JP2011179363A - Turbocharger auxiliary device - Google Patents

Turbocharger auxiliary device Download PDF

Info

Publication number
JP2011179363A
JP2011179363A JP2010042745A JP2010042745A JP2011179363A JP 2011179363 A JP2011179363 A JP 2011179363A JP 2010042745 A JP2010042745 A JP 2010042745A JP 2010042745 A JP2010042745 A JP 2010042745A JP 2011179363 A JP2011179363 A JP 2011179363A
Authority
JP
Japan
Prior art keywords
pressurized air
air
compressor
valve
intake 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
Application number
JP2010042745A
Other languages
Japanese (ja)
Inventor
Yoshihisa Tashiro
欣久 田代
Kazunari Yamamoto
和成 山本
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Isuzu Motors Ltd
Original Assignee
Isuzu Motors Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Isuzu Motors Ltd filed Critical Isuzu Motors Ltd
Priority to JP2010042745A priority Critical patent/JP2011179363A/en
Publication of JP2011179363A publication Critical patent/JP2011179363A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • 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

Abstract

<P>PROBLEM TO BE SOLVED: To provide a turbocharger auxiliary device that can accurately switch timing of changing an intake air into a pressurized air to supply the air to the turbocharger within a whole load range, for example, at acceleration. <P>SOLUTION: A turbine 15 of a turbocharger 13 is connected to an exhaust manifold 12 side, a compressor 14 of the turbocharger 13 is connected with an upstream intake pipe 16a, and an air tank 24 is connected with the upstream intake pipe 16a via a pressurized air supply pipe 25. At the acceleration, the turbocharger auxiliary device supplies the pressurized air inside the air tank 24 to the compressor 14 through the upstream intake pipe 16a. An electromagnetic valve 27 for the pressurized air is connected with the pressurized air supply pipe 25 and a check valve 30 is connected with an upstream of the upstream intake pipe 16a with which the pressurized air supply pipe 25 is connected. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

本発明は、過給機付きディーゼルエンジンの吸排気装置に係り、特にその吸排気装置の過給機の過給特性を向上させるための過給補助装置に関するものである。   The present invention relates to an intake / exhaust device for a diesel engine with a supercharger, and more particularly to a supercharging assist device for improving the supercharging characteristics of a supercharger of the intake / exhaust device.

図４は、過給機付きディーゼルエンジンの吸排気装置を示したものである。   FIG. 4 shows an intake / exhaust device of a turbocharged diesel engine.

図４において、ディーゼルエンジン１０の吸気マニホールド１１と排気マニホールド１２は、過給機１３のコンプレッサ１４とタービン１５にそれぞれ連結され、エアクリーナ１７より上流側吸気管１６ａに吸引された空気がコンプレッサ１４で昇圧され、下流側吸気管１６ｂのインタークーラ１８を通って冷却されて吸気マニホールド１１からディーゼルエンジン１０に供給され、ディーゼルエンジン１０からの排気ガスは、排気マニホールド１２に排出され、タービン１５を駆動した後、排気管２０に排気される。また排気管２０と上流側吸気管１６ａには排気ガスの一部をエンジン１０の吸気系である吸気マニホールド１１等に戻してＮＯｘを低減するためのＥＧＲ管２１が接続され、そのＥＧＲ管２１にＥＧＲクーラ２２とＥＧＲバルブ２３とが接続される。   In FIG. 4, the intake manifold 11 and the exhaust manifold 12 of the diesel engine 10 are respectively connected to the compressor 14 and the turbine 15 of the supercharger 13, and the air sucked into the intake pipe 16 a upstream from the air cleaner 17 is boosted by the compressor 14. After being cooled through the intercooler 18 of the downstream side intake pipe 16 b and supplied from the intake manifold 11 to the diesel engine 10, the exhaust gas from the diesel engine 10 is discharged to the exhaust manifold 12 and drives the turbine 15. The exhaust pipe 20 is exhausted. Further, an EGR pipe 21 is connected to the exhaust pipe 20 and the upstream side intake pipe 16a to return a part of the exhaust gas to the intake manifold 11 or the like that is an intake system of the engine 10 to reduce NOx. The EGR cooler 22 and the EGR valve 23 are connected.

この過給機付きディーゼルエンジンの吸排気装置おいて、通常の過給の場合、過給遅れが有り、アクセルを踏んでも中々過給圧が上がらないため、加速不良、スモーク不良が発生する不具合を解消するために、特許文献１に示されるような過給補助装置が組み込まれる。   In this turbocharged diesel engine intake / exhaust system, in the case of normal supercharging, there is a delay in supercharging, and even if the accelerator is stepped on, the supercharging pressure does not rise halfway. In order to solve the problem, a supercharging assist device as shown in Patent Document 1 is incorporated.

この過給補助装置は、エアクリーナ１７と過給機１３のコンプレッサ１４の吸気入り口の間の上流側吸気管１６ａに加圧空気を供給するエアータンク２４の加圧空気供給管２５を接続し、そのエアータンク２４に加圧空気を供給するエアポンプ２６を接続して構成される。このエアータンク２４内に溜められた加圧空気（１ＭＰａ程度）を、加速等にあわせて上流側吸気管１６ａに供給することで、過給機１３の過給圧が一気に上がり、空気量に見合った燃料が導入されるので、加速等が促進される。消費したエアーを補充するためのエアポンプ２６は、電動エアポンプまたはエンジンに装着されたコンプレッサーで構成し、そのエアポンプ２６により加圧空気を速やかに、エアータンク２４内に供給する。   This supercharging assist device connects a pressurized air supply pipe 25 of an air tank 24 for supplying pressurized air to an upstream side intake pipe 16a between an air cleaner 17 and an intake inlet of a compressor 14 of a supercharger 13, An air pump 26 for supplying pressurized air to the air tank 24 is connected. By supplying the pressurized air (about 1 MPa) stored in the air tank 24 to the upstream side intake pipe 16a in accordance with acceleration or the like, the supercharging pressure of the supercharger 13 rises at a stretch and matches the amount of air. As fuel is introduced, acceleration and the like are promoted. The air pump 26 for replenishing the consumed air is constituted by an electric air pump or a compressor attached to the engine, and the air pump 26 quickly supplies pressurized air into the air tank 24.

この加速時にエアータンク２４内の加圧空気を吸気系に供給するためには、加圧空気供給管２５に加圧空気用電磁弁２７を接続し、上流側吸気管１６ａに吸気用電磁弁２８を接続し、ＥＣＵ（エンジンコントロールユニット）が、アクセルが所定量踏み込まれたとき、加圧空気用電磁弁２７を開とし、吸気用電磁弁２８を閉に切り換えるように制御している。   In order to supply the pressurized air in the air tank 24 to the intake system at the time of acceleration, a pressurized air electromagnetic valve 27 is connected to the pressurized air supply pipe 25 and the intake electromagnetic valve 28 is connected to the upstream intake pipe 16a. When the accelerator is depressed by a predetermined amount, the ECU (engine control unit) controls to open the pressurized air electromagnetic valve 27 and switch the intake electromagnetic valve 28 to closed.

特表２０００−５０４３８５号公報Special Table 2000-504385

しかしながら、加圧空気用電磁弁２７と吸気用電磁弁２８の開閉動は、ＥＣＵで正確にコントロールできるものの、加圧空気用電磁弁２７と吸気用電磁弁２８からコンプレッサ１４に至る系路の長さは車両によって異なるため、実際の加圧空気用電磁弁２７の開のタイミングと吸気用電磁弁２８の閉のタイミングを適切に設定するのは困難である。   However, the opening and closing movements of the pressurized air solenoid valve 27 and the intake solenoid valve 28 can be accurately controlled by the ECU, but the length of the path from the pressurized air solenoid valve 27 and the intake solenoid valve 28 to the compressor 14 is long. Since the length varies depending on the vehicle, it is difficult to appropriately set the actual opening timing of the pressurized air solenoid valve 27 and the closing timing of the intake solenoid valve 28.

よって、加圧空気用電磁弁２７の開のタイミングが早く、吸気用電磁弁２８の閉のタイミングが遅い場合、加圧空気は、吸気用電磁弁２８を介してエアクリーナ１７側に抜けるため、過給圧の上がりが遅くなる。また、加圧空気用電磁弁２７の開のタイミングが遅く、吸気用電磁弁２８の閉のタイミングが早い場合、吸気系内の空気の導入不足になりエンジンが不調になる可能性がある。   Therefore, when the opening timing of the pressurized air solenoid valve 27 is early and the closing timing of the intake solenoid valve 28 is late, the pressurized air escapes to the air cleaner 17 side through the intake solenoid valve 28. Increase in supply pressure is delayed. If the opening timing of the pressurized air solenoid valve 27 is late and the closing timing of the intake solenoid valve 28 is early, there is a possibility that the introduction of air in the intake system will be insufficient and the engine will malfunction.

ここで、系路を考慮して両電磁弁２７，２８の開閉タイミングを合わせることは可能であるが、加圧空気供給管２５を流れる加圧空気の流速は一定にできても、エアークリーナ１７から上流側吸気管１６ａに流れる空気は、エンジン回転数及び負荷により、その流速は一定でなく、全負荷領域で両電磁弁２７，２８の開閉のタイミングを合わせることは難しい問題がある。   Here, it is possible to match the opening and closing timings of the electromagnetic valves 27 and 28 in consideration of the system path, but the air cleaner 17 can be used even if the flow rate of the pressurized air flowing through the pressurized air supply pipe 25 can be constant. The flow rate of the air flowing from the first to the upstream side intake pipe 16a is not constant depending on the engine speed and load, and it is difficult to match the opening and closing timings of the electromagnetic valves 27 and 28 in the entire load region.

そこで、本発明の目的は、上記課題を解決し、加速時等に、吸気空気から加圧空気に切り換えて過給機に空気を供給する際に全負荷領域でそのタイミングを正確に切り換えることができる過給補助装置を提供することにある。   Accordingly, an object of the present invention is to solve the above-mentioned problems and to accurately switch the timing in the full load region when switching from intake air to pressurized air and supplying air to the turbocharger during acceleration or the like. It is in providing the supercharging assistance device which can be performed.

上記目的を達成するために請求項１の発明は、過給機のタービンを排気マニホールド側に、コンプレッサを上流側吸気管に接続し、その上流側吸気管に加圧空気供給管を介してエアータンクに接続し、加速時にエアータンク内の加圧空気を上流側吸気管を通して上記コンプレッサに供給するための過給補助装置において、加圧空気供給管に加圧空気用電磁弁を接続し、加圧空気供給管が接続された上流側吸気管の上流側にチェック弁を接続したことを特徴とする過給補助装置である。   In order to achieve the above object, according to the first aspect of the present invention, the turbocharger turbine is connected to the exhaust manifold side, the compressor is connected to the upstream intake pipe, and the upstream intake pipe is connected to the air via a pressurized air supply pipe. In a supercharging assist device that is connected to a tank and supplies pressurized air in the air tank to the compressor through the upstream intake pipe during acceleration, a pressurized air solenoid valve is connected to the pressurized air supply pipe to The supercharging assist device is characterized in that a check valve is connected to an upstream side of an upstream side intake pipe to which a compressed air supply pipe is connected.

請求項２の発明は、チェック弁が、上流側吸気管内に設けられ先端がコンプレッサ側に凸となる断面三角形状の弁座ケースに、その弁座を開閉するリード弁とそのリード弁の開放位置を保持するストッパーとを重ねてボルトで固定して構成される請求項１記載の過給補助装置である。   In the invention of claim 2, a reed valve for opening and closing the reed valve and an open position of the reed valve are provided in a valve seat case having a triangular cross section provided in the upstream side intake pipe and having a tip projecting toward the compressor. The supercharging assisting device according to claim 1, wherein the supercharging assisting device is configured such that a stopper that holds the hood is overlapped and fixed with a bolt.

請求項３の発明は、過給機のコンプレッサの吸引力で、チェック弁を開いてエアクリーナからの空気を上流側吸気管を通してコンプレッサに供給し、加圧空気用電磁弁が開いたとき、加圧空気供給管からの加圧空気でチェック弁を閉じて加圧空気を上記コンプレッサに供給する請求項１又は２記載の過給補助装置である。   According to the invention of claim 3, when the check valve is opened by the suction force of the compressor of the supercharger and the air from the air cleaner is supplied to the compressor through the upstream side intake pipe, the pressurized air solenoid valve is opened. The supercharging assist device according to claim 1 or 2, wherein the check valve is closed with pressurized air from an air supply pipe to supply the compressed air to the compressor.

本発明によれば、上流側吸気管の上流側に接続する弁を従来の電磁弁に代えてチェック弁を接続することで、過給機のコンプレッサ側の吸気空気を加圧空気に切り換える際に、タイミングの遅れがなく、しかも管路長やエンジン回転数−負荷にかかわらず適切に切り換えることができるという優れた効果を発揮するものである。   According to the present invention, when the check valve is connected instead of the conventional solenoid valve instead of the valve connected to the upstream side of the upstream side intake pipe, the intake air on the compressor side of the supercharger is switched to pressurized air. There is no delay in timing, and the excellent effect is achieved that switching can be performed appropriately regardless of the pipe length and the engine speed-load.

本発明の過給機付きディーゼルエンジンの吸排気装置に組み込まれた過給補助装置の一実施の形態を示す図である。It is a figure which shows one Embodiment of the supercharging auxiliary | assistance apparatus integrated in the intake / exhaust apparatus of the diesel engine with a supercharger of this invention. 図１におけるチェック弁の詳細を示す斜視図である。It is a perspective view which shows the detail of the check valve in FIG. 図１に示したチェック弁の拡大断面図である。It is an expanded sectional view of the check valve shown in FIG. 従来の過給機付きディーゼルエンジンの吸排気装置に組み込まれた過給補助装置を示す図である。It is a figure which shows the supercharging assistance apparatus integrated in the intake / exhaust apparatus of the conventional diesel engine with a supercharger.

以下、本発明の好適な一実施の形態を添付図面に基づいて詳述する。   A preferred embodiment of the present invention will be described below in detail with reference to the accompanying drawings.

図１は過給機付きディーゼルエンジンの吸排気装置に組み込まれた過給補助装置を示し、基本的には図４で説明した構成と同じであり、同一部材には同一符号を付して説明する。   FIG. 1 shows a supercharging assist device incorporated in an intake / exhaust device of a diesel engine with a supercharger, which is basically the same as the configuration described in FIG. 4, and the same members are denoted by the same reference numerals. To do.

図１において、ディーゼルエンジン１０の吸気マニホールド１１と排気マニホールド１２は、過給機１３のコンプレッサ１４とタービン１５にそれぞれ連結され、エアクリーナ１７より上流側吸気管１６ａに吸引された空気がコンプレッサ１４で昇圧され、下流側吸気管１６ｂのインタークーラ１８を通って冷却されて吸気マニホールド１１からディーゼルエンジン１０に供給され、ディーゼルエンジン１０からの排気ガスは、排気マニホールド１２に排出され、タービン１５を駆動した後、排気管２０に排気される。また排気管２０と上流側吸気管１６ａには排気ガスの一部をエンジン１０の吸気系である吸気マニホールド１１等に戻してＮＯｘを低減するためのＥＧＲ管２１が接続され、そのＥＧＲ管２１にＥＧＲクーラ２２とＥＧＲバルブ２３とが接続される。   In FIG. 1, an intake manifold 11 and an exhaust manifold 12 of a diesel engine 10 are respectively connected to a compressor 14 and a turbine 15 of a supercharger 13, and air sucked into an intake pipe 16 a upstream from an air cleaner 17 is boosted by the compressor 14. After being cooled through the intercooler 18 of the downstream side intake pipe 16 b and supplied from the intake manifold 11 to the diesel engine 10, the exhaust gas from the diesel engine 10 is discharged to the exhaust manifold 12 and drives the turbine 15. The exhaust pipe 20 is exhausted. Further, an EGR pipe 21 is connected to the exhaust pipe 20 and the upstream side intake pipe 16a to return a part of the exhaust gas to the intake manifold 11 or the like that is an intake system of the engine 10 to reduce NOx. The EGR cooler 22 and the EGR valve 23 are connected.

過給補助装置は、エアクリーナ１７と過給機１３のコンプレッサ１４の吸気入り口の間の上流側吸気管１６ａに圧縮空気を供給するエアータンク２４の加圧空気供給管２５を接続し、そのエアータンク２４に加圧空気を供給するエアポンプ２６を接続して構成される。   The supercharging assist device connects a pressurized air supply pipe 25 of an air tank 24 that supplies compressed air to an upstream side intake pipe 16a between an air cleaner 17 and an intake inlet of a compressor 14 of the supercharger 13, and the air tank. 24 is connected to an air pump 26 for supplying pressurized air.

本発明においては、加圧空気供給管２５に、従来と同様に加圧空気用電磁弁２７を接続し、加圧空気供給管２５が接続される上流側吸気管１６ａの上流側に、チェック弁（リード弁）３０を接続するようにしたものである。   In the present invention, a pressurized air electromagnetic valve 27 is connected to the pressurized air supply pipe 25 in the same manner as in the prior art, and a check valve is provided upstream of the upstream intake pipe 16a to which the pressurized air supply pipe 25 is connected. (Reed valve) 30 is connected.

このチェック弁（リード弁）３０の詳細を図２、図３により説明する。   Details of the check valve (reed valve) 30 will be described with reference to FIGS.

図２、図３に示すように、チェック弁３０は、上流側吸気管１６ａに接続する断面三角形状の弁座ケース３１に、その弁座を開閉するリード弁３２、３２とそのリード弁３２，３２の開放位置を保持するストッパー３３，３３を重ねてボルト３４，３４で固定して構成される。   As shown in FIGS. 2 and 3, the check valve 30 includes a reed valve 32, 32 for opening and closing the valve seat, a reed valve 32, and a reed valve 32, which are connected to the upstream intake pipe 16a. The stoppers 33 and 33 which hold | maintain the open position of 32 are piled up, and it fixes and is comprised with the volt | bolts 34 and 34.

弁座ケース３１は、対向した三角形状板３５の両側に弁座板３６が設けられ、その三角形状板３５と弁座板３６の周囲に、上流側吸気管１６ａに接続するフランジ３７が設けられて形成される。両側の弁座板３６には、それぞれ４つの弁座３８（図３）が形成される。リード弁３２は、これら弁座３８を閉じるように４枚のリード部３２ａが基部で一体に連結されて形成される。ストッパー３３は、４枚のリード部３２ａが開いたときの開放位置を規制するように、その先端部３３ａが弁座板３６から離れるように形成されると共に、リード部３２ａに圧力を作用させるための逆三角形の穴３９が形成される。   The valve seat case 31 is provided with valve seat plates 36 on both sides of the opposing triangular plate 35, and a flange 37 connected to the upstream side intake pipe 16 a is provided around the triangular plate 35 and the valve seat plate 36. Formed. Four valve seats 38 (FIG. 3) are formed on the valve seat plates 36 on both sides. The reed valve 32 is formed by integrally connecting four lead portions 32a at the base so as to close these valve seats 38. The stopper 33 is formed so that its tip end portion 33a is separated from the valve seat plate 36 so as to restrict the opening position when the four lead portions 32a are opened, and to apply pressure to the lead portion 32a. The inverted triangular hole 39 is formed.

このチェック弁（リード弁）３０は、弁座ケース３１の先端がコンプレッサ側に凸となるように上流側吸気管１６ａに設けられ、コンプレッサ１４の吸引力で、図３に示すようにリード弁３２が開いて、エアクリーナ１７から空気が矢印のように吸引されて弁座３８を通して、コンプレッサ１４側に流れる。また、チェック弁（リード弁）３０の下流側の圧力が高くなれば、リード弁３２が弁座３８を閉じるようになっている。   The check valve (reed valve) 30 is provided in the upstream side intake pipe 16a so that the tip of the valve seat case 31 protrudes toward the compressor side, and the reed valve 32 as shown in FIG. Is opened, air is sucked from the air cleaner 17 as shown by the arrow, and flows through the valve seat 38 to the compressor 14 side. Further, when the pressure on the downstream side of the check valve (reed valve) 30 becomes higher, the reed valve 32 closes the valve seat 38.

次に本実施の形態の作用を説明する。   Next, the operation of this embodiment will be described.

上流側吸気管１６ａに、チェック弁（リード弁）３０を接続することにより、エアークリーナ１７側の流れは吸気側に一定方向の流れとなる。   By connecting a check valve (reed valve) 30 to the upstream side intake pipe 16a, the flow on the air cleaner 17 side becomes a flow in a fixed direction on the intake side.

したがって加速等のシグナルにより、加圧空気用電磁弁２７が開となり、エアータンク２４からの加圧空気が加圧空気供給管２５を通して上流側吸気管１６ａに流れ、チェック弁３０とコンプレッサ１４間の圧力が大気より高くなると、チェック弁３０は自動的に閉となり、コンプレッサ１４の吸気の圧力を直ちに上昇させることができる。   Accordingly, the electromagnetic valve 27 for pressurized air is opened by a signal such as acceleration, and the pressurized air from the air tank 24 flows to the upstream intake pipe 16 a through the pressurized air supply pipe 25, and between the check valve 30 and the compressor 14. When the pressure becomes higher than the atmosphere, the check valve 30 is automatically closed, and the pressure of the intake air of the compressor 14 can be immediately increased.

このチェック弁３０により加圧空気用電磁弁２７の開のタイミングは、加圧空気供給管２５と、エアクリーナ１７とコンプレッサ１４間の上流側吸気管１６ａとの系路長にかかわらず、またエンジン１０の回転数、負荷に関係なく、自動で調整可能となりエアータンク２４の空気のロスや空気の供給不足による過給の不具合は解消できる。   The opening timing of the pressurized air solenoid valve 27 by the check valve 30 is the same regardless of the length of the pressurized air supply pipe 25 and the system path length between the air cleaner 17 and the upstream side intake pipe 16a between the compressor 14 and the engine 10. Regardless of the number of rotations and the load, the adjustment can be automatically made, and the problem of supercharging due to air loss of the air tank 24 or insufficient supply of air can be solved.

その後、加圧空気用電磁弁２７が閉じられた際には、チェック弁３０が直ちに自動的に圧力差で開くため、加圧空気とエアクリーナ１７からの吸気空気の切り換えも直ちに行え、吸気空気の供給不足を生じることなく切り換えることができる。   Thereafter, when the pressurized air solenoid valve 27 is closed, the check valve 30 is automatically opened with a pressure difference immediately, so that the switching between the pressurized air and the intake air from the air cleaner 17 can be performed immediately. Switching can be performed without causing supply shortage.

１２ 排気マニホールド
１３ 過給機
１４ コンプレッサ
１５ タービン
１６ａ 上流側吸気管
２４ エアータンク
２５ 加圧空気供給管
２７ 加圧空気用電磁弁
３０ チェック弁 12 Exhaust Manifold 13 Supercharger 14 Compressor 15 Turbine 16a Upstream Intake Pipe 24 Air Tank 25 Pressurized Air Supply Pipe 27 Pressurized Air Solenoid Valve 30 Check Valve

Claims (3)

過給機のタービンを排気マニホールド側に、コンプレッサを上流側吸気管に接続し、その上流側吸気管に加圧空気供給管を介してエアータンクに接続し、加速時にエアータンク内の加圧空気を上流側吸気管を通して上記コンプレッサに供給するための過給補助装置において、加圧空気供給管に加圧空気用電磁弁を接続し、加圧空気供給管が接続された上流側吸気管の上流側にチェック弁を接続したことを特徴とする過給補助装置。   The turbocharger turbine is connected to the exhaust manifold, the compressor is connected to the upstream intake pipe, and the upstream intake pipe is connected to the air tank via the pressurized air supply pipe. In the supercharging assist device for supplying the compressed air to the compressor through the upstream intake pipe, a pressurized air solenoid valve is connected to the pressurized air supply pipe, and the upstream of the upstream intake pipe to which the pressurized air supply pipe is connected. A supercharging assist device characterized in that a check valve is connected to the side. チェック弁が、上流側吸気管内に設けられ先端がコンプレッサ側に凸となる断面三角形状の弁座ケースに、その弁座を開閉するリード弁とそのリード弁の開放位置を保持するストッパーとを重ねてボルトで固定して構成される請求項１記載の過給補助装置。   A check valve is provided in the upstream intake pipe, and a reed valve that opens and closes the valve seat and a stopper that holds the open position of the reed valve are stacked on a triangular valve seat case that protrudes toward the compressor. The supercharging assistance device according to claim 1, wherein the supercharging assistance device is configured to be fixed with a bolt. 過給機のコンプレッサの吸引力で、チェック弁を開いてエアクリーナからの空気を上流側吸気管を通してコンプレッサに供給し、加圧空気用電磁弁が開いたとき、加圧空気供給管からの加圧空気でチェック弁を閉じて加圧空気を上記コンプレッサに供給する請求項１又は２記載の過給補助装置。   With the suction force of the compressor of the turbocharger, the check valve is opened and air from the air cleaner is supplied to the compressor through the upstream side intake pipe, and when the pressurized air solenoid valve is opened, the pressure from the pressurized air supply pipe is increased. The supercharging assist device according to claim 1 or 2, wherein the check valve is closed with air and pressurized air is supplied to the compressor.
JP2010042745A 2010-02-26 2010-02-26 Turbocharger auxiliary device Pending JP2011179363A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2010042745A JP2011179363A (en) 2010-02-26 2010-02-26 Turbocharger auxiliary device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2010042745A JP2011179363A (en) 2010-02-26 2010-02-26 Turbocharger auxiliary device

Publications (1)

Publication Number Publication Date
JP2011179363A true JP2011179363A (en) 2011-09-15

Family

ID=44691135

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2010042745A Pending JP2011179363A (en) 2010-02-26 2010-02-26 Turbocharger auxiliary device

Country Status (1)

Country Link
JP (1) JP2011179363A (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013068090A (en) * 2011-09-20 2013-04-18 Isuzu Motors Ltd Supercharging assist system for internal combustion engine, internal combustion engine, and supercharging assist method for internal combustion engine
JP2013160113A (en) * 2012-02-03 2013-08-19 Isuzu Motors Ltd Fault measure method of supercharge support device for internal combustion engine and supercharge support system for internal combustion engine
JP2013256918A (en) * 2012-06-14 2013-12-26 Isuzu Motors Ltd Cleaning method of egr valve of internal combustion engine and internal combustion engine

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4839442Y1 (en) * 1968-09-10 1973-11-20
JPS6268190A (en) * 1985-09-18 1987-03-28 本田技研工業株式会社 Supercharger for two-wheel barror
JPH0226732U (en) * 1988-08-09 1990-02-21
JPH0421729U (en) * 1990-06-14 1992-02-24

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4839442Y1 (en) * 1968-09-10 1973-11-20
JPS6268190A (en) * 1985-09-18 1987-03-28 本田技研工業株式会社 Supercharger for two-wheel barror
JPH0226732U (en) * 1988-08-09 1990-02-21
JPH0421729U (en) * 1990-06-14 1992-02-24

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013068090A (en) * 2011-09-20 2013-04-18 Isuzu Motors Ltd Supercharging assist system for internal combustion engine, internal combustion engine, and supercharging assist method for internal combustion engine
JP2013160113A (en) * 2012-02-03 2013-08-19 Isuzu Motors Ltd Fault measure method of supercharge support device for internal combustion engine and supercharge support system for internal combustion engine
JP2013256918A (en) * 2012-06-14 2013-12-26 Isuzu Motors Ltd Cleaning method of egr valve of internal combustion engine and internal combustion engine

Similar Documents

Publication Publication Date Title
CN106257012B (en) Method for charge pressure control of an internal combustion engine
US10006342B2 (en) Exhaust flow valve for twin-scroll turbine and operating methods thereof
JPH05195799A (en) Internal combustion engine with suction system, exhaust system, exhaust gas turbo-charger and pressure storage instrument
WO2007066833A1 (en) Exhaust gas purification system for internal combustion engine
JP2014240622A (en) Vaporized fuel purge device
JP6060492B2 (en) Internal combustion engine and control method thereof
JP2011179363A (en) Turbocharger auxiliary device
JP2007127070A (en) Internal combustion engine with supercharger
JP2008261294A (en) Control device for internal combustion engine with supercharger
JP5845640B2 (en) Flow path switching valve and internal combustion engine provided with the same
JP5923869B2 (en) Flow path switching valve
JP2013174143A (en) Evaporated fuel purge device
JP2012158997A (en) Internal combustion engine control device
JP2016037909A (en) Exhaust system of internal combustion engine
JP4735436B2 (en) Supercharging system for internal combustion engines
JP2004278433A (en) Engine with supercharger
JP5682163B2 (en) Supercharging device with supercharging assistance and discharge control valve
JP5808152B2 (en) Control device for internal combustion engine
JP2010216365A (en) Supercharging system for internal combustion engine
JP5527793B2 (en) Compressed air supply device for internal combustion engine
JP6540659B2 (en) Control system for internal combustion engine
JP2009264198A (en) Engine and control method of engine
KR102298889B1 (en) Boost pressure compensation device of turbo charger and method thereof
JP5420945B2 (en) Exhaust gas recirculation method and apparatus for turbocharged engine
JP5251910B2 (en) Engine intake / exhaust system

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20130119

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20131129

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20131203

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20140130

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20140225

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20140422

A02 Decision of refusal

Free format text: JAPANESE INTERMEDIATE CODE: A02

Effective date: 20140513