JP4766012B2 - Engine supercharger - Google Patents

Description

  The present invention relates to an engine supercharger in which an electric supercharger is disposed in an intercooler.

  2. Description of the Related Art An electric supercharger for a vehicle engine that uses electric power supplied from a power source such as an alternator or a battery as a power source is widely known (see, for example, Patent Document 1). Unlike superchargers such as mechanical turbochargers and exhaust turbochargers, electric superchargers can perform desired supercharging with a good response regardless of the engine speed, making them effective in the low-speed range. There is an advantage that the output torque can be increased. For this reason, by providing the electric supercharger, for example, it is possible to downsize the engine or its displacement while ensuring the output torque in the low rotation region, and thus the fuel efficiency can be improved.

The electric supercharger is usually disposed in the engine room, and a rotary compressor unit that pressurizes intake air flowing in the intake passage, a motor unit that rotationally drives the compressor unit, and an operation of the motor unit And a control unit for controlling.
JP-T-2004-505201 (paragraph [0011], FIG. 1)

  By the way, a considerable amount of heat is generated in the compressor unit, motor unit, or control unit that constitutes the electric supercharger, but the electrical component or electronic component mounted on the motor unit or control unit is relatively weak against heat. It is necessary to quickly release the generated heat to the outside and cool the motor unit and the control unit. However, since the inside of the engine room is considerably heated due to heat released from the engine, there is a problem that it is difficult to sufficiently cool the motor unit and the control unit in the conventional electric supercharger. Further, when the vehicle is traveling, considerable vibration is generated in the vehicle body. However, since the control unit of the electric supercharger is relatively weak against vibration, there is a problem that durability of the control unit is lowered.

  The present invention has been made to solve the above-described conventional problems, and can sufficiently cool the motor unit and the control unit of the electric supercharger. An object of the present invention is to provide an engine supercharging device capable of effectively preventing a decrease in durability.

  An engine supercharging device according to the present invention made to solve the above problems includes an electric supercharger and an intercooler. The electric supercharger includes a compressor unit, a motor unit that drives the compressor unit, and a booster circuit unit (voltage control unit) that boosts the power supplied from the power source to the motor unit. The intercooler is attached (supported) to the vehicle body side via an elastic body in the engine room, and cools intake air (fuel combustion air drawn into the engine). The compressor section and at least one of the motor section and the booster circuit section are disposed in an intercooler (for example, in the intake air flow path).

  In the engine supercharging device according to the present invention, it is preferable that the compressor portion and the motor portion are disposed in the vicinity of the intake air outlet portion of the intercooler.

  Further, in the engine supercharging device according to the present invention, when the intercooler is disposed in series with the radiator and the electric fan in the longitudinal direction of the vehicle body at a position on the vehicle body front side in the engine room, It is preferable to provide electric fan control means for operating the electric fan when the supercharger is operated or when the temperature of the electric supercharger or the temperature related to (corresponding to) the temperature is equal to or higher than a set value.

  Here, in the case where the electric fan has a main fan and a sub fan arranged in parallel so as to be positioned on one side and the other side in the vehicle body width direction, the motor unit and the boost circuit unit, It is arranged in front of the sub fan in the longitudinal direction of the vehicle body, and the electric fan control means is operated when the electric supercharger is operated, or when the temperature of the electric supercharger or the temperature related to the temperature is equal to or higher than the set value. It is preferable to operate the fan.

  In the supercharging device for an engine according to the present invention, the compressor part of the electric supercharger and at least one of the motor part and the booster circuit part are disposed in the intercooler. The heat generated in is quickly released to the low-temperature intercooler, and the motor part and the booster circuit part are sufficiently cooled, and the reliability is improved. In addition, since the intercooler is attached to the vehicle body side via an elastic body, the vibration of the vehicle body is suppressed or prevented from being transmitted to the intercooler. And since the electric supercharger is disposed in the intercooler, the vibration of the electric supercharger due to the vibration of the vehicle body can be suppressed or prevented, and the durability of the electric supercharger (particularly the booster circuit) can be reduced. Can be effectively suppressed or prevented.

  In the engine supercharging device according to the present invention, when the compressor unit and the motor unit are disposed near the intake air outlet of the intercooler, the motor unit and the booster circuit unit are separated by the air cooled by the intercooler. It can cool more effectively.

  In the engine supercharging device according to the present invention, the intercooler is arranged in series with the radiator and the electric fan in the longitudinal direction of the vehicle body, and the electric fan control device operates the electric fan when the electric supercharger is operated. In such a case, cooling of the motor unit and the booster circuit unit can be promoted by the electric fan.

  In addition, when the electric fan has a main fan and a sub fan and the electric fan control device operates the sub fan according to the state of the electric supercharger, the power consumption of the sub fan is small. Therefore, cooling of the motor part and booster circuit part of the electric supercharger can be promoted while suppressing power consumption.

  Embodiments 1 to 3 of the present invention will be specifically described below with reference to the accompanying drawings. The first embodiment relates to a supercharger for a spark ignition engine in which an intercooler is disposed in the vicinity of the front end of the engine room, and the second embodiment is such that the intercooler is disposed at the front end of the engine room. Embodiment 3 relates to a supercharger for a diesel engine, and Embodiment 3 relates to a supercharger for a spark ignition engine in which an intercooler is arranged in an upper part of an engine room. In the drawings according to the first to third embodiments, the same reference numerals are assigned to components having common or corresponding structures or functions.

(Embodiment 1)
Embodiment 1 of the present invention will be described below. First, a system configuration of a spark ignition type engine (for example, a gasoline engine) including the supercharging device according to the first embodiment will be described.
As shown in FIG. 1, in each cylinder (only one cylinder is shown) of a spark ignition type multi-cylinder engine CE that uses gasoline or the like as fuel, when the intake valve 1 is opened, the combustion chamber opens from the intake port 2. The air-fuel mixture is sucked into 3. The air-fuel mixture in the combustion chamber 3 is compressed by the piston 4 and is ignited and burned by the spark plug 5 at a predetermined timing. Gas generated by combustion, that is, exhaust gas, is discharged to the exhaust port 7 when the exhaust valve 6 is opened.

  These series of operations are repeated, and the piston 4 repeats reciprocating motion in the cylinder 8. This reciprocating motion of the piston 4 is converted into a rotational motion (torque) of the crankshaft 10 by a link mechanism including a connecting rod 9 and the like. This rotational motion of the crankshaft 10 is extracted as engine output and drives the vehicle. The engine CE is driven (cranked) by the engine starter 11 at the start-up until a complete explosion occurs.

  An intake system that supplies fuel combustion air (intake air) to the combustion chamber 3 of each cylinder of the engine CE is provided with a single common intake passage 12 that is common to all cylinders. The front end (upstream end) of the common intake passage 12 is open to the atmosphere, and an air cleaner 13 (see FIG. 2) for removing dust and the like in the intake air is provided in the vicinity of the front end portion.

  Further, the common intake passage 12 includes an air flow sensor 14 (see FIG. 2) for detecting the intake air amount in order from the upstream side in the intake air flow direction, and an exhaust turbo supercharger 15 for pressurizing the intake air. Compressor 15a (pump), air-cooled intercooler 16 that cools intake air whose temperature has increased due to pressurization, electric supercharger 17 that is disposed in intercooler 16 and pressurizes intake air, and accelerator pedal (see FIG. A throttle valve 18 is provided for restricting the flow of intake air in the common intake passage 12 according to the amount of depression (not shown). The throttle valve 18 is a so-called electric throttle valve that is driven to open and close by a drive motor (not shown) according to the accelerator opening. The downstream end of the common intake passage 12 is connected to a surge tank 19 that attenuates the pulsation of the intake air and stabilizes its flow.

  The surge tank 19 is connected to an independent intake passage 20 for supplying intake air individually to the combustion chamber 3 of each cylinder, and its downstream end is connected to the intake port 2 of the corresponding cylinder. Each independent intake passage 20 has a fuel injection valve 21 for injecting fuel (for example, gasoline) into the independent intake passage 20 or the intake port 2 to generate an air-fuel mixture. It is arrange | positioned so that it may face. The engine CE is a port injection engine that injects fuel into the independent intake passage 20 or the intake port 2, but may be a direct injection engine that directly injects fuel into the combustion chamber 3. Further, instead of the exhaust turbo supercharger 15, an optional supercharger other than the electric supercharger, for example, a mechanical supercharger (supercharger) may be provided. Even when the exhaust turbo supercharger 15 or a supercharger that replaces the exhaust turbo supercharger 15 is not provided, it is within the scope of the present invention as long as the intercooler 16 is provided.

  Further, the engine CE is provided with an exhaust system that exhausts exhaust gas discharged from each combustion chamber 3 into the atmosphere, and a single common exhaust passage 23 is provided in the exhaust system. However, when viewed in the flow direction of the exhaust gas, the vicinity of the upstream end branches off for each cylinder and is connected to the exhaust port 7 of the corresponding cylinder. In the common exhaust passage 23, the turbine 15b of the exhaust turbocharger 15 driven by the exhaust gas and the three-way catalyst for purifying the exhaust gas are sequentially arranged from the upstream side in the exhaust gas flow direction. And an exhaust gas purifying device 24 using the.

  Further, the engine CE has an EGR device 27 that recirculates a part of the exhaust gas in the common exhaust passage 23 to the intake system as EGR gas for the main purpose of reducing the amount of NOx generated by the combustion of the air-fuel mixture. Is provided. The EGR device 27 is provided with an EGR passage 31 serving as an EGR gas flow path. Here, the upstream end of the EGR passage 31 (as viewed in the flow direction of the EGR gas) is connected to the common exhaust passage 23 at a position upstream of the turbine 15b (as viewed in the flow direction of the exhaust gas). On the other hand, the downstream end of the EGR passage 31 is connected to the surge tank 19. The EGR passage 31 is provided with a water-cooled EGR cooler 32 that cools the EGR gas and an EGR control valve 33 that controls the amount of EGR gas in order from the upstream side in the flow direction of the EGR gas.

  Further, the engine CE is provided with a control unit 35 having a computer. The control unit 35 is a comprehensive control device for the engine CE including the “electric fan control means” described in the section for solving the problems of the present specification, and is related to the engine CE and the related items. Various controls of various devices are performed. The control unit 35 detects the intake air amount detected by the airflow sensor 14, the crank angle (engine speed) detected by the crank angle sensor 36, the engine water temperature detected by the engine water temperature sensor 37, and the vehicle speed sensor 38. The vehicle speed, the refrigerant pressure of an air conditioner (not shown) detected by the refrigerant pressure sensor 39, the temperature of the electric supercharger 17 detected by the supercharger temperature sensor 40, and the like are input as control information.

  Next, an arrangement structure of the engine CE, the exhaust turbocharger 15, the electric supercharger 17, and the like in the engine room will be described with reference to FIG. In the following, for the sake of convenience, the front side and the rear side of the vehicle in FIG. 2 are referred to as “front” and “rear”, respectively. Further, the left side and the right side of the vehicle toward the front of the vehicle are referred to as “left” and “right”, respectively.

  As shown in FIG. 2, the engine CE is mounted horizontally in the engine room 40 of the vehicle. That is, the engine CE is arranged such that the crankshaft 10 (see FIG. 1) extends in the left-right direction. The water-cooled EGR cooler 32 is disposed slightly to the left of the left end of the engine main body 41 (the portion covered by the cylinder head and the cylinder block), and is disposed near the right end of the engine main body 41. Cooling water is supplied from the pump 42. Further, the upstream end of the common intake passage 12 opens leftward from the left wall surface of the engine room 40. The exhaust turbocharger 15 (compressor 15a and turbine 15b) is disposed behind the engine body 41. A battery 43 and a fuse box 44 are disposed on the left side of the engine main body 41.

  In the engine room 40, in the vicinity of the front end thereof, in order from the front side to the rear side, a condenser 46 of an air conditioner (not shown), an intercooler 16, and a radiator 47 that cools engine cooling water are mutually connected. The spreading surfaces are arranged in series so as to be parallel to each other while being appropriately spaced apart. An electric main fan 48 with a relatively large power consumption for mainly cooling the radiator 47 is disposed slightly on the left side slightly behind the radiator 47. On the other hand, an electric sub-fan 49 with a relatively low power consumption for mainly cooling the condenser 46 and further cooling the electric supercharger 17 is disposed in the right part. That is, the main fan 48 and the sub fan 49 are arranged in parallel on the left and right sides in the forward direction (forward direction) of the vehicle. As described above, the electric supercharger 17 is disposed in the flow path through which the intake air in the intercooler 16 flows. However, the electric supercharger 17 (particularly, the motor unit and the voltage control unit) is disposed at the position. The position corresponding to the sub fan 49, that is, the front of the sub fan 49.

  As shown in FIG. 3, the electric supercharger 17 pressurizes the intake air sucked in from the suction port 51 in the direction indicated by the arrow A1, and discharges it from the discharge port 52 in the direction indicated by the arrow A2. 53 and an electric motor unit 54 that is integrally formed with the compressor unit 53 and that rotationally drives the compressor unit 53. The motor unit 54 is provided with motor unit cooling fins 55 for promoting heat dissipation.

  Further, the electric supercharger 17 includes a voltage control unit 56 (a boost circuit unit) that is separate from the compressor unit 53 and the motor unit 54. The voltage control unit 56 boosts the power supplied from the battery 43 to the motor unit 54. That is, although the output voltage of the battery 43 is approximately 12V, it is inefficient to drive the motor unit 54 at 12V. Therefore, in the electric supercharger 17, the 12V output voltage of the battery 43 is supplied to the voltage control unit 56. By raising the voltage to 24V, the current value is amplified to increase the efficiency. For this reason, a considerable amount of heat is generated in the voltage control unit 56 during operation of the electric supercharger 17. The voltage control unit 56 may be integrally formed with the motor unit 54.

  As shown in FIG. 4, the air-cooled intercooler 16 includes an intercooler core 58 through which intake air flows and an intercooler fin 59 for heat dissipation joined to the intercooler core 58. Then, the intake air pressurized by the compressor 15a of the exhaust turbocharger 15 and having its temperature increased from the common intake passage 12 upstream of the intercooler 16 as shown by an arrow B1. It flows into the intercooler core 58 via. The intake air flows through the intercooler core 58 and is sufficiently cooled, and then flows out to the downstream side common intake passage 12 via the intake air outlet 61 as indicated by an arrow B2. .

  At that time, since the intercooler fin 59 has a very large surface area, the movement of the heat held by the intake air or the intercooler core 58 to the outside (heat radiation) is promoted. Hereinafter, for convenience, in FIG. 4, the side where the intake air outlet 61 is located (right side in the positional relationship in FIG. 4) when viewed in the horizontal direction (left-right direction in FIG. 4) is referred to as “right”. The side where the inlet 60 is located (left side in the positional relationship in FIG. 4) is referred to as “left”. Note that “left” and “right” used for convenience in FIG. 4 correspond to “left” and “right” used for convenience in FIG. 2, respectively.

  In the vicinity of the lower end of the intercooler 16, that is, in the vicinity of the intake air outlet 61, the intercooler core 58 has an electric supercharger accommodating portion 63 (hereinafter abbreviated as "accommodating portion") for accommodating the electric supercharger 17. 63 ”). The accommodating portion 63 includes a left space portion 63a having a low height located on the left side and a right space portion 63b having a high height (approximately twice) located on the right side. The electric supercharger 17 is configured so that the rotation shaft of the compressor unit 53 or the motor unit 54 extends in the left-right direction, the compressor unit 53 is positioned on the right side, and the motor unit 54 is positioned on the left side. It arrange | positions at the lower half part of the right side space part 63b. The voltage control unit 56 is disposed in the left space part 63 a on the left side of the motor unit 54. Note that a one-way valve 64 for preventing the backflow of the intake air is provided at the boundary between the left space 63a and the right space 63b.

  Thus, since the electric supercharger 17 is disposed in the core inner space 63 near the intake air outlet 61, the electric supercharger 17 comes into contact with the flow of intake air sufficiently cooled by the intercooler 16. Therefore, the heat generated in the motor unit 17 or the voltage control unit 56 is removed by the flow of the cooled intake air. Moreover, since the electric supercharger 17 is in contact with the low-temperature intercooler core 58, the heat generated by the motor unit 17 or the voltage control unit 56 moves to the low-temperature intercooler core 58 by conduction heat transfer. For this reason, the electric supercharger 17 is effectively cooled, and its reliability is improved.

  As described above, since the voltage control unit 56 is disposed over the entire left space 63a having a low height over the entire height, the low-temperature intercooler fin 59 exists immediately above the voltage control unit 56. Therefore, if the heat radiating surface of the voltage control unit 56 is arranged on the intercooler fin 59 side (that is, the upper side), the heat of the heat radiating surface is easily transmitted or released to the intercooler fin 59. It can be cooled effectively. If the shape of the voltage controller 56 is set so as to match or correspond to the shape of the intercooler core 58 and the contact area between the voltage controller 56 and the intercooler core 58 is made as large as possible, the voltage controller 56 can be cooled more effectively.

  As shown in FIGS. 5 to 7, the upper end portion of the intercooler 16 is fixed to the vehicle body via an upper mount member 66 made of an elastic body (for example, rubber, soft synthetic resin, spring, etc.). In addition, it is elastically supported by a shroud upper 67 that forms part of the vehicle body. On the other hand, the lower end portion of the intercooler 16 is fixed to the vehicle body or forms a part of the vehicle body via a lower mount member 68 made of an elastic body (for example, rubber, soft synthetic resin, spring, etc.). 69 is elastically supported. Although not shown in detail, the capacitor 46 and the radiator 47 are similarly elastically supported by the shroud upper 67 and the shroud drawer 69 via the upper mount member 66 and the lower mount member 68.

  Thus, since the intercooler 16 is attached to the vehicle body via the upper mount member 66 and the lower mount member 68 made of an elastic body, the vibration of the vehicle body is suppressed or prevented from being transmitted to the intercooler 16. Is prevented. For this reason, vibration hardly occurs in the intercooler 16. Since the electric supercharger 17 is disposed in the intercooler 16 as described above, the electric supercharger 17 is hardly vibrated. For this reason, it is possible to effectively suppress or prevent a decrease in durability of the electric supercharger 17 (particularly, the voltage control unit 56) due to vibration.

  As described above, the intercooler 16, the condenser 46 of the air conditioner, and the radiator 47 are forcibly ventilated by the main fan 48 and the sub fan 49 according to the operating condition of the engine CE or the vehicle so that the cooling is promoted. However, the operations of the main fan 48 and the sub fan 49 are controlled by the control unit 35. Therefore, in the following, a control method for controlling the main fan 48 and the sub fan 49 (hereinafter referred to as “electric fan control”) in conjunction with the operation of the electric supercharger 17 by the control unit 35 according to the flowchart shown in FIG. I will explain it.

  As described above, the control unit 35 performs various controls (for example, fuel injection control, ignition timing control, etc.) of the engine CE or various devices related thereto based on various control information. However, the general control of the engine CE and the like is well known to those skilled in the art and is not the gist of the present invention, so that the description thereof is omitted.

  As shown in FIG. 8, in this electric fan control, when control is started (start), first, in step S1, various control signals, for example, intake air amount, crank angle (engine speed), engine water temperature, vehicle speed, and so on. The air conditioner refrigerant pressure (refrigerant pressure), the temperature of the electric supercharger 17, and the like are read as control information.

  Next, in step S2, it is determined whether or not the engine water temperature exceeds a predetermined set value α. The set value α is set to an engine water temperature (for example, 100 ° C.) that is most appropriate for the engine CE, for example. If the engine water temperature exceeds the set value α (YES), the main fan 48 is turned on in step S3. As a result, cooling of the engine coolant is promoted, and an excessive increase in the engine water temperature is prevented. If the main fan 48 is already turned on, the on state is only maintained. On the other hand, if the engine water temperature is equal to or lower than the set value α (NO), it is not necessary to promote the cooling of the engine cooling water, so the main fan 48 is turned off in step S4. If the main fan 48 is already turned off, the off state is only maintained.

  As described above, in this electric fan control, the main fan 48 is turned on / off depending on whether the engine water temperature exceeds the set value α (on / off control). However, the duty of the main fan 48 may be controlled according to the engine water temperature. That is, for example, as shown in FIG. 9, the duty ratio D1 is set according to the engine water temperature T (the temperature of the engine cooling water flowing through the radiator 47), and the main fan 48 is operated according to the duty ratio D1. It may be.

  In the duty control shown in FIG. 9, the duty ratio D1 is set as follows. That is, when the engine water temperature T is lower than 98 ° C., and when the engine water temperature T rises from a temperature lower than 98 ° C. and falls within the range of 98 to 100 ° C., the duty ratio D1 is set to 0%. When engine water temperature T falls from the state of 100 ° C. or higher and falls within the range of 98 to 100 ° C., duty ratio D1 is set to 30%. When the engine water temperature T is in the range of 100 to 108 ° C., the duty ratio D1 is set to change linearly with respect to the engine water temperature T within the range of 30 to 90%. When the engine water temperature T is 108 to 110 ° C., and when the engine water temperature T rises from a state below 110 ° C. and falls within the range of 110 to 112 ° C., the duty ratio D1 is set to 90%. The duty ratio D1 is set to 100% when the engine water temperature T is 112 ° C. or higher and when the engine water temperature T falls from the state of 112 ° C. or higher and falls within the range of 110 ° C. to 112 ° C.

  After the main fan 48 is turned on or off in step S3 or step S4, it is determined in step S5 whether the air conditioner is operating. Whether or not the air conditioner is operating can be determined based on internal information stored in the control unit 35, for example, information on whether or not an ON signal is output to the air conditioner. When the air conditioner is not controlled by the control unit 35, whether or not the refrigerant pressure exceeds a set value (for example, 1/4 to 1/2 of the normal compression pressure (gauge pressure) of the compressor of the air conditioner). Thus, it may be determined whether or not the air conditioner is operating. If the air conditioner is in operation (YES), the sub fan 49 for mainly cooling the condenser 46 is turned on in step S6, and then the process returns to step S1 (return). Thereby, condensation or liquefaction of the refrigerant in the condenser 46 is promoted, and the cooling action of the air conditioner is promoted. If the sub fan 49 is already turned on, the on state is only maintained.

  If it is determined in step S5 that the air conditioner is not operating (NO), it is determined in step S7 whether or not the electric supercharger 17 is operating. Here, if the electric supercharger 17 is not operating (NO), the sub fan 49 is turned off in step S9, and thereafter, the process returns to step S1 (return). When the sub fan 49 is already turned off, the off state is only maintained. Whether or not the electric supercharger 17 is operating is determined by internal information stored in the control unit 35, for example, information on whether or not an ON signal is output to the electric supercharger 17 or the like. Can do.

  In this electric fan control, for cooling the electric supercharger 17, the sub fan 49 is turned on / off depending on whether or not the electric supercharger 17 is operating. However, the sub fan 49 may be turned on / off depending on the temperature of the electric supercharger 17 or a temperature corresponding to or related to this temperature. For example, the sub fan 49 may be turned on when the temperature of the electric supercharger 17 exceeds a predetermined set value (for example, 150 ° C.).

  If it is determined in step S7 that the electric supercharger 17 is operating (YES), it is determined in step S8 whether or not the vehicle speed is less than a predetermined set value β. Here, the set value β is such that, for example, traveling wind (wind generated by traveling of the vehicle) to the extent that the electric supercharger 17 disposed in the intercooler 16 can be effectively cooled occurs. The vehicle speed is set to a vehicle speed that generates a traveling wind that is equivalent to or about half of the forced ventilation by the sub fan 49 (for example, 40 km / h).

  If it is determined in step S8 that the vehicle speed is less than the set value β (YES), the sub fan 49 is turned on in step S6, and then the process returns to step S1 (return). Thereby, cooling of the electric supercharger 17 is promoted, and the reliability of the electric supercharger 17 is improved. If the sub fan 49 is already turned on, the on state is only maintained. In this case, since the sub fan 49 consumes relatively less power than the main fan 48, the electric supercharger 17 can be effectively cooled while suppressing power consumption.

  On the other hand, if it is determined in step S8 that the vehicle speed is equal to or higher than the set value β (NO), the sub fan 49 is turned off in step S9, and then the process returns to step S1 (return). This is because if the vehicle speed is equal to or higher than the set value β, the electric supercharger 17 can be cooled without any trouble by the traveling wind, and it is not necessary to operate the sub fan 49.

  As described above, in this electric fan control, basically (except for the operation for cooling the electric supercharger 17), the sub fan 48 is turned on / off depending on whether the air conditioner is operating or not. (ON / OFF control). However, the sub fan 48 may be duty-controlled according to the refrigerant pressure of the air conditioner. That is, for example, as shown in FIG. 10, the duty ratio D2 is set according to the refrigerant pressure P (pressure of the refrigerant in the condenser 46 of the air conditioner), and the sub fan 48 is operated according to the duty ratio D2. Also good.

  In the duty control shown in FIG. 10, the duty ratio D2 is set as follows. That is, when the refrigerant pressure P is less than the predetermined set value P1, the duty ratio D2 is set to 70%. On the other hand, when the refrigerant pressure P is equal to or higher than the set value P1, the duty ratio D2 is set to 90%.

  As described above, according to the first embodiment, the heat generated in the motor unit 54 or the voltage control unit 56 of the electric supercharger 17 is quickly released to the low-temperature intercooler 16, and the motor unit 54 and the voltage control unit 56 are connected. It can be sufficiently cooled, and the reliability of the electric supercharger 17 can be improved. Furthermore, vibration of the electric supercharger 17 can be suppressed or prevented, and a decrease in durability of the electric supercharger 17 (particularly the voltage control unit 56) due to vibration can be suppressed or prevented.

(Embodiment 2)
Hereinafter, Embodiment 2 of the present invention will be described with reference to FIGS. 11 and 12. However, the second embodiment is substantially the same as the first embodiment, except that the engine is not an ignition spark engine but a diesel engine, and the differences associated therewith. Therefore, in the following, in order to avoid duplication of explanation, differences from the first embodiment will be mainly described.

  As shown in FIGS. 11 and 12, in a diesel engine DE (hereinafter referred to as “engine DE” for short), when the intake valve 1 is opened, the fuel is injected into the combustion chamber 3 from the intake port 2. Air (intake air) is inhaled. Then, the intake air in the combustion chamber 3 is compressed by the piston 4 to be in a high temperature / high pressure state. Then, near the top dead center of the compression stroke, fuel (light oil or the like) is injected from the fuel injection valve 71 into the high-temperature and high-pressure intake air in the combustion chamber 3, and this fuel self-ignites and burns. The engine DE is not provided with a spark plug. Gas generated by combustion, that is, exhaust gas, is discharged to the exhaust port 7 when the exhaust valve 6 is opened. These series of operations are repeated, and the piston 4 repeats reciprocating motion in the cylinder 8. The mechanism for converting the reciprocating motion of the piston 4 into the rotational motion of the crankshaft 10 and the mechanism for starting the engine DE are the same as those of the engine CE according to the first embodiment.

  In the intake system of the engine DE, an electromagnetic intake control valve 72 is provided in the common intake passage 12. The intake control valve 72 is disposed on the downstream side of the air flow sensor 14 and on the upstream side of the connection portion with the second EGR passage 28 described later. The common intake passage 12 is not provided with a throttle valve. The independent intake passage 20 is not provided with a fuel injection valve. Other configurations of the intake system of the engine DE are the same as those of the engine CE according to the first embodiment.

  In the exhaust system of the engine DE, an exhaust gas purification catalyst 73 for purifying exhaust gas and a particulate filter 74 are provided in the common exhaust passage 23 on the downstream side of the turbine 15 b of the exhaust turbocharger 15. The exhaust gas purification catalyst 73 and the particulate filter 74 including the oxidation catalyst are arranged in one casing having heat resistance, and when, for example, the differential pressure before and after the particulate filter 74 exceeds a set value, The exhaust gas purification catalyst 73 is brought into an operating state (for example, fuel injection in the expansion stroke), and the particulate (soot) collected by the particulate filter 74 is burned and removed. Other configurations of the exhaust system of the engine DE are the same as those of the engine CE according to the first embodiment.

  Further, the engine DE mainly returns a part of the exhaust gas in the common exhaust passage 23 to the intake system (surge tank 19) as EGR gas for the purpose of reducing the amount of NOx generated by the combustion of fuel. An EGR device 27 including an EGR passage 31, a water-cooled EGR cooler 32, and an EGR control valve 33 is provided. The configuration and function of the EGR device 27 are basically the same as those of the engine CE according to the first embodiment.

  Furthermore, the engine DE is provided with a second EGR device 26 mainly for the purpose of reducing the amount of NOx generated by the combustion of fuel. The second EGR device 26 is provided with a second EGR passage 28 serving as an EGR gas flow path. Here, the upstream end of the second EGR passage 28 (as viewed in the EGR gas flow direction) is connected to the common exhaust passage 23 at a portion downstream of the particulate filter 74. On the other hand, the downstream end of the second EGR passage 28 is connected to the common intake passage 12 at a portion upstream of the compressor 15a (as viewed in the direction of intake air flow). The second EGR passage 28 has a second EGR cooler 29 that cools the EGR gas in order from the upstream side in the flow direction of the EGR gas, and a second EGR control valve 30 that controls the amount of EGR gas. Is provided.

  The arrangement structure of various devices or devices such as the engine DE, the supercharging device, and the intercooler 16 in the engine room 40 is the same as that of the first embodiment. The control method for electric fan control is the same as that in the first embodiment. Thus, the second embodiment also has the same operations and effects as the first embodiment. That is, the heat generated in the motor unit 54 or the voltage control unit 56 of the electric supercharger 17 can be quickly released to the low-temperature intercooler 16 to sufficiently cool the motor unit 54 and the voltage control unit 56. The reliability of the electric supercharger 17 can be improved. Furthermore, vibration of the electric supercharger 19 can be suppressed or prevented, and a decrease in durability of the electric supercharger 17 (particularly the voltage control unit 56) can be suppressed or prevented.

(Embodiment 3)
Hereinafter, Embodiment 3 of the present invention will be described with reference to FIGS. 13 and 14. However, the third embodiment is substantially the same as the first embodiment except that the intercooler is arranged not in the vicinity of the front end of the engine room, but in the upper part of the engine room, and the difference that accompanies this. Are identical. Therefore, in the following, in order to avoid duplication of explanation, differences from the first embodiment will be mainly described.

  As shown in FIGS. 13 and 14, in the third embodiment, the intercooler 16 has an orientation in which the spreading surface is slightly inclined with respect to the horizontal plane above the engine CE in the engine room 40, that is, the spreading surface is It is arranged in a posture that is almost parallel to the bonnet. The intercooler 16 is elastically supported by a vehicle body 77 via an elastic body 76 made of a spring or the like (floating mount). The bonnet 78 is provided with a traveling wind introduction duct 79 for guiding the traveling wind to the intercooler 16. The traveling wind introduction duct 79 is formed by forming a convex portion on the bonnet 78 so as to extend in the front-rear direction with a predetermined width and projecting upward, or extends on the bonnet 78 in the front-rear direction with a predetermined width. After providing a notch, it can be provided by attaching a resin side wall or a bellows-shaped rubber boot that partitions the left and right sides of the convex part or the notch part from the outside.

  Except for the arrangement structure of the intercooler 16 and the arrangement structure of the components of the intake system (throttle valve, etc.) in the vicinity of the intercooler, various types of engine CE, exhaust turbocharger 15, radiator 47, etc. in the engine room 40 The arrangement structure of the apparatus or device is the same as that of the first embodiment. However, in the electric fan control in the third embodiment, the control of the sub fan 49 for cooling the electric supercharger 17 is not performed. That is, step S7 and step S8 are not provided in the flowchart shown in FIG.

  Thus, the third embodiment also has substantially the same operations and effects as those of the first embodiment, except for the operations and effects of the electric fan control. That is, the heat generated by the motor unit 54 or the voltage control unit 56 of the electric supercharger 17 can be quickly released to the low-temperature intercooler 16 to sufficiently cool the motor unit 54 and the voltage control unit 56. The reliability of the electric supercharger 17 can be improved. Furthermore, vibration of the electric supercharger 19 can be suppressed or prevented, and a decrease in durability of the electric supercharger 17 (particularly the voltage control unit 56) can be effectively suppressed or prevented.

It is a schematic diagram which shows the system configuration | structure of the spark ignition type engine provided with the supercharging device which concerns on Embodiment 1 of this invention. It is a typical top view which shows arrangement structures, such as an engine in a engine room, a supercharging device, and an intercooler, in Embodiment 1. It is a perspective view of the electric supercharger of the engine shown in FIG. FIG. 2 is a partial cross-sectional front view of an intercooler provided in the engine or supercharger shown in FIG. 1 and having an electric supercharger disposed therein. It is a typical side view which shows the attachment structure to the vehicle body side of the condenser and radiator of an intercooler, an air conditioner. It is a partial cross section side view which shows the attachment structure to the shroud upper of the upper end part of an intercooler. It is a partial cross section side view which shows the attachment structure to the shroud drawer of the lower end part of an intercooler. It is a flowchart which shows the control method of electric fan control. It is a graph which shows the relationship between the duty ratio in the duty control of a main fan, and engine water temperature. It is a graph which shows the relationship between the duty ratio in the duty control of a subfan, and the refrigerant | coolant pressure in a capacitor | condenser. It is a schematic diagram which shows the system configuration | structure of the diesel engine provided with the supercharging apparatus which concerns on Embodiment 2 of this invention. 6 is a schematic plan view showing an arrangement structure of an engine, a supercharging device, an intercooler, and the like in an engine room according to Embodiment 2. FIG. 6 is a schematic plan view showing an arrangement structure of an engine, a supercharging device, an intercooler, and the like in an engine room according to Embodiment 3. FIG. It is a cross-sectional side view which shows arrangement structures, such as an engine in the engine room which concerns on Embodiment 3, a supercharging device, and an intercooler.

Explanation of symbols

  CE spark ignition engine, DE diesel engine, 1 intake valve, 2 intake port, 3 combustion chamber, 4 piston, 5 spark plug, 6 exhaust valve, 7 exhaust port, 8 cylinder, 9 connecting rod, 10 crankshaft, 11 engine starter , 12 Common intake passage, 13 Air cleaner, 14 Air flow sensor, 15 Exhaust turbo type supercharger, 15a Compressor (pump), 15b Turbine, 16 intercooler, 17 Electric supercharger, 18 Throttle valve, 19 Surge tank, 20 Independent Intake passage, 21 Fuel injection valve, 23 Common exhaust passage, 24 Exhaust gas purification device, 26 Second EGR device, 27 EGR device, 28 Second EGR passage, 29 Second EGR cooler, 30 Second EGR control Valve, 31 EGR passage, 32 EGR cooler, 3 EGR control valve, 35 control unit, 36 crank angle sensor, 37 engine water temperature sensor, 38 vehicle speed sensor, 39 refrigerant pressure sensor, 40 supercharger temperature sensor, 41 engine body, 42 water pump, 43 battery, 44 fuse box, 46 condenser, 47 radiator, 48 main fan, 49 sub fan, 51 suction port, 52 discharge port, 53 compressor unit, 54 motor unit, 55 motor cooling fin, 56 voltage control unit, 58 intercooler core, 59 intercooler fin, 60 intake air inlet, 61 intake air outlet, 63 electric supercharger housing, 63a left space, 63b right space, 64 one-way valve, 66 upper mount, 67 shroud upper, 68 lower mount, 69 shroud Lower, 71 Fuel injection valve, 72 Intake control valve, 73 Exhaust gas purification catalyst, 74 Particulate filter, 76 Elastic body, 77 Vehicle body, 78 Bonnet, 79 Traveling air introduction duct.

Claims (4)

An electric supercharger having a compressor unit, a motor unit that drives the compressor unit, and a booster circuit unit that boosts the power supplied from the power source to the motor unit;
It is attached to the vehicle body side via an elastic body in the engine room, and has an intercooler that cools the intake air,
An engine supercharging device, characterized in that a compressor section and at least one of a motor section and a booster circuit section are disposed in an intercooler.   2. The engine supercharging device according to claim 1, wherein the compressor unit and the motor unit are disposed in the vicinity of the intake air outlet of the intercooler. The intercooler is arranged in series with the radiator and the electric fan in the longitudinal direction of the vehicle body at a position on the vehicle body front side in the engine room,
An electric fan control means for operating the electric fan when the electric supercharger is activated or when the temperature of the electric supercharger or the temperature related to the temperature is equal to or higher than a set value is provided. Item 4. The engine supercharging device according to Item 1. The electric fan has a main fan and a sub fan arranged in parallel so as to be positioned on one side and the other side in the vehicle body width direction,
The motor part and the booster circuit part are arranged in front of the sub fan when viewed in the longitudinal direction of the vehicle body,
The electric fan control means operates the sub fan when the electric supercharger is operated, or when the temperature of the electric supercharger or the temperature related to the temperature is equal to or higher than a set value. The engine supercharger described in 1.

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