JP3243710B2 - Engine system with turbocharger - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to improvement of startability when starting an internal combustion engine and purification of exhaust gas.

[0002]

2. Description of the Related Art A technique disclosed in Japanese Patent Application Laid-Open No. 2-64258 is known as an example in which fuel and compressed air are simultaneously ejected from an injector to promote atomization of fuel, improve startability, and purify exhaust gas. It is. In this technology, the power source for compressing air is supplied from the engine crankshaft,
The air pump is driven to supply compressed air to the injector. An example in which a compressor for supercharging the engine is provided and an air blast valve (air assist injector) is disposed to further improve the startability is disclosed in Japanese Patent Application Laid-Open No. 2-37168. In this example, in addition to the compressor supercharging the engine, a compressor for supplying compressed air to the air blast valve is arranged separately,
Two air compressors are required.

[0003] Secondary air supply for purifying exhaust gas by supplying uncombusted fuel in the exhaust gas by supplying compressed air to the exhaust gas flowing through the exhaust pipe of the engine is already known. . However, as for the secondary air, a compressor for compressing the air is conventionally provided separately from a compressor for supercharging the engine.

[0004]

In the prior art engine system with a supercharger, a compressor for supercharging the engine and a compressor for air blast (or a compressor for secondary air) are separately provided. Therefore, there is a disadvantage that the portion occupying the engine room is large and the cost is high. The reason that two compressors are required in the prior art is as follows. First, the compressor for supercharging the engine is designed by determining the capacity, the optimum efficiency rotation speed, and the gear ratio from the engine crankshaft so that it can be supercharged when the engine rotation speed is high. When the rotation speed of the crankshaft of the engine is as low as about 100 rpm, the volumetric efficiency of the compressor for supercharging the engine is very poor, and the air itself is hardly compressed. Therefore, in order to supply compressed air to the air blast valve at the time of starting, a compressor dedicated to air blast (or secondary air) is required.

An object of the present invention is to supply compressed air for engine supercharging and compressed air supplied to an air blast valve at the time of starting.
It is to supply with one compressor.

[0006]

In order to achieve the above object, the present invention provides, as a first means, an air-assisted injector having an air nozzle for injecting air around a nozzle for injecting fuel; A cylinder for burning the fuel, a speed-up gear coupled to an engine crankshaft driven by the cylinder, and a speed-up gear or a motor that operates at the time of starting, and a motor driven by the motor or the speed-up gear. Through a compressor, an air passage communicating an air cleaner outlet with the cylinder through the compressor, and a bypass valve capable of adjusting the opening degree by a signal between the compressor upstream and the compressor downstream of the air passage. A bypass passage that communicates with the air passage, and a branch passage provided to the air passage downstream of the compressor and upstream of the bypass passage connection point. And assist air flow path communicating to,
A control valve that is provided at a branch point of the assist air flow path and controls an air flow rate to the air nozzle and an air flow rate to the cylinder. By operating the bypass valve and the control valve, the air compressed by the compressor is blown out from the air nozzle through the assist air flow path, and after the warm-up operation is completed after the engine is started, the bypass valve and the Control means is provided for controlling a control valve to operate so as to send out the air compressed by the compressor to the cylinder.

Further, a second aspect of the present invention that achieves the above object is as follows.
Means is an exhaust air nozzle provided in an exhaust pipe for discharging exhaust gas from a cylinder, and a speed-up gear coupled to an engine crankshaft driven by the cylinder to increase the speed of rotation or a motor operating at start-up And a compressor driven by the motor or the gearbox;
An air flow path that communicates the air cleaner outlet with the cylinder through the compressor, and a bypass flow that communicates through a bypass valve whose opening can be adjusted by a signal between a compressor upstream side and a compressor downstream side of the air flow path. A flow path, an assist air flow path branching into the air flow path downstream of the compressor and upstream of the bypass flow path connection point, and communicating the air flow path and the exhaust air nozzle; A control valve that is provided at a branch point of a road and that controls an air flow rate to the exhaust air nozzle and an air flow rate to the cylinder. The control valve is actuated to blow out compressed air from the exhaust air nozzle, and after the engine is started and after the warm-up operation is completed, the bypass valve and the control valve are controlled again. The it is the air compressed by the compressor by actuating one provided a control means for controlling to deliver to said cylinder.

According to another aspect of the present invention, there is provided an air assist injector having an air nozzle for injecting air around a nozzle for injecting fuel, a cylinder for burning the injected fuel, and Compress the air,
A compressor having a downstream end that discharges compressed air to an air flow path connected to the cylinder; anda supercharged engine system having a supercharger, the downstream end being provided in the air flow path. An assist air flow path connected to the air nozzle, a control valve provided at a branch point between the assist air flow path and the air flow path to adjust a flow rate of compressed air to both the air flow path, and control means for controlling an opening degree of the control valve. and configured to include,
The control valve controls the air flow to the assist air flow path.
The amount can be made zero .

[0009] Still another means of the present invention for achieving the above object is a cylinder for burning supplied fuel, an exhaust pipe connected to the cylinder for discharging generated exhaust gas, and an exhaust pipe. An exhaust air nozzle installed in the pipe for injecting compressed air into the exhaust gas; and a compressor for compressing the sucked air and discharging the compressed air to an air flow path having a downstream end connected to the cylinder. An engine system with a supercharger is provided, which is provided at a branch point of the assist air flow path and the air flow path, which is provided by branching into the air flow path and having a downstream end connected to the exhaust air nozzle. A control valve for adjusting the compressed air flow rate to both,
And control means for controlling the opening of the control valve.

The control means includes means for determining at least whether the engine is in a state immediately after starting, a state in which warm-up operation has been completed after starting, or a state in which a large output is required, and a control valve in accordance with the determined state. Is preferably controlled to a predetermined opening.

As a power source of the compressor, a method of increasing the number of revolutions through a speed-increasing device for increasing the power from the crankshaft of the engine to take out the compressor power and a method of driving the compressor by a motor There is a way to do that. The compressor type may be a positive displacement compressor or a centrifugal compressor. Also, in a compressor type, such as a turbocharger, which compresses intake air by the exhaust gas pressure of the engine, when the exhaust gas pressure is not sufficient at a low engine speed, the power from the engine crankshaft is reduced by the rotation speed. It can be used if a driving force is supplied from the outside by a method of taking out the power through a speed increasing gear to increase the compressor power and a method of driving the compressor by a motor. There is also a method of driving a compressor using a starter motor that operates when starting the engine as a power source, and integrating the compressor and the starter motor to achieve compactness.

According to the first means of the present invention, even when the engine rotation speed is low, the rotation speed of the compressor for engine supercharging can be increased by the motor or the speed increasing device. High pressure air can be sent out without reducing the volumetric efficiency of the compressor. Therefore, a single compressor for supercharging the engine can simultaneously obtain the compressed air for supercharging the engine and the compressed air flowing to the air assist injector regardless of the engine speed, thereby saving space and reducing cost. . Further, by injecting high-compressed air simultaneously with the fuel from the air-assist injector, atomization of the fuel can be achieved, ignition can be facilitated, and startability can be improved even when the engine is at low temperature. Further, by atomizing the fuel, the fuel can be completely burned and the exhaust gas can be purified. Also,
Controlling the amount of compressed air sent to the air-assisted injector and the cylinder by a control valve, and sending compressed air also to the cylinder, thereby increasing the compression ratio in the cylinder and increasing the temperature to improve startability. Can be.

Further, in the second means, even when the engine speed is low, the speed of the compressor for supercharging the engine can be increased by the motor or the speed-increasing gear. The compressor can deliver high pressure air from the exhaust air nozzle without compromising volumetric efficiency, and by supplying secondary air into the exhaust pipe, the unburned fuel, which is particularly noticeable when the engine and catalyst are cold, is used. It can promote combustion and purify exhaust gas. Also, the amount of compressed air sent to the exhaust air nozzle and the cylinder is adjusted by a control valve, and compressed air is also sent to the cylinder, thereby increasing the compression ratio in the cylinder and increasing the temperature to improve the startability. be able to.

Further, by using the first and second means simultaneously, it is possible to further improve the startability and purify the exhaust gas as compared with the case where each is used alone.

Further, by driving the compressor by using a starter motor that operates when starting the engine as a power source, and integrating the starter motor and the compressor, it is not necessary to newly install a motor, so that a further increase in the engine room can be avoided. Space saving and cost reduction can be achieved.

According to another aspect of the present invention, a compressed air discharged from a compressor is supplied to a cylinder, an exhaust air nozzle, or an air nozzle of an air-assisted injector as necessary. The compressor supplies compressed air at startup and at supercharging.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows a main configuration of a supercharged engine system according to a first embodiment of the present invention. FIG.
The engine system with a supercharger shown in FIG.
And an air flow path connecting the outlet of the air cleaner 7 to the cylinder 9 via the compressor 1, and an air flow path upstream of the compressor 1 and an air flow path downstream of the compressor 1 connected via a bypass valve 18. The air flow path and the cylinder 9
An air-assisted injector (air blast valve) 15 installed in the air flow passage upstream of the connection point of the compressor 1 and an air flow passage downstream of the compressor 1 and upstream of the connection point of the bypass flow passage 12 The air passage provided for connecting the air passage provided to an air nozzle provided around the fuel injection nozzle of the air assist injector 15, the motor 17 for driving the compressor 1, and the cylinder 9. A crankshaft 2 driven by a piston, and a control valve 13 provided in an air flow path at a branch point of the assist air flow path 16 for adjusting an air flow rate to the assist air flow path 16 and an air flow rate to the air flow path. And an air flow path downstream of a connection point between the downstream end of the bypass flow path 12 and the air flow path and upstream of the air assist injector 15 (hereinafter, referred to as the control valve 13). Downstream of the air flow path is referred to as an intake pipe 8,
The air passage upstream of the control valve 13 is connected to the compressor passage 1
1, a throttle valve 20 for controlling the flow rate of air flowing into the cylinder 9, an intake valve 26 provided at a connection between the intake pipe 8 and the cylinder 9, and an exhaust pipe 10 for sending exhaust from the cylinder 9. , Cylinder 9 and exhaust pipe 1
0, an actuator 19 for driving the bypass valve 18, an actuator 24 for driving the control valve 13, and a controller as control means for controlling the actuators 19, 24 and the motor 17. 14, a fuel tank 51 connected to a fuel injection nozzle of the air assist injector 15 via a fuel flow path 53, a fuel pump 52 interposed in the fuel flow path 53 to pressurize and supply fuel, It is comprised including.

When the engine enters the intake stroke, the air
From two passages, a compressor passage 11 that passes from the air cleaner 7 through the compressor 1 to the intake pipe 8 and a bypass passage 12 that bypasses the compressor and goes to the intake pipe 8, the intake pipe 8,
It flows into the cylinder 9 through the intake valve 26. When the engine is in the exhaust stroke, the exhaust valve 21 is opened, and the exhaust gas flows out of the cylinder 9 through the exhaust valve 21 and the exhaust pipe 10. In the bypass passage 12, there is a bypass valve 18 for adjusting the flow rate of air flowing through the bypass passage. The bypass valve may be a valve such as a reed valve that allows air to flow in only one direction.

The motor 17 for driving the compressor 1 is
On-off or the number of revolutions is controlled by a signal from the controller 14, and the rotating shaft of the motor 17 is connected to the rotating shaft of the compressor 1. However, the driving force of the compressor 1 may be obtained from the engine crankshaft pulley via a speed increaser by the rotation force of the engine rotation. However, when the rotational force is obtained from the engine crankshaft pulley via the gearbox, it is necessary to be able to change the speed ratio of the gearbox when the engine is started and when the engine is supercharged. In this case, when the engine is started, power is taken out by increasing the number of revolutions on the output side of the gearbox. However, it is necessary to change the speed ratio by the controller 14 in accordance with the control of the control valve 13 and the bypass valve 18. desirable. The supercharged engine system according to the present embodiment is configured by the above configuration.

Next, the operation of the engine system with a supercharger having the above configuration will be described. When the engine is started, the supercharged engine system of this embodiment operates as shown in FIG. The engine starts cranking with a starter motor (not shown). At this time, the controller 14 sends a signal to the motor 17 to start rotation and simultaneously sends a signal to the actuator 24, switches the control valve 13, closes the air flow path to the intake pipe 8 and closes the nozzle of the air-assist injector 15 for injecting fuel. Compressed air is sent into an assist air flow path 16 communicating with an air nozzle provided around. The controller 14 is a bypass valve 1
A signal is sent to the actuator 19 so that 8 is fully opened. At this time, the air compressed from the air cleaner 7 through the compressor 1 is ejected from the air nozzle through an assist air flow path 16 leading to the air nozzle of the air assist injector 15, and the fuel is injected from the air assist injector 15 together with the fuel injected from the air assist injector 15. 8 or directly into the cylinder 9. The fuel is atomized by the simultaneous injection of the compressed air and the fuel, and the fuel flows into the cylinder 9 without adhering to the inner wall of the intake pipe 8. In addition, cylinder 9
It is conceivable that a vortex is generated when the air-fuel mixture flows into the inside. Due to the atomization of the fuel and the generation of eddies, the startability can be improved and the exhaust gas can be purified.

FIG. 2 shows a state after the engine has finished the warm-up operation, in which the air compressed by the compressor 1 is sent into the cylinder 9. In this case, the air assist injector 15 does not eject the compressed air, but injects only the fuel supplied from the fuel channel 53. The motor 17 is rotating, and the controller 14 sends a signal to the actuator 24 to switch the control valve 13 so that the compressed air flows into the intake pipe 8 and to the actuator 19 so that the bypass valve 18 is fully closed. Give a signal. At this time, the air compressed by the compressor 1 through the air cleaner 7 is sent from the compressor passage 11 into the intake pipe 8 and into the bypass passage 12. However, bypass channel 1
Since the bypass valve 18 inside the compressor 2 is fully closed, the air compressed by the compressor 1 does not return to the upstream side of the compressor 1 and the compressed air flows only to the intake pipe 8 to supercharge the engine. . At this time, if the bypass valve 18 is open, the compressed air returns to the upstream side of the compressor 1, so that the supercharging pressure in the intake pipe 8 cannot be increased.

The control valve 13 and the bypass valve 1
By adjusting the opening / closing degree of the compressor 8 by the controller 14, it is also possible to supply the air compressed by the compressor 1 to both the inside of the cylinder 9 and the air nozzle of the air assist injector 15, and in this case, the compression ratio in the cylinder 9 And the compressed air can be ejected from the air assist injector 15 together with the fuel.
The startability can be improved and the exhaust gas can be purified.

If the engine has a light load or the opening of the throttle valve 20 is small, the controller 14 determines that the engine is not required to have a large output, and the motor 17
Is stopped, and the bypass valve 18 is fully opened to reduce fuel consumption as a naturally aspirated engine.

FIG. 3 shows a supercharged engine system according to a second embodiment of the present invention. The structure of the intake system is almost the same as that of the first embodiment, except that the compressed air supply destination is inside the cylinder 9 and the exhaust air nozzle 22.
That is, an exhaust air nozzle 22 is installed in the exhaust pipe 10 and the assist air flow path 16 connected to the air nozzle of the air assist injector 15 in the first embodiment.
Is connected to the exhaust air nozzle 22 in the second embodiment. The other configuration is the same as that of the first embodiment, so that the detailed description is omitted.

In this embodiment, the flow path of the air passes through the compressor passage 11 from the air cleaner 7 through the compressor 1 to the control valve 13 and the upstream end through the control valve 13 to the compressor passage 11. An intake pipe 8 having a downstream end connected to the cylinder 9; and a bypass flow path 12 extending from the air cleaner 7 to the intake pipe 8 while bypassing the compressor.
And an assist air passage 23 having an upstream end connected to the compressor passage 11 via a control valve 13 and a downstream end connected to the exhaust air nozzle 22. As for the exhaust system, when the engine is in the exhaust stroke, the exhaust valve 2
1 is opened, and the exhaust gas flows out of the cylinder 9 through the exhaust pipe 10. The exhaust pipe 10 includes an exhaust air nozzle 22.
Is provided. A control valve 13 is provided at a downstream end of the compressor passage 11, and an actuator 2 that opens and closes the control valve 13 according to a signal from a controller 14.
4 are provided. The motor 17 for driving the compressor 1 is turned on or off or controlled in rotation speed by a signal from the controller 14, and the rotating shaft of the motor 17 is connected to the rotating shaft of the compressor 1. However, the driving of the compressor 1 may be performed by obtaining the torque from the engine rotation from the engine crankshaft pulley via the speed increaser. The engine system with a supercharger according to the present embodiment is configured by the above configuration.

Next, the operation of the engine system with a supercharger having the above configuration will be described. When the engine is started, the supercharged engine system of this embodiment operates as shown in FIG. The engine starts cranking with a starter motor (not shown). At this time, the controller 14 sends a signal to the motor 17 to start rotation and simultaneously sends a signal to the actuator 24, and switches the control valve 13 to switch the assist air flow path 2 communicating with the exhaust air nozzle 22.
Compressed air is sent to 3. Also, the controller 14
Is the actuator 1 so that the bypass valve 18 is fully opened.
Send a signal to 9. At this time, the air compressed by the compressor 1 through the air cleaner 7 is ejected from the exhaust air nozzle 22 through the assist air flow path 23 leading to the exhaust air nozzle 22, especially when the engine and the catalyst are at low temperature such as when starting the engine. By sending the compressed air to the exhaust gas containing the unburned fuel which appears remarkably, the combustion of the unburned fuel in the exhaust gas is promoted, and the exhaust gas can be purified.

FIG. 4 shows a state after the engine has finished the warm-up operation, in which the air compressed by the compressor 1 is fed into the cylinder 9. The motor 17 is rotating, and the controller 14 sends a signal to the actuator 24 to switch the control valve 13 so that the compressed air flows into the intake pipe 8 and to the actuator 19 so that the bypass valve 18 is fully closed. Give a signal. At this time, the air compressed by the compressor 1 through the air cleaner 7 is sent through the compressor passage 11 into the intake pipe 8 and the bypass passage 12. However, the bypass valve 1 in the bypass passage 12
8 is fully closed, the air compressed by the compressor 1 does not return to the upstream side of the compressor 1, and the compressed air flows only through the intake pipe 8 to supercharge the engine. At this time, if the bypass valve 18 is open, the compressed air returns to the upstream side of the compressor 1, so that the supercharging pressure in the intake pipe 8 cannot be increased.

The control valve 13 and the bypass valve 1
The air compressed by the compressor 1 can be supplied to both the cylinder 9 and the exhaust air nozzle 22 by adjusting the opening / closing degree of the controller 8 by the controller 14. In this case, the compression ratio in the cylinder is increased. Output can be improved and exhaust gas can be purified.

When the engine has a light load or the opening of the throttle valve 20 is small, the controller 14 determines that the engine is not required to have a large output, and the motor 17
Is stopped, and the bypass valve 18 is fully opened to reduce fuel consumption as a naturally aspirated engine.

The driving source for driving the compressor 1 used in the first and second embodiments may be obtained from the engine crankshaft pulley via a speed increaser by a motor 17 or a starter motor for starting the engine. Is used as a power source for driving the compressor 1, and the starter motor and the compressor are integrated, so that it is not necessary to newly install a motor, and it is possible to secure space in the engine room, reduce the weight, and reduce the cost.

FIG. 5 shows an example of the structure of a starter / supercharger in which the compressor 1 and a starter motor for driving the compressor are integrated. The illustrated starter / supercharger includes a one-way clutch 102 that meshes with a ring gear (not shown) of the engine, a pinion gear 101 integrated with the one-way clutch 102, and a gear that meshes the pinion gear 101 with the ring gear of the engine at startup. A solenoid 108 that pushes the pinion gear 101 forward by a command signal from a controller (not shown) via a shift lever 109, and a pinion gear 1
01, a coaxially arranged planetary gear reducer 103, a DC motor 17A having a rotor shaft 105 of the compressor 1 and a brush 106, and the compressor 1 driven by the DC motor 17A.
A magnet switch 10 for turning on / off the current to the motor according to a command signal from the controller (not shown).
7 are included.

Next, the operation when the starter / supercharger having the above configuration is used as the compressor of the first and second embodiments will be described. When the driver turns on a key switch (not shown) in the driver's seat, the controller sends a current signal to the solenoid 108 and the solenoid 108
, The pinion gear 101 is pushed forward (to the right in the drawing) via the shift lever 109 and meshes with the ring gear of the engine. Pinion gear 1
After 01 is pushed forward, the controller sends a signal to the magnet switch 107 to supply a current to the DC motor 17A to rotate it. At this time, the rotational force is controlled by the DC motor 17.
From A, it is transmitted to the rotor shaft 105 of the compressor 1, rotates the compressor and increases the torque by the planetary gear reducer 103 to be transmitted to the pinion gear 101 to crank the engine. At this time, the air compressed by the compressor is sent to the air nozzle of the air assist injector 15 in the first embodiment, and is sent to the exhaust air nozzle 22 in the second embodiment. By adjusting the opening of the control valve 13 and the bypass valve 18, the air assist injector 15
Compressed air can be simultaneously sent to the air nozzle and the cylinder 9 and the exhaust air nozzle 22 and the cylinder 9.

When the driver turns off a key switch (not shown) in the driver's seat, the controller cuts off the current of the solenoid 108 and terminates the cranking of the engine by disconnecting the pinion gear 101 from the ring gear of the engine. After the start of the engine, the DC motor 17A is rotating, and the compressed air is sent to the air assist injector 15 or the exhaust air nozzle 22. A few minutes later, when the warm-up operation of the engine is completed, the engine and the catalyst are warmed up.
By adjusting the opening of the bypass valve 18, the supply of air to the air assist injector 15 and the exhaust air nozzle 22 is stopped. At this time, when the engine needs a large output, the controller determines and outputs a command signal to the magnet switch 107, the control valve 13 (the actuator 2).
4) and send to the bypass valve 18 (actuator 19) to adjust the opening degree of each valve, and send air to the cylinder 9 for supercharging. When the engine does not require a large output, the magnet switch 107 is turned off by a command signal from the controller to cut off the current to the DC motor 17A to stop the starter / supercharger.

By integrating the starter motor and the compressor 1 in this manner, it is possible to reduce the size, weight, and cost.

[0035]

According to the present invention, it is possible to increase the rotation speed of the compressor for supercharging the engine. Therefore, the compressor for supercharging the engine can be provided with the compressed air for supercharging the engine and the air assist injector. And / or compressed air coming to the exhaust air nozzle can be obtained simultaneously irrespective of the engine speed, so that space saving and cost reduction can be achieved.

Further, by driving the compressor by using a starter motor that operates when starting the engine as a power source and integrating the starter motor and the compressor, it is not necessary to newly install a motor, so that it is possible to further improve the engine room. Space saving and cost reduction can be achieved.

[Brief description of the drawings]

FIG. 1 is a conceptual diagram showing a state at the time of starting according to a first embodiment of the present invention.

FIG. 2 is a conceptual diagram illustrating a state at the end of a warm-up operation according to the first embodiment of the present invention.

FIG. 3 is a conceptual diagram showing a state at the time of starting according to a second embodiment of the present invention.

FIG. 4 is a conceptual diagram illustrating a state at the end of a warm-up operation according to a second embodiment of the present invention.

FIG. 5 is a cross-sectional view showing an example of the structure of a starter / supercharger used in the supercharged engine system of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Compressor 2 Engine crankshaft 7 Air cleaner 8 Intake pipe 9 Cylinder 10 Exhaust pipe 11 Compressor passage 12 Bypass passage 13 Control valve 14 Controller 15 Air assist injector 16 Assist air passage 17 Motor 17A DC motor 18 Bypass valve 19 Actuator 20 Throttle valve 21 Exhaust valve 22 Exhaust air nozzle 23 Assist air flow path 24 Actuator 26 Intake valve 51 Fuel tank 52 Fuel pump 53 Fuel flow path 101 Pinion gear 102 One-way clutch 103 Planetary gear reducer 105 Rotor shaft 106 Brush 107 Magnet switch 108 Solenoid 109 shift lever

Continuation of the front page (72) Inventor Masayoshi Momono 2520 Oji Takaba, Hitachinaka City, Ibaraki Pref. Hitachi, Ltd. Automotive Equipment Division (56) References JP-A-58-51213 (JP, A) (58) Fields surveyed (Int.Cl. ⁷ , DB name) F02B 33/00-39/10 F02D 23/00 F02M 51/02 F02M 69/00 F02M 69/04

Claims (7)

(57) [Claims] An air assist injector having an air nozzle for injecting air around a fuel injection nozzle, a cylinder for burning the injected fuel, and a piston coupled to an engine crankshaft driven by the cylinder A motor that is coupled to the engine crankshaft to take out the rotation thereof at an increased speed or a motor that operates at the time of starting; a compressor driven by the motor or the gearbox; and an air cleaner outlet connected to the compressor. An air flow path communicating with the cylinder through the air flow path; a bypass flow path communicating through a bypass valve capable of adjusting an opening degree of the air flow path between a compressor upstream side and a compressor downstream side by a signal; and a compressor downstream side. And an assist air flow path branched from the air flow path on the upstream side of the bypass flow path connection point and communicating the air flow path with the air nozzle. And a control valve provided at a branch point of the assist air flow path to adjust an air flow rate to the air nozzle and an air flow rate to the cylinder. By operating the bypass valve and the control valve to blow out the air compressed by the compressor from the air nozzle through the assist air flow path, after the engine is started and after the warm-up operation is completed, the bypass valve and the An engine system with a supercharger, further comprising control means for operating the control valve so as to send out the air compressed by the compressor to a cylinder. 2. An exhaust air nozzle provided in an exhaust pipe through which exhaust gas flows out of a cylinder, and a speed-up gear coupled to an engine crankshaft driven by the cylinder to increase the speed of rotation and operate at startup. Motor and
A compressor driven by the motor or the gearbox; an air passage communicating an air cleaner outlet with the cylinder through the compressor; and a signal upstream of the compressor and downstream of the compressor in the air passage. A bypass flow path that communicates via a bypass valve whose opening can be adjusted by a bypass valve, and the air flow path provided on the compressor downstream side and branched to the air flow path upstream of the bypass flow path connection point. An assist air flow passage communicating with the exhaust air nozzle, and a control valve provided at a branch point of the assist air flow passage for adjusting an air flow rate to the exhaust air nozzle and an air flow rate to the cylinder. In the engine system with a feeder, immediately after the start, the bypass valve and the control valve are operated to blow out the air compressed by the compressor from the exhaust air nozzle, Control means is provided for controlling the bypass valve and the control valve to operate again to send out the air compressed by the compressor to the cylinder after the warm-up operation is completed after the engine is started. Engine system with supercharger. 3. The supercharged engine system according to claim 1, wherein the motor that operates at the time of starting is a starter motor that starts an engine. 4. An air-assisted injector having an air nozzle for injecting air around a nozzle for injecting fuel, a cylinder for burning the injected fuel, a compressor for compressing the intake air, and a downstream end for compressing the compressed air. An engine system with a supercharger, comprising: a compressor that discharges air into an air flow path connected to the cylinder; an assist air flow that is branched from the air flow path and has a downstream end connected to the air nozzle. and road, comprises a control valve for regulating the compressed air flow to the provided both at the branch point of the assist air passage and the air passage, and control means for controlling the opening of said control valve, said control valve
Is to set the air flow rate to the assist air flow path to zero
An engine system with a supercharger, characterized in that it is configured to be able to perform the following . 5. A cylinder for burning supplied fuel, an exhaust pipe connected to the cylinder for discharging generated exhaust gas, and a compressed air installed in the exhaust pipe for injecting compressed air into the exhaust gas. An exhaust air nozzle, and a compressor that compresses the sucked air and discharges the compressed air to an air passage whose downstream end is connected to the cylinder. An assist air flow path branching into a flow path and having a downstream end connected to the exhaust air nozzle; and a control valve provided at a branch point between the assist air flow path and the air flow path to adjust a flow rate of compressed air to both the air flow path and the air flow path. And control means for controlling the opening of the control valve. 6. The control means determines at least whether the engine is in a state immediately after starting, a state in which a warm-up operation is completed, or a state in which a large output is required, and an opening of the control valve according to the determined state. The engine system with a supercharger according to claim 4 or 5, wherein the degree is controlled to a predetermined opening degree. 7. A compressor is connected to a crankshaft driven by the cylinder and uses a gearbox that takes out power from the crankshaft as a drive source. The engine system with a supercharger according to any one of claims 4 to 6, wherein power is taken out from the crankshaft at least in two speed ratios to increase the number.