射を制御する制御弁、２４は加圧空
気を貯留するタンク、２５は図示しない空気圧縮ポンプ
の吐出口に至る加圧空気補給管である。２６は加圧空気
噴射制御装置で、圧力センサ１５，１６．２２から信号
ケーブル２７，２８．２９を経て圧力信号を入力する。23 is a control valve for controlling the injection of pressurized air, 24 is a tank for storing pressurized air, and 25 is a pressurized air supply pipe leading to a discharge port of an air compression pump (not shown). 26 is a pressurized air injection control device which inputs pressure signals from pressure sensors 15, 16.22 via signal cables 27, 28.29.
３０は図示しないアクセルペダル踏込み量検出装置から
加圧空気噴射制御装置２６に至る信号ケーブル、３１は
図示しないエンジン回転数検出装置から加圧空気噴射ノ
ズルＭ２６に至る信号ケーブルである。加圧空気噴射制
御弁２３は加圧空気噴射制御装置２６から出カケープル
３２を経て制御、され、加圧空気りよ加圧空気タンク２
４から噴射制御弁２３に供給される。30 is a signal cable from an accelerator pedal depression amount detection device (not shown) to the pressurized air injection control device 26, and 31 is a signal cable from the engine rotation speed detection device (not shown) to the pressurized air injection nozzle M26. The pressurized air injection control valve 23 is controlled from the pressurized air injection control device 26 via the output cable 32, and the pressurized air is connected to the pressurized air tank 2.
4 to the injection control valve 23.
なお、吸気管８とバイパス管１０との合流部の形状を工
夫すれば、コンプレッサ５ｂに吸気の逆流か生しないよ
うにすることができ、この場合はり−トハルブ１１．ｌ
ｌａを省略することができる。Note that by devising the shape of the confluence of the intake pipe 8 and the bypass pipe 10, it is possible to prevent the intake air from flowing backward into the compressor 5b. l
la can be omitted.
次に上記過給装置の動作を説明する。Next, the operation of the above-mentioned supercharging device will be explained.
リートバルブ１１は加圧空気噴射ノズル１９から加圧空
気の噴射が行なわれ、吸気管９およびバイパス管１０を
経てエンジンに吸気が送られている状態を示す。The Riet valve 11 is shown in a state where pressurized air is injected from a pressurized air injection nozzle 19 and intake air is sent to the engine via the intake pipe 9 and the bypass pipe 10.
加圧空気噴射制御装置２６に入力される各センサからの
信号によって制御弁２３か閉じられると、噴射ノズル１
９からの加圧空気噴射が停止され、コンプレッサ５ｂか
作動していればリードバルブｌｌは支点１１ａを中心に
バイパス管１０の出口を塞ぐように変位する。リードバ
ルブ１１にアクチュエータを付加して制御装置によって
強制的に変位させてもよい、エンジンがアイドリング状
態にあるときまたはエンジンブレーキ状態にあってコン
プレッサ５ｂが正常に作動していない場合はリードバル
ブ１１はどの位置にあってもよい
熱交換器１７は原理的には不要であるが、加圧空気の圧
力が高い場合は噴射ノズル１９におけるポリトロープ膨
張によって噴射空気の温度か低下して噴射ノズル１９に
氷結を生ずるのを防止する、加圧空気のエンタルピを増
大させて噴射空気量を節減させることに役立ち、またガ
ソリンエンジンの場合には、過給吸気の温度が急変する
ことは混合比制御の上で好ましくなく、噴射空気加熱の
重要性か高い。本実施例てはバイパス管ｌＯを設けてそ
の中に加圧空気噴射ノズル１９を配置したか、バイパス
管ｌＯを設けないで吸気管８の途中に加圧空気噴射ノス
ル１９を設けて、吸気管を噴流ポンプとして利用するこ
ともできる。この場合にはリードバルブ１１は省略でき
る。When the control valve 23 is closed by signals from each sensor input to the pressurized air injection control device 26, the injection nozzle 1
If the compressor 5b is in operation, the reed valve ll is displaced about the fulcrum 11a so as to close the outlet of the bypass pipe 10. An actuator may be added to the reed valve 11 and the reed valve 11 may be forcibly displaced by a control device.When the engine is idling or under engine braking and the compressor 5b is not operating normally, the reed valve 11 The heat exchanger 17, which can be located at any position, is not necessary in principle, but when the pressure of the pressurized air is high, the temperature of the injection air decreases due to polytropic expansion in the injection nozzle 19, causing ice to form on the injection nozzle 19. It is useful for reducing the amount of injection air by increasing the enthalpy of the pressurized air, and in the case of gasoline engines, sudden changes in the temperature of the supercharged intake air can be This is not desirable, and the importance of heating the injection air is high. In this embodiment, a bypass pipe 10 is provided and the pressurized air injection nozzle 19 is disposed therein, or the bypass pipe 10 is not provided and the pressurized air injection nozzle 19 is provided in the middle of the intake pipe 8, and the pressurized air injection nozzle 19 is provided in the intake pipe. It can also be used as a jet pump. In this case, the reed valve 11 can be omitted.
第２図、第３図、第４図、第５図は平坦な舗装路面上に
おける最大積載量の荷重を積載した手動変速機付き車両
の加速試験を行った結果を示している。各グラフの時間
軸はすべて同一である。Figures 2, 3, 4, and 5 show the results of an acceleration test on a vehicle with a manual transmission loaded with the maximum load on a flat paved road surface. The time axes of each graph are all the same.
各グラフにおいて、時刻Ｔ。まではアクセルペダルから
足を離した状ぶて走行しており、時刻Ｔ、でアクセルを
全ストローク踏み込んで加速を開始する。第２図は時間
の経過に対して変化する過給圧で、グラフ３３は本発明
による過給装置を装着したもの、グラフ３４は従来の例
である。また、第３図は本発明による過給装置の加圧空
気噴射量の変化を示しており、グラフ３５中の３５ａは
制御系で伝達関数に起因するオーバーシュートて、設計
の如何によっては除去することかできるが、多少発生す
る程度か応答性がよい。In each graph, time T. Until then, the vehicle has been driving as if it had taken its foot off the accelerator pedal, and at time T, the vehicle depresses the accelerator to its full stroke and starts accelerating. FIG. 2 shows the supercharging pressure changing over time, graph 33 shows the supercharging device according to the present invention installed, and graph 34 shows the conventional example. Further, Fig. 3 shows the change in the pressurized air injection amount of the supercharging device according to the present invention, and 35a in the graph 35 indicates an overshoot caused by the transfer function in the control system, which can be removed depending on the design. It is possible to do this, but it only occurs to some extent and the responsiveness is good.
第４図はトルクの様子を示すグラフで、グラフ３６は本
発明による過給装置を装着したもの、グラフ３７は従来
例、第５図はエンジン回転数で、車速に相当する。図中
グラフ３８は本発明による過給装置を装着したもの、グ
ラフ３９は従来例である。FIG. 4 is a graph showing the state of torque, graph 36 shows the supercharging device according to the present invention, graph 37 shows the conventional example, and FIG. 5 shows the engine speed, which corresponds to the vehicle speed. In the figure, a graph 38 shows a car equipped with a supercharging device according to the present invention, and a graph 39 shows a conventional example.
第２図〜第４図かられかるように、本発明による過給装
置の装着によってエンジンの低速トルクか大幅に上昇し
て車両の加速性が向上する。また、エンジン回転数か低
いところから過給か行なわれるので１回転数か低いとこ
ろても排気量および排気エネルギーか大きくなり、排気
タービンの出力が十分に得られる。これによって加圧空
気噴射時間が一層短くなることか示されている。加圧空
気タンク２４に、加圧空気を補給する空気圧縮機は車両
走行中の余剰エネルギーを利用してもよい。たとえばブ
レーキ（エンジンブレーキ）使用時に重点的に圧縮機を
駆動したりあるいはターボチャージャーに発電機を装着
し、排気タービンの余剰出力を利用して圧縮機を駆動し
てもよい、またブレーキ用空気圧縮機を備えた車両では
その余剰空気を利用することもできる。As can be seen from FIGS. 2 to 4, by installing the supercharging device according to the present invention, the low-speed torque of the engine is significantly increased, and the acceleration performance of the vehicle is improved. Furthermore, since supercharging is performed from a low engine speed, the displacement and exhaust energy are large even at one low engine speed, and sufficient output from the exhaust turbine can be obtained. This has been shown to result in a shorter pressurized air injection time. The air compressor that supplies pressurized air to the pressurized air tank 24 may utilize surplus energy while the vehicle is running. For example, the compressor may be driven intensively when the brake (engine brake) is used, or a generator may be attached to the turbocharger and the excess output of the exhaust turbine may be used to drive the compressor. Vehicles equipped with air vents can also utilize the excess air.
上記実施例では本発明による過給装置をディーゼルエン
ジン車に適用したものを例示したか、本発明はディーゼ
ルエンジン車に限らずガソリンエンジン車に適用しても
同様の効果か得られる。In the above embodiment, the supercharging device according to the present invention is applied to a diesel engine vehicle, but the present invention is not limited to a diesel engine vehicle, but can also be applied to a gasoline engine vehicle to obtain similar effects.
（発明の効果）
以上説明したように、本発明おいては、排気タービンに
よって駆動される吸気過給コンプレッサと直列または並
列に、噴流ポンプと、該噴流ポンプの噴射ノズルから噴
射する加圧空気を供給する手段とを設けたので、エンジ
ンの運転状態がターボコンプレッサによっては必要な過
給圧が得られない範囲にあっても必要な過給圧が迅速に
得られ、過給装置のタイムラグによる出力増加の遅れを
補償して急激な出力増加を得ることができるとともに過
給装置のタイムラグを極めて小さくすることができる。(Effects of the Invention) As explained above, in the present invention, a jet pump and pressurized air injected from an injection nozzle of the jet pump are connected in series or parallel to an intake supercharging compressor driven by an exhaust turbine. Since the system is equipped with a supply means, the necessary boost pressure can be quickly obtained even if the engine operating condition is in a range where the necessary boost pressure cannot be obtained by the turbo compressor, and the output due to the time lag of the supercharging device can be obtained. A rapid increase in output can be obtained by compensating for the delay in increase, and the time lag of the supercharger can be made extremely small.
第１図は本発明による車両用エンジン過給装置の一実施
例、第２図は本発明によるエンジン過給装置を用いた場
合の過給圧を従来の場合と比較して示すグラフ、第３図
は本発明によるエンジン過給装置を用いた場合の加圧空
気噴射量の経時変化を示すグラフ、第４図は本発明によ
るエンジン過給装置を用いた場合のエンジン出力トルク
を従来の場合と比較して示すグラフ、第５図は本発明に
よるエンジン過給装置を用いた場合のエンジン回転数を
従来の場合と比較して示すグラフである。
ｌ・・・シリンダ、２・・・ピストン、３・・・排気バ
ルブ、４・・・内気バルク、５・・・ターボチャージャ
ー５ａ・・・排気タービン、５ｂ・・・コンプレッサ、
６・・・燃料噴射ノズル、７・・・燃料パイプ、８．９
−・・吸気管、１０・・・バイパス管、１１−・・リー
トバルブ、１１ ａ−−−支点、１２．１３，１４．２
１−・・連絡管、１５，１６．２２・・・圧力センサ、
１７・・・熱交換器、１７ａ・・・熱交換パイプ、１８
・・・排気管、１９・・・ノズル、２０・・・加圧空気
管、２３・・・制御弁、２４・・・加圧空気留、２５・
・・加圧空気バイブ、２６・・・制御装置（コントロー
ラー）、２７゜２８．２９，３０．３１・・・信号ケー
ブル、３２・・・制御比カケープル、FIG. 1 is an embodiment of a vehicle engine supercharging device according to the present invention, FIG. 2 is a graph showing supercharging pressure when using the engine supercharging device according to the present invention in comparison with a conventional case, and FIG. The figure is a graph showing the change in pressurized air injection amount over time when using the engine supercharging device according to the present invention, and Figure 4 shows the engine output torque when using the engine supercharging device according to the present invention compared to the conventional case. FIG. 5 is a graph showing the engine speed when using the engine supercharging device according to the present invention in comparison with the conventional case. l... Cylinder, 2... Piston, 3... Exhaust valve, 4... Internal air bulk, 5... Turbocharger 5a... Exhaust turbine, 5b... Compressor,
6... Fuel injection nozzle, 7... Fuel pipe, 8.9
--Intake pipe, 10...Bypass pipe, 11--Leet valve, 11 a---Fulcrum, 12.13, 14.2
1-...Connection pipe, 15, 16.22...Pressure sensor,
17... Heat exchanger, 17a... Heat exchange pipe, 18
... Exhaust pipe, 19... Nozzle, 20... Pressurized air pipe, 23... Control valve, 24... Pressurized air reservoir, 25...
... Pressurized air vibe, 26... Control device (controller), 27°28.29, 30.31... Signal cable, 32... Control ratio cable,
Claims (1)
と並列または直列に、噴流ポンプと、該噴流ポンプの噴
射ノズルから噴射する加圧空気を供給する手段とを設け
たことを特徴とする車両エンジンの過給装置。Supercharging of a vehicle engine, characterized in that a jet pump and means for supplying pressurized air injected from an injection nozzle of the jet pump are provided in parallel or in series with an intake supercharging compressor driven by an exhaust turbine. Device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62322759A JPH0270921A (en) | 1987-12-22 | 1987-12-22 | Supercharger for engine for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62322759A JPH0270921A (en) | 1987-12-22 | 1987-12-22 | Supercharger for engine for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0270921A true JPH0270921A (en) | 1990-03-09 |
Family
ID=18147324
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62322759A Pending JPH0270921A (en) | 1987-12-22 | 1987-12-22 | Supercharger for engine for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0270921A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102359413A (en) * | 2011-09-28 | 2012-02-22 | 奇瑞汽车股份有限公司 | Turbocharging system |
| WO2013069675A1 (en) * | 2011-11-07 | 2013-05-16 | いすゞ自動車株式会社 | Start acceleration assistance device |
| WO2013069674A1 (en) * | 2011-11-07 | 2013-05-16 | いすゞ自動車株式会社 | Start acceleration assistance device |
| JP2015086810A (en) * | 2013-10-31 | 2015-05-07 | いすゞ自動車株式会社 | Turbocharger auxiliary system of internal combustion engine and turbocharger auxiliary method of internal combustion engine |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5752633A (en) * | 1980-09-17 | 1982-03-29 | Hino Motors Ltd | Supplementary acceleration system of internal combustion engine with exhaust gas turbine supercharger |
| JPS6114428A (en) * | 1984-06-29 | 1986-01-22 | Hino Motors Ltd | Blowing controller for compressed air to internal-combustion engine |
-
1987
- 1987-12-22 JP JP62322759A patent/JPH0270921A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5752633A (en) * | 1980-09-17 | 1982-03-29 | Hino Motors Ltd | Supplementary acceleration system of internal combustion engine with exhaust gas turbine supercharger |
| JPS6114428A (en) * | 1984-06-29 | 1986-01-22 | Hino Motors Ltd | Blowing controller for compressed air to internal-combustion engine |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102359413A (en) * | 2011-09-28 | 2012-02-22 | 奇瑞汽车股份有限公司 | Turbocharging system |
| WO2013069675A1 (en) * | 2011-11-07 | 2013-05-16 | いすゞ自動車株式会社 | Start acceleration assistance device |
| WO2013069674A1 (en) * | 2011-11-07 | 2013-05-16 | いすゞ自動車株式会社 | Start acceleration assistance device |
| JP2013096398A (en) * | 2011-11-07 | 2013-05-20 | Isuzu Motors Ltd | Assist device for starting and acceleration |
| JP2013096397A (en) * | 2011-11-07 | 2013-05-20 | Isuzu Motors Ltd | Start acceleration assistance device |
| JP2015086810A (en) * | 2013-10-31 | 2015-05-07 | いすゞ自動車株式会社 | Turbocharger auxiliary system of internal combustion engine and turbocharger auxiliary method of internal combustion engine |
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