JP4480551B2 - Turbocharged engine - Google Patents

Turbocharged engine Download PDF

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JP4480551B2
JP4480551B2 JP2004329897A JP2004329897A JP4480551B2 JP 4480551 B2 JP4480551 B2 JP 4480551B2 JP 2004329897 A JP2004329897 A JP 2004329897A JP 2004329897 A JP2004329897 A JP 2004329897A JP 4480551 B2 JP4480551 B2 JP 4480551B2
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engine
intake
blower
exhaust gas
egr
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JP2006138274A (en
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登 内田
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Hino Motors Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0425—Air cooled heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/08—EGR systems specially adapted for supercharged engines for engines having two or more intake charge compressors or exhaust gas turbines, e.g. a turbocharger combined with an additional compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/27—Layout, e.g. schematics with air-cooled heat exchangers
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Description

本発明は、可変翼型ターボ過給機を有するエンジンであって、更に排ガスの一部を吸気通路に還流させて再循環するＥＧＲ装置を有するエンジンに関するものである。   The present invention relates to an engine having a variable wing turbocharger, and further having an EGR device that recirculates a part of exhaust gas by returning it to an intake passage.

従来、この種のエンジンとして、ターボ過給機がタービンホイールの排ガス入口のノズル面積を変更可能な静翼回転手段を有し、ＥＧＲ装置が排ガスの還流量を調整可能なＥＧＲ弁を有し、コントローラが回転センサ及び負荷センサの各検出出力に基づいて静翼回転手段及びＥＧＲ弁を制御するように構成されたエンジンの排ガス再循環装置（例えば、特許文献１参照。）が開示されている。この排ガス再循環装置では、吸気管内の吸気流量を検出する吸気量センサと、吸気マニホルド内部の吸気圧力を検出する吸気圧センサと、吸気マニホルド内の吸気温度を検出する吸気温度センサとを更に備える。また各センサの検出出力に基づいて目標空気量及び目標過給圧を設定する目標値設定手段と、その各検出出力及び目標空気量並びに目標過給圧に基づいて吸気偏差量及び過給偏差圧を設定する偏差値設定手段がコントローラに設けられる。コントローラは吸気偏差量に基づいて定常ＥＧＲ開度を比例積分補正してＥＧＲ弁を制御し、過給偏差圧に基づいて定常目標ＶＧＴ開度を比例積分補正して静翼回転手段を制御するように構成される。
このように構成されたエンジンの再循環装置では、従来用いられている比較的高価なリニア空燃比センサに代えて、安価な吸気量センサ、吸気圧センサ及び吸気温度センサを用いたので、装置の製造コストを低減できる。またコントローラが吸気量センサ、吸気圧センサ及び吸気温度センサの各検出出力に基づいて制御するので、従来のリニア空燃比センサを用いた場合に比較して、エンジンが運転し得る環境の変化や加速初期や変速初期に対する応答性を向上できる。更にコントローラが吸気偏差量に基づいて定常ＥＧＲ開度を比例積分補正した目標ＥＧＲ開度に従ってＥＧＲ弁を制御しかつ過給偏差圧に基づいて定常目標ＶＧＴ開度を比例積分補正した目標ＶＧＴ開度に従って静翼回転手段を制御するので、コントローラは可変翼型ターボ過給機における可変翼の制御とＥＧＲ弁の制御を強調して行うことになり、可変翼の制御とＥＧＲ弁の制御をそれぞれ独立して行っていた従来の制御に比較して、ＥＧＲ弁及び静翼回転手段をそれぞれ適正に制御できる。この結果、エンジンが加速初期や変速初期であるか否かに係わらずその運転状況に応じた最適な量の排気ガスを吸気通路内に還流させることができ、ディーゼルエンジンの排気中に含まれる黒煙や未燃焼燃料等のパティキュレート成分及びＮＯｘ成分を十分に低減できるようになっている。
特開２００３−２１０００号公報（請求項１、段落［００２４］、段落［００２５］） Conventionally, as this type of engine, the turbocharger has a stationary blade rotating means that can change the nozzle area of the exhaust gas inlet of the turbine wheel, the EGR device has an EGR valve that can adjust the recirculation amount of the exhaust gas, An exhaust gas recirculation device for an engine (see, for example, Patent Document 1) in which a controller controls a stationary blade rotating unit and an EGR valve based on detection outputs of a rotation sensor and a load sensor is disclosed. The exhaust gas recirculation device further includes an intake air amount sensor that detects an intake air flow rate in the intake pipe, an intake air pressure sensor that detects an intake air pressure in the intake manifold, and an intake air temperature sensor that detects an intake air temperature in the intake manifold. . Further, target value setting means for setting the target air amount and target supercharging pressure based on the detection output of each sensor, and the intake deviation amount and supercharging deviation pressure based on each detection output, target air amount and target supercharging pressure. Deviation value setting means for setting is provided in the controller. The controller controls the EGR valve by proportionally integrating and correcting the steady EGR opening based on the intake deviation amount, and controls the stationary blade rotating means by proportionally integrating and correcting the steady target VGT opening based on the supercharging deviation pressure. Consists of.
In the engine recirculation device configured as described above, an inexpensive intake air amount sensor, intake air pressure sensor, and intake air temperature sensor are used instead of the relatively expensive linear air-fuel ratio sensor that has been conventionally used. Manufacturing cost can be reduced. In addition, since the controller performs control based on the detection outputs of the intake air amount sensor, intake air pressure sensor, and intake air temperature sensor, changes in the environment in which the engine can be operated and acceleration compared to the case where a conventional linear air-fuel ratio sensor is used. Responsiveness to the initial stage and the initial stage of shifting can be improved. Further, the controller controls the EGR valve according to the target EGR opening obtained by proportionally correcting the steady EGR opening based on the intake deviation amount, and the target VGT opening obtained by proportionally integrating the steady target VGT opening based on the supercharging deviation pressure. Therefore, the controller emphasizes the control of the variable blade and the control of the EGR valve in the variable blade turbocharger, and the control of the variable blade and the control of the EGR valve are independent of each other. Therefore, the EGR valve and the stationary blade rotating means can be appropriately controlled as compared with the conventional control that has been performed as described above. As a result, regardless of whether the engine is in the early stage of acceleration or in the early stage of shifting, the optimum amount of exhaust gas can be recirculated into the intake passage according to the operating condition, and the black contained in the exhaust of the diesel engine Particulate components such as smoke and unburned fuel and NOx components can be sufficiently reduced.
JP 2003-21000 A (Claim 1, paragraph [0024], paragraph [0025])

しかし、上記従来の特許文献１に示されたエンジンの排ガス再循環装置では、エンジンの低速高負荷域で排ガスを吸気マニホルドに還流するために静翼回転手段を制御してタービンホイールの排ガス入口のノズル面積を絞ると、コンプレッサホイールの回転速度がさほど上昇しないままＥＧＲガス量が増加し、エンジンへの吸気量が減少してコンプレッサホイールにおける吸気の流速が急激に低下するため、コンプレッサホイールがサージングを起こして、ターボ過給機が損傷するおそれがあり、また急激なエンジン負荷の変化に対してエンジンに吸気を十分に供給できなくなり、エンジンのトルクを増大できない問題点があった。
本発明の目的は、エンジンの低速域でエンジンへの吸気量及び排ガスのエンジンへの還流量を増加できるとともに、過渡加速時に適切な量の吸気をエンジンに供給できる、ターボ過給機付エンジンを提供することにある。 However, in the engine exhaust gas recirculation device disclosed in the above-mentioned conventional patent document 1, the stationary blade rotating means is controlled to return the exhaust gas to the intake manifold in the low speed and high load region of the engine, and the exhaust gas inlet of the turbine wheel is controlled. When the nozzle area is reduced, the EGR gas amount increases without increasing the rotation speed of the compressor wheel, the intake air amount to the engine decreases, and the intake air flow velocity at the compressor wheel rapidly decreases. As a result, the turbocharger may be damaged, and there is a problem that the engine torque cannot be increased because the intake air cannot be sufficiently supplied to the engine in response to a sudden engine load change.
An object of the present invention is to provide an engine with a turbocharger that can increase the amount of intake air into the engine and the amount of exhaust gas recirculated to the engine at a low speed range of the engine and can supply an appropriate amount of intake air to the engine during transient acceleration. It is to provide.

請求項１に係る発明は、図１に示すように、エンジン１１から排出される排ガスのエネルギにより回転するタービンホイール１４ａとこのタービンホイール１４ａに連結され吸気を圧縮してエンジン１１に供給するコンプレッサホイール１４ｃとタービンホイール１４ａの排ガス入口のノズル面積を調整する静翼回転手段１７とを有するターボ過給機１４と、エンジン１１に還流する排ガスの還流量を調整するＥＧＲ弁１６ｂを有するＥＧＲ装置１６と、エンジン１１の回転速度及びエンジン１１への燃料噴射量に基づいて静翼回転手段１７及びＥＧＲ弁１６ｂをそれぞれ制御するコントローラ３４とを備えたターボ過給機付エンジンの改良である。
その特徴ある構成は、コンプレッサホイール１４ｃより吸気上流側の吸気通路１２に容量式ブロア２１が設けられ、容量式ブロア２１が電磁クラッチ２２を介してエンジン１１に切離し可能に接続され、エンジン１１の低速域での運転時に、コントローラ３４が、電磁クラッチ２２を制御して容量式ブロア２１をエンジン１１に接続し、静翼回転手段１７を制御してタービンホイール１４ａの排ガス入口のノズル面積を絞り、更にＥＧＲ弁１６ｂを制御してＥＧＲ弁１６ｂの開度を大きくするように制御し、エンジン１１の過渡加速域での運転時に、コントローラ３４が、電磁クラッチ２２を制御して容量式ブロア２１をエンジン１１に接続し、静翼回転手段１７を制御してタービンホイール１４ａの排ガス入口のノズル面積を絞り、更にＥＧＲ弁１６ｂを制御してＥＧＲ弁１６ｂの開度を減少させるように制御するように構成されたところにある。
この請求項１に記載されたターボ過給機付エンジンでは、コントローラ３４が、エンジン１１の回転速度及びエンジン１１への燃料噴射量に基づいてエンジン１１が低速域で運転されていると判断すると、電磁クラッチ２２を制御して容量式ブロア２１をエンジン１１に接続し、静翼回転手段１７を制御してタービンホイール１４ａの排ガス入口のノズル面積を絞り、更にＥＧＲ弁１６ｂを制御してＥＧＲ弁１６ｂの開度を比較的大きくする。容量式ブロア２１がエンジン１１により駆動されると、吸気がコンプレッサホイール１４ｃに送られる前に容量式ブロア２１により加圧されるため、コンプレッサホイール１４ｃの入口側の吸気圧力に対するコンプレッサホイール１４ｃの出口側の吸気圧力の比（以下、コンプレッサホイール１４ｃ前後の圧力比という。）が低下する。一方、タービンホイール１４ａの排ガス入口のノズル面積を絞ると、エンジン１１及びタービンホイール１４ａ間の排気通路１３内の排ガス圧力が上昇するので、排ガスの一部がＥＧＲ弁１６ｂを通って吸気通路１２に流れる。このときＥＧＲ弁１６ｂの開度が比較的大きいので、比較的多くの量のＥＧＲガスが吸気通路１２に流入する。
またコントローラ３４が、エンジン１１の回転速度及びエンジン１１への燃料噴射量に基づいてエンジン１１が過渡加速域で運転されていると判断すると、電磁クラッチ２２を制御して容量式ブロア２１をエンジン１１に接続し、静翼回転手段１７を制御してタービンホイール１４ａの排ガス入口のノズル面積を絞り、更にＥＧＲ弁１６ｂを制御してＥＧＲ弁１６ｂの開度を減少させる。容量式ブロア２１がエンジン１１により駆動されて、吸気がコンプレッサホイール１４ｃに送られる前に容量式ブロア２１により加圧される。一方、タービンホイール１４ａの排ガス入口のノズル面積を絞ると、タービンホイール１４ａの回転速度が増加するので、コンプレッサホイール１４ｃの回転速度も増加して、吸気圧力が徐々に増大する。上記容量式ブロア２１はエンジン１１により駆動される機械式ブロアであるため、ターボ過給機１４のタービンホイール１４ａのような回転立上がりの遅れを伴わない。
As shown in FIG. 1, the invention according to claim 1 is a turbine wheel 14 a that is rotated by the energy of exhaust gas discharged from the engine 11, and a compressor wheel that is connected to the turbine wheel 14 a and compresses intake air and supplies the compressed air to the engine 11. 14c and a turbocharger 14 having a stationary blade rotating means 17 for adjusting the nozzle area of the exhaust gas inlet of the turbine wheel 14a, and an EGR device 16 having an EGR valve 16b for adjusting the recirculation amount of the exhaust gas recirculated to the engine 11. This is an improvement of the turbocharged engine provided with the controller 34 for controlling the stationary blade rotating means 17 and the EGR valve 16b based on the rotational speed of the engine 11 and the fuel injection amount to the engine 11, respectively.
Its characteristic configuration is capacitive blower 21 to the intake passage 12 of the intake upstream of the compressor wheel 14c is provided, capacitive blower 21 is connected to severable to the engine 11 through an electromagnetic clutch 22, the low speed of the engine 11 During operation in the region, the controller 34 controls the electromagnetic clutch 22 to connect the displacement blower 21 to the engine 11 and controls the stationary blade rotating means 17 to restrict the nozzle area at the exhaust gas inlet of the turbine wheel 14a. The EGR valve 16b is controlled to increase the opening of the EGR valve 16b. When the engine 11 is operated in the transient acceleration region, the controller 34 controls the electromagnetic clutch 22 so that the displacement blower 21 is And the nozzle rotating area 17 is controlled to reduce the nozzle area of the exhaust gas inlet of the turbine wheel 14a. And it controls the R valves 16b are in place, which is configured to control so as to reduce the opening degree of the EGR valve 16b.
In the turbocharged engine described in claim 1, when the controller 34 determines that the engine 11 is operated in the low speed region based on the rotational speed of the engine 11 and the fuel injection amount to the engine 11, The electromagnetic clutch 22 is controlled to connect the capacity type blower 21 to the engine 11, the stationary blade rotating means 17 is controlled to reduce the nozzle area of the exhaust gas inlet of the turbine wheel 14a, and the EGR valve 16b is further controlled to control the EGR valve 16b. The opening of the is relatively large. When the displacement blower 21 is driven by the engine 11, the intake air is pressurized by the displacement blower 21 before being sent to the compressor wheel 14c, and therefore the outlet side of the compressor wheel 14c with respect to the intake pressure on the inlet side of the compressor wheel 14c. The ratio of the intake air pressure (hereinafter referred to as the pressure ratio before and after the compressor wheel 14c) decreases. On the other hand, if the nozzle area at the exhaust gas inlet of the turbine wheel 14a is reduced, the exhaust gas pressure in the exhaust passage 13 between the engine 11 and the turbine wheel 14a increases, so that a part of the exhaust gas passes through the EGR valve 16b and enters the intake passage 12. Flowing. At this time, since the opening degree of the EGR valve 16 b is relatively large, a relatively large amount of EGR gas flows into the intake passage 12.
If the controller 34 determines that the engine 11 is operating in the transient acceleration region based on the rotational speed of the engine 11 and the amount of fuel injected into the engine 11, the controller 34 controls the electromagnetic clutch 22 so that the displacement blower 21 is , The nozzle rotating area 17 is controlled to reduce the nozzle area of the exhaust gas inlet of the turbine wheel 14a, and the EGR valve 16b is further controlled to reduce the opening of the EGR valve 16b. The displacement blower 21 is driven by the engine 11, and the intake air is pressurized by the displacement blower 21 before being sent to the compressor wheel 14c. On the other hand, when the nozzle area at the exhaust gas inlet of the turbine wheel 14a is reduced, the rotational speed of the turbine wheel 14a increases, so the rotational speed of the compressor wheel 14c also increases and the intake pressure gradually increases. Since the capacity blower 21 is a mechanical blower driven by the engine 11, it does not involve a delay in the rotational rise like the turbine wheel 14 a of the turbocharger 14.

請求項２に係る発明は、請求項１に係る発明であって、更に図１に示すように、吸気通路１２に容量式ブロア２１をバイパスするバイパス管２８が接続され、容量式ブロア２１の出口側の吸気圧力が容量式ブロア２１の入口側の吸気圧力未満になったときにバイパス管２８を開きかつ容量式ブロア２１の出口側の吸気圧力が容量式ブロア２１の入口側の吸気圧力以上になったときにバイパス管２８を閉じる開閉弁２９がバイパス管２８に設けられたことを特徴とする。
この請求項２に記載されたターボ過給機付エンジンでは、コントローラ３４が、エンジン１１の回転速度及びエンジン１１への燃料噴射量に基づいてエンジン１１が所定の回転速度以上の中速域から高速域で運転されていると判断すると、電磁クラッチ２２を制御して容量式ブロア２１をエンジン１１から切離し、静翼回転手段１７を制御してタービンホイール１４ａの排ガス入口のノズル面積を比較的大きくし、更にＥＧＲ弁１６ｂを制御してＥＧＲ弁１６ｂの開度を大きくする。容量式ブロア２１が停止すると、容量式ブロア２１の出口側の吸気圧力が容量式ブロア２１の入口側の吸気圧力未満になるため、開閉弁２９がこの圧力差により自動的に開く。一方、タービンホイール１４ａの排ガス入口のノズル面積を大きくしても、排ガス流量が多いため、ＥＧＲ弁１６ｂの出入口に圧力差が発生し、またＥＧＲ弁１６ｂの開度が大きいため、比較的多くの量のＥＧＲガスが吸気通路に流入する。 The invention according to claim 2 is the invention according to claim 1, and further, as shown in FIG. 1, a bypass pipe 28 that bypasses the capacity type blower 21 is connected to the intake passage 12, and the outlet of the capacity type blower 21. When the intake air pressure on the side becomes lower than the intake air pressure on the inlet side of the capacity type blower 21, the bypass pipe 28 is opened, and the intake pressure on the outlet side of the capacity type blower 21 exceeds the intake pressure on the inlet side of the capacity type blower 21. An on-off valve 29 is provided in the bypass pipe 28 for closing the bypass pipe 28 when it becomes.
In the turbocharged engine described in claim 2, the controller 34 has a high speed from a medium speed range higher than a predetermined rotation speed based on the rotation speed of the engine 11 and the fuel injection amount to the engine 11. If it is determined that the engine is operating in the region, the electromagnetic clutch 22 is controlled to disconnect the capacity blower 21 from the engine 11, and the stationary blade rotating means 17 is controlled to relatively increase the nozzle area at the exhaust gas inlet of the turbine wheel 14a. Furthermore, the opening degree of the EGR valve 16b is increased by controlling the EGR valve 16b. When the displacement blower 21 is stopped, the intake pressure on the outlet side of the displacement blower 21 becomes lower than the intake pressure on the inlet side of the displacement blower 21, and therefore the on-off valve 29 is automatically opened by this pressure difference. On the other hand, even if the nozzle area at the exhaust gas inlet of the turbine wheel 14a is increased, the exhaust gas flow rate is large, so that a pressure difference is generated at the inlet / outlet of the EGR valve 16b, and the opening degree of the EGR valve 16b is large. An amount of EGR gas flows into the intake passage.

以上述べたように、本発明によれば、コンプレッサホイールより吸気上流側の吸気通路に容量式ブロアを設け、容量式ブロアをエンジンに電磁クラッチを介して切離し可能に接続し、コントローラがエンジンの回転速度及びエンジンへの燃料噴射量に基づいて電磁クラッチを制御するように構成したので、エンジンの低速運転域でコントローラは容量式ブロアをエンジンに接続し、タービンホイールの排ガス入口のノズル面積を絞り、更にＥＧＲ弁の開度を比較的大きくする。これによりコンプレッサホイール前後の圧力比が低下するとともに、比較的多くの量のＥＧＲガスが吸気通路に流入する。この結果、従来コンプレッサホイールにてサージングを起こすためにＥＧＲガス量を増やせなかったエンジンの低速域において、コンプレッサホイールにてサージングを起こさずにＥＧＲガス量を増やすことができる。また吸気（吸入空気）とＥＧＲガスをエンジンに押込むための仕事が容量式ブロアによる加圧分だけ増加し、吸気（吸入空気）及びＥＧＲガスを増加させることができるので、エンジン内における燃料の量に対する吸気量（吸入空気量）の割合が多くなって燃費が向上し、パティキュレートの排出を低減できるとともに、エンジン内における燃料の燃焼温度が低下し、ＮＯｘの排出を低減できる。
またエンジンの過渡加速運転域でコントローラは容量式ブロアをエンジンに接続し、タービンホイールの排ガス入口のノズル面積を絞り、更にＥＧＲ弁の開度を減少させるので、吸気がコンプレッサホイールに送られる前に容量式ブロアにより加圧されるとともに、コンプレッサホイールの回転速度の増加により吸気圧力が徐々に増大する。上記容量式ブロアはエンジンにより駆動される機械式ブロアであるため、ターボ過給機のタービンホイールのような回転立上がりの遅れを伴わない。この結果、エンジンの過渡加速時に必要な最適な量の吸気を最適な時期に供給できるので、エンジンの過渡運転時におけるエンジンへの吸気の応答性を向上でき、エンジンの燃費を向上できる。
更に吸気通路に容量式ブロアをバイパスするバイパス管を接続し、容量式ブロアの出口側の吸気圧力が容量式ブロアの入口側の吸気圧力未満になったときにバイパス管を開きかつ容量式ブロアの出口側の吸気圧力が容量式ブロアの入口側の吸気圧力以上になったときにバイパス管を閉じる開閉弁をバイパス管に設ければ、エンジンの中速運転域から高速運転域でコントローラは容量式ブロアをエンジンから切離し、タービンホイールの排ガス入口のノズル面積を開き、更にＥＧＲ弁の開度を大きくする。このとき容量式ブロアの出口側の吸気圧力が容量式ブロアの入口側の吸気圧力未満になるので、開閉弁がこの圧力差により自動的に開く。この結果、容量式ブロア自体が吸気抵抗になることはなく、また吸気により容量式ブロアを駆動するという逆転現象を回避でき、燃費の悪化を防止できる。一方、タービンホイールの排ガス入口のノズル面積を大きくしても、排ガス流量が多いため、ＥＧＲ弁の出入口に圧力差が発生し、またＥＧＲ弁の開度が大きいため、比較的多くの量のＥＧＲガスが吸気通路に流入する。この結果、エンジンからのＮＯｘの排出を低減できる。 As described above, according to the present invention, the capacity type blower is provided in the intake passage upstream of the compressor wheel, the capacity type blower is detachably connected to the engine via the electromagnetic clutch, and the controller rotates the engine. Since the electromagnetic clutch is controlled based on the speed and the amount of fuel injected into the engine, the controller connects a capacitive blower to the engine in the low-speed operation region of the engine, and the nozzle area of the exhaust gas inlet of the turbine wheel is reduced. Furthermore, the opening degree of the EGR valve is made relatively large. As a result, the pressure ratio before and after the compressor wheel decreases, and a relatively large amount of EGR gas flows into the intake passage. As a result, the EGR gas amount can be increased without causing surging in the compressor wheel in the low speed region of the engine where the EGR gas amount could not be increased because surging has occurred in the conventional compressor wheel. Further, the work for pushing intake (intake air) and EGR gas into the engine is increased by the pressurization by the capacity blower, and intake (intake air) and EGR gas can be increased. The ratio of the intake air amount (intake air amount) is increased, fuel efficiency is improved, particulate emissions can be reduced, fuel combustion temperature in the engine is lowered, and NOx emissions can be reduced.
In addition, in the transient acceleration operation area of the engine, the controller connects a capacity type blower to the engine, narrows the nozzle area of the exhaust gas inlet of the turbine wheel, and further reduces the opening of the EGR valve, so before intake air is sent to the compressor wheel While being pressurized by the capacity blower, the intake pressure gradually increases as the rotational speed of the compressor wheel increases. Since the capacity blower is a mechanical blower driven by an engine, it is not accompanied by a delay in the rise of rotation like the turbine wheel of a turbocharger. As a result, since an optimal amount of intake air required for transient acceleration of the engine can be supplied at an optimal time, the response of the intake air to the engine during the transient operation of the engine can be improved, and the fuel consumption of the engine can be improved.
Further, a bypass pipe that bypasses the capacity blower is connected to the intake passage, and when the intake pressure on the outlet side of the capacity blower becomes less than the intake pressure on the inlet side of the capacity blower, the bypass pipe is opened and the capacity blower If the bypass pipe is provided with an on-off valve that closes the bypass pipe when the intake pressure on the outlet side exceeds the intake pressure on the inlet side of the capacity type blower, the controller can operate in the middle speed range from the middle speed range to the high speed range. Disconnect the blower from the engine, open the nozzle area of the exhaust gas inlet of the turbine wheel, and further increase the opening of the EGR valve. At this time, since the intake pressure on the outlet side of the capacity type blower becomes lower than the intake pressure on the inlet side of the capacity type blower, the on-off valve is automatically opened by this pressure difference. As a result, the capacity-type blower itself does not become an intake resistance, and a reverse phenomenon that the capacity-type blower is driven by intake air can be avoided, and deterioration of fuel consumption can be prevented. On the other hand, even if the nozzle area of the exhaust gas inlet of the turbine wheel is increased, the exhaust gas flow rate is large, so that a pressure difference is generated at the inlet / outlet of the EGR valve, and the opening of the EGR valve is large. Gas flows into the intake passage. As a result, NOx emissions from the engine can be reduced.

次に本発明を実施するための最良の形態を図面に基づいて説明する。
図１に示すように、ディーゼルエンジン１１の吸気ポートには吸気マニホルド１２ａを介して吸気管１２ｂが接続され、排気ポートには排気マニホルド１３ａを介して排気管１３ｂが接続される。上記吸気マニホルド１２ａ及び吸気管１２ｂにより吸気通路１２が構成され、上記排気マニホルド１３ａ及び排気管１３ｂにより排気通路１３が構成される。またエンジン１１には、このエンジン１１から排出される排ガスのエネルギにより吸気を圧縮するターボ過給機１４と、エンジン１１に排ガスを還流するＥＧＲ装置１６とが設けられる。ターボ過給機１４は、エンジン１１から排出された排ガスのエネルギにより回転するタービンホイール１４ａと、タービンホイール１４ａに連結軸１４ｂを介して連結され吸気を圧縮してエンジン１１に供給するコンプレッサホイール１４ｃとを有する。タービンホイール１４ａは排気管１３ｂに設けられたタービンハウジング１４ｄに回転可能に収容され、コンプレッサホイール１４ｃは吸気管１２ｂに設けられたコンプレッサハウジング１４ｅに回転可能に収容される。更にタービンハウジング１４ｄの外面には静翼回転手段である多段式のエアシリンダ１７が取付けられ、タービンハウジング１４ｄの内部には上記エアシリンダ１７により回転駆動されてノズル面積を変更可能な可変静翼（図示せず）が設けられる。即ち、このターボ過給機１４は、上記エアシリンダ１７にて可変静翼の角度を変更することによりターボ効率を制御できるように構成されたＶＧＴ（バリアブルジオメトリーターボ）である。なお、図１の符号１８はコンプレッサハウジング１４ｅと吸気マニホルド１２ａとの間の吸気管１２ｂに設けられたインタクーラであり、このインタクーラ１８により吸気が冷却される。 Next, the best mode for carrying out the present invention will be described with reference to the drawings.
As shown in FIG. 1, an intake pipe 12b is connected to an intake port of a diesel engine 11 via an intake manifold 12a, and an exhaust pipe 13b is connected to an exhaust port via an exhaust manifold 13a. The intake manifold 12a and the intake pipe 12b constitute an intake passage 12, and the exhaust manifold 13a and the exhaust pipe 13b constitute an exhaust passage 13. Further, the engine 11 is provided with a turbocharger 14 that compresses the intake air by the energy of the exhaust gas discharged from the engine 11 and an EGR device 16 that recirculates the exhaust gas to the engine 11. The turbocharger 14 includes a turbine wheel 14a that rotates by the energy of exhaust gas discharged from the engine 11, and a compressor wheel 14c that is connected to the turbine wheel 14a via a connecting shaft 14b and that compresses intake air and supplies the compressed air to the engine 11. Have The turbine wheel 14a is rotatably accommodated in a turbine housing 14d provided in the exhaust pipe 13b, and the compressor wheel 14c is rotatably accommodated in a compressor housing 14e provided in the intake pipe 12b. Further, a multistage air cylinder 17 as a stationary blade rotating means is attached to the outer surface of the turbine housing 14d, and a variable stationary blade (rotatingly driven by the air cylinder 17 to change the nozzle area) inside the turbine housing 14d. (Not shown) is provided. That is, the turbocharger 14 is a VGT (variable geometry turbo) configured such that the turbo efficiency can be controlled by changing the angle of the variable stationary blade by the air cylinder 17. Reference numeral 18 in FIG. 1 denotes an intercooler provided in the intake pipe 12b between the compressor housing 14e and the intake manifold 12a. The intake air is cooled by the intercooler 18.

一方、ＥＧＲ装置１６は、エンジン１１に排ガスの一部を還流するＥＧＲパイプ１６ａと、排ガスの還流量を調整するＥＧＲ弁１６ｂとを有する。ＥＧＲパイプ１６ａの一端は排気マニホルド１３ａに接続され、ＥＧＲパイプ１６ａの他端はインタクーラ１８と吸気マニホルド１２ａとの間の吸気管１２ｂに接続される。ＥＧＲ弁１６ｂは、図示しないがモータにより弁体を駆動してバルブ本体の開度を調節する電動弁である。なお、ＥＧＲ弁として電動弁ではなくエア駆動型弁等を用いてもよい。図１の符号１６ｃはＥＧＲパイプ１６ａに設けられたＥＧＲクーラであり、このＥＧＲクーラ１６ｃにより吸気管１２ｂに還流される排ガス（ＥＧＲガス）が冷却される。また吸気管１２ｂの入口に設けられたエアクリーナ１９とターボ過給機１４のコンプレッサハウジング１４ｅとを接続する吸気管１２ｂには、容量式ブロア２１が設けられる。この容量式ブロア２１としては、図示しないが、一対のスクリューロータを内蔵したリショルム構造、一対の渦巻き部品である可動スクロール及び固定スクロールを有するスクロール構造、三つ葉型ハウジング又は繭型ハウジングに鼓形ロータ又は三角形ロータが偏心回転可能に収容されたロータリピストン構造等のブロアが挙げられる。また容量式ブロア２１による吸気の圧力比は、容量式ブロア２１による加圧前の吸気圧力に対する加圧後の吸気圧力の比で１．２〜２．４、好ましくは１．５〜２．０の範囲に設定される。上記容量式ブロア２１は電磁クラッチ２２を介してエンジン１１に切離し可能に接続される。具体的には、容量式ブロア２１の回転軸（図示せず）に電磁クラッチ２２を介して入力軸２３が切離し可能に接続される。この入力軸２３には従動プーリ２４が嵌着され、エンジン１１のクランク軸１１ａには駆動プーリ２６が嵌着される。従動プーリ２４及び駆動プーリ２６にはタイミングベルト２７が掛け渡される。なお、駆動プーリは、クランク軸の駆動力をギヤトレインを介して伝達されたアイドル軸に嵌着してもよい。また、入力軸に従動スプロケットを嵌着し、クランク軸に駆動スプロケットを嵌着し、両スプロケットにチェーンを掛け渡してもよい。   On the other hand, the EGR device 16 includes an EGR pipe 16a that recirculates part of the exhaust gas to the engine 11 and an EGR valve 16b that adjusts the recirculation amount of the exhaust gas. One end of the EGR pipe 16a is connected to the exhaust manifold 13a, and the other end of the EGR pipe 16a is connected to the intake pipe 12b between the intercooler 18 and the intake manifold 12a. Although not shown, the EGR valve 16b is an electric valve that adjusts the opening degree of the valve body by driving the valve body with a motor. In addition, you may use an air drive type valve etc. instead of a motor operated valve as an EGR valve. Reference numeral 16c in FIG. 1 is an EGR cooler provided in the EGR pipe 16a, and exhaust gas (EGR gas) recirculated to the intake pipe 12b is cooled by the EGR cooler 16c. A capacity type blower 21 is provided in the intake pipe 12b connecting the air cleaner 19 provided at the inlet of the intake pipe 12b and the compressor housing 14e of the turbocharger 14. Although not shown, the capacitive blower 21 includes a resorme structure including a pair of screw rotors, a scroll structure including a movable scroll and a fixed scroll as a pair of spiral parts, a three-leaf housing or a saddle housing, and a drum-shaped rotor or Examples thereof include a blower such as a rotary piston structure in which a triangular rotor is accommodated so as to be eccentrically rotatable. The pressure ratio of the intake air by the capacity type blower 21 is the ratio of the intake pressure after pressurization to the intake pressure before the pressurization by the capacity type blower 21 is 1.2 to 2.4, preferably 1.5 to 2.0. Is set in the range. The capacity blower 21 is detachably connected to the engine 11 via an electromagnetic clutch 22. Specifically, the input shaft 23 is detachably connected to the rotating shaft (not shown) of the capacity type blower 21 via the electromagnetic clutch 22. A driven pulley 24 is fitted to the input shaft 23, and a driving pulley 26 is fitted to the crankshaft 11 a of the engine 11. A timing belt 27 is wound around the driven pulley 24 and the driving pulley 26. The drive pulley may be fitted to an idle shaft that transmits the driving force of the crankshaft via a gear train. Alternatively, a driven sprocket may be fitted on the input shaft, a drive sprocket may be fitted on the crankshaft, and a chain may be stretched over both sprockets.

また吸気管１２ｂには、容量式ブロア２１をバイパスするバイパス管２８が接続される。このバイパス管２８の吸気上流側の接続部には開閉弁２９が設けられる。この開閉弁２９は、一端がバイパス管２８の接続部に支軸３１を介して枢着され、バイパス管２８の吸気下流側に回転可能であって吸気上流側に回転不能に構成される。また支軸３１には、開閉弁２９を閉止する方向に付勢する弾性係数の小さいねじりコイルばね（図示せず）が巻回される。これにより開閉弁２９は、容量式ブロア２１の出口側の吸気圧力が容量式ブロア２１の入口側の吸気圧力未満になったときにバイパス管２８を開き、かつ容量式ブロア２１の出口側の吸気圧力が容量式ブロア２１の入口側の吸気圧力以上なったときにバイパス管２８を閉じるように構成される。ここで、容量式ブロア２１の出口側の吸気圧力が容量式ブロア２１の入口側の吸気圧力と同一のときには、開閉弁２９は上記ねじりコイルばねの弾性力によりバイパス管２８を閉じるようになっている。なお、開閉弁はバイパス管の吸気上流側の接続部に設けずに、バイパス管の途中又はバイパス管の吸気下流側の接続部に設けてもよい。更にエンジン１１にはクランク軸１１ａの回転速度を検出する回転センサ３２が設けられ、運転席のアクセルペダル近傍にはアクセルペダルの踏込み量を検出するアクセル開度センサ３３が設けられる。回転センサ３２及びアクセル開度センサ３３の各検出出力はコントローラ３４の制御入力に接続され、コントローラ３４の制御出力はエアシリンダ１７、ＥＧＲ弁１６ｂ及び電磁クラッチ２２にそれぞれ接続される。コントローラ３４にはメモリ３６が設けられる。このメモリ３６には、エンジン１１の回転速度及びアクセル開度より算出されるエンジン１１への燃料噴射量の目標値に応じたタービンホイール１４ａの排ガス入口のノズル面積の開度及びＥＧＲ弁１６ｂの開度がそれぞれマップとして記憶される。   Further, a bypass pipe 28 that bypasses the capacitive blower 21 is connected to the intake pipe 12b. An opening / closing valve 29 is provided at a connection portion of the bypass pipe 28 on the intake upstream side. One end of this on-off valve 29 is pivotally attached to a connection portion of the bypass pipe 28 via a support shaft 31, and is configured to be rotatable on the intake downstream side of the bypass pipe 28 and not rotatable on the intake upstream side. A torsion coil spring (not shown) having a small elastic coefficient that urges the opening / closing valve 29 in the closing direction is wound around the support shaft 31. Thereby, the on-off valve 29 opens the bypass pipe 28 when the intake pressure on the outlet side of the capacity type blower 21 becomes lower than the intake pressure on the inlet side of the capacity type blower 21, and the intake air on the outlet side of the capacity type blower 21. The bypass pipe 28 is configured to be closed when the pressure becomes equal to or higher than the intake pressure on the inlet side of the capacity type blower 21. Here, when the intake pressure on the outlet side of the capacity type blower 21 is the same as the intake pressure on the inlet side of the capacity type blower 21, the on-off valve 29 closes the bypass pipe 28 by the elastic force of the torsion coil spring. Yes. Note that the opening / closing valve may be provided in the middle of the bypass pipe or in the connection downstream of the bypass pipe on the intake side, without being provided in the connection upstream of the bypass pipe. Further, the engine 11 is provided with a rotation sensor 32 for detecting the rotation speed of the crankshaft 11a, and an accelerator opening sensor 33 for detecting the amount of depression of the accelerator pedal is provided in the vicinity of the accelerator pedal in the driver's seat. The detection outputs of the rotation sensor 32 and the accelerator opening sensor 33 are connected to the control input of the controller 34, and the control output of the controller 34 is connected to the air cylinder 17, the EGR valve 16b, and the electromagnetic clutch 22, respectively. The controller 34 is provided with a memory 36. The memory 36 stores the opening of the nozzle area of the exhaust gas inlet of the turbine wheel 14a and the opening of the EGR valve 16b according to the target value of the fuel injection amount to the engine 11 calculated from the rotational speed of the engine 11 and the accelerator opening. Each degree is stored as a map.

このように構成されたターボ過給機付エンジンの動作を説明する。
コントローラ３４が、回転センサ３２及びアクセル開度センサ３３の各検出出力に基づいてエンジン１１が低速域で運転されていると判断すると、電磁クラッチ２２を制御して容量式ブロア２１をエンジン１１に接続し、エアシリンダ１７を制御してタービンホイール１４ａの排ガス入口のノズル面積を絞り（例えば、ノズル面積を全開時の１０〜３０％にする。）、更にＥＧＲ弁１６ｂを制御してＥＧＲ弁１６ｂの開度を比較的大きくし（例えば、ＥＧＲ弁１６ｂの開度を全開時の２０〜１００％にする。）、ＥＧＲパイプ１６ａを比較的大きく開く。容量式ブロア２１がエンジン１１に接続されると、容量式ブロア２１がエンジン１１により駆動されて、吸気がコンプレッサホイール１４ｃに送られる前に容量式ブロア２１により加圧されるため、コンプレッサホイール１４ｃ前後の圧力比が図２の実線で示すように低下する。このとき容量式ブロア２１の出口側の吸気圧力が容量式ブロア２１の入口側の吸気圧力より高くなっており、開閉弁２９はこの圧力差及びねじりコイルばねの弾性力により閉じた状態に保たれる。一方、タービンホイール１４ａの排ガス入口のノズル面積を絞ると、排気マニホルド１３ａ内の排ガス圧力が上昇するので、ＥＧＲ弁１６ｂの出入口、即ちＥＧＲパイプ１６ａの両端に圧力差が発生し、排ガスの一部が排気マニホルド１３ａからＥＧＲパイプ１６ａを通って吸気管１２ｂに流れる。このときＥＧＲ弁１６ｂの開度が比較的大きいので、比較的多くの量のＥＧＲガスが吸気管１２ｂに流入する。この結果、従来コンプレッサホイール１４ｃにてサージングを起こすためにＥＧＲガス量を増やせなかったエンジン１１の低速域において、コンプレッサホイール１４ｃにてサージングを起こさずにＥＧＲガス量を増やすことができる。また吸気（吸入空気）とＥＧＲガスをエンジン１１に押込むための仕事が容量式ブロア２１による加圧分だけ増加するため、吸気（吸入空気）及びＥＧＲガスを同時に増加させることができる。この結果、エンジン１１内における燃料の量に対する吸気量（吸入空気量）の割合が多くなって燃焼が改善するので、パティキュレートの排出を低減できるとともに、エンジン１１内における燃料の燃焼温度が低下するので、ＮＯｘの排出を低減できる。 The operation of the turbocharged engine configured as described above will be described.
When the controller 34 determines that the engine 11 is operating in the low speed region based on the detection outputs of the rotation sensor 32 and the accelerator opening sensor 33, the electromagnetic clutch 22 is controlled to connect the capacity type blower 21 to the engine 11. Then, the air cylinder 17 is controlled to reduce the nozzle area of the exhaust gas inlet of the turbine wheel 14a (for example, the nozzle area is 10 to 30% of the fully opened state), and the EGR valve 16b is further controlled to control the EGR valve 16b. The opening degree is relatively large (for example, the opening degree of the EGR valve 16b is set to 20 to 100% of the fully opened state), and the EGR pipe 16a is opened relatively large. When the displacement blower 21 is connected to the engine 11, the displacement blower 21 is driven by the engine 11 and the intake air is pressurized by the displacement blower 21 before being sent to the compressor wheel 14c. The pressure ratio decreases as shown by the solid line in FIG. At this time, the intake pressure on the outlet side of the capacity type blower 21 is higher than the intake pressure on the inlet side of the capacity type blower 21, and the on-off valve 29 is kept closed by this pressure difference and the elastic force of the torsion coil spring. It is. On the other hand, if the nozzle area of the exhaust gas inlet of the turbine wheel 14a is reduced, the exhaust gas pressure in the exhaust manifold 13a increases, so that a pressure difference is generated at the inlet / outlet of the EGR valve 16b, that is, both ends of the EGR pipe 16a, and a part of the exhaust gas is generated. Flows from the exhaust manifold 13a through the EGR pipe 16a to the intake pipe 12b. At this time, since the opening degree of the EGR valve 16b is relatively large, a relatively large amount of EGR gas flows into the intake pipe 12b. As a result, the EGR gas amount can be increased without causing surging in the compressor wheel 14c in the low speed region of the engine 11 where the EGR gas amount cannot be increased because surging has occurred in the conventional compressor wheel 14c. Further, since the work for pushing the intake air (intake air) and the EGR gas into the engine 11 is increased by the pressurization by the displacement blower 21, the intake air (intake air) and the EGR gas can be increased simultaneously. As a result, the ratio of the intake air amount (intake air amount) to the fuel amount in the engine 11 increases and combustion improves, so that particulate emissions can be reduced and the fuel combustion temperature in the engine 11 decreases. Therefore, NOx emissions can be reduced.

またコントローラ３４が、回転センサ３２及びアクセル開度センサ３３の各検出出力に基づいてエンジン１１が過渡加速域で運転されていると判断すると、電磁クラッチ２２を制御して容量式ブロア２１をエンジン１１に接続し、エアシリンダ１７を制御してタービンホイール１４ａの排ガス入口のノズル面積を絞り（例えば、ノズル面積を全開時の１０〜２０％にする。）、更にＥＧＲ弁１６ｂを制御してＥＧＲ弁１６ｂの開度をほぼ閉めきることで（例えば、ＥＧＲ弁１６ｂの開度を全開時の０〜２０％にする。）、ＥＧＲパイプ１６ａを通過するＥＧＲガスを大幅に減らす。容量式ブロア２１がエンジン１１に接続されると、容量式ブロア２１がエンジン１１により駆動されて、吸気がコンプレッサホイール１４ｃに送られる前に容量式ブロア２１により加圧される。このとき容量式ブロア２１の出口側の吸気圧力が容量式ブロア２１の入口側の吸気圧力より高くなっており、開閉弁２９はこの圧力差及びねじりコイルばねの弾性力により閉じた状態に保たれる。一方、タービンホイール１４ａの排ガス入口のノズル面積を絞ると、回転立上がりの遅れを伴ってタービンホイール１４ａの回転速度が増加するので、コンプレッサホイール１４ｃの回転速度も増加して、吸気圧力が徐々に増大する。上記容量式ブロア２１はエンジン１１により駆動される機械式ブロアであるため、ターボ過給機１４のタービンホイール１４ａのような回転立上がりの遅れを伴わない。この結果、エンジン１１の過渡加速時に必要な最適な量の吸気を最適な時期に供給できるので、エンジン１１の過渡運転時におけるエンジン１１への吸気の応答性が向上し、エンジン１１の燃費を向上できる。   When the controller 34 determines that the engine 11 is operating in the transient acceleration region based on the detection outputs of the rotation sensor 32 and the accelerator opening sensor 33, the electromagnetic clutch 22 is controlled to connect the capacity blower 21 to the engine 11. And the air cylinder 17 is controlled to reduce the nozzle area at the exhaust gas inlet of the turbine wheel 14a (for example, the nozzle area is set to 10 to 20% of the fully opened state), and the EGR valve 16b is further controlled to control the EGR valve. By substantially closing the opening degree of 16b (for example, the opening degree of the EGR valve 16b is set to 0 to 20% when fully opened), the EGR gas passing through the EGR pipe 16a is greatly reduced. When the displacement blower 21 is connected to the engine 11, the displacement blower 21 is driven by the engine 11, and the intake air is pressurized by the displacement blower 21 before being sent to the compressor wheel 14c. At this time, the intake pressure on the outlet side of the capacity type blower 21 is higher than the intake pressure on the inlet side of the capacity type blower 21, and the on-off valve 29 is kept closed by this pressure difference and the elastic force of the torsion coil spring. It is. On the other hand, when the nozzle area at the exhaust gas inlet of the turbine wheel 14a is reduced, the rotational speed of the turbine wheel 14a increases with a delay in the rise of the rotation, so the rotational speed of the compressor wheel 14c also increases and the intake pressure gradually increases. To do. Since the capacity blower 21 is a mechanical blower driven by the engine 11, it does not involve a delay in the rotational rise like the turbine wheel 14 a of the turbocharger 14. As a result, since the optimal amount of intake air necessary for transient acceleration of the engine 11 can be supplied at the optimal time, the response of intake air to the engine 11 during transient operation of the engine 11 is improved, and the fuel consumption of the engine 11 is improved. it can.

更にコントローラ３４が、回転センサ３２及びアクセル開度センサ３３の各検出出力に基づいてエンジン１１が約１５００ｒｐｍ以上の中速域から高速域で運転されていると判断すると、電磁クラッチ２２を制御して容量式ブロア２１をエンジン１１から切離し、エアシリンダ１７を制御してタービンホイール１４ａの排ガス入口のノズル面積を比較的大きくし（例えば、ノズル面積を全開時の３０〜７０％にする。）、更にＥＧＲ弁１６ｂを制御してｅＥＧＲ弁１６ｂの開度を大きくし（例えば、ＥＧＲ弁１６ｂの開度を全開時の２０〜４０％にする。）、ＥＧＲパイプ１６ａを大きく開く。容量式ブロア２１がエンジン１１から切離されると、容量式ブロア２１が停止するため、容量式ブロア２１の出口側の吸気圧力が容量式ブロア２１の入口側の吸気圧力未満になる。このため開閉弁２９がこの圧力差によりねじりコイルばねの弾性力に抗して自動的に開く。この結果、容量式ブロア２１自体が吸気抵抗になることはなく、また吸気により容量式ブロア２１を駆動するという逆転現象を回避でき、燃費の悪化を防止できる。一方、タービンホイール１４ａの排ガス入口のノズル面積を比較的大きくしても、排ガス流量が多いため、ＥＧＲパイプ１６ａの両端に圧力差が発生し、排ガスの一部が排気マニホルド１３ａからＥＧＲパイプ１６ａを通って吸気管１２ｂに流れる。このときＥＧＲパイプ１６ａの開度が大きいので、多くの量のＥＧＲガスが吸気管１２ｂに流入する。この結果、エンジン１１からのＮＯｘの排出を低減できる。   Further, when the controller 34 determines that the engine 11 is operated from a medium speed range to a high speed range of about 1500 rpm or more based on the detection outputs of the rotation sensor 32 and the accelerator opening sensor 33, the controller 34 controls the electromagnetic clutch 22. The capacity type blower 21 is disconnected from the engine 11 and the air cylinder 17 is controlled so that the nozzle area of the exhaust gas inlet of the turbine wheel 14a is relatively large (for example, the nozzle area is 30 to 70% when fully opened). The EGR valve 16b is controlled to increase the opening degree of the eEGR valve 16b (for example, the opening degree of the EGR valve 16b is set to 20 to 40% of the fully opened state), and the EGR pipe 16a is greatly opened. When the displacement blower 21 is disconnected from the engine 11, the displacement blower 21 is stopped, so that the intake pressure on the outlet side of the displacement blower 21 becomes less than the intake pressure on the inlet side of the displacement blower 21. For this reason, the on-off valve 29 automatically opens against the elastic force of the torsion coil spring due to this pressure difference. As a result, the capacity-type blower 21 itself does not become an intake resistance, and the reverse phenomenon that the capacity-type blower 21 is driven by intake air can be avoided, and deterioration of fuel consumption can be prevented. On the other hand, even if the nozzle area of the exhaust gas inlet of the turbine wheel 14a is relatively large, the exhaust gas flow rate is large, so that a pressure difference is generated at both ends of the EGR pipe 16a, and a part of the exhaust gas passes from the exhaust manifold 13a to the EGR pipe 16a. And flows to the intake pipe 12b. At this time, since the opening degree of the EGR pipe 16a is large, a large amount of EGR gas flows into the intake pipe 12b. As a result, NOx emissions from the engine 11 can be reduced.

なお、上記実施の形態では、ＥＧＲ装置として、ＥＧＲパイプとＥＧＲ弁とを有する外部ＥＧＲ装置を挙げたが、内部ＥＧＲ装置であってもよい。この内部ＥＧＲ装置は、吸気行程でエンジンのシリンダの吸気弁を開作動させる吸気用ロッカーアームにより作動するＥＧＲ用マスタピストンと、ＥＧＲ用マスタピストンに対し油通路を介して接続されかつ油通路にＥＧＲ用マスタピストンの作動により圧力が発生した際に吸気弁と同じシリンダに設けられた排気弁を開作動するスレーブピストンと、油通路の油圧の保持及び解放を切換えるＥＧＲ弁とを有することが好ましい。また、内部ＥＧＲ装置は、排気行程でエンジンのシリンダの排気弁を開作動させる排気用ロッカーアームにより作動するＥＧＲ用マスタピストンと、ＥＧＲ用マスタピストンに対し油通路を介して接続されかつ油通路にＥＧＲ用マスタピストンの作動により圧力が発生した際に排気弁と同じシリンダに設けられた吸気弁を開作動するスレーブピストンと、油通路の油圧の保持及び解放を切換えるＥＧＲ弁とを有するものでもよい。
また、上記実施の形態では、エンジンとしてディーゼルエンジンを挙げたが、ガソリンエンジンであってもよい。 In the above embodiment, an external EGR device having an EGR pipe and an EGR valve is used as the EGR device. However, an internal EGR device may be used. This internal EGR device is connected to an EGR master piston that is operated by an intake rocker arm that opens an intake valve of an engine cylinder in an intake stroke, and is connected to the EGR master piston via an oil passage. It is preferable to have a slave piston that opens the exhaust valve provided in the same cylinder as the intake valve when pressure is generated by the operation of the master piston, and an EGR valve that switches between holding and releasing the oil pressure in the oil passage. The internal EGR device is connected to the EGR master piston operated by an exhaust rocker arm that opens an exhaust valve of an engine cylinder in an exhaust stroke, and is connected to the EGR master piston via an oil passage. It may have a slave piston that opens the intake valve provided in the same cylinder as the exhaust valve when pressure is generated by the operation of the EGR master piston, and an EGR valve that switches between holding and releasing the oil pressure in the oil passage. .
Moreover, although the diesel engine was mentioned as an engine in the said embodiment, a gasoline engine may be sufficient.

本発明実施形態の容量式ブロア及び開閉弁等を含むターボ過給機付エンジンの構成図である。1 is a configuration diagram of an engine with a turbocharger including a capacity type blower and an on-off valve according to an embodiment of the present invention. 容量式ブロアを作動させないときのターボ過給機のコンプレッサホイールの稼働特性と、容量式ブロアを作動させたときのターボ過給機のコンプレッサホイールの稼働特性とをそれぞれ示す図である。It is a figure which respectively shows the operating characteristic of the compressor wheel of the turbocharger when not operating a capacity type blower, and the operating characteristic of the compressor wheel of a turbocharger when the capacity type blower is operated.

符号の説明Explanation of symbols

１１ ディーゼルエンジン（エンジン）
１４ ターボ過給機
１４ａ タービンホイール
１４ｃ コンプレッサホイール
１６ ＥＧＲ装置
１６ｂ ＥＧＲ弁
１７ エアシリンダ（静翼回転手段）
２１ 容量式ブロア
２２ 電磁クラッチ
２８ バイパス管
２９ 開閉弁
３４ コントローラ 11 Diesel engine (engine)
14 Turbocharger 14a Turbine wheel 14c Compressor wheel 16 EGR device 16b EGR valve 17 Air cylinder (static blade rotating means)
21 Displacement Blower 22 Electromagnetic Clutch 28 Bypass Pipe 29 On-off Valve 34 Controller

Claims (2)

エンジン(11)から排出される排ガスのエネルギにより回転するタービンホイール(14a)とこのタービンホイール(14a)に連結され吸気を圧縮して前記エンジン(11)に供給するコンプレッサホイール(14c)と前記タービンホイール(14a)の排ガス入口のノズル面積を調整する静翼回転手段(17)とを有するターボ過給機(14)と、前記エンジン(11)に還流する前記排ガスの還流量を調整するＥＧＲ弁(16b)を有するＥＧＲ装置(16)と、前記エンジン(11)の回転速度及び前記エンジン(11)への燃料噴射量に基づいて前記静翼回転手段(17)及び前記ＥＧＲ弁(16)をそれぞれ制御するコントローラ(34)とを備えたターボ過給機付エンジンにおいて、
前記コンプレッサホイール(14c)より吸気上流側の吸気通路(12)に容量式ブロア(21)が設けられ、
前記容量式ブロア(21)が電磁クラッチ(22)を介して前記エンジン(11)に切離し可能に接続され、
前記エンジン(11)の低速域での運転時に、前記コントローラ(34)が、前記電磁クラッチ(22)を制御して前記容量式ブロア(21)を前記エンジン(11)に接続し、前記静翼回転手段(17)を制御して前記タービンホイール(14a)の排ガス入口のノズル面積を絞り、更に前記ＥＧＲ弁(16b)を制御して前記ＥＧＲ弁(16b)の開度を大きくするように制御し、
前記エンジン(11)の過渡加速域での運転時に、前記コントローラ(34)が、前記電磁クラッチ(22)を制御して前記容量式ブロア(21)を前記エンジン(11)に接続し、前記静翼回転手段(17)を制御して前記タービンホイール(14a)の排ガス入口のノズル面積を絞り、更に前記ＥＧＲ弁(16b)を制御して前記ＥＧＲ弁(16b)の開度を減少させるように制御する
ことを特徴とするターボ過給機付エンジン。 A turbine wheel (14a) that is rotated by the energy of exhaust gas discharged from the engine (11), a compressor wheel (14c) that is connected to the turbine wheel (14a) and that compresses intake air and supplies the compressed air to the engine (11), and the turbine A turbocharger (14) having a stationary blade rotating means (17) for adjusting a nozzle area of an exhaust gas inlet of a wheel (14a), and an EGR valve for adjusting a recirculation amount of the exhaust gas recirculated to the engine (11) An EGR device (16) having (16b), and the stationary blade rotating means (17) and the EGR valve (16) based on the rotational speed of the engine (11) and the fuel injection amount to the engine (11). In a turbocharged engine equipped with a controller (34) for controlling each,
A capacity type blower (21) is provided in the intake passage (12) upstream of the compressor wheel (14c),
The displacement blower (21) is detachably connected to the engine (11) via an electromagnetic clutch (22),
When the engine (11) is operated in a low speed range, the controller (34) controls the electromagnetic clutch (22) to connect the displacement blower (21) to the engine (11), and the stationary blade The rotation means (17) is controlled to reduce the nozzle area of the exhaust gas inlet of the turbine wheel (14a), and the EGR valve (16b) is controlled to increase the opening of the EGR valve (16b). And
During operation of the engine (11) in the transient acceleration region, the controller (34) controls the electromagnetic clutch (22) to connect the displacement blower (21) to the engine (11), and The blade rotating means (17) is controlled to reduce the nozzle area of the exhaust gas inlet of the turbine wheel (14a), and the EGR valve (16b) is further controlled to reduce the opening of the EGR valve (16b). Turbocharged engine characterized by control . 吸気通路(12)に容量式ブロア(21)をバイパスするバイパス管(28)が接続され、前記容量式ブロア(21)の出口側の吸気圧力が前記容量式ブロア(21)の入口側の吸気圧力未満になったときに前記バイパス管(28)を開きかつ前記容量式ブロア(21)の出口側の吸気圧力が前記容量式ブロア(21)の入口側の吸気圧力以上になったときに前記バイパス管(28)を閉じる開閉弁(29)が前記バイパス管(28)に設けられた請求項１記載のターボ過給機付エンジン。   A bypass pipe (28) that bypasses the displacement blower (21) is connected to the intake passage (12), and the intake pressure on the outlet side of the displacement blower (21) is the intake air pressure on the inlet side of the displacement blower (21). The bypass pipe (28) is opened when the pressure becomes less than the pressure, and the intake pressure on the outlet side of the capacity type blower (21) becomes equal to or higher than the intake pressure on the inlet side of the capacity type blower (21). The turbocharged engine according to claim 1, wherein an on-off valve (29) for closing the bypass pipe (28) is provided in the bypass pipe (28).
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DE102015208417A1 (en) * 2015-05-06 2016-11-10 Borgwarner Inc. Device for a charging system of an internal combustion engine
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JPH0192525A (en) * 1987-09-30 1989-04-11 Aisin Seiki Co Ltd Composite supercharger for engine
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