JP2015132208A - supercharging system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress a drop in the torque of an engine in selecting an electric supercharger or an exhaust supercharger to be driven.SOLUTION: A supercharging system 100 includes a first supercharger 30 provided in an intake passage 3 and adapted to be driven by the pressure of exhaust gas from an engine 50, a second supercharger 40 provided downstream of the first supercharger 30 and adapted to be driven by an electric motor 42, and a bypass flow path 7 bypassing the second supercharger 40 and having a bypass valve 10. The bypass valve 10 has a shaft 13, and a first plate-like member 11 and a second plate-like member 12 turnably provided on the shaft 13. With the turn of the first plate-like member 11 and the second plate-like member 12, the bypass valve 10 is set into a closed state when the second supercharger 40 operates, and the bypass valve 10 is set into an opened state when the second supercharger 40 does not operate.

Description

  The present invention relates to an engine supercharging system.

  Patent Document 1 discloses a multistage supercharging system in which two superchargers are combined. The multi-stage supercharging system disclosed in Patent Document 1 includes a low-pressure supercharger driven by an engine exhaust gas energy, that is, an exhaust supercharger, and a high-pressure supercharger driven by an electric motor, that is, an electric supercharger. Have Here, when the engine is running at a low speed or at a low load, sufficient exhaust gas energy cannot be obtained from the engine, and the exhaust supercharger cannot perform supercharging. In such a case, the electric supercharger is driven by the electric motor, and the intake air is compressed by the electric supercharger. The intake passage is provided with a bypass passage that bypasses the electric supercharger. When sufficient exhaust gas energy is obtained from the engine and the exhaust supercharger is supercharging, the compressed intake air passes through this bypass flow path and bypasses the electric supercharger and flows into the engine. The bypass passage is provided with a ball type check valve or a check valve having a single plate-like valve body. The check valve is closed when the electric supercharger is operating, and is open when the exhaust supercharger is activated and the operation of the electric supercharger becomes unnecessary.

JP 2006-170060 A

  However, when the ball check valve used in the supercharging device of Patent Document 1 is in an open state and intake air is flowing through the bypass passage, air resistance to the ball valve located in the center of the bypass passage is large, Responsiveness when the check valve switches from the open state to the closed state is poor. On the other hand, since the check valve composed of one plate-like member has a wide movable range, even if the pressure on the upstream side of the check valve rises due to the operation of the electric supercharger, the check valve is immediately In this case, a certain amount of time lag occurs without being able to be in the open state. For this reason, when driving is switched between the exhaust supercharger and the electric supercharger, the intake air is not sufficiently compressed, and the engine torque may drop.

  This invention is made in order to solve such a problem, and provides the supercharging system which can suppress the fall of the torque of the engine at the time of a drive switching between an exhaust supercharger and an electric supercharger. For the purpose.

In order to solve the above-described problems, a supercharging system according to the present invention compresses intake air flowing into an engine, and is connected to the engine and is connected to an intake passage through which intake air flows and an intake passage. An exhaust turbocharger that is driven by the energy of the exhaust gas of the engine and compresses the intake air; and an electric turbocharger that is provided in series with the exhaust supercharger in the intake passage and that is driven by the electric motor and compresses the intake air. A bypass, one end connected to the inlet of the electric supercharger in the intake passage and the other end connected to the outlet of the electric supercharger in the intake passage, and an openable / closable bypass valve provided in the bypass passage The bypass valve includes a shaft whose position is fixed in the bypass flow path, and at least two rotating pieces that are rotatably connected to each other via the shaft. When the electric supercharger is operated, the bypass piece is closed by rotating the rotating piece, and when the electric supercharger is not operated, the rotating piece is rotated and bypassed. The valve is opened.
As a result, the supercharging system according to the present invention has a bypass valve having a simple structure and good responsiveness, and the bypass valve is used to switch driving between the exhaust supercharger and the electric supercharger. Accordingly, the flow path of the intake air can be switched smoothly.

Further, the rotating piece in the supercharging system according to the present invention is a pair of plate-like members, and the bypass valve is opened when the pair of plate-like members are closed, and the bypass valve is closed when the pair of plate-like members are opened. It may be in a state.
The shaft may be provided at the center of the bypass flow path.
Furthermore, an elastic member is attached to the rotating piece, and the rotating piece may receive an elastic force in a direction in which the bypass valve is closed by the elastic member.

  According to the supercharging system according to the present invention, it is possible to suppress a drop in engine torque when the drive is switched between the exhaust supercharger and the electric supercharger.

It is a figure which shows typically the supercharging system which concerns on Embodiment 1 of this invention. In the supercharging system shown in FIG. 1, it is a figure which shows typically the structure of a bypass valve. 3 is an exploded view of the bypass valve shown in FIG. 2, FIG. 3 (i) shows the structure of the shaft, FIG. 3 (ii) shows the structure of the first plate member, and FIG. 3 (iii) shows the second plate member. Each structure is shown. 4A and 4B are diagrams schematically showing an opening / closing operation of the bypass valve shown in FIG. 2, FIG. 4I shows a state when the bypass valve is in a closed state, and FIG. 4Ii shows a state in which the bypass valve is opened. Shows the situation when In the supercharging system which concerns on Embodiment 2 of this invention, it is a figure which shows typically a mode when the bypass valve provided in the bypass flow path is in a closed state. It is the figure which expanded a part of structure of the bypass valve shown in FIG. It is a figure which shows typically the supercharging system which concerns on Embodiment 3 of this invention. It is a figure which shows typically the mode of the opening / closing operation | movement of the bypass valve of the supercharging system which concerns on Embodiment 4 of this invention, FIG.8 (i) shows a mode when a bypass valve is in a closed state, FIG. (Ii) shows the state when the bypass valve is open.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
Embodiment 1 FIG.
As shown in FIG. 1, an intake passage 3 through which intake air flows and an exhaust passage 4 through which exhaust gas flows are connected to an engine 50 of the vehicle. The intake passage 3 is provided with a compressor section 31 of the first supercharger 30. On the other hand, the turbine section 32 of the first supercharger 30 is provided in the exhaust passage 4. In the first supercharger 30, the compressor unit 31 and the turbine unit 32 are integrally connected, and the turbine unit 32 is driven to rotate by the pressure of the exhaust gas, and the compressor unit 31 also rotates. That is, the first supercharger 30 is driven by the energy of the exhaust gas of the engine 50 to compress the intake air. In the intake passage 3, a first intercooler 5, a second supercharger 40, and a second intercooler 6 are sequentially provided downstream of the first supercharger 30. That is, in the intake passage 3, the first supercharger 30 and the second supercharger 40 are arranged in series with each other. The second supercharger 40 includes a compressor unit 41 provided in the intake passage 3 and an electric motor 42 connected to the compressor unit 41. That is, the second supercharger 40 is driven by the electric motor 42 to compress the intake air. Here, the ECU 2 is electrically connected to the electric motor 42 of the engine 50 and the second supercharger 40, respectively. The intake passage 3 is connected to a bypass passage 7 that bypasses the second supercharger 40. Here, one end of the bypass flow path 7 is a first branch point provided downstream of the first intercooler 5 and upstream of the compressor section 41 of the second supercharger 40, that is, on the inlet side of the second supercharger 40. Connect to 3a. Further, the other end of the bypass flow path 7 is a second branch point provided downstream of the compressor section 41 of the second supercharger 40 and upstream of the second intercooler 6, that is, on the outlet side of the second supercharger 40. Connect to 3b. The bypass flow path 7 is provided with a bypass valve 10 that can be opened and closed.
Here, the first supercharger 30, the second supercharger 40, the bypass flow path 7 and the bypass valve 10 provided in the intake passage 3 and the intake passage 3 are for compressing intake air flowing into the engine 50. A supercharging system 100 is configured.
The first supercharger 30 constitutes an exhaust supercharger, and the second supercharger 40 constitutes an electric supercharger. Further, “the electric supercharger is activated” means that the second supercharger 40 is driven by the electric motor 42 and compresses the intake air.

The detailed structure of the bypass valve 10 will be described with reference to FIGS.
As shown in FIG. 2, the bypass valve 10 has a single shaft 13 and a pair of substantially semicircular first plate-like member 11 and second plate-like member 12 that are rotatably attached to the shaft 13. . By attaching both ends of the shaft 13 to the inner wall of the bypass flow path 7, the shaft 13 is provided at a fixed position so as to extend in the horizontal direction at the center of the bypass flow path 7. That is, the shaft 13 is fixed at a position passing through the center of the inner diameter of the bypass flow path 7. Further, as shown in FIG. 3 (i), a rectangular key groove 13a is formed in the central portion of the shaft 13. A plate-like stopper 15 is fitted in the key groove 13 a, and the stopper 15 protrudes above the shaft 13. The first plate-like member 11 has two substantially cylindrical attachment portions 11 a on the attachment side to the shaft 13. The inner diameter of the attachment portion 11 a is slightly larger than the outer diameter of the shaft 13, and the attachment portion 11 a can be rotated with respect to the shaft 13 in a state where the shaft 13 penetrates the attachment portion 11 a. The first plate member 11 has two cutout portions 11b adjacent to the two attachment portions 11a. That is, on the attachment side of the first plate-like member 11 to the shaft 13, two attachment portions 11a and two cutout portions 11b are provided alternately and alternately. Here, the notch depth of the notch portion 11b is formed to be slightly wider than the width of the attachment portion 11a. Thereby, when the 1st plate-shaped member 11 is attached to the shaft 13 with the 2nd plate-shaped member 12, the 1st plate-shaped member 11 does not contact the attaching part 12a of the 2nd plate-shaped member 12 in the notch part 11b. It can be rotated smoothly. Further, on the attachment side of the second plate-like member 12 to the shaft 13, the two attachment portions 12 a and the two notch portions have the same configuration as the attachment portion 11 a and the notch portion 11 b of the first plate-like member 11. 12b are alternately arranged. And when the 1st plate-shaped member 11 and the 2nd plate-shaped member 12 are attached to the shaft 13, the attachment part 11a of the 1st plate-shaped member 11 respectively opposes the notch part 12b of the 2nd plate-shaped member 12. Placed in. Similarly, the attachment portions 12 a of the second plate-like member 12 are respectively arranged at positions facing the notches 11 b of the first plate-like member 11. That is, the first plate-like member 11 and the second plate-like member 12 are combined via the shaft 13 so as to constitute a hinge structure, and are connected so as to be rotatable relative to each other. Further, a stopper 15 fixed to the key groove 13a is disposed between the attachment portion 11a of the first plate-like member 11 and the attachment portion 12a of the second plate-like member 12 in the central portion of the shaft 13. . The stopper 15 functions as a detent that restricts the rotation angle so that the first plate member 11 or the second plate member 12 does not rotate more than 90 degrees. That is, at the timing when the bypass valve 10 should be closed, the first plate member 11 and the second plate member 12 are rotated in one direction while being overlapped, and the bypass valve 10 is normally closed. The stopper 15 prevents the situation from not occurring. Accordingly, when the bypass valve 10 is closed due to the provision of the stopper 15, the first plate member 11 and the second plate member 12 are rotated to the correct positions so as to be opened from each other. Can move. The stopper 15 may be appropriately provided as necessary.
A thin rubber sheet or film (not shown) is attached to the surfaces of the first plate member 11 and the second plate member 12. By sticking such a rubber sheet or film, it is possible to reliably prevent air leakage between the first plate member 11 and the second plate member 12 or at the location where the stopper 15 is attached. Here, the rubber sheet or film is very light and does not hinder the opening / closing operation of the bypass valve 10 or affect the opening / closing timing.

  Here, “the first plate-like member 11 and the second plate-like member 12 are opened” means that the first plate-like member is in the direction in which the angle between the first plate-like member 11 and the second plate-like member 12 increases. This means that the member 11 and the second plate-like member rotate. In addition, when the first plate member 11 and the second plate member 12 are opened and the angle between the two is approximately 180 degrees as shown by the solid line in FIG. 2, the bypass valve 10 is closed. Then, the bypass channel 7 is closed as shown in FIG. Here, a preload is applied to the bypass valve 10 by the weight of the first plate member 11 and the second plate member 12, and the initial state of the bypass valve 10 in a state where no intake air flows is shown in FIG. The closed state is as shown in (i). On the other hand, “the first plate-like member 11 and the second plate-like member 12 are closed” means that the first plate-like member is in the direction in which the angle between the first plate-like member 11 and the second plate-like member 12 decreases. 11 and the 2nd plate-shaped member rotate. Moreover, when the first plate-like member 11 and the second plate-like member 12 are pushed upward and closed by the pressure of the intake air flowing through the bypass flow path 7, as shown by the one-dot chain line in FIG. The bypass valve 10 is in an open state as shown in FIG. 4 (ii).

Next, the flow of the intake air in the supercharging system 100 will be described with reference to FIG.
When the engine 50 is rotating at a predetermined speed or higher, the turbine portion 32 of the first supercharger 30 is rotationally driven by the pressure of the exhaust gas flowing through the exhaust passage 4. Thereby, the compressor unit 31 of the first supercharger 30 is driven, and the intake air flowing through the intake passage 3 is compressed in the compressor unit 31. Next, the compressed intake air is cooled by the first intercooler 5. At this time, the ECU 2 reads the rotational speed of the engine 50. Then, the ECU 2 determines whether or not the engine 50 is rotating at a predetermined speed or higher, and when the engine 50 is rotating at a high speed that is higher than the predetermined speed, the electric motor 42 of the second supercharger 40 is turned on. Keep it stopped. Here, the compressor section 41 of the second supercharger 40 that is not rotationally driven becomes a resistance against the flow of intake air in the intake passage 3. Therefore, the intake air flows into the bypass channel 7 after passing through the first branch point 3a. As shown in FIG. 4 (ii), the intake air that has flowed into the bypass channel 7 causes the first plate member 11 and the second plate member 12 of the bypass valve 10 in the initial state shown in FIG. The bypass valve 10 is opened. Then, the intake air that bypasses the second supercharger 40 passes through the second intercooler 6 and flows into the engine 50. The air that has flowed into the engine 50 is combusted in the engine 50, becomes exhaust gas, flows through the exhaust passage 4, and rotationally drives the turbine section 32 of the first supercharger 30.

  On the other hand, when the rotation of the engine 50 is switched from a high speed rotation of a predetermined speed or higher to a low speed rotation of a predetermined speed or less, the turbine section 32 of the first supercharger 30 cannot obtain sufficient energy from the exhaust gas. Therefore, the compressor unit 31 of the first supercharger 30 cannot sufficiently increase the supercharging pressure of the intake air. Here, the ECU 2 determines whether or not the engine 50 is rotating at a predetermined speed or more, and when the engine 50 is rotating at a low speed less than the predetermined speed, the electric motor 42 of the second supercharger 40. Is driven to rotate. Therefore, the intake air of the intake passage 3 that has passed through the compressor portion 31 of the first supercharger 30 without being sufficiently compressed passes through the first intercooler 5 and the first branch point 3a, and then passes through the second supercharger 40. The compressor part 41 flows in and is compressed, and flows out downstream of the compressor part 41. At this time, since the pressure of the air in the bypass flow path 7 is higher on the downstream side of the bypass valve 10 than on the upstream side, the first plate member 11 and the second plate member 12 of the bypass valve 10 are It changes from the closed state as shown in FIG. 4 (ii) to the open state as shown in FIG. 4 (i). That is, when the second supercharger 40 starts to rotate, the first plate member 11 and the second plate member 12 are rotated, and the bypass valve 10 is in the open state as shown in FIG. 4 (ii). To the closed state as shown in FIG. The intake air that has flowed out of the compressor section 41 of the second supercharger 40 is cooled by the second intercooler 6 and then flows into the engine 50.

  As described above, in the supercharging system 100 according to the first embodiment, the bypass valve 10 of the bypass flow path 7 includes the first plate-like member 11 and the second plate-like member 12 that are rotatably provided on the shaft 13. . Therefore, as shown in FIG. 4 (ii), when the bypass valve 10 is in the open state, the first plate member 11 and the second plate member 12 are closed to each other so as to follow the flow direction of the intake air. It extends and is located. For this reason, compared with a check valve having a ball valve, the air resistance with respect to the bypass valve 10 is suppressed, and the responsiveness when the bypass valve 10 is opened and closed is good. Further, since the bypass valve 10 has two rotating pieces, that is, the first plate-like member 11 and the second plate-like member 12, the bypass valve 10 can be compared with a check valve having only one rotating piece. Each moving piece is lightweight and the movable range is small. Therefore, the opening / closing operation of the bypass valve 10 becomes faster accordingly, and in particular, when the bypass valve 10 is switched from the closed state to the open state, the responsiveness until the opening area of the bypass flow path 7 is secured is improved. Therefore, the drive is switched between the first supercharger 30 and the second supercharger 40, and the bypass valve 10 opens and closes quickly even immediately after the drive of the second supercharger 40 is started. The intake air is properly supercharged. As a result, it is possible to suppress a drop in the torque of the engine 50 immediately after the driving of the second supercharger 40 is started.

In addition, since the first plate-like member 11 and the second plate-like member 12 are substantially semicircular members, when the first plate-like member 11 and the second plate-like member 12 are rotated in the closing direction, a bypass flow is obtained. The required length in the longitudinal direction of the path 7 becomes shorter. That is, the bypass valve 10 having the first plate-like member 11 and the second plate-like member 12 has a bypass flow path as compared with a conventional bypass valve having only one turning piece pivotally supported at the end. In the longitudinal direction of 7, the length required for opening and closing may be about half. Therefore, the space in the longitudinal direction inside the bypass channel 7 can be saved to some extent.
Further, since the bypass valve 10 has a simple structure including the shaft 13, the first plate member 11, and the second plate member 12, the structure relating to the supercharging system 100 can be reduced in size and weight. Cost can be reduced.

  Furthermore, since the shaft 13 is provided at a position passing through the center of the bypass flow path 7, that is, the center of the inner diameter, the pair of rotating pieces attached to the shaft 13 can be connected to the first plate member 11 and the second plate member 11. Like the plate-like member 12, it is formed symmetrically. Therefore, the rotation timings of the first plate-like member 11 and the second plate-like member 12 coincide with each other, and the switching of the intake air flow path accompanying the opening and closing of the bypass valve 10 becomes smooth.

Embodiment 2. FIG.
A configuration of a supercharging system 200 according to Embodiment 2 of the present invention is shown in FIGS. The supercharging system 200 is obtained by replacing the bypass valve 20 having a first spring member 117 a and a second spring member 117 b constituted by coil springs with the bypass valve 10 in the supercharging system 100. That is, the bypass valve 20 constitutes the supercharging system 200 together with the intake passage 3 and the first supercharger 30, the second supercharger 40, and the bypass passage 7 provided in the intake passage 3.
In the following description, the same reference numerals as those in FIGS. 1 to 4 according to the first embodiment are the same or similar components, and detailed description thereof is omitted.

As shown in FIGS. 5 and 6, similarly to the bypass valve 10 in the first embodiment, the bypass valve 20 is rotatable through a shaft 113 fixed in position in the bypass flow path 7 and the shaft 113. It has the 1st plate-shaped member 111 and the 2nd plate-shaped member 112 to connect. A through hole 113a having a rectangular cross section is formed in the central portion of the shaft 113 so as to extend in the vertical direction. An elongated plate-shaped support member 115 is fitted and attached to the through hole 113a of the shaft 113. Here, as shown in FIG. 6, a locking portion 115 b is formed at one end on the upper side of the support member 115. The position of the support member 115 is demarcated when the locking portion 115b of the support member 115 penetrating the through hole 113a contacts the shaft 113. An attachment hole 115 a is formed in the vicinity of the lower end of the support member 115. One end of the first spring member 117a and one end of the second spring member 117b are attached to the attachment hole 115a. The other end of the first spring member 117 a is attached to the first plate member 111, and the other end of the second spring member 117 b is attached to the second plate member 112. That is, the support member 115 supports the first spring member 117a and the second spring member 117b.
In addition, the 1st spring member 117a and the 2nd spring member 117b comprise an elastic member.

  As described above, in the supercharging system 200 according to the second embodiment, the first spring member 117a and the second spring member 117b are attached to the first plate member 111 and the second plate member 112, respectively. The first spring member 117 a and the second spring member 117 b are supported by a support member 115 that extends below the shaft 113. For this reason, the first plate member 111 and the second plate member 112 receive an elastic force on the lower side by the first spring member 117a and the second spring member 117b so that the bypass valve 20 is closed. It is energized. Therefore, the bypass valve 20 can be quickly switched from the open state to the closed state, and the responsiveness is further improved.

Embodiment 3 FIG.
FIG. 7 shows the configuration of a supercharging system 300 according to Embodiment 3 of the present invention. The supercharging system 300 is obtained by changing the positional relationship between the first supercharger 30 and the second supercharger 40 in the supercharging system 100 according to the first embodiment. That is, in the supercharging system 100 according to the first embodiment, the second supercharger 40 is disposed on the downstream side of the first supercharger 30, but in the supercharging system 300 according to this embodiment, the second supercharger 300 is disposed. The charger 40 is disposed on the upstream side of the first supercharger 30.

  In the supercharging system 300 shown in FIG. 7, the compressor portion 31 of the first supercharger 30 is provided in the intake passage 3 connected to the engine 50 of the vehicle, and the turbine portion 32 of the first supercharger 30 is provided in the exhaust passage 4. Each is provided. In the intake passage 3, a second intercooler 6 is provided downstream of the first supercharger 30. A first intercooler 5 is provided upstream of the first supercharger 30, and a compressor section 41 of the second supercharger 40 is further provided upstream of the first intercooler 5. That is, in the intake passage 3, the first supercharger 30 and the second supercharger 40 are arranged in series with each other. The intake passage 3 is connected to a bypass passage 7 that bypasses the second supercharger 40. Here, one end of the bypass passage 7 is connected to the first branch point 3 a provided on the inlet side of the second supercharger 40, that is, upstream of the compressor section 41 of the second supercharger 40. Further, the other end of the bypass flow path 7 is the second branch point 3b provided on the outlet side of the second supercharger 40, that is, downstream of the compressor portion 41 of the second supercharger 40 and upstream of the first intercooler 5. Connect to. A bypass valve 10 is provided in the bypass flow path 7.

Next, the flow of intake air in the supercharging system 300 will be described.
When the engine 50 is rotating at a predetermined speed or higher, the electric motor 42 of the second supercharger 40 is in a stopped state. Therefore, the compressor section 41 of the second supercharger 40 becomes resistant to the flow of intake air in the intake passage 3. Therefore, the intake air passes through the first branch point 3 a and then flows into the bypass flow path 7. The intake air that has flowed into the bypass channel 7 opens the bypass valve 10. Then, the intake air that has passed through the bypass valve 10 and again flows into the intake passage 3 from the bypass flow path 7 is cooled by the first intercooler 5 and then flows into the compressor section 31 of the first supercharger 30. Compressed. Further, the compressed intake air is cooled by the second intercooler 6 and flows into the engine 50.

  On the other hand, when the rotation of the engine 50 is switched from a high speed rotation that is equal to or higher than a predetermined speed to a low speed rotation that is lower than the predetermined speed, the first supercharger 30 cannot sufficiently increase the supercharging pressure of the intake air. Accordingly, the ECU 2 rotates the electric motor 42 of the second supercharger 40. The intake air passes through the first branch point 3 a, is then compressed in the compressor unit 41 of the second supercharger 40, and flows out downstream of the compressor unit 41. At this time, the pressure of the air in the bypass passage 7 is higher on the downstream side of the bypass valve 10 than on the upstream side, so that the bypass valve 10 is switched from the open state to the closed state, The flow of intake air stops. Next, the intake air compressed in the second supercharger 40 passes through the second branch point 3 b and is cooled by the first intercooler 5, and then the compressor unit 31 and the second supercharger 30 of the first supercharger 30. It flows through the intercooler 6 and flows into the engine 50.

  As described above, even when the first supercharger 30 is disposed downstream of the second supercharger 40 as in the supercharging system 300, the bypass valve 10 has good responsiveness, and the first supercharger 30 and the second supercharger 40 can be quickly opened and closed when the drive is switched. Accordingly, it is possible to suppress a drop in the torque of the engine 50 immediately after the intake air is appropriately supercharged and the driving of the second supercharger 40 is started.

Embodiment 4 FIG.
FIG. 8 shows the configuration of bypass valve 60 in supercharging system 400 according to Embodiment 4 of the present invention. The supercharging system 400 is used by replacing the bypass valve 60 with the bypass valve 10 in the supercharging system 100. That is, the bypass valve 60 constitutes the supercharging system 400 together with the intake passage 3 and the first supercharger 30, the second supercharger 40, and the bypass passage 7 provided in the intake passage 3.

  As shown in FIG. 8, the bypass valve 60 includes two first plate members 61, a second plate member 62, and a shaft 63. Similar to the bypass valve 10 according to the first embodiment, in the bypass valve 60, the first plate-like member 61 and the second plate-like member 62 are combined so as to form a hinge structure via the shaft 63, and are relative to each other. Are pivotally connected. In addition, a rotation suppression pin 7 b that extends in parallel with the shaft 63 and protrudes is provided on the shaft 63 on the inner wall 7 a of the bypass flow path 7. When the bypass valve 60 is switched from the closed state shown in FIG. 8 (i) to the open state shown in FIG. 8 (ii), the first plate member 61 and the second plate member 62 are not rotated. Rotation is suppressed so that they do not rotate in the opposite directions. That is, the rotation suppression pin 7b functions as a detent that restricts the rotation angle so that the first plate member 11 or the second plate member 12 does not rotate 90 degrees or more.

  As described above, in the supercharging system 400 according to the fourth embodiment, the first plate member 61 and the second plate member 62 rotate in one direction while being overlapped, and the bypass valve 60 is normal. The situation where the closed state is not reached is prevented by the rotation suppression pin 7b. Therefore, excessive rotation of the first plate member 61 and the second plate member 62 can be suppressed without providing a mechanism such as a stopper on the shaft 63. Therefore, when the bypass valve 60 is closed, the first plate-like member 61 and the second plate-like member 62 can be rotated to the correct positions so as to be in an open state. Therefore, the bypass valve 60 can perform the opening / closing operation more reliably in accordance with the switching of driving between the first supercharger 30 and the second supercharger 40.

In the first to fourth embodiments, each rotating piece is a plate-shaped member. However, the present invention is not limited to this, and for example, a film may be attached to a half-moon shaped metal frame.
In the first embodiment, the bypass valve 10 includes the first plate-like member 11 and the second plate-like member 12 which are two rotating pieces, but is not limited thereto. For example, the bypass valve 10 may have four 90-degree fan-shaped rotating pieces. The same applies to the bypass valves according to the second to fourth embodiments.
Further, in the second embodiment, the upper end portion of the support member 115 may be provided with a protruding portion that functions as a detent as with the stopper 15 according to the first embodiment. Further, a pin-shaped member having the same structure as that of the rotation suppression pin 7b according to the fourth embodiment may be provided on the upper portion of the bypass valve 20.

  100, 200, 300, 400 Supercharging system, 3 Intake passage, 7 Bypass passage, 10, 20, 60 Bypass valve, 11, 61, 111 First plate member (plate member, rotating piece), 12, 62, 112 Second plate-like member (plate-like member, rotating piece), 13, 63, 113 shaft, 30 First supercharger (exhaust supercharger), 40 Second supercharger (electric supercharger) , 42 electric motor, 50 engine, 117a first spring member (elastic member), 117b second spring member (elastic member).

Claims (4)

A supercharging system for compressing intake air flowing into an engine,
An intake passage through which the intake air flows and is connected to the engine;
An exhaust supercharger that is provided in the intake passage and is driven by the energy of the exhaust gas of the engine to compress the intake air;
An electric supercharger provided in series with the exhaust supercharger in the intake passage, and driven by an electric motor to compress the intake air;
A bypass flow path having one end connected to the inlet of the electric supercharger in the intake passage and the other end connected to the outlet of the electric supercharger in the intake passage;
A supercharging system comprising an openable and closable bypass valve provided in the bypass flow path,
The bypass valve has a shaft provided in the bypass channel, and at least two rotating pieces rotatably provided on the shaft,
When the electric supercharger operates, the bypass valve is closed by rotating the rotating piece,
When the electric supercharger is not activated, the bypass valve is opened by rotating the rotating piece. The rotating piece is a pair of plate-shaped members,
When the pair of plate-like members are closed, the bypass valve is in an open state,
The supercharging system according to claim 1, wherein the bypass valve is closed when the pair of plate-like members are opened.   The supercharging system according to claim 1 or 2, wherein the shaft is provided at a center of the bypass flow path. An elastic member is attached to the rotating piece,
The supercharging system according to any one of claims 1 to 3, wherein the rotating piece receives an elastic force in a direction in which the bypass valve is closed by the elastic member.

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