JP2011208644A - Supercharger of internal combustion engine - Google Patents
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- 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
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Abstract
Description
本発明は、内燃機関で使用される過給装置に関する。 The present invention relates to a supercharging device used in an internal combustion engine.
排気によりタービンを回転させて吸気側のコンプレッサを動作させる方式のターボ過給器では、低速回転時の過給圧不足や加速レスポンスの改善を図ることがいまや常識である。このような技術として今までに、ターボ過給器と並列にした小型のターボ過給器で補助する過給装置（特許文献１）、ターボ過給器と直列にした渦流過給器で補助する過給装置（特許文献２）、ターボ過給器と並列／直列にした機械式過給器（スーパーチャージャ）で補助する過給装置（特許文献３）、さらには、ターボ過給器と並列／直列にした電動過給器（電動コンプレッサ）で補助する過給装置（特許文献４，５）が知られている。 In a turbocharger that operates a compressor on the intake side by rotating the turbine by exhaust, it is now common knowledge to improve the supercharging pressure and the acceleration response during low-speed rotation. Up to now, as a technique, a supercharger that assists with a small turbocharger in parallel with the turbocharger (Patent Document 1), and a vortex turbocharger that is in series with the turbocharger assist. A supercharger (Patent Document 2), a supercharger (Patent Document 3) that assists with a turbocharger in parallel / in series with a turbocharger (Patent Document 3), and a turbocharger in parallel / There is known a supercharging device (Patent Documents 4 and 5) that assists with an electric supercharger (electric compressor) connected in series.
上記従来技術の補助過給器は、排気、クランク軸、あるいは電動機でコンプレッサを回して過給圧を生み出すものであるから、いずれも、コンプレッサのインペラが回り始めて過給圧を生み出せる回転に達するまでのタイムラグが存在する。したがって、急な加減速を繰り返す車両のエンジンにおいて十分な補助機能を得られるとは言い難い。
また、特許文献１〜３のように、小型ターボ過給器や機械式過給器を補助に使用する過給装置では、排気やクランク軸を駆動源としていることから、内燃機関の始動時に機能させることができない。このため、特にディーゼルエンジンの始動時に気筒の吸気充填効率を向上させてスモークの抑制を図ると言った目的に適用することができない。
The above-mentioned auxiliary turbochargers of the prior art are those that generate a supercharging pressure by turning the compressor with exhaust, crankshaft, or electric motor. There is a time lag. Therefore, it is difficult to say that a sufficient auxiliary function can be obtained in an engine of a vehicle that repeats rapid acceleration / deceleration.
In addition, as in Patent Documents 1 to 3, a turbocharger that uses a small turbocharger or a mechanical supercharger as an auxiliary device uses exhaust or a crankshaft as a drive source, and therefore functions when starting an internal combustion engine. I can't let you. For this reason, it cannot be applied to the purpose of suppressing smoke by improving the intake charge efficiency of the cylinder, particularly when starting the diesel engine.
すなわち、従来技術の過給装置では、補助過給器にも、インペラを回転させて過給圧を生むコンプレッサを使用しているため、インペラの慣性に起因したタイムラグが存在し、また、内燃機関の始動時に機能しないという改善点が存在する。本発明はこの点に着目したもので、タイムラグを解消し、始動時でも過給機能を遂行可能な内燃機関の過給装置を提供するものである。 That is, in the conventional supercharger, the auxiliary supercharger also uses a compressor that rotates the impeller to generate a supercharging pressure, so there is a time lag due to the inertia of the impeller, and the internal combustion engine There is an improvement that does not work when starting. The present invention focuses on this point, and provides a supercharging device for an internal combustion engine that eliminates a time lag and can perform a supercharging function even at the time of starting.
本発明の第一の態様に係る内燃機関の過給装置は、吸気通路に接続した過給気通路と、リザーバタンクから供給される高圧空気を過給気として貯蔵し、該過給気を前記過給気通路へ送出する過給気タンクと、前記過給気通路に設けられ、機関運転状態に応じて開閉する過給弁と、前記過給気通路を接続した部位よりも上流の前記吸気通路に設けられて吸気の逆流を防止する逆流防止弁と、を含んで構成される。 A supercharging device for an internal combustion engine according to a first aspect of the present invention stores a supercharging air passage connected to an intake air passage and high-pressure air supplied from a reservoir tank as supercharging air, and the supercharging air is stored in the supercharging air. A supercharged air tank that is sent to the supercharged air passage, a supercharging valve that is provided in the supercharged air passage and opens and closes according to the engine operating state, and the intake air that is upstream of the portion where the supercharged air passage is connected. And a backflow prevention valve that is provided in the passage and prevents backflow of intake air.
本発明の第二の態様に係る内燃機関の過給装置は、吸気通路に接続した過給気通路と、所定の圧力の過給気を貯蔵し、該過給気を前記過給気通路へ送出する過給気タンクと、圧力センサにより計測される前記過給気タンク内の圧力に応じて駆動され、前記過給気タンクに圧縮空気を供給するエアコンプレッサと、前記過給気通路に設けられ、機関運転状態に応じて開閉する過給弁と、前記過給気通路を接続した部位よりも上流の前記吸気通路に設けられて吸気の逆流を防止する逆流防止弁と、を含んで構成される。 A supercharging device for an internal combustion engine according to a second aspect of the present invention stores a supercharged air passage connected to an intake air passage, a supercharged air of a predetermined pressure, and the supercharged air to the supercharged air passage. A supercharged air tank to be sent out, an air compressor which is driven according to the pressure in the supercharged air tank measured by a pressure sensor and supplies compressed air to the supercharged air tank, and provided in the supercharged air passage And a supercharging valve that opens and closes depending on the engine operating state, and a backflow prevention valve that is provided in the intake passage upstream of the portion where the supercharged air passage is connected to prevent backflow of the intake air. Is done.
本発明の第三の態様に係る内燃機関の過給装置は、吸気通路に接続した過給気通路と、所定の圧力の過給気を貯蔵し、該過給気を前記過給気通路へ送出する過給気タンクと、前記過給気通路に設けられた過給弁と、前記過給気通路を接続した部位よりも上流の前記吸気通路に設けられて吸気の逆流を防止する逆流防止弁と、前記逆流防止弁よりも上流の前記吸気通路に介装されたコンプレッサを有する過給器と、前記過給器が十分な過給気をつくり出せる機関運転状態かどうかを判定し、不十分であれば前記過給気タンクの過給気を使用するように、前記過給弁及び前記逆流防止弁を制御するコントローラと、を含んで構成される。 A supercharging device for an internal combustion engine according to a third aspect of the present invention stores a supercharging air passage connected to an intake air passage, a supercharging air having a predetermined pressure, and the supercharging air to the supercharging air passage. Backflow prevention for preventing the backflow of intake air provided in the intake passage upstream of the supercharged air tank to be sent out, the supercharging valve provided in the supercharged air passage, and the portion where the supercharged air passage is connected A valve, a supercharger having a compressor interposed in the intake passage upstream of the check valve, and whether the supercharger is in an engine operating state capable of generating sufficient supercharged air, A controller for controlling the supercharging valve and the backflow prevention valve so as to use the supercharging air of the supercharging tank if it is sufficient.
本発明の過給装置によれば、予め過給圧とした過給気を過給気タンクに溜めておいて、該過給気タンクから、内燃機関の運転状態に応じてインテークマニホールド等の吸気通路へ過給気を提供する仕組みとしている。したがって、過給弁の開閉だけで過給を行え、インペラの慣性に起因したタイムラグは存在せず、従来に比べ格段にレスポンスに優れる。また、過給気タンクに過給気を貯蔵しているので、機関の運転に関係なく過給することができることになり、内燃機関始動時でも十分な過給気を送り込むことができる。
したがって本発明によれば、加速レスポンスが向上すると共に、安定した過給によるスワールの安定発生で燃焼効率も向上する。特にディーゼルエンジンにおいては、気筒への空気充填効率向上によって始動時のスモークを抑制するという効果を得ることもできる。
According to the supercharging device of the present invention, the supercharged air that has been preliminarily charged with the supercharging pressure is stored in the supercharged air tank, and the intake air such as the intake manifold is taken from the supercharged air tank according to the operating state of the internal combustion engine. It is designed to provide supercharged air to the passage. Therefore, supercharging can be performed only by opening and closing the supercharging valve, there is no time lag due to the inertia of the impeller, and the response is much better than before. Further, since the supercharged air is stored in the supercharged air tank, it can be supercharged regardless of the operation of the engine, and sufficient supercharged air can be sent even when the internal combustion engine is started.
Therefore, according to the present invention, the acceleration response is improved and the combustion efficiency is also improved by the stable generation of the swirl by the stable supercharging. In particular, in a diesel engine, it is possible to obtain an effect of suppressing smoke at the time of start-up by improving air filling efficiency into the cylinder.
また、過給気タンクについて、より高圧の主タンクから調圧弁を通し減圧して副タンクへ過給気を供給する構成とすることもでき、この場合、副タンクの過給気が減ると（タンク内圧力が低下すると）、その分を主タンクから迅速に補って副タンク内の過給気量を安定に保つことができ、過給気の安定供給という点で優れる。 In addition, the supercharged tank can be configured to supply the supercharged air to the sub tank by reducing the pressure from the higher pressure main tank through the pressure regulating valve. In this case, if the supercharged air in the sub tank decreases ( When the pressure in the tank is reduced), the amount can be quickly compensated from the main tank to keep the amount of supercharged air in the auxiliary tank stable, which is excellent in terms of stable supply of supercharged air.
また、本発明の過給装置は、排気ターボや機械式等の過給器を併設することが可能で、この場合には、その併設してある過給器の過給タイムラグを解消することができ、過給運転を従来よりも安定させることができる。 In addition, the supercharging device of the present invention can be provided with an exhaust turbo or mechanical supercharger. In this case, the supercharging time lag of the supercharger provided therewith can be eliminated. In addition, the supercharging operation can be made more stable than before.
図１に、本発明に係る過給装置の構成例について、ディーゼルエンジンを例にして示してある。
当該エンジン１には、吸気通路１ａに介装されたコンプレッサ２ａ及び排気通路１ｂに介装されたタービン２ｂを含んで構成されるターボ過給器２が備えられている。また、吸気通路１ａのインテークマニホールドには過給気通路３が接続され、該過給気通路３に、ソレノイドバルブの過給弁４を介して過給気タンク５が接続されている。該過給気タンク５は、所定の圧力、すなわちエンジン１に設定された過給圧の過給気を貯蔵する手段で、その貯蔵している過給気を過給気通路３へ送出する。
FIG. 1 shows a configuration example of a supercharging device according to the present invention by taking a diesel engine as an example.
The engine 1 includes a turbocharger 2 configured to include a compressor 2a interposed in an intake passage 1a and a turbine 2b interposed in an exhaust passage 1b. A supercharging air passage 3 is connected to the intake manifold of the intake air passage 1a, and a supercharging air tank 5 is connected to the supercharging air passage 3 via a supercharging valve 4 of a solenoid valve. The supercharging air tank 5 is a means for storing supercharging air having a predetermined pressure, that is, a supercharging pressure set in the engine 1, and sends the stored supercharging air to the supercharging air passage 3.
過給気タンク５は、エアコンプレッサ６により圧縮された所定圧力の空気を溜める主タンク７と、該主タンク７内の空気を減圧する電動バルブの調圧弁８と、該調圧弁８により過給圧まで減圧された過給気を貯蔵し、該貯蔵した過給気を過給気通路３へ送出する副タンク９と、を含んで構成されている。主タンク７は、たとえば一般的な過給圧である約３×１０５Ｐａ（３ｋｇｆ／ｃｍ２）よりも高圧の約１０×１０５〜約２０×１０５Ｐａ（１０〜２０ｋｇｆ／ｃｍ２）とした所定圧力の空気を貯蔵する。そして、この主タンク７に蓄えられた高圧空気は、調圧弁８により過給圧（約３×１０５Ｐａ）へ減圧されて副タンク９に溜められる。したがって、副タンク９には、所定の過給圧の過給気が貯蔵され、ここから過給弁４を介して当該過給圧の過給気が過給気通路３へ送り出される。 The supercharging air tank 5 includes a main tank 7 for storing air of a predetermined pressure compressed by an air compressor 6, a pressure regulating valve 8 for an electric valve for decompressing the air in the main tank 7, and supercharging by the pressure regulating valve 8. And a sub-tank 9 that stores the supercharged air that has been depressurized to a pressure, and sends the stored supercharged air to the supercharged air passage 3. The main tank 7, for example, typical boost pressure at which about 3 × 10 5 Pa (3kgf / cm 2) × about 10 of the high pressure than 10 5 to about 20 × 10 5 Pa (10~20kgf / cm 2) The air at a predetermined pressure is stored. The high-pressure air stored in the main tank 7 is depressurized to a supercharging pressure (about 3 × 10 5 Pa) by the pressure regulating valve 8 and stored in the sub tank 9. Accordingly, the supercharging air having a predetermined supercharging pressure is stored in the sub-tank 9, and the supercharging air having the supercharging pressure is sent to the supercharging passage 3 through the supercharging valve 4 from here.
省略が可能であれば、調圧弁８及び副タンク９を省いて、過給圧の過給気を貯蔵する主タンク７だけの構成とすることも可能である。ただし、過給気の安定供給という点からすると、より大容量の主タンク７に高圧の空気をストックしておいて、副タンク９の過給気が減ると（圧力が下がると）迅速にその分を補う構成とした方が好ましい。また、エアコンプレッサ６に関しては、クランク軸出力を利用して駆動するものや、電動のものを使用することができるが、トラクタ等の大型車両であれば、リザーバタンクから高圧空気を供給できるので、この場合は省略することも可能である。 If omission is possible, it is also possible to omit the pressure regulating valve 8 and the auxiliary tank 9 and to have only the main tank 7 for storing the supercharging air at the supercharging pressure. However, in terms of the stable supply of supercharged air, if high-pressure air is stocked in the main tank 7 with a larger capacity and the supercharged air in the sub tank 9 decreases (when the pressure decreases), the It is preferable to use a configuration that compensates for minutes. The air compressor 6 can be driven using the crankshaft output or can be electrically driven. However, if the vehicle is a large vehicle such as a tractor, high-pressure air can be supplied from the reservoir tank. In this case, it can be omitted.
本実施形態の過給装置は、過給気通路３を接続した部位よりも上流の吸気通路１ａに介装されたコンプレッサ２ａを有するターボ過給器２を含んでいるので、当該ターボ過給器２によっても過給が行われる。しかし、前述のようにターボ過給器２にはタイムラグが存在するので、過給気タンク５から供給される過給気の圧力の方が優って吸気通路１ａを吸気が逆流する可能性がある。これを防止するために、ターボ過給器２のコンプレッサ２ａと過給気通路３との間の吸気通路１ａに、ソレノイドバルブの逆流防止弁１０をさらに設けている。 The supercharger of the present embodiment includes the turbocharger 2 having the compressor 2a interposed in the intake passage 1a upstream from the portion where the supercharger passage 3 is connected. Supercharging is also performed by 2. However, since there is a time lag in the turbocharger 2 as described above, the pressure of the supercharged air supplied from the supercharged air tank 5 may be dominant and the intake air may flow back through the intake passage 1a. . In order to prevent this, a backflow prevention valve 10 of a solenoid valve is further provided in the intake passage 1a between the compressor 2a of the turbocharger 2 and the supercharged air passage 3.
主タンク７、副タンク９、そして過給気通路３を接続した吸気通路１ａ内には、それぞれ圧力センサ７ｐ，９ｐ，１ｐが設けられている。過給装置のコントローラ２０は、圧力センサ７ｐにより計測される主タンク内圧力に応じてエアコンプレッサ６の動作を制御し、また、圧力センサ９ｐにより計測される副タンク内圧力に応じて調圧弁８の開度を制御する。さらに、コントローラ２０は、エンジンＥＣＵ３０との通信で得られる情報、具体的には目標過給圧、回転速度、燃料噴射量と、圧力センサ１ｐによる吸気通路１ａ中の吸気圧とを含んだ機関運転状態に応じて、過給弁４及び逆流防止弁１０の開閉を制御する。 Pressure sensors 7p, 9p, and 1p are provided in the intake passage 1a connected to the main tank 7, the sub tank 9, and the supercharged passage 3, respectively. The controller 20 of the supercharging device controls the operation of the air compressor 6 according to the main tank internal pressure measured by the pressure sensor 7p, and controls the pressure regulating valve 8 according to the sub tank internal pressure measured by the pressure sensor 9p. To control the opening degree. Further, the controller 20 operates the engine including information obtained through communication with the engine ECU 30, specifically, the target boost pressure, the rotational speed, the fuel injection amount, and the intake pressure in the intake passage 1a by the pressure sensor 1p. The opening / closing of the supercharging valve 4 and the backflow prevention valve 10 is controlled according to the state.
このようなコントローラ２０の構成について、図２にブロック図で示してある。
図示の例のコントローラ２０は、まず、エンジンＥＣＵ３０からインタフェース部２１を介して目標過給圧、回転速度、燃料噴射量の情報を受信し、また、圧力センサ１ｐ，７ｐ，９ｐからインタフェース部２２を介してセンサ信号を受信する。
そして、インタフェース部２１，２２から得られる目標過給圧、回転速度、燃料噴射量及び圧力センサ１ｐによる吸気圧の情報に基づいて、過給弁及び逆流防止弁制御部２３がソレノイドバルブ駆動部２４を制御し、過給弁４及び逆流防止弁１０の開閉を実行する。また、インタフェース部２２から得られる圧力センサ９ｐによる副タンク内圧力の情報に基づいて、副タンク制御部２５が電動バルブ駆動部２６を制御し、調圧弁８の開度調整を実行する。さらに、インタフェース部２２から得られる圧力センサ７ｐによる主タンク内圧力の情報に基づいて、主タンク制御部２７がエアコンプレッサ駆動部２８を制御し、エアコンプレッサ６を動作させる。
Such a configuration of the controller 20 is shown in a block diagram in FIG.
The controller 20 in the illustrated example first receives information on the target boost pressure, the rotational speed, and the fuel injection amount from the engine ECU 30 via the interface unit 21, and also receives the interface unit 22 from the pressure sensors 1p, 7p, and 9p. Via the sensor signal.
Then, based on the target supercharging pressure, rotational speed, fuel injection amount and intake pressure information obtained by the pressure sensor 1p obtained from the interface units 21 and 22, the supercharging valve and backflow prevention valve control unit 23 is operated by the solenoid valve driving unit 24. And the supercharging valve 4 and the backflow prevention valve 10 are opened and closed. Further, based on the information on the pressure in the sub tank by the pressure sensor 9 p obtained from the interface unit 22, the sub tank control unit 25 controls the electric valve driving unit 26 to adjust the opening degree of the pressure regulating valve 8. Further, the main tank control unit 27 controls the air compressor drive unit 28 to operate the air compressor 6 based on the information on the pressure in the main tank by the pressure sensor 7p obtained from the interface unit 22.
このコントローラ２０により実行される制御フローについて、図３にメインルーチンを示している。 FIG. 3 shows a main routine for the control flow executed by the controller 20.
まず、イグニッションキーのオン等で電源が投入されると、初期化を行った後、インタフェース部２２を介して圧力センサ１ｐ，７ｐ，９ｐのセンサ信号を入力し（Ｓ１）、インタフェース部２２を介してエンジンＥＣＵ３０から情報を入力する（Ｓ２）。そして、主タンク制御部２７が、圧力センサ７ｐで計測される主タンク内圧力に応じ、エアコンプレッサ駆動部２８によりエアコンプレッサ６を動作させる（Ｓ３）。この主タンク内圧力制御のサブルーチンを図４に示している。 First, when the power is turned on by turning on the ignition key or the like, initialization is performed, and then the sensor signals of the pressure sensors 1p, 7p, and 9p are input via the interface unit 22 (S1). Information is input from the engine ECU 30 (S2). And the main tank control part 27 operates the air compressor 6 by the air compressor drive part 28 according to the pressure in the main tank measured by the pressure sensor 7p (S3). The main tank pressure control subroutine is shown in FIG.
主タンク制御部２７においては、主タンク内圧力の設定値が所定の幅をもって決められており、計測された主タンク内圧力がその設定範囲に入るようにして、エアコンプレッサ６をヒステリシスをもたせてオンオフ制御する。すなわち、入力された主タンク内圧力をまず設定範囲の上限値と比較し（Ｓ１０）、上限値以上であればエアコンプレッサ６を停止としてリターンし（Ｓ１１）、上限値を下回っていれば下限値と比較する（Ｓ１２）。主タンク内圧力を設定範囲の下限値と比較した結果、下限値を上回っていればそのままリターンし、下限値以下であればエアコンプレッサ６を動作させ（Ｓ１３）、リターンする。 In the main tank control unit 27, the set value of the main tank internal pressure is determined with a predetermined width, and the air compressor 6 is provided with hysteresis so that the measured main tank internal pressure falls within the set range. ON / OFF control. That is, the input main tank pressure is first compared with the upper limit value of the set range (S10), and if it is equal to or higher than the upper limit value, the air compressor 6 is stopped and returned (S11). (S12). As a result of comparing the pressure in the main tank with the lower limit value of the set range, if it exceeds the lower limit value, the process returns as it is, and if it is equal to or lower than the lower limit value, the air compressor 6 is operated (S13) and the process returns.
この主タンク内圧力制御に続けて、副タンク制御部２５による副タンク内圧力制御が実行される（Ｓ４）。すなわち、副タンク制御部２５は、圧力センサ９ｐによる副タンク内圧力に応じ、電動バルブ駆動部２６により調圧弁８の開度を調整する。この副タンク内圧力制御のサブルーチンを図５に示している。 Subsequent to the main tank pressure control, the sub tank pressure control by the sub tank control unit 25 is executed (S4). That is, the sub tank control unit 25 adjusts the opening degree of the pressure regulating valve 8 by the electric valve driving unit 26 according to the pressure in the sub tank by the pressure sensor 9p. A sub-tank pressure control subroutine is shown in FIG.
副タンク制御部２５においては、副タンク９内に貯蔵する過給気の圧力について予め設定値が決められており、計測された副タンク内圧力がその設定値となるように、調圧弁８の開度を調節する。すなわち、設定値と入力された副タンク内圧力とを減算して差圧を求め（Ｓ２０）、当該差圧に基づいて調圧弁開度マップから開度目標値を取得する（Ｓ２１）。そして、得られた開度目標値と合致するように調圧弁８の開度をＰＩＤ制御により調整し（Ｓ２２）、リターンする。 In the sub tank control unit 25, a set value is determined in advance for the pressure of the supercharged air stored in the sub tank 9, and the pressure adjusting valve 8 is set so that the measured sub tank internal pressure becomes the set value. Adjust the opening. That is, a differential pressure is obtained by subtracting the set value and the input sub-tank pressure (S20), and an opening target value is acquired from the pressure regulating valve opening map based on the differential pressure (S21). Then, the opening degree of the pressure regulating valve 8 is adjusted by PID control so as to coincide with the obtained opening degree target value (S22), and the process returns.
この副タンク内圧力制御に続けて、過給弁及び逆流防止弁制御部２３による過給弁４と逆流防止弁１０との開閉制御が実行される（Ｓ５）。すなわち、過給弁及び逆流防止弁制御部２３は、現在の機関運転状態を示す目標過給圧、回転速度、燃料噴射量及び圧力センサ１ｐによる吸気圧に応じ、ソレノイドバルブ駆動部２４により過給弁４及び逆流防止弁１０を開閉させる。特に本実施形態の制御では、ターボ過給器２が十分な過給気をつくり出せる機関運転状態かどうかを判定し、不十分であれば副タンク９の過給気を使用するように、過給弁４及び逆流防止弁１０を制御する。その制御のサブルーチンを図６に示している。 Subsequent to this sub-tank pressure control, opening / closing control of the supercharging valve 4 and the backflow prevention valve 10 by the supercharging valve and backflow prevention valve controller 23 is executed (S5). That is, the supercharging valve and check valve control unit 23 supercharges by the solenoid valve driving unit 24 according to the target supercharging pressure, the rotational speed, the fuel injection amount, and the intake pressure by the pressure sensor 1p indicating the current engine operating state. The valve 4 and the check valve 10 are opened and closed. In particular, in the control of the present embodiment, it is determined whether or not the turbocharger 2 is in an engine operating state that can generate sufficient supercharged air. If the turbocharger 2 is insufficient, the supercharged air in the auxiliary tank 9 is used. The supply valve 4 and the backflow prevention valve 10 are controlled. The control subroutine is shown in FIG.
まず最初に過給弁及び逆流防止弁制御部２３は、入力された回転速度及び燃料噴射量に基づいて運転状況マップからターボ過給器２の状態を求め（Ｓ３０）、ターボ過給器２が十分な過給を行えない領域Ａにあるかどうか判定する（Ｓ３１）。領域Ａになければ、逆流防止弁１０を開とし（Ｓ３２）、リターンする。一方、領域Ａにあれば、逆流防止弁１０を閉とし（Ｓ３３）、圧力センサ１ｐによる吸気圧と目標過給圧＋α（制御目標上限値）とを比較する（Ｓ３４）。その結果、目標過給圧＋α以上であれば過給弁４を閉としてリターンし（Ｓ３５）、目標過給圧＋αを下回っていれば、今度は目標過給圧−α（制御目標下限値）との比較を行う（Ｓ３６）。そして、目標過給圧−αを上回っていればそのままリターンし、目標過給圧−α以下であれば、過給弁４を開とし（Ｓ３７）、リターンする。なお、比較時に用いる＋αと−αは、過給弁及び逆流防止弁制御部２３に予め設定されている制御幅である。 First, the supercharger and check valve control unit 23 obtains the state of the turbocharger 2 from the operating situation map based on the input rotational speed and fuel injection amount (S30), and the turbocharger 2 It is determined whether or not it is in the area A where sufficient supercharging cannot be performed (S31). If it is not in the area A, the check valve 10 is opened (S32) and the process returns. On the other hand, if it is in the region A, the check valve 10 is closed (S33), and the intake pressure by the pressure sensor 1p is compared with the target boost pressure + α (control target upper limit value) (S34). As a result, if it is equal to or higher than the target supercharging pressure + α, the supercharging valve 4 is closed and returned (S35), and if it is below the target supercharging pressure + α, this time, the target supercharging pressure−α (control target lower limit value) (S36). If it exceeds the target supercharging pressure -α, the process returns as it is, and if it is equal to or lower than the target supercharging pressure -α, the supercharging valve 4 is opened (S37) and the process returns. Note that + α and −α used at the time of comparison are control widths set in advance in the supercharging valve and check valve control unit 23.
過給弁及び逆流防止弁を制御した後のコントローラ２０は、イグニッションキーのオフを検出し（Ｓ６）、キーオフにならなければステップＳ１から繰り返す。一方、キーオフが検出された場合は、主タンク制御部２７がエアコンプレッサ６を停止させ、副タンク制御部２５が調圧弁８を全閉とし、過給弁及び逆流防止弁制御部２３が過給弁４を閉、逆流防止弁１０を開として（Ｓ７）、終了する。 After controlling the supercharging valve and the check valve, the controller 20 detects that the ignition key is turned off (S6), and repeats from step S1 if the key is not turned off. On the other hand, when key-off is detected, the main tank control unit 27 stops the air compressor 6, the sub tank control unit 25 fully closes the pressure regulating valve 8, and the supercharging valve and backflow prevention valve control unit 23 supercharges. The valve 4 is closed, the backflow prevention valve 10 is opened (S7), and the process ends.
以上説明した制御では、並列に設けられたターボ過給器２を優先にした制御としてあるが、過給気タンク５だけで過給気のすべてをまかなえるのであれば、ターボ過給器を省略することも可能で、ターボラグの無いレスポンスに優れた過給装置が提供される。
すなわち、予め過給圧とした過給気を過給気タンク５に溜めておいて、該過給気タンク５から、機関運転状態に応じて吸気通路１ａへ過給気を提供する仕組みなので、過給弁４の開閉だけで過給を行え、インペラの慣性に起因したタイムラグは存在せず、従来に比べ格段にレスポンスに優れる。また、過給気タンク５に過給気を貯蔵しているので、エンジン１の始動時でも十分な過給気を送り込むことができる。したがって、加速レスポンスが向上すると共に、安定した過給によるスワールの安定発生で燃焼効率も向上し、特にディーゼルエンジンの場合には、気筒への空気充填効率向上によって始動時のスモークを抑制することができる。
In the control described above, the turbocharger 2 provided in parallel is prioritized. However, the turbocharger is omitted if only the supercharged tank 5 can cover all of the supercharged air. It is also possible to provide a turbocharger with excellent response without a turbo lag.
That is, since the supercharged air that has been precharged in advance is stored in the supercharged air tank 5, the supercharged air is supplied from the supercharged air tank 5 to the intake passage 1a according to the engine operating state. Supercharging can be performed only by opening and closing the supercharging valve 4, there is no time lag due to the inertia of the impeller, and the response is much superior to the conventional one. Further, since the supercharged air is stored in the supercharged air tank 5, sufficient supercharged air can be sent even when the engine 1 is started. Therefore, the acceleration response is improved and the combustion efficiency is also improved by the stable generation of the swirl by the stable supercharging. In particular, in the case of a diesel engine, it is possible to suppress the smoke at the start by improving the air filling efficiency to the cylinder. it can.
また、上記の実施形態においては、過給弁、調圧弁、逆流防止弁をコントローラにより制御する方式を開示しているが、各弁を機械式（自動式）のものとして、コントローラによる制御を省いた構成とすることも可能である。すなわち、過給弁及び逆流防止弁として逆止弁（チェックバルブ）を用いると共に調圧弁として減圧弁（定圧弁）を使用し、別途制御を不要とした構成である。この場合、吸気通路の圧力が低い機関運転状態にあって、副タンク内圧力に対し吸気通路内圧力が低いと、自動的に過給弁が開いて過給気が供給され、且つ逆流防止弁が閉じて吸気の逆流が防止される。反対に、ターボ過給器等が十分に機能する機関運転状態にあって、吸気通路内圧力が十分に高ければ、過給弁は閉、逆流防止弁は開を維持する。また、過給気が使用されて副タンク内の圧力が下がれば、減圧弁とした調圧弁を通して自動的に主タンクから副タンクへ過給気が供給される。つまり、コントローラによらずとも、機関運転状態応じて各弁が開閉し、過給が実行される。 Further, in the above embodiment, a method of controlling the supercharging valve, the pressure regulating valve, and the backflow prevention valve by the controller is disclosed, but each valve is mechanical (automatic) and control by the controller is omitted. It is also possible to have a configuration. That is, a check valve (check valve) is used as a supercharging valve and a backflow prevention valve, and a pressure reducing valve (constant pressure valve) is used as a pressure regulating valve, so that no separate control is required. In this case, when the pressure in the intake passage is low and the pressure in the intake passage is lower than the pressure in the auxiliary tank, the supercharge valve is automatically opened to supply the supercharged air, and the backflow prevention valve Is closed to prevent backflow of intake air. On the other hand, when the turbocharger or the like is in an engine operating state in which the turbocharger functions sufficiently and the intake passage pressure is sufficiently high, the supercharge valve is closed and the backflow prevention valve is kept open. Further, when the supercharged air is used and the pressure in the sub tank decreases, the supercharged air is automatically supplied from the main tank to the sub tank through the pressure regulating valve as a pressure reducing valve. That is, regardless of the controller, each valve opens and closes according to the engine operating state, and supercharging is executed.
１ エンジン
１ａ 吸気通路
１ｂ 排気通路
２ ターボ過給器
３ 過給気通路
４ 過給弁
５ 過給気タンク
６ エアコンプレッサ
７ 主タンク
８ 調圧弁
９ 副タンク
１０ 逆流防止弁
1 Engine 1a Intake passage 1b Exhaust passage 2 Turbocharger 3 Supercharge passage 4 Supercharge valve 5 Supercharge tank 6 Air compressor 7 Main tank 8 Pressure regulator 9 Sub tank 10 Backflow prevention valve
Claims (7)
リザーバタンクから供給される高圧空気を過給気として貯蔵し、該過給気を前記過給気通路へ送出する過給気タンクと、
前記過給気通路に設けられ、機関運転状態に応じて開閉する過給弁と、
前記過給気通路を接続した部位よりも上流の前記吸気通路に設けられて吸気の逆流を防止する逆流防止弁と、
を含んで構成される内燃機関の過給装置。 A supercharged passage connected to the intake passage;
Storing the high-pressure air supplied from the reservoir tank as supercharged air, and sending the supercharged air to the supercharged air passage;
A supercharging valve provided in the supercharging air passage, and opened and closed according to an engine operating state;
A backflow prevention valve that is provided in the intake passage upstream of the portion where the supercharged air passage is connected to prevent backflow of intake air;
A supercharging device for an internal combustion engine comprising:
前記リザーバタンクから供給される高圧空気を貯蔵する主タンクと、
該主タンク内から送り出された空気を過給圧へ減圧する調圧弁と、
該調圧弁を通して減圧した過給気を貯蔵し、該過給気を前記過給気通路へ送出する副タンクと、を含んで構成される、
請求項１記載の内燃機関の過給装置。 The supercharging air tank is
A main tank for storing high-pressure air supplied from the reservoir tank;
A pressure regulating valve for depressurizing air sent from the main tank to a supercharging pressure;
A sub-tank that stores the supercharged air that has been decompressed through the pressure regulating valve, and sends the supercharged air to the supercharged air passage.
The supercharging device for an internal combustion engine according to claim 1.
所定の圧力の過給気を貯蔵し、該過給気を前記過給気通路へ送出する過給気タンクと、
圧力センサにより計測される前記過給気タンク内の圧力に応じて駆動され、前記過給気タンクに圧縮空気を供給するエアコンプレッサと、
前記過給気通路に設けられ、機関運転状態に応じて開閉する過給弁と、
前記過給気通路を接続した部位よりも上流の前記吸気通路に設けられて吸気の逆流を防止する逆流防止弁と、
を含んで構成される内燃機関の過給装置。 A supercharged passage connected to the intake passage;
A supercharged air tank for storing supercharged air of a predetermined pressure and sending the supercharged air to the supercharged air passage;
An air compressor that is driven according to the pressure in the supercharged air tank measured by a pressure sensor and supplies compressed air to the supercharged air tank;
A supercharging valve provided in the supercharging air passage, and opened and closed according to an engine operating state;
A backflow prevention valve that is provided in the intake passage upstream of the portion where the supercharged air passage is connected to prevent backflow of intake air;
A supercharging device for an internal combustion engine comprising:
前記エアコンプレッサによる圧縮空気を貯蔵する主タンクと、
該主タンク内から送り出された空気を過給圧へ減圧する調圧弁と、
該調圧弁を通して減圧した過給気を貯蔵し、該過給気を前記過給気通路へ送出する副タンクと、を含んで構成され、
前記圧力センサにより前記主タンク内の圧力が計測される、
請求項３記載の内燃機関の過給装置。 The supercharging air tank is
A main tank for storing compressed air by the air compressor;
A pressure regulating valve for depressurizing air sent from the main tank to a supercharging pressure;
A sub-tank that stores the supercharged air that has been decompressed through the pressure regulating valve, and sends the supercharged air to the supercharged air passage,
The pressure in the main tank is measured by the pressure sensor.
The supercharging device for an internal combustion engine according to claim 3.
前記エアコンプレッサは、前記計測される圧力が前記設定値の上限値以上になると停止し且つ前記設定値の下限値以下になると動作する、
請求項４記載の内燃機関の過給装置。 The pressure setting value in the main tank is determined with a predetermined width,
The air compressor stops when the measured pressure is equal to or higher than the upper limit value of the set value and operates when the measured pressure is equal to or lower than the lower limit value of the set value.
The supercharging device for an internal combustion engine according to claim 4.
所定の圧力の過給気を貯蔵し、該過給気を前記過給気通路へ送出する過給気タンクと、
前記過給気通路に設けられた過給弁と、
前記過給気通路を接続した部位よりも上流の前記吸気通路に設けられて吸気の逆流を防止する逆流防止弁と、
前記逆流防止弁よりも上流の前記吸気通路に介装されたコンプレッサを有する過給器と、
前記過給器が十分な過給気をつくり出せる機関運転状態かどうかを判定し、不十分であれば前記過給気タンクの過給気を使用するように、前記過給弁及び前記逆流防止弁を制御するコントローラと、
を含んで構成される内燃機関の過給装置。 A supercharged passage connected to the intake passage;
A supercharged air tank for storing supercharged air of a predetermined pressure and sending the supercharged air to the supercharged air passage;
A supercharging valve provided in the supercharging passage;
A backflow prevention valve that is provided in the intake passage upstream of the portion where the supercharged air passage is connected to prevent backflow of intake air;
A supercharger having a compressor interposed in the intake passage upstream of the check valve;
It is determined whether the supercharger is in an engine operating state capable of producing sufficient supercharged air, and if it is insufficient, the supercharger valve and the backflow prevention are used so that the supercharged air of the supercharged air tank is used. A controller for controlling the valve;
A supercharging device for an internal combustion engine comprising:
機関運転状態の回転速度及び燃料噴射量に基づいて運転状況マップから前記過給器の状態を求め、前記過給器が十分な過給を行えない領域にあるかどうか判定し、
前記領域になければ前記逆流防止弁を開とし、
前記領域にあれば、前記逆流防止弁を閉として、前記吸気通路に設けられた圧力センサにより計測される吸気圧を、機関運転状態の目標過給圧に制御幅を加算した制御目標上限値と比較し、
前記吸気圧が前記制御目標上限値以上であれば前記過給弁を閉とし、
前記吸気圧が前記制御目標上限値を下回っていれば、前記吸気圧を、前記目標過給圧から制御幅を減算した制御目標下限値と比較し、
前記吸気圧が前記制御目標値以下であれば、前記過給弁を開とする、
請求項６記載の内燃機関の過給装置。 The controller is
Obtaining the state of the supercharger from the operating state map based on the rotational speed and fuel injection amount of the engine operating state, determining whether the supercharger is in a region where sufficient supercharging cannot be performed,
If not in the region, the backflow prevention valve is opened,
If it is in the region, the control valve upper limit value obtained by adding the control width to the target supercharging pressure in the engine operating state, with the backflow prevention valve closed and the intake pressure measured by the pressure sensor provided in the intake passage, Compare and
If the intake pressure is equal to or higher than the control target upper limit value, the supercharging valve is closed,
If the intake pressure is below the control target upper limit value, the intake pressure is compared with a control target lower limit value obtained by subtracting a control width from the target boost pressure,
If the intake pressure is less than or equal to the control target value, the supercharging valve is opened.
The supercharging device for an internal combustion engine according to claim 6.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP2013256918A (en) * | 2012-06-14 | 2013-12-26 | Isuzu Motors Ltd | Cleaning method of egr valve of internal combustion engine and internal combustion engine |
| JP2015086809A (en) * | 2013-10-31 | 2015-05-07 | いすゞ自動車株式会社 | Supercharging assisting system of internal combustion engine and supercharging assisting method of internal combustion engine |
| JP2016534280A (en) * | 2013-09-10 | 2016-11-04 | ホフマン、アルノHOFMANN, Arno | Method for operating internal combustion engine and internal combustion engine for carrying out this method |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2013256918A (en) * | 2012-06-14 | 2013-12-26 | Isuzu Motors Ltd | Cleaning method of egr valve of internal combustion engine and internal combustion engine |
| JP2016534280A (en) * | 2013-09-10 | 2016-11-04 | ホフマン、アルノHOFMANN, Arno | Method for operating internal combustion engine and internal combustion engine for carrying out this method |
| US10036308B2 (en) | 2013-09-10 | 2018-07-31 | Arno Hofmann | Method for operating a combustion engine and combustion engine for carrying out the method |
| JP2015086809A (en) * | 2013-10-31 | 2015-05-07 | いすゞ自動車株式会社 | Supercharging assisting system of internal combustion engine and supercharging assisting method of internal combustion engine |
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| JP5111646B2 (en) | 2013-01-09 |
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