JP2009079487A - Supercharging device for engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a supercharging device for an engine capable of sufficiently cooling a control part and a motor of an electric supercharger by a simple structure, and reducing vibration transmitted to the electric supercharger. <P>SOLUTION: An engine CE is provided with the electric supercharger 14 and a buttery 37 arranged in an engine room 40. The electric supercharger 14 includes a compressor 33, a motor 34 driving the compressor 33, a voltage control part 36 boosting electric power supplied from the buttery 37 or the like and supplying the power to the motor 34. The buttery 37 is arranged near a suspension tower 51. The compressor 33 of the electric supercharger 14 is arranged near the buttery 37 in the engine room 40. The motor 34 and the voltage control part 36 are arranged in a fender 41. A heat radiating plate 55 is provided at the motor 34, and the heat radiating plate 55 is fixed to a fender dividing frame 39 functioning as a heat sink. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a supercharging device for an engine in which a compressor unit of an electric supercharger is disposed in the vicinity of a battery in an engine room, and at least one of a motor unit and a voltage control unit is disposed in a fender. It is about.

  An electric supercharger for a vehicle engine that uses power supplied from a power source such as an alternator or a battery as a power source is generally known (see, for example, Patent Document 1). Unlike turbochargers and exhaust turbochargers, electric turbochargers can perform desired supercharging with a good response regardless of the engine speed, so they are effective in the low rotation range. The output torque can be increased. For this reason, by providing the electric supercharger, for example, it is possible to achieve downsizing of the engine or its displacement while securing the output torque in the low rotation range, and as a result, the fuel consumption performance can be improved. There is.

The electric supercharger usually introduces electric power into the rotary compressor unit that pressurizes and compresses the intake air flowing in the intake passage, the motor unit that rotationally drives the compressor unit, and the motor unit. And a control unit for controlling the operation of the motor unit, which are generally arranged in the engine room.
JP-T-2004-505201 (paragraph [0011], FIG. 1)

  By the way, a considerable amount of heat is generated in the compressor unit, motor unit or control unit constituting the electric supercharger, but the electrical parts or electronic components mounted on the motor unit or control unit are relatively weak against heat. Therefore, it is necessary to quickly release the generated heat to the outside and cool the motor unit and the control unit. However, since the engine room is considerably hot due to heat released from the engine during operation, it is difficult to sufficiently cool the motor unit and the control unit in the conventional electric supercharger. There is.

  Further, when the vehicle travels, considerable vibration is generated in the vehicle body, but there is a problem that the durability of the control unit is low because the control unit of the electric supercharger is relatively weak against vibration. Furthermore, in recent years, since the number of electric devices mounted on vehicles is increasing, it is strongly required to reduce the power consumption of the electric supercharger and other electric devices.

  The present invention was made to solve the above-described conventional problems, and can sufficiently cool the motor unit and the control unit of the electric supercharger, and can increase the durability of the control unit, Another object of the present invention is to provide an engine supercharging device with high supercharging efficiency that can reduce the power consumption of the electric supercharger.

  An engine supercharging device according to the present invention made to solve the above-described problems includes an electric supercharger and a battery disposed in an engine room. The electric supercharger includes a compressor unit, a motor unit that drives the compressor unit, and a booster circuit unit (or control unit) that boosts power (voltage) supplied from a power source (alternator, battery, etc.) and supplies the boosted power to the motor unit. ). The compressor part of the electric supercharger is disposed in the vicinity of the battery in the engine room. On the other hand, at least one of the motor unit and the booster circuit unit (only the motor unit, only the booster circuit unit, or the motor unit and the booster circuit unit) is at least partially (all or part) positioned in the fender ( Or projecting).

  In the engine supercharging device according to the present invention, a heat radiating plate is provided in the motor portion, and the heat radiating plate is fixed to a frame that partitions the engine room and the fender (hereinafter referred to as “fender partition frame”). (Close) is preferred.

  In the engine supercharging device according to the present invention, the battery is disposed in the engine room in the vicinity of the suspension tower (sustower), and the electric supercharger is located in the vicinity of the battery with respect to the battery in the longitudinal direction of the vehicle body. It is preferable to be disposed at the front or front position.

  In the engine supercharging device according to the present invention, when the engine includes an exhaust turbocharger, a portion of the intake passage connecting the air cleaner and the compressor (pump) of the exhaust turbocharger (hereinafter referred to as “compressor”). It is preferable that an “upstream intake passage” is provided in the vicinity of the battery, and the compressor portion of the electric supercharger is interposed in the compressor upstream intake passage.

  According to the supercharging device for an engine according to the present invention, at least one of the motor unit and the booster circuit unit of the electric supercharger is disposed in the fender having a low temperature. The heat dissipation of the part and / or the booster circuit part can be improved, and these can be sufficiently cooled. Moreover, since the compressor part of the electric supercharger is disposed in the vicinity of the battery, the electric wiring between the battery and the electric supercharger can be shortened, and the wiring resistance can be reduced. For this reason, the power consumption or power loss of the electric supercharger can be reduced.

  In the engine supercharging device according to the present invention, when the heat sink is provided in the motor unit and the heat sink is fixed to the fender partition frame, the heat of the motor unit is low and the heat capacity is large. The frame can be released by heat conduction. That is, the fender compartment frame can be used as a heat sink. For this reason, the heat dissipation of a motor part can be improved and a motor part can fully be cooled.

  In the supercharging device for an engine according to the present invention, when the battery is disposed in the vicinity of the suspension tower and the electric supercharger is disposed at a front or front position with respect to the battery, the electric supercharger Since the vibration is located in the vicinity of the suspension tower, the influence of the vibration of the vehicle body on the electric supercharger can be suppressed, and the durability of the booster circuit unit can be enhanced. Further, since the wiring connecting the electric supercharger and the battery is shortened, the wiring resistance can be reduced, and the power consumption or power loss of the electric supercharger can be further reduced.

  Generally, when assisting supercharging with an electric turbocharger based on an exhaust turbocharger, the supercharging assist performance can be improved by arranging the electric supercharger upstream of the exhaust turbocharger. Accordingly, in the engine supercharging device according to the present invention, when the engine is provided with an exhaust turbocharger, the compressor portion of the electric supercharger is provided (arranged) in the compressor upstream intake passage. The supercharging assist performance by the electric supercharger can be improved, and the supercharging efficiency can be increased. Moreover, since the wiring between the battery and the electric supercharger can be further shortened, the wiring resistance can be further reduced, and the power consumption of the electric supercharger can be further reduced.

  Embodiments 1 and 2 of the present invention will be specifically described below by way of example only with reference to the accompanying drawings. The first embodiment (including modifications) relates to a supercharger of a spark ignition engine typically using gasoline, LPG, hydrogen or the like as a fuel, and the second embodiment (including modifications). Is typically related to a supercharger for a diesel engine using light oil or the like as fuel. In the drawings according to the first and second embodiments, components having the same structure or function or corresponding elements are denoted by the same reference numerals.

(Embodiment 1)
The first embodiment of the present invention will be described below with reference to FIGS. First, a system configuration of a spark ignition type engine equipped with a supercharging device according to Embodiment 1 and its attached devices will be described.
As shown in FIG. 1, in each cylinder (only one cylinder is shown) of the spark ignition type multi-cylinder engine CE, when the intake valve 1 is opened, an air-fuel mixture is introduced into the combustion chamber 3 from the intake port 2. Inhaled. The air-fuel mixture in the combustion chamber 3 is compressed by the piston 4 and is ignited and burned by the spark plug 5 at a predetermined timing. Gas generated by the combustion, that is, exhaust gas is discharged to the exhaust port 7 when the exhaust valve 6 is opened.

  These series of operations are repeated, and the piston 4 repeats reciprocating motion in the cylinder 8. The reciprocating motion of the piston 4 is converted into a rotational motion (torque) of the crankshaft 10 by a link mechanism including a connecting rod (connecting rod) 9 and the like. The rotational motion of the crankshaft 10 is taken out as engine output, and drives the vehicle and also drives auxiliary equipment (not shown) such as an alternator and an air conditioner. The engine CE is driven (cranked) by the engine starter 11 at the start-up until a complete explosion occurs.

  A common intake passage 12 common to all cylinders is provided in an intake system (intake system) that supplies fuel combustion air (intake air) to the combustion chamber 3 of each cylinder of the engine CE. The front end (upstream end) of the common intake passage 12 is open to the atmosphere, and an air cleaner 13 (see FIG. 3) for removing dust and the like in the intake air is provided in the vicinity of the front end portion.

  Further, in the common intake passage 12, an electric supercharger 14 and a compressor 15a (exhaust turbocharger 15) of the exhaust turbocharger 15 are arranged in order from the upstream side in the flow direction of the intake air downstream from the air cleaner 13 (see FIG. 3). A pump) and an air-cooled intercooler 16 are provided. The electric supercharger 14 and the exhaust turbocharger 15 pressurize and compress the intake air to supercharge the engine CE. The intercooler 16 cools the intake air whose temperature has increased due to pressurization and compression (adiabatic compression). In addition, a one-way valve 17 (a check valve) that prevents the backflow of the intake air is provided in the common intake passage 12 slightly downstream of the electric supercharger 14.

  Further, the common intake passage 12 is provided with a bypass intake passage 12a for bypassing the electric supercharger 14 and allowing intake air to pass when the electric supercharger 14 is stopped. Here, a bypass valve 22 (see FIG. 3) is provided in the air cleaner 13, and the bypass valve 22 (see FIG. 3) is configured to supply intake air to the common intake passage 12 in which the electric supercharger 14 is interposed. Or the bypass intake passage 12a is switched.

  Further, a throttle valve 18 that restricts the flow of intake air in the common intake passage 12 according to the amount of depression of an accelerator pedal (not shown) is provided in the common intake passage 12 on the downstream side of the intercooler 16. The throttle valve 18 is a so-called electric throttle valve that is driven to open and close by a drive motor (not shown) according to the accelerator opening. The downstream end of the common intake passage 12 is connected to a surge tank 19 that attenuates the pulsation of the intake air and stabilizes its flow.

  A plurality of independent intake passages 20 for supplying intake air individually to the combustion chambers 3 of the respective cylinders are connected to the surge tank 19, and the downstream ends of the individual intake passages 20 are connected to the intake ports 2 of the corresponding cylinders. ing. Each independent intake passage 20 has a fuel injection valve 21 for injecting fuel (for example, gasoline) into the independent intake passage 20 or the intake port 2 to generate an air-fuel mixture. It is arrange | positioned so that it may face. The engine CE is a port injection engine that injects fuel into the independent intake passage 20 or the intake port 2, but a direct injection engine that directly injects fuel into the combustion chamber 3 may be used. Further, instead of the exhaust turbocharger 15, an optional supercharger other than the electric supercharger, for example, a mechanical supercharger (supercharger) may be provided. Even if the exhaust turbocharger 15 or an alternative supercharger is not provided, it is within the scope of the present invention if the electric supercharger 14 is provided.

  Further, the engine CE is provided with an exhaust system (exhaust system) for exhausting the exhaust gas discharged from each combustion chamber 3 into the atmosphere, and this exhaust system is provided with a common exhaust passage 23 common to each cylinder. It has been. However, when viewed in the flow direction of the exhaust gas, the upstream end vicinity portion (exhaust manifold) branches for each cylinder and is connected to the exhaust port 7 of the corresponding cylinder. The common exhaust passage 23 includes a turbine 15b of the exhaust turbocharger 15 driven by the exhaust gas and a three-way catalyst for purifying the exhaust gas in order from the upstream side in the flow direction of the exhaust gas. The exhaust gas purifying device 24 used is interposed.

  Further, the engine CE is provided with an EGR device 26 that recirculates a part of the exhaust gas in the common exhaust passage 23 to the intake system as EGR gas for the main purpose of reducing the amount of NOx generated by the combustion of the air-fuel mixture. It has been. The EGR device 26 is provided with an EGR passage 27 serving as an EGR gas flow path. Here, the upstream end of the EGR passage 27 (as viewed in the flow direction of the EGR gas) is connected to the common exhaust passage 23 on the upstream side (as viewed in the flow direction of the exhaust gas) from the turbine 15b. On the other hand, the downstream end of the EGR passage 27 is connected to the surge tank 19. In the EGR passage 27, a water-cooled EGR cooler 28 that cools high-temperature (for example, 600 to 800 ° C.) EGR gas and an EGR gas that controls the amount of EGR gas in order from the upstream side in the flow direction of the EGR gas. A control valve 29 is provided.

  The engine CE is provided with a control unit 30 including a computer. The control unit 30 is a comprehensive control device for the engine CE, and performs various controls of the engine CE and various devices or devices related thereto, such as fuel injection control, ignition timing control, and the like. Yes. However, control methods for general control of the engine CE and the like are well known to those skilled in the art, and are not the gist of the present invention.

  Next, a specific structure of the electric supercharger 14 will be described with reference to FIG. As shown in FIG. 2, the electric supercharger 14 pressurizes and compresses the intake air sucked in from the suction port 31 in the direction indicated by the arrow A1, and discharges it from the discharge port 32 in the direction indicated by the arrow A2. , And an electric motor unit 34 that is integrally formed with the compressor unit 33 and rotationally drives the compressor unit 33. The motor part 34 is provided with cooling fins 35 for promoting the heat radiation.

  Furthermore, the electric supercharger 14 includes a voltage control unit 36 (a boost circuit unit) that is separate from the compressor unit 33 and the motor unit 34. The voltage control unit 36 boosts power (voltage) supplied from the battery 37 to the motor unit 34. That is, the output voltage of the battery 37 is approximately 12 V in a normal vehicle, but it is inefficient to drive the motor unit 34 at 12 V. Therefore, in this electric supercharger 14, the output voltage of 12 V of the battery 37 is Is increased to 24 V by the voltage control unit 36 to amplify the current value and increase the efficiency. For this reason, a considerable amount of heat is generated in the voltage control unit 36 during operation of the electric supercharger 14. Although not shown in FIG. 2, a fuse box 38 (see FIG. 3) is provided between the voltage control unit 36 and the battery 37.

  Hereinafter, referring to FIG. 3, various devices or devices such as an engine CE, an electric supercharger 14, an exhaust turbocharger 15, an EGR passage 27, an EGR cooler 28, and a battery 37 in the front part of the vehicle or in the engine room. The arrangement structure will be described. Hereinafter, for convenience, in FIG. 3, the front side (intake manifold side as viewed in the engine width direction) and rear side (exhaust manifold side as viewed in the engine width direction) of the vehicle are respectively referred to as “front” and “rear”. I will say. Further, the left side and the right side of the vehicle toward the front of the vehicle are referred to as “left” and “right”, respectively.

  As shown in FIG. 3, an engine room 40 and a left fender 41 are partitioned by a fender partition frame 39 in the vicinity of the left end of the front portion of the vehicle. Here, the left fender 41 is a space formed between the left fender arch portion 42 (the outer wall portion of the vehicle body) forming the left side wall of the vehicle and the fender partition frame 39. Although not shown, a right fender is formed between the right fender arch portion forming the right side wall of the vehicle and the right fender partition frame even in the vicinity of the right end of the front portion of the vehicle.

  An engine CE is installed horizontally in the engine room 40. That is, the engine CE is arranged such that the crankshaft 10 (see FIG. 1) extends in the left-right direction. An intake manifold 44 is attached to the front side of the engine main body 43 (portion covered by the cylinder head and the cylinder block) arranged to be longitudinal in the left-right direction, and an exhaust manifold 45 is attached to the rear side. ing. Behind the engine main body 43, a compressor 15a and a turbine 15b constituting the exhaust turbocharger 15 are arranged in such a manner that a common rotating shaft extends in the left-right direction.

  The upstream end 12 b of the common intake passage 12 passes through the fender partition frame 39 and opens into the fender 41 slightly on the front side of the engine main body 43. Further, on the left side of the left end portion of the engine main body 43, a water-cooled EGR cooler 28 is disposed in the vicinity of the left end portion so as to be longitudinal in the front-rear direction. The EGR cooler 28 is supplied with cooling water from a water pump 46 disposed near the right end of the engine main body 43.

  Further, in the engine room 40, in the vicinity of the front end thereof, in order from the front side to the rear side, a condenser 47 of an air conditioner (not shown), an intercooler 16, and a radiator 48 for cooling engine cooling water. The spreading surfaces are arranged in series so as to be parallel to each other while being spaced apart from each other. An electric main fan 49 with a relatively large power consumption for mainly cooling the radiator 48 is disposed slightly on the left side slightly behind the radiator 48. On the other hand, an electric sub-fan 50 with a relatively small power consumption for cooling the condenser 47 is disposed in the right part.

  In this vehicle, a left suspension tower 51 is disposed at a position on the left side and the rear side of the engine main body 43 and the EGR cooler 28. A battery 37 is disposed in front of the suspension tower 51 in the vicinity of the suspension tower 51, and a fuse box 38 is disposed on the left side of the battery 37 in proximity to the battery 37.

  A compressor part 33 and a motor part 34 of the electric supercharger 14 are arranged in the vicinity of the battery 37, that is, in the vicinity of the suspension tower 51, on the left front side of the battery 37. Here, the integrally formed compressor section 33 and motor section 34 are arranged in such a posture that the rotation shaft of the motor section 34 extends in the left-right direction. The compressor unit 33 is disposed in the engine room 40, and the motor unit 34 is disposed so as to protrude from the engine room 40 into the fender 41. That is, most (almost all) of the motor unit 34 is disposed in the fender 41.

  Further, on the left side of the battery 37, in the vicinity of the battery, that is, in the vicinity of the suspension tower 51, the voltage control unit 36 of the electric supercharger 14 is disposed. The voltage control unit 36 is disposed in the fender 41 and is attached to the left surface of the fender compartment frame 39 using fasteners such as bolts and nuts (not shown).

  As described above, the motor unit 34 and the voltage control unit 36 of the electric supercharger 14 are disposed in the fender 41 having a temperature lower than that in the engine room 40 (substantially the same as the outside air temperature). The heat dissipation of the part 36 can be enhanced, and these can be sufficiently cooled.

  The motor unit 34 includes a heat radiating plate 55 formed of aluminum or an aluminum alloy. And the heat sink 55 is closely fixed to the surface of the left side of the fender division frame 39 using fasteners, such as a volt | bolt and a nut, for example. Thus, since the heat radiating plate 55 is provided, the heat of the motor unit 34 is released by heat conduction to the fender section frame 39 having a low temperature and a large heat capacity. That is, the fender partition frame 39 functions as a heat sink for cooling the motor unit 34. For this reason, the heat dissipation of the motor part 34 can be improved further, and the motor part 34 can fully be cooled. In addition, you may form the heat sink 55 with metals with high heat conductivity other than aluminum, for example, copper, copper alloy, iron, etc.

  As described above, the electric supercharger 14 is disposed in the vicinity of the battery 37, that is, in the vicinity of the suspension tower 51. However, in the vicinity of the suspension tower 51, vibration is not easily generated in the vehicle body, and thus the electric supercharger 14 is added. Vibration can be reduced or suppressed. For this reason, durability or reliability of the motor part 34 and the voltage control part 36 which are relatively weak against vibration can be improved.

  Further, since the electric supercharger 14 is disposed in the vicinity of the battery 37, the electric wiring for supplying electric power from the battery 37 to the electric supercharger 14 is shortened, and the power distribution structure is made compact or simplified. can do. For this reason, the wiring resistance which concerns on the electric supercharger 14 can be reduced, and the power consumption or electric power loss of the electric supercharger 14 can be reduced.

  Further, since the electric supercharger 14 is interposed in the common intake passage 12 upstream of the compressor 15 of the exhaust turbocharger 15, supercharging to the exhaust turbocharger 15 by the electric supercharger 14 is performed. The assist performance can be improved, and the supercharging efficiency of the engine CE can be increased.

(Modification of Embodiment 1)
As described above, in the engine CE according to Embodiment 1, the voltage control unit 36 of the electric supercharger 14 is arranged in the fender 41. However, the voltage control unit 36 may be disposed in the engine room 40.

  For example, as shown in FIG. 4, the voltage control unit 36 may be disposed slightly in front of the battery box 37 slightly in front of the fuse box 38 and in close contact with the right surface of the fender compartment frame 39. In this case, in order to promote cooling of the voltage control unit 36, a heat sink plate 56 is provided on the left surface of the fender division frame 39 at a position corresponding to the voltage control unit 36 so as to be in close contact with the fender division frame 39. Is preferred. In the electric supercharger 14 according to the modification shown in FIG. 4, the motor unit 34 is not provided with a heat radiating plate.

(Embodiment 2)
The second embodiment of the present invention will be described below with reference to FIGS. However, the second embodiment is substantially the same as the first embodiment, except that the engine is not an ignition spark engine but a diesel engine, and the differences associated therewith. Therefore, in the following, in order to avoid duplication of explanation, differences from the first embodiment will be mainly described.

  As shown in FIGS. 5 and 6, in a diesel engine DE (hereinafter referred to as “engine DE” for short), when the intake valve 1 is opened, a fuel combustion fuel is introduced into the combustion chamber 3 from the intake port 2. Air (intake air) is inhaled. Then, the intake air in the combustion chamber 3 is compressed by the piston 4 to be in a high temperature / high pressure state. Then, near the top dead center of the compression stroke, fuel (light oil or the like) is injected from the fuel injection valve 61 into the high-temperature and high-pressure intake air in the combustion chamber 3, and this fuel self-ignites and burns. The engine DE is not provided with a spark plug. Gas generated by combustion, that is, exhaust gas, is discharged to the exhaust port 7 when the exhaust valve 6 is opened.

  These series of operations are repeated, and the piston 4 repeats reciprocating motion in the cylinder 8. The mechanism for converting the reciprocating motion of the piston 4 into the rotational motion of the crankshaft 10 and the mechanism for starting the engine DE are the same as those of the engine CE according to the first embodiment. The common intake passage 12 is not provided with a throttle valve. The independent intake passage 20 is not provided with a fuel injection valve. Other configurations of the intake system of the engine DE are the same as those of the engine CE according to the first embodiment.

  In the exhaust system of the engine DE, an exhaust gas purification catalyst 63 for purifying exhaust gas and a particulate filter 64 are provided in the common exhaust passage 23 on the downstream side of the turbine 15 b of the exhaust turbocharger 15. The exhaust gas purification catalyst 63 and the particulate filter 64 including the oxidation catalyst are arranged in one casing having heat resistance, and when, for example, the differential pressure before and after the particulate filter 64 exceeds a set value, The exhaust gas purification catalyst 63 is brought into an operating state (for example, fuel injection in the expansion stroke), and the particulate (soot) collected by the particulate filter 64 is burned and removed. Other configurations of the exhaust system of the engine DE are the same as those of the engine CE according to the first embodiment.

  Further, the engine DE is caused to recirculate a part of the exhaust gas in the common exhaust passage 23 as EGR gas to the intake system (surge tank 19) mainly for the purpose of reducing the amount of NOx generated by fuel combustion. A first EGR device 26 including an EGR passage 27, a water-cooled EGR cooler 28, and an EGR control valve 29 is provided. The configuration and function of the first EGR device 26 are basically the same as those of the EGR device 26 of the engine CE according to the first embodiment.

  Further, the engine DE is provided with a second EGR device 65 mainly for the purpose of reducing the amount of NOx generated by the combustion of fuel. The second EGR device 65 is provided with an EGR passage 66 serving as an EGR gas flow path. Here, the upstream end of the EGR passage 66 (as viewed in the flow direction of the EGR gas) is connected to the common exhaust passage 23 on the downstream side of the particulate filter 64. On the other hand, the downstream end of the EGR passage 66 is connected to the common intake passage 12 on the upstream side (as viewed in the direction of intake air flow) from the electric supercharger 14.

  The EGR passage 66 is provided with an air-cooled EGR cooler 67 that cools the EGR gas and an EGR control valve 68 that controls the amount of EGR gas in order from the upstream side in the flow direction of the EGR gas. The structure of the electric supercharger 14 provided in the common intake passage 12 slightly upstream of the compressor 15a of the exhaust turbocharger 15 is the same as that of the electric supercharger 14 according to the first embodiment. Arrangement of various devices or devices such as the engine DE, the electric supercharger 14, the exhaust turbocharger 15, the EGR passage 27, the EGR cooler 28, the battery 37, and the suspension tower 51 in the front part of the vehicle or in the engine room 40 The structure is the same as in the first embodiment.

  Thus, also in the second embodiment, similarly to the first embodiment, the motor unit 34 and the voltage control unit 36 of the electric supercharger 14 can be sufficiently cooled, and the durability of the voltage control unit 36 is increased. The power consumption or power loss of the electric supercharger 14 can be reduced, and the supercharging efficiency of the engine DE can be increased.

(Modification of Embodiment 2)
As described above, in the engine DE according to the second embodiment, the voltage control unit 36 of the electric supercharger 14 is disposed in the fender 41. However, the voltage control unit 36 may be disposed in the engine room 40.

  For example, as shown in FIG. 7, the voltage control unit 36 may be arranged slightly in front of the battery 37 and slightly in front of the fuse box 38 so as to be in close contact with the right surface of the fender compartment frame 39. In this case, in order to promote cooling of the voltage control unit 36, a heat sink plate 56 is provided on the left surface of the fender division frame 39 at a position corresponding to the voltage control unit 36 so as to be in close contact with the fender division frame 39. Is preferred. In addition, in the electric supercharger 14 according to the modification shown in FIG.

It is a schematic diagram which shows the system configuration | structure of the spark ignition type engine provided with the supercharging device which concerns on Embodiment 1 of this invention. It is a perspective view of the electric supercharger of the engine shown in FIG. 2 is a schematic plan view showing an arrangement structure of an engine, an electric supercharger, an exhaust turbocharger, a battery, a suspension tower, and the like in the engine room according to Embodiment 1. FIG. FIG. 5 is a schematic plan view showing an arrangement structure of an engine, an electric supercharger, an exhaust turbocharger, a battery, a suspension tower, and the like in an engine room according to a modification of the first embodiment. It is a schematic diagram which shows the system configuration | structure of the diesel engine provided with the supercharging apparatus which concerns on Embodiment 2 of this invention. 6 is a schematic plan view showing an arrangement structure of an engine, an electric supercharger, an exhaust turbocharger, a battery, a suspension tower, and the like in an engine room according to Embodiment 2. FIG. FIG. 9 is a schematic plan view showing an arrangement structure of an engine, an electric supercharger, an exhaust turbocharger, a battery, a suspension tower, and the like in an engine room according to a modification of the second embodiment.

Explanation of symbols

  CE spark ignition engine, DE diesel engine, 1 intake valve, 2 intake port, 3 combustion chamber, 4 piston, 5 spark plug, 6 exhaust valve, 7 exhaust port, 8 cylinder, 9 connecting rod, 10 crankshaft, 11 engine starter , 12 Common intake passage, 12a Bypass intake passage, 12b End of common intake passage, 13 Air cleaner, 14 Electric supercharger, 15 Exhaust turbocharger, 15a Compressor (pump), 15b Turbine, 16 intercooler, 17 One way Valve, 18 Throttle valve, 19 Surge tank, 20 Independent intake passage, 21 Fuel injection valve, 23 Common exhaust passage, 24 Exhaust gas purification device, 26 EGR device (first EGR device), 27 EGR passage, 28 EGR cooler, 29 EGR control valve, 30 Troll unit, 31 inlet, 32 outlet, 33 compressor, 34 motor, 35 cooling fin, 36 voltage controller, 37 battery, 38 fuse box, 39 fender compartment frame, 40 engine room, 41 fender, 42 fender arch Part, 43 engine body part, 44 intake manifold, 45 exhaust manifold, 46 water pump, 47 condenser, 48 radiator, 49 main fan, 50 sub fan, 51 suspension tower, 55 heat sink, 56 heat sink plate, 61 fuel injection valve, 63 exhaust gas purification catalyst, 64 particulate filter, 65 second EGR device, 66 EGR passage, 67 EGR cooler, 68 EGR control valve.

Claims (4)

An electric supercharger having a compressor unit, a motor unit that drives the compressor unit, and a booster circuit unit that boosts power supplied from a power source and supplies the boosted power to the motor unit;
An engine supercharging device comprising a battery disposed in an engine room,
While the compressor part of the electric supercharger is arranged in the engine room in the vicinity of the battery, at least one of the motor part and the booster circuit part is arranged so that at least a part thereof is located in the fender. An engine supercharging device characterized by that.   2. The engine supercharging device according to claim 1, wherein the motor unit includes a heat radiating plate, and the heat radiating plate is fixed to a frame that partitions the engine room and the fender. 3. The battery is placed near the suspension tower in the engine room,
2. The engine supercharging device according to claim 1, wherein the electric supercharger is disposed in a front or front position with respect to the battery in the vicinity of the battery in the front-rear direction of the vehicle body. . The engine is equipped with an exhaust turbocharger,
The portion of the intake passage that connects the air cleaner and the compressor of the exhaust turbocharger is disposed in the vicinity of the battery, and the compressor portion of the electric supercharger is interposed in the portion of the intake passage. The engine supercharging device according to claim 1.

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