JP2006250137A - Turbo lag eliminator - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To eliminate turbo lag of an engine with a turbo charger. <P>SOLUTION: Focusing on stop of fuel supply to the engine when a vehicle decelerates while travelling, engine exhaust during deceleration is stored in an air reserver tank installed as described above as clean compressed air by using a compressing function which the engine itself has. During acceleration after the deceleration of the vehicle, the stored compressed air is sprayed on an exhaust side rotary vane of the turbo charger for assisting to instantly raise the rotational frequency of the turbo charger having been lowered by the deceleration of the vehicle. At the same time, the air is blown from the oblique direction of assisting intake air flow toward the direction of an intake valve of the engine from an intake tube nearer the engine than an intake side rotary vane of the turbo charger, which enables to instantly supply the fuel to the engine and eliminates the turbo lag. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

The present invention is an apparatus devised to eliminate the dullness of the rotation increase (“turbo lag”) that occurs when the rotation of the engine is increased from a low rotation, which is a drawback of the “turbocharged engine” mounted on an automobile or the like. About.

"Turbo lag" is considered to be the fate of "turbo engine", and this problem is difficult to solve, so the supercharger ensures more reliable intake air supply at low engine speeds by driving the compressor with engine torque In addition to using the power of the engine to drive the compressor, there is a problem that fuel consumption deteriorates due to an increase in weight due to the installation of a heavy device called a compressor.

When the engine speed decreases, the amount of exhaust gas from the engine decreases, so the speed of the “turbocharger” also decreases.
In this state, when trying to increase the engine speed, the inertial force generated due to the mass of the rotating part of the “turbocharger” becomes an obstacle, and the rotational speed of the rotating part of the “turbocharger” is considerably increased. Exhaust gas flow rate (pressure) is required.
This means that when the engine speed increases from a low engine speed with a small amount of exhaust gas, the “turbocharger” speed increases slowly, and the increase in supply to the engine also slows.
If the increase in supply to the engine is slow, the increase in engine speed will also be slow.
If the engine speed rises slowly, a rise in the exhaust gas amount, which is the driving force of the “turbocharger”, slows down, and a vicious cycle occurs in which the rotation rise of the “turbocharger” also slows down.
This phenomenon (generally called “turbo lag”) is a fatal drawback of an engine equipped with a “turbocharger” that prevents an instantaneous increase in rotation from a low engine speed.
The problem is how to solve this problem and increase the engine speed instantaneously.

For example, paying attention to the fact that the fuel supply to the engine stops when the car decelerates while traveling, the engine exhaust at the time of deceleration is installed as clean compressed air using the compression function of the engine itself Store in "air reservoir tank".
Then, when accelerating after the car decelerated, the above was stored in the “exhaust-side rotor blade” of the “turbocharger” as an aid to instantaneously increase the number of revolutions of the “turbocharger” that was lowered due to the deceleration of the car Spray with compressed air.
At the same time, the air is blown in from an oblique direction that assists the intake airflow from the intake pipe closer to the engine than the “intake side rotor blade” of the “turbocharger” toward the “intake valve” of the engine. This allows the engine to be instantaneously charged and wipes away the “turbo lag”.

As described above, the “turbo lag removing device” of the present invention solves the problem of “accelerator response” (“turbo lag”) that automobile manufacturers have faced for many years with regard to vehicles equipped with “turbochargers”.

High combustion efficiency can be maintained at all times by preventing a decrease in the supply of the engine with “turbo”, which is set to a low compression ratio in consideration of supply, and as a result, it can contribute to prevention of environmental pollution caused by exhaust gas.

An “air reservoir tank” with a capacity corresponding to the engine displacement will be installed near the “turbocharger”. (To shorten the piping distance and reduce material costs)

Piping from the exhaust pipe part before the "exhaust-side rotor blade" of the "turbocharger" to the "air reservoir tank" is installed, and "pressure holding valve" is installed in the pipe receiving part of the "air reservoir tank" To do.

A valve that can close the exhaust pipe is provided between the pipe installed above and the “exhaust rotor blade” of the “turbocharger”.
(The opening / closing timing of the installation valve is set to open with a certain time difference after the fuel injection device of the engine is closed.)
(To open the valve when exhaust gas in the exhaust pipe is completely exhausted and clean air is flowing)

Install the “air pressure relief valve” at the bottom of the “air reservoir tank”.
(Because it also serves the purpose of draining condensed water, it must be installed at the bottom of the tank to prevent the drained water from splashing on other parts.)

Install one outlet for compressed air from the “air reservoir tank”.

A valve that can close the piping is installed in the outlet.
(Valve opening / closing timing is set so that it opens when the accelerator opening exceeds a certain limit.)

The pipe is divided into two parts before the opening / closing valve (the direction in which the compressed air flows).

One of the above installed pipes is installed obliquely at the portion immediately before the “turbocharger” attachment of the exhaust pipe so that the compressed air is blown to the “exhaust-side rotor blade” of the “turbocharger”.

The other pipe is blown diagonally into the intake pipe by blowing it into the intake pipe closer to the engine than the "intake-side rotor blade" of the "turbocharger" in the direction of the intake valve toward the intake valve of the engine. Install from.

[Figure 1]
It is an implementation figure of the present invention.

Claims (1)

1 Use the exhaust from the engine stored as compressed air to control the rotation speed of the turbocharger.
2 Use clean air from the engine generated when the fuel supply to the engine is stopped (engine braking) for intake into the engine.

Images