JP5938755B1 - Supercharger for internal combustion engine - Google Patents

Abstract

The present invention provides a supercharging device that uses pressure energy such as fuel of a pressurized storage fluid as a driving flow of a supercharging means. An air flow amplifier that performs supercharging with a driving flow that is a supercharging means, and a supercharging that measures supercharging pressure between the supercharging means and a combustion chamber. And a fluid supply means 9 for flowing out the driving flow by the pressure energy of the fluid pressurized and stored in the storage means, and a fluid for controlling the flow rate of the driving flow in accordance with the operating state of the internal combustion engine. A supercharging device 2 for an internal combustion engine provided with a fluid internal pressure mechanism 7 constituted by a control means 8. [Selection] Figure 1

Description

  The present invention relates to a supercharging device for an internal combustion engine using an air flow amplifier.

LPG (liquefied petroleum gas), which is liquefied at a relatively low pressure (about 7 bar) at room temperature and has a volume of about 1/250 as an internal combustion engine fuel, improves storage volume efficiency by high-pressure (about 200 bar) pressurized storage There are fluid fuels for pressurized storage such as CNG (compressed natural gas) that can be stored, hydrogen that can be stored under high pressure.
Although it is different from an internal combustion engine, there is a compressed air propulsion compressed air wheel that uses compressed air as power for the air engine, and a tank for storing the compressed air can store 300 bar of compressed air.
As a method of supplying the fluid fuel to be stored under pressure as a fuel to the internal combustion engine, the fuel whose pressure is controlled by reducing the pressure to approximately atmospheric pressure is sucked into the intake flow by the negative pressure according to Bernoulli's theorem in a mixer (mixer). A pre-mixing method, a method of injecting fuel into the intake system using the pressure of the pressurized storage fluid, or a fuel in the combustion chamber using an injector that is pressurized to a pressure higher than the pressure of the pressurized storage fluid by an in-cylinder fuel injection device. There is a method of injecting, and there is a problem that the pressure energy of the fluid fuel to be stored under pressure cannot be recovered by the method of reducing the pressure to approximately atmospheric pressure and premixing it into the intake air flow.
As a method for recovering the pressure energy of the fluid fuel stored under pressure, there is a gas fuel engine (Patent Document 1). As shown in the system diagram of the overall configuration of the gas fuel engine of the embodiment of FIG. An internal combustion engine 1p that is provided with an expansion turbine 105 that recovers the pressure energy as power in the course of supplying CNG in the container 109 to the fuel supply device 140 under reduced pressure, and that performs supercharging operation with the supercharger 104 that rotates with the expansion turbine 105. There is a conventional technique.
The fuel depressurized to near atmospheric pressure by the low pressure reducing valve 142 provided downstream of the expansion turbine 105 is supplied to the mixer 151 of the intake device 150 via the gas flow rate control valve 141, and is supplied to the O2 sensor 111 provided in the exhaust passage. Based on the input information, the controller 112 of the air-fuel ratio control device 110 controls the gas flow rate control valve 141 to control the amount of fuel supplied to the intake air.
Since the turbocharger 104, such as a mechanical supercharger or a turbocharger, is a supercharger that directly supercharges intake air, it is necessary to provide the supercharger 104 with a large capacity in the intake system, Since the turbocharger 104 is driven by the turbine power of the expansion turbine 105, there is a problem that turbo lag is generated.

Unlike the mechanical supercharger or turbocharger that directly pressurizes the intake air as supercharging means for the internal combustion engine that makes the pressure of the intake air equal to or higher than the atmospheric pressure to increase the output of the internal combustion engine, the air flow rate Conventionally, there is a supercharging means (Patent Documents 2 and 3) that amplifies the flow rate by accelerating intake air with a driving flow using an amplifier.
This air flow amplifier has a transformer vector (registered trademark), a flow transformer vector (commercial product name), an ejector, etc. in descending order of the flow amplification ratio. Inversely proportional to
Since the air flow amplifier as the supercharging means does not have a rotating part, it has a simpler structure than a mechanical supercharger or turbocharger, is inexpensive and reliable, and the inertia due to the intake air flow at high speed operation is Although there is no problem of inertia due to the rotating part, there is no need to provide a wastegate valve, and supercharging control with high responsiveness can be performed by controlling the driving flow.
Since it is a supercharging means by acceleration of intake flow in the driving flow, the supercharging device is small and the passage resistance is small, so that it operates as a naturally aspirated internal combustion engine at the time of supercharging stop including when the supercharging device fails Although there is an advantage that it is not necessary to provide a bypass passage of the supercharging device, a supercharging operation requires a driving flow as a power source.
The driving flow of the air flow amplifier includes a compressor system that uses compressed air from a compressor driven by an internal combustion engine (Patent Document 2) and an EGR system that uses exhaust gas from the internal combustion engine (Patent Document 3). .
The drive flow compressor system requires a compressor driven by an internal combustion engine, and the capacity (discharge amount) of this compressor is the flow rate of the intake air in a state where the supercharging pressure is applied to the flow rate of the air flow amplifier. Since the capacity is divided by the amplification ratio, the capacity is smaller and smaller than the mechanical supercharger that directly pressurizes the intake air, but there is a problem that power loss for driving the compressor occurs.
In the internal combustion engine, EGR (exhaust gas recirculation) is a conventional technique for taking out part of exhaust gas after combustion, leading it to the intake side, and sucking it again for the purpose of suppressing generation of NOx (nitrogen oxide) or the like.
In the EGR method of driving flow, supercharging is performed by the air flow amplifier, and at the same time, exhaust gas recirculation gas as driving flow can be mixed with intake air to perform EGR. However, there is a problem that the supercharging operation may not be possible depending on the operation state of the internal combustion engine, such as an unsuitable property as a driving flow when the EGR gas is superheated at a high temperature and an EGR gas pressure becomes insufficient at a low load. is there.

Examples of exhaust gas include hydrogen as a fuel that does not generate carbon dioxide, and oxyhydrogen gas that is a mixed gas of hydrogen and oxygen that can be generated by electrolysis of water.
In addition, there is a hydrogen-oxygen gas (hereinafter referred to as Oomasa gas) consisting of hydrogen and oxygen produced by electrolyzing water while vibrating and stirring, which is safer than the oxyhydrogen gas and can greatly reduce costs compared to LPG. However, the calorific value per volume is about 1/5 that of city gas, and the energy density is low.
This Omasa gas is supplied efficiently to the LPG internal combustion engine as fuel by flowing the Omasa gas and LPG into the fuel tank at 1: 1 (volume ratio) without requiring any special mixing means. be able to.

JP-A-8-193520 Japanese Utility Model Publication No. 3-47431 Japanese Patent Application No. 2015-144

As fuel for the internal combustion engine, LPG, CNG, hydrogen and the like are stored under pressure in order to improve volumetric efficiency. However, there is a problem that the pressure energy of the pressurized storage fuel is hardly recovered.
As a method for recovering the pressure energy, there is an internal combustion engine of the gas fuel engine (Patent Document 1). A mechanical supercharger or a turbocharger as a supercharger directly supercharges intake air. Therefore, it is necessary to provide a supercharger with a large capacity driven by the expansion turbine in the intake system, and there is a problem that the response of the expansion turbine due to the turbo lag is low.
Unlike the mechanical supercharger or turbocharger, a supercharger having a simple structure that does not have a high-speed rotating part and an air flow rate amplifier that performs supercharging by accelerating intake air by a driving flow to supercharge As described above, there are two types of driving flows: a compressor system that requires a compressor and generates power loss (Patent Document 2), and an EGR system that can recover the pressure energy of exhaust gas (Patent Document 3). There is a problem that the system may not be able to perform supercharging operation using the EGR gas as a driving flow due to variations in the temperature and pressure of the EGR gas due to fluctuations in the temperature and pressure of the internal combustion engine due to inappropriate properties and insufficient pressure.
When supercharging and premixing an internal combustion engine, the conventional technology requires a supercharger that performs supercharging and a mixer for performing premixing, and requires separate control of fuel concentration for supercharging and premixing. It is.

  The first aspect of the present invention is a supercharging device for an internal combustion engine having a fluid internal pressure mechanism composed of a fluid supply means and a fluid control means. The driving flow of an air flow rate amplifier, which is a supercharging means, is applied to a conventional compressor system or EGR. The present invention is not a method but a fluid internal pressure method in which the drive flow can be arbitrarily adjusted by the fluid control means by using pressure energy such as fuel as a pressurized storage fluid, and supercharge control with high responsiveness can be performed. The main feature is that it is a driving flow.

  According to a second aspect of the present invention, by performing two-stage flow rate amplification by the air flow rate amplifier and the primary air flow rate amplifier provided in the supercharging unit, the flow rate amplification ratio of the supercharging unit is equal to the flow rate amplification ratio of the air flow rate amplifier. It becomes a product of the flow rate amplification ratio of the primary air flow rate amplifier, the flow rate amplification ratio of the supercharging means can be increased, and the fuel concentration can be lowered when the driving flow is fuel.

  According to a third aspect of the present invention, there is provided a second fluid passage communicating with a drive flow passage or the like of the fluid control means, and compressed air or exhaust generated by a compressor driven by an internal combustion engine through the second fluid passage. The EGR gas recirculated from the recirculation means or the drive flow supplied from the fluid supply means of a fluid different from the drive flow is supplied to the fluid control means, whereby the drive flow is strengthened, and the drive flow is fuel and compressed air. In the case of different fuels, the fuel concentration (volume concentration) can be reduced, and in the case of different fuels, the selected different fuel or a mixture of both fuels can be supplied.

  According to a fourth aspect of the present invention, in the supercharging device for an internal combustion engine, a check valve for preventing backflow of the intake air and backflow flow rate amplification is provided upstream of the nozzle of the air flow amplifier of the supercharging means, and stable supercharging operation and driving When the flow is fuel, it is possible to prevent a large amount of premixed gas from flowing from the intake system to the atmosphere.

The air flow amplifier as the supercharging means does not require the mechanical supercharger or the turbocharger, has a simple structure and is small in size, is inexpensive and highly reliable, and has a small passage resistance. Since it can be operated as a naturally aspirated internal combustion engine when the turbocharger is stopped when not required, etc., there is an advantage that it is not necessary to provide a bypass passage for the supercharging means, but a driving flow that is a power source is required for supercharging operation The compressor method for driving flow requires a compressor driven by an internal combustion engine, and power loss occurs due to the driving force. The EGR method is not suitable for driving when the EGR gas is overheated and hot. There is a problem that supercharging operation cannot be performed depending on the operation state of the internal combustion engine, such as insufficient EGR gas pressure at low load.
The supercharging device for an internal combustion engine according to claim 1 of the present invention directly uses the pressure energy of the pressurized storage fluid stored in the storage means of the fluid supply means as the power source of the drive flow. Since it is a fluid internal pressure system, the pressure energy of the pressurized storage fluid can be recovered, and the supercharging control adapted to the operation status of the internal combustion engine (spark ignition engine or compression ignition engine) by the fluid control means is highly responsive. There is an effect that can be made arbitrarily.
When the driving flow is fuel, premixing of fuel is performed simultaneously with supercharging by the air flow amplifier as the supercharging means, so that a premixed spark ignition engine that does not require a mixer (mixer) can be obtained. Since the reciprocal of the flow rate amplification ratio of the supercharging means becomes the fuel concentration of the premixed intake air, there is an effect that the supercharging operation can be performed by the premixed intake air having a stable fuel concentration.
Further, a lean burn engine or a premixed compression ignition engine can be obtained by using a cylinder fuel injection device described later.
Since the premixed compression ignition engine has a higher combustion speed than the conventional compression ignition engine, as will be described later, the reduction in output efficiency due to the combustion speed at high speed rotation can be improved. Therefore, the compression ignition engine can be downsized by a synergistic effect with supercharging.

According to a second aspect of the present invention, there is provided a supercharging device for an internal combustion engine, wherein the supercharging means uses the intake air whose primary flow rate is amplified by the primary air flow amplifier by the drive flow as the drive flow of the air flow rate amplifier, thereby the two-stage flow rate amplification. Therefore, since the flow rate amplification ratio of the supercharging means is the product of the flow rate amplification ratio of the primary air flow amplifier and the flow rate amplification ratio of the air flow amplifier, the effect of increasing the flow rate amplification ratio of the supercharge means There is.
When the driving flow is fuel, the fuel concentration of the premixed intake air can be lowered (shifted to lean), so that the fuel concentration of the fuel at the CNG theoretical air-fuel ratio (9.6 volume ratio) is within the explosion limit (FIG. 8). And an internal combustion engine (a premixed spark ignition engine, a lean burn engine, which will be described later, or a premixed compression ignition engine) that can be supercharged by premixed intake.

The supercharging device for an internal combustion engine according to claim 3 of the present invention uses a second fluid internal pressure system as a driving flow, and further a compressor internal system, an EGR system, or a fluid internal pressure system different from the fluid internal pressure system. By using together as the driving flow, there is an effect of strengthening the driving flow by the combined driving flow, and reducing the fuel concentration when the driving flow is fuel and compressed air.
When the driving flow used in combination is different fuel, the mixing ratio of different fuels can be supercharged according to the operating conditions such as load, and it is supplied at a mixing ratio proportional to the remaining amount of both fuels, or economically There is an effect that a bi-fuel engine can be selected in which a fuel supply method by driving flow control such as supplying an advantageous fuel can be selected.

  According to a fourth aspect of the present invention, there is provided a supercharging device for an internal combustion engine comprising a supercharging means provided with a check valve for preventing backflow of intake air and backflow flow amplification upstream of a nozzle of the air flow amplifier. Prevents the backflow flow rate amplification phenomenon caused by the backflow of the intake air and the backflow by the driving device, which enables stable supercharging operation, and prevents the premixed intake air from flowing out of the intake system to the atmosphere when the drive flow is fuel. There is an effect to.

It is explanatory drawing of the structure concept of the supercharging device of the internal combustion engine of 1st Embodiment (Claim 1 correspondence). It is a supercharging apparatus of the modification 1 of 1st Embodiment, and is explanatory drawing of the structural example of the supercharging apparatus of the internal combustion engine provided with the cylinder fuel injection apparatus which injects the same fluid fuel as a drive flow into a combustion chamber. It is a supercharging apparatus of the modification 2 of 1st Embodiment, and is a structure explanatory drawing of the control system of the supercharging apparatus of the internal combustion engine provided with the cylinder fuel injection apparatus which injects fluid fuel to a combustion chamber. FIG. 6 is a cross-sectional view of the supercharging means of Modifications 3 and 4 of the first embodiment. The upper stage (F) is a flow transvector type of Modification Example 3 and the lower stage (TT) is a built-in type transvector of Modification Example 4. is there. It is explanatory drawing of the structure concept of the supercharging means which can perform two-stage flow volume amplification of 2nd Embodiment (corresponding to Claim 2). It is sectional drawing in the 2nd stage flow volume amplification operation | movement of the supercharging means of the modification 1 of 2nd Embodiment. In the supercharging device of the modification 2 of 2nd Embodiment, it is a general | schematic characteristic view of the flow volume amplification ratio by the trial calculation of each supercharging means in case a drive flow is hydrogen, and a supercharging pressure. In the supercharging device of the modification 3 of 2nd Embodiment, it is a general | schematic characteristic figure of the flow volume amplification ratio and the supercharging pressure by the trial calculation of each supercharging means in case a drive flow is CNG (compressed natural gas). In the supercharging device of the modification 4 of 2nd Embodiment, it is a general | schematic characteristic figure of the flow volume amplification ratio and the supercharging pressure by the trial calculation of each supercharging means in case a drive flow is LPG (liquefied petroleum gas). It is explanatory drawing of the structural example of the supercharging device which provided the compressed air supply means which supplies a drive flow via a 2nd fluid passage by the supercharging device of 3rd Embodiment (Claim 3 correspondence). It is a supercharging apparatus of the modification 1 of 3rd Embodiment, and is explanatory drawing of the structural example of the supercharging apparatus provided with the EGR gas supply means which supplies a drive flow via a 2nd fluid channel | path. FIG. 10 is an explanatory diagram of a configuration example of a supercharging device provided with second fluid supply means for supplying a driving flow through a second fluid passage in the supercharging device according to Modification 2 of the third embodiment. In the supercharging device of the third modification of the third embodiment, in the supercharging device 2c of the third embodiment (FIG. 10), the driving flow is LPG and the compressed air is mixed and supplied at a volume ratio of 1: 1. It is a general | schematic characteristic figure of the flow volume amplification ratio and the supercharging pressure by the trial calculation of each supercharging means. It is a supercharging means of the supercharging device of 4th Embodiment (Claim 4 correspondence), It is explanatory drawing of the structure concept of a supercharging means at the time of providing a check valve upstream of the nozzle of an air flow amplifier. Description of the supercharging means of the supercharging device of the first modification of the fourth embodiment, in which a check valve is provided upstream of the nozzle of each air flow amplifier of the second embodiment (FIG. 5). FIG. Sectional drawing in the supercharging means of the supercharging apparatus of the modification 2 of 4th Embodiment in the 2 step | paragraph flow volume amplification driving | operation of the supercharging means which provided the control valve in the intake sub passage of the modification 1 of the said 4th Embodiment It is. It is a systematic diagram which shows the structure of the whole gas fuel engine which collect | recovers the pressure energy of CNG of patent document 1 with an expansion turbine, rotates a supercharger, and supercharges intake air.

The outline of each embodiment (1 to 4) of the present invention is shown below.
A first embodiment corresponding to claim 1 and a modification are shown in FIGS.
The supercharging device 2 according to claim 1 of the present invention, as shown in the explanatory diagram (FIG. 1) of the structural concept of the supercharging device 2 of the first embodiment, the supercharging means 5 accelerates the intake air by the driving flow. The supercharging device 2 of the internal combustion engine 1 includes an air flow rate amplifier 6 that performs supercharging, and includes a fluid internal pressure mechanism 7 that includes a fluid supply unit 9 and a fluid control unit 8.
The air flow rate amplifier 6 which is the supercharging means 5 has a simpler structure than a mechanical supercharger or a turbocharger, so it is small, inexpensive and highly reliable, and has a small passage resistance so that it is not necessary for supercharging. Since it can be operated as a naturally aspirated internal combustion engine when the supercharging device is stopped, there is an advantage that it is not necessary to provide a bypass passage of the supercharging means. However, the supercharging operation requires a driving flow as a power source.
The driving flow of the air flow rate amplifier 6 that is the supercharging means 5 is not the compressor system or the EGR system, and does not convert the pressure energy of the pressurized storage fluid stored in the tank 91 of the fluid supply means 9 into energy. Since it is a fluid internal pressure system that is directly used as a power source for driving flow, the pressure energy of the pressurized storage fluid can be recovered, and the supercharging control corresponding to the operation status of the internal combustion engine 1 can be arbitrarily performed by the fluid control means 8. This is a feeding device 2.
The air flow amplifier 6 of the supercharging means 5 can select a transformer vector, a flow transformer vector, an ejector, etc. in descending order of the flow rate amplification ratio.
The flow rate amplification ratio also changes depending on the installation method. Like the built-in transformer vector shown in FIG. 4 (TT), the flow vector amplification ratio is driven by providing the transformer vector 61 at the approximate center of the intake passage of the casing 618 that is the intake passage. Since the contact surfaces of the flow and the intake flow become the inner peripheral surface and the outer peripheral surface of the ring-shaped drive flow, the flow rate amplification ratio of the air flow rate amplifier 6t can be increased by increasing the contact area.

When the driving flow of the supercharging device 2 shown in FIG. 1 is not fuel, the internal combustion engine 1 (combustion system not shown) can be supercharged according to the flow rate amplification ratio, and the internal combustion engine 1 can be a spark ignition engine or compression ignition. It may be an institution.
The driving flow controlled by the fluid control means 8 is supplied to an air flow rate amplifier 6 which is a supercharging means 5 and flows out into the intake air flow with a large contact area from the nozzle (not shown), thereby driving at high speed. The intake air is sucked by the negative pressure according to Bernoulli's theorem in which the flow is generated, and the suction flow and the driving flow collide to accelerate the intake air. At the same time, the driving flow and the intake flow are mixed to amplify the air flow rate.
When the internal combustion engine 1 is a high-speed engine, supercharging cannot be performed when the flow velocity of the intake air becomes larger than the outflow speed of the driving flow. Therefore, the intake passage cross-sectional area of the driving flow outflow portion from the nozzle (not shown) is Supercharging can be performed by reducing the intake air flow velocity by making it larger than the intake and intake passages upstream and downstream of the means. (See FIGS. 4, 6, and 16)
When the driving flow of the supercharging device 2 shown in FIG. 1 is fuel, premixing is performed simultaneously with supercharging, and the reciprocal of the flow rate amplification ratio of the air flow rate amplifier 6 which is the supercharging means 5 is the fuel concentration (volume concentration). Thus, when the fuel concentration of the premixed intake air is within the explosion limit, the premixed spark ignition engine is ignited by a spark plug (not shown).
The premixed fuel concentration of the premixing engine is controlled by the flow rate amplification ratio of the supercharging means, and in the case of the supercharging means that is close to the theoretical air amount by the flow rate amplification ratio, it operates at a constant cruising speed. Suitable for premixed spark ignition engines.
FIG. 2 is an explanatory diagram of a configuration concept of a supercharging device 2h including a cylinder fuel injection device 15 that injects the same fluid fuel as the driving flow into the combustion chamber in the supercharging device 2h of the first modification of the first embodiment. In the case of a fuel having a wide explosive limit region of fuel concentration such as hydrogen, a premixed spark ignition engine that uses intake air within the explosive limit in the supercharging means 5h can be used, and lean premixed intake can be easily performed. In addition, a lean burn engine that performs stratified combustion by injecting fuel pressurized by the high-pressure fuel pump unit 13 in the vicinity of the spark plug 11h from the injector 12 can be obtained.
Furthermore, the in-cylinder fuel injection device can be replaced with a common rail in-cylinder fuel injection device, and light oil having a lower ignition point than premixed fuel can be injected into the combustion chamber at a high pressure to form a premixed compression ignition engine.
FIG. 2 is an explanatory view of a configuration concept based on the supercharger 2h, but the existing in-cylinder injection internal combustion engine in which the internal combustion engine 1h is composed of the existing in-cylinder fuel injection device 15 and the fluid supply means 9h. When retrofitting to an engine, a fluid control means 8h, a supercharging means 5h, and a supercharging sensor 44h are provided, and pre-mixing is performed by controlling the input / output information and the like with an electronic control unit (hereinafter referred to as "ECU"). It can be retrofitted to an internal combustion engine that can perform supercharging with good response.
Embodiment 2 corresponding to claim 2 and modifications are shown in FIGS.

The supercharging device according to claim 2 of the present invention is a supercharger as shown in an explanatory diagram (FIG. 5) of the configuration concept of the supercharging means capable of two-stage flow rate amplification according to the second embodiment (corresponding to claim 2). The means 5b performs two-stage flow amplification by using the drive flow obtained by amplifying the drive flow with the primary air flow amplifier 601 as the drive flow of the air flow amplifier 6b, so that the flow rate amplification ratio of the supercharging means 5b is increased. Is the product of the flow rate amplification ratio of the primary air flow rate amplifier 601 and the flow rate amplification ratio of the air flow rate amplifier 6b, and the supercharging means 5b has a large flow rate amplification ratio.
FIG. 6 shows the supercharging means 5k (F & T) of the first modification of the second embodiment, wherein the primary air flow amplifier 601k is the primary flow transformer vector 621k (F), and the air flow amplifier 6k performs the secondary flow amplification. Is a cross-sectional view during the two-stage flow rate amplification operation of the supercharging means 5k with the transformer vector 61k (T) as the flow rate amplification ratio, the flow rate amplification ratio between the primary flow trans vector 621k (F) and the trans vector 61k (T). The product of
The supercharging means 5k (F & T) shown in FIG. 6 is provided with a control valve 282k in an intake sub-passage 28k for supplying intake air to the primary air flow amplifier 601k, and the primary air flow amplifier is adjusted by adjusting the opening of the control valve 282k. Since the flow rate amplification action of 601k can be controlled (0 to 100%), it can be controlled to any flow rate amplification ratio from the first-stage flow rate amplification to the second-stage flow rate amplification by the transvector 61k (T).

When the driving flow is fuel, the fuel concentration at the explosive limit differs depending on the type of fuel, and the supercharging pressure is 1 bar with a fuel that has a small theoretical air volume (2.4 (volume ratio)), such as hydrogen. As shown in a schematic characteristic diagram (FIG. 7) based on a trial calculation, the theoretical air amount is shown in the transvector 62 (F), which is the supercharging means 5 j shown in FIG. 4 (upper), and the two-stage flow rate shown in FIG. 6. With the supercharging means 5k (F & T) capable of amplification, supercharging can be performed at the fuel concentration on the lean side of the explosion limit.
For fuel with a theoretical air volume greater than hydrogen (9.6 (volume ratio)), such as CNG (calculated with methane (100%)) as the driving flow, an outline characteristic diagram based on a trial calculation when the supercharging pressure is 1 bar. As shown in FIG. 8, the theoretical amount of air is generated by the supercharging means 5 t (TT), which is a built-in transformer vector shown in FIG. 4 (lower), and the explosion occurs by the supercharging means 5 k (F & T) shown in FIG. 6. Supercharging can be performed with the fuel concentration in the whole limit.
In the case of fuel with a theoretical air volume larger than CNG (24.3 (volume ratio)), such as LPG (calculated with propane (100%)) as the driving flow, an outline characteristic diagram based on a trial calculation when supercharging with a supercharging pressure of 1 bar is performed. As shown in FIG. 9, the supercharging means 5k (F & T) capable of two-stage flow rate amplification shown in FIG. 6 can perform supercharging at a partial fuel concentration on the rich side at the explosion limit. The pressure (internal pressure) varies with temperature (about 4 bar at 0 ° C., about 13 bar at 40 ° C.) and is about 7 bar at room temperature, so the supercharging means 5k (F & T) shown in FIG. A driving flow pressure (about 21 bar) cannot be obtained, and there is a problem that only a supercharging with a low supercharging pressure (about 0.3 bar) can be performed with a partial fuel concentration on the rich side of the explosion limit.
Embodiment 3 corresponding to claim 3 and modifications are shown in FIGS.

The supercharging device according to claim 3 of the present invention further uses, in addition to the fluid internal pressure type driving flow, a compressor type, EGR type, or a fluid internal pressure type driving flow of a fluid different from the driving flow, In the case where the driving flow is strengthened, when the driving flow is fuel and compressed air, etc., the fuel concentration (volume concentration) can be reduced.
FIG. 10 shows a supercharging device 2c according to the third embodiment, in which a compressed air supply means 45 having a compressor 46 driven by the internal combustion engine 1c is provided as a driving flow used together with the supercharging device 2 according to the first embodiment. It is explanatory drawing of the structural concept of the supercharging apparatus 2c.
The fuel flow can be lowered by using a fluid internal pressure system and a compressor system for the driving flow, and the fuel and compressed air in the driving flow are mixed and supplied by the fluid control means, so that the fuel is an explosion limit fuel such as LPG. The supercharging operation area when the concentration is low can be expanded.
As shown in a schematic characteristic diagram (FIG. 13) based on a trial calculation when supercharging of 1 bar is performed by the supercharging device 2c, when the mixing ratio (volume ratio) of LPG and compressed air is 1: 1 If the supercharging means is the supercharging means 5k (F & T) shown in FIG. 6 capable of performing the above-described two-stage flow rate amplification, the control valve is set to an arbitrary flow rate amplification ratio between the two-stage flow rate amplification and the first-stage flow rate amplification. By controlling at 282k, the superconducting operation can be performed from the lean side to the rich side where the fuel concentration is within the explosion limit, the premixed spark ignition engine on the rich side, the premixed spark ignition engine on the lean side, or the in-cylinder fuel injection device Can be used as a lean burn engine.
The capacity (discharge capacity) of the compressor 46 shown in FIG. 10 is the capacity (discharge amount) of a compressor of a conventional compressor system when the mixing ratio (volume ratio) of LPG and compressed air is 1: 1. 1/2 of this is sufficient.
As shown in FIG. 11, the driving flow system used in combination can be an EGR system, or a plurality of fluid internal pressure systems such as different fuels can be used as shown in FIG.
In the case of the fluid internal pressure system of different types of fuel, mixed supply by premixing or supply of selected fuel can be performed, and a lean burn engine can be formed by using a bi-fuel engine and the in-cylinder fuel injection device in combination.
In the supercharging device 2e provided with the driving flow supply means of the fluid internal pressure type of different fluid shown in FIG. 12, when each fluid is fuel (LPG and water oxygen gas, etc.), the mixing ratio is set to the rotational speed of the internal combustion engine, the load, etc. It can be controlled according to the driving situation, or it can be supplied at a mixing ratio proportional to the remaining amount of each fuel so that both fuels can be evenly consumed.
Embodiment 4 corresponding to claim 4 and modifications are shown in FIGS.

The supercharging device according to claim 4 of the present invention is a supercharging device provided with supercharging means provided with a check valve for preventing backflow of intake air and backflow flow rate amplification upstream of the nozzle of the air flow rate amplifier.
The backflow flow rate amplification is a phenomenon in which a backflow of intake air occurs due to intake surging or the like when the internal combustion engine decelerates rapidly from high speed operation, and the backflow is amplified by the drive flow of the air flow amplifier. When the fuel is fuel, a large amount of premixed intake air flows backward, so the check valve is provided to prevent this backflow.
The supercharging means 5u of the fourth embodiment shown in FIG. 14 is provided with a check valve 57 for preventing the backflow of the intake air in the intake air inflow passage 22u upstream of the nozzle (not shown) of the air flow amplifier 6u. When an intake backflow occurs due to surging or the like due to a sudden change in the operating state of the internal combustion engine, a backflow flow rate amplification phenomenon by the air flow rate amplifier 6u is prevented.
The supercharging means 5g of the modification 1 of 4th Embodiment shown in FIG. 15 provided the check valve upstream of the nozzle of each air flow amplifier of the said 2nd Embodiment (FIG. 5) which can carry out 2 step | paragraph flow volume amplification. In this case, a check valve 57 is provided in the intake inflow passage 22g upstream of the nozzles of the air flow amplifiers, and a check valve 58 is provided in the intake sub passage 28g. Prevent backflow and backflow flow amplification.
The supercharging means 5m of the second modification of the fourth embodiment shown in FIG. 16 is a supercharging means 5k for performing the two-stage flow amplification of the first modification of the second embodiment (FIG. 6) capable of two-stage flow amplification. FIG. 6 is a cross-sectional view of the supercharging means 5m provided with a check valve upstream of the nozzles of the primary air flow amplifier 601k and the air flow amplifier 6k, which are air flow amplifiers, during a two-stage flow amplification operation.
The above is the outline of the embodiment (1 to 4), and detailed description will be given below in the order of the drawing numbers (1 to 16).
(First embodiment (corresponding to claim 1))

FIG. 1 is an explanatory diagram of a configuration concept of a supercharging device for an internal combustion engine according to a first embodiment (corresponding to claim 1).
A supercharging unit 5 that performs supercharging by a driving flow, and a supercharging sensor 44 that measures a supercharging pressure or the like in an intake outlet passage 23 that is an intake system between the supercharging unit 5 and the combustion chamber of the internal combustion engine 1. The supercharging device 2 of the internal combustion engine 1 is provided with an intake inflow passage 22 and an intake outflow passage in the middle of a passage of an intake system for supplying intake air to the combustion chamber of the internal combustion engine 1 23, an air flow rate amplifier 6 that pressurizes the intake air and sends it to the combustion chamber, and a drive flow passage 41 that supplies a drive flow to the air flow rate amplifier 6, and further includes a fluid supply means 9, fluid control A fluid internal pressure mechanism 7 comprising: a tank 91 that is a storage means for pressurized storage fluid; an emergency shut-off valve 93 that is a fluid supply stop means in an emergency; And the fluid control means 8 supplies fluid from the fluid supply means 9. An output of an ECU (not shown) is communicated with the drive flow passage 41 via a control valve 82 which is a control means for controlling the flow rate of the drive flow flowing out by pressure, and based on input information of the supercharging sensor 44 and the like. The supercharging device 2 of the internal combustion engine 1 is characterized in that the supercharging operation corresponding to the operation state of the internal combustion engine 1 is performed by controlling the fluid internal pressure mechanism 7 by the above.

The operation of the supercharging device 2 is performed when the fluid pressure-filled from the filling port 97 of the fluid supply means 9 which is a component of the fluid internal pressure mechanism 7 passes through the check valve 96 and the fluid filling valve 98 is open. Is filled in the tank 91 and fluid is stored under pressure.
The fluid pressurized and stored in the tank 91 is compressed air, hydrogen as fuel, LPG liquefied at a relatively low pressure (about 7 bar) at room temperature to become 1/250 in volume, or high pressure (about 200 bar). CNG etc. to store may be sufficient.
Before the operation of the supercharging device 2 of the internal combustion engine 1, the pressure-stored fluid opens the take-off valve 92, and the emergency shut-off valve 93 is opened by the output of the ECU when the operation is started. Fluid is supplied to the fluid control means 8 through the fluid passage 89.
The driving flow which is the outflow fluid supplied to the fluid control means 8 adjusts the flow rate by adjusting the opening of the control valve 82 according to the output of the ECU, thereby controlling the pressure of the driving flow and driving the flow. It is supplied to the supercharging means 5 through the path 41.
Control of the pressure of the driving flow is performed by input information (flow velocity, pressure, temperature, oxygen concentration, etc.) required for operation control of the internal combustion engine 1 by a supercharging sensor 44, an exhaust sensor 34, an accelerator sensor (not shown), or the like. Etc.) is input to the ECU, and the internal combustion engine performs various calculations such as correction of temperature expansion to the product of the passage cross-sectional area, flow velocity and pressure based on the input information to obtain the intake air filling rate. 1 is analyzed, determined, and predicted, and the supercharging device 2 of the internal combustion engine 1 is supercharged by controlling the fluid internal pressure mechanism 7 based on the output of the ECU corresponding to the operating condition.
The driving flow supplied from the fluid control means 8 through the driving flow passage 41 is supplied to an air flow amplifier 6 which is a supercharging means 5, and an intake flow is supplied from a nozzle (not shown) of the air flow amplifier 6. It flows out in the downstream direction, and the intake air is supercharged by accelerating the intake air and performing flow rate amplification.

The internal combustion engine 1 may be a spark ignition engine or a compression ignition engine. When the driving flow is a fuel and a spark ignition engine, the fuel that is the driving flow is uniformly mixed with the intake air. The premixed fuel concentration (Vol%) is the reciprocal of the flow rate amplification ratio of the supercharging means 5.
Further, when the fuel concentration of the premixed intake air is lean, an in-cylinder fuel injection device (not shown) injects pressurized fuel into the combustion chamber with an injector (not shown) and ignites it. A lean burn engine that performs stratified combustion by forming an air-fuel mixture layer with good ignitability around the plug can be a fuel that is injected into the cylinder by the injector, even if it is the same fuel as the driving flow, or other fuel such as gasoline But you can.
When the driving flow is a fuel and a compression ignition engine, the premixed fuel is a fuel having a high ignition point such as hydrogen or LPG, or the premixed fuel concentration is set to be lower than the lower limit of the explosion limit. It is possible to provide a premixed compression ignition engine in which a common rail type in-cylinder fuel injection device having a pressure higher than that of the internal fuel injection device is provided and light oil having a low ignition point is injected into the combustion chamber to start combustion.
(Modification 1 of the first embodiment)

FIG. 2 is an explanatory view of a configuration example of a supercharging device for an internal combustion engine that includes a cylinder fuel injection device that injects the same fluid fuel as a driving flow into a combustion chamber in a supercharging device according to Modification 1 of the first embodiment. It is.
The internal combustion engine 1 h is a spark ignition engine provided with an in-cylinder fuel injection device 15 including an injector 12 that injects fuel into a combustion chamber, and an ignition plug 11.
The in-cylinder fuel injection device 15 includes a fuel passage 94 communicating with a fluid passage 89h for supplying fuel as a driving flow from the fluid supply means 9h to the fluid control means 8h, and the fuel supplied through the fuel passage 94 The high pressure pump unit 13 pressurizes the fuel and passes through the fuel rail 14 to inject an appropriate amount of fuel into the combustion chamber from the injector 12 in a timely manner.
The supercharging device 2h provided with the fluid internal pressure mechanism 7h is an intercooler for increasing the filling rate in the intake air inflow passage 22h and the intake air outflow passage 23h of the supercharging device 2 (FIG. 1) of the first embodiment. 25, a pressure reducing valve 83 is provided upstream of the control valve 82h of the fluid passage 89h of the fluid control means 8h, a control valve 81 is provided downstream, and a drive flow sensor 43 is provided in the drive flow passage 41h.
The control valve 81 is a sequence valve that is operated by the pilot pressure from the pilot conduit 51 that communicates with the intake / outflow passage 23h, and is a safety device that closes and closes the drive flow passage when the supercharging pressure exceeds a set value. However, depending on the operation method of the internal combustion engine 1h, either the control valve 82h or the control valve 81 can be omitted.

The operation of the supercharging device 2h is to reduce the driving flow by the pressure reducing valve 83 provided in the fluid control means 8h, and to adjust the flow rate by adjusting the opening of the control valve 82h, thereby controlling the pressure of the driving flow. Then, it is supplied to the supercharging means 5h through the drive flow passage 41h.
Except that the control of the control valve 82h is stabilized by the input information of the intake sensor 24 and the drive flow sensor 43, the operation is the same as that of the supercharging device 2 (FIG. 1) of the first embodiment.
The pressure reducing valve 83 performs a multistage pressure reduction by providing a plurality of pressure reducing valves in series when the pressure reducing width from the pressurized storage pressure is large or when the accuracy of the pressure reducing pressure is improved.
The in-cylinder fuel injection device 15 pressurizes the fuel supplied through the fuel passage 94 by the high-pressure pump unit 13 and regulates the pressure by a pressure limiter (not shown) to the fuel rail 14 which is a pressure accumulating means. A suitable amount of fuel is injected into the combustion chamber in a timely manner from an injector 12 that is supplied and controlled by the output of an ECU (not shown).
The amount of fuel to be injected is calculated by the ECU in consideration of the intake filling rate, the amount of fuel supplied by premixing, and the like, injected from the injector 12 into the combustion chamber, and has good ignitability around the spark plug 11. By forming the air-fuel mixture layer, a lean burn engine that performs stratified combustion can be obtained.
Alternatively, the supercharging device 2h may be stopped so that supercharging and premixing are not performed, and a naturally aspirated spark ignition engine that uses only the in-cylinder fuel injection device 15 to supply fuel may be used. Whether the engine is a premixed spark ignition engine that performs supercharging or the lean burn engine can be switched by operation control of the ECU.
Instead of communicating the fuel passage 94h of the in-cylinder fuel injection device 15 of FIG. 2 with the fluid internal pressure mechanism 7h, a bi-fuel engine can be obtained by connecting to a different fuel system (not shown) such as gasoline. The in-cylinder fuel injection device 15 is not provided, and a premixed spark ignition engine that operates at a cruising speed can be used. Alternatively, the in-cylinder fuel injection device 15 can be replaced with a common rail in-cylinder fuel injection device. A compression ignition engine can be used, and light oil or the like having a lower ignition point than the fuel of the supercharging device 2h can be injected into the combustion chamber at a high pressure to provide a premixed compression ignition engine.
By using the premixed compression ignition engine, fuel and oxygen mixing characteristics are improved by premixing, and an ignition delay occurs as in the case of a conventional compression ignition engine. Since a premixed compression ignition engine capable of high speed rotation is obtained by obtaining a large combustion speed by propagation, downsizing of the compression ignition engine can be performed by an increase in output due to a synergistic effect with supercharging.
By setting the premixed fuel concentration of the premixed compression ignition engine below the lower limit of the explosion limit, the combustion speed between the compression ignition engine and the premixed compression ignition engine whose fuel concentration is within the explosion limit may be set. And a premixed compression ignition engine capable of suppressing diesel knock and fuel consumption.
(Modification 2 of the first embodiment)

FIG. 3 is a configuration explanatory diagram of a control system of a supercharging device for an internal combustion engine that is a supercharging device according to Modification 2 of the first embodiment and includes an in-cylinder fuel injection device that injects fluid fuel into a combustion chamber.
FIG. 3 does not show the high-pressure fuel pump unit or the like of the in-cylinder fuel injection device, and shows only the injector 12y. The internal combustion engine 1y and the supercharging device 2y are modified example 1 of the first embodiment (FIG. Since the configuration is the same as that of the supercharging device 2h of the internal combustion engine 1h of 2), description of the configuration, operation, etc. of the internal combustion engine 1y and the supercharging device 2y will be omitted.
The ECU 16, which is an electronic control unit of the supercharging device for the internal combustion engine, includes a CPU (Central Processing Unit), a storage element composed of a RAM and a ROM, an input port, an output port, and a DC power source. Port connection relay devices (controller, amplifier, converter, etc.) are not shown.
The input port includes an intake sensor 24y of the supercharging device 2y, a supercharging sensor 44y and a driving flow sensor 43y, a cam angle sensor 74 of the internal combustion engine 1y, a knock sensor 75, a water temperature sensor 76, an exhaust sensor 34y, a pre-purification sensor 78, Input information from the post-purification sensor 79, the accelerator sensor 17 and the brake sensor 18 which are driving devices, etc. are input, and various calculations are performed based on the input information to analyze, judge and predict the operating status of the internal combustion engine 1y. The control device 82y of the supercharging device 2y, the emergency shut-off valve 93y, the ignition plug 11y of the internal combustion engine 1y, the actuator such as the injector 12y, and the like are controlled by the output from the output port.
The supercharging operation control is performed by analyzing, judging, and predicting the operating state of the internal combustion engine 1y including the necessity of supercharging operation from input information of the accelerator sensor 17 and the supercharging sensor 44y of the operation control device, and the control valve 82y. Is controlled by the output from the output port to perform supercharging operation control.
In the fuel supply control, the intake sensor 24y, the drive flow sensor 43y, the supercharge sensor 44y, etc. are used to predict the intake charge rate and the amount of fuel supplied by premixing, and analyze the operating status of the internal combustion engine 1y including the load status. Judgment and prediction are made, and fuel supply control is performed by controlling the amount of fuel injection from the injector 12y by the output from the output port.
The internal combustion engine 1y can be an in-cylinder direct fuel injection type spark ignition engine with the supercharger 2y stopped, or a premixed spark ignition engine only by premixing of the fluid internal pressure mechanism 7y. An engine can also be selected for operation switching under the control of the ECU 16.
The other control is the same as the control of the conventional internal combustion engine, and the description is omitted.
Although the internal combustion engine 1y has been described as a spark ignition engine, the in-cylinder fuel injection device is replaced with a common rail in-cylinder fuel injection device, and the premixing is performed by using light oil having a lower ignition point than the premixed fuel. It can also be a compression ignition engine.
(Modifications 3 and 4 of the first embodiment)

FIG. 4 is a cross-sectional view of the supercharging means of Modifications 3 and 4 of the first embodiment. The upper stage (F) is a flow transformer vector type of Modification Example 3, and the lower stage (TT) is a built-in type of Modification Example 4. This is a transvector.
The flow transformer vector-type supercharging means 5j shown in the upper part (F) of FIG. 4 has an opening of the nozzle pipe 626 at the approximate center of the casing 628 between the intake inflow passage 22j and the intake outflow passage 23j. The flow transformer vector 62 composed of the nozzle body 625 and the nozzle guide 624 is screwed into the opening of the nozzle pipe 626, and the net cross-sectional area of the intake passage of the casing 628 (the flow transformer vector 62 and the like are cut off). The area of the passage portion excluding the area) is made larger than the cross-sectional areas of the intake inflow passage 22j and the intake outflow passage 23j communicating with the casing 628.
The operation of the supercharging means 5j is that the driving flow that flows into the intake flow from the ring-shaped gap between the nozzle body 625 and the nozzle guide 624 of the flow transformer vector 62 provided in the intake passage of the casing 628 is caused by the negative pressure according to Bernoulli's theorem. By sucking and colliding the surrounding intake air, the driving flow is accelerated in the intake air flow, and supercharging is performed.
Unlike the conventional cylindrical drive flow of an ejector, the ring-shaped drive flow of the flow transformer vector 62 has a large contact area with the intake air even at the same drive flow flow rate, and a large amount of intake air can be amplified. A larger flow rate amplification ratio than the ejector can be obtained.
When the outflow fluid that is the driving flow is fuel, the fuel concentration can be lowered, and mixing into the intake air is performed on the aforementioned wide contact surface, so that there is an effect that uniform premixed gas is obtained.
By making the net cross-sectional area of the intake passage of the casing 628 larger than the cross-sectional areas of the intake inflow passage 22j and the intake outflow passage 23j communicating with the casing 628, an increase in the passage resistance of the air flow rate amplifier 6j when supercharging is stopped is increased. It can be prevented so as not to hinder natural intake operation, and the net cross-sectional area is increased and the casing 628 is used as a chamber to reduce the intake flow and secure a speed difference between the drive flow and the intake flow. Thus, it is possible to cope with the supercharging operation of the internal combustion engine in the high speed rotation range.

The supercharging means 5t shown in the lower part (TT) of FIG. 4 includes a transvector 61 supported by the drive flow passage 41t via a bushing 419 at the approximate center of the casing 618 between the intake inflow passage 22t and the intake outflow passage 23t. This is a built-in transvector.
In the transformer vector 61, a driving flow passage 41t communicates with an annular chamber 614 that is an annular space between the housing 613 and the flange 612, and a ring-shaped gap through which the driving flow flows out from the annular chamber 614 in the downstream direction of the intake air flow. It has a nozzle 615 that is.
Similarly to the supercharging means 5j described above, the net sectional area of the intake passage of the casing 618 is made larger than the sectional areas of the intake inflow passage 22t and the intake outflow passage 23t.
The operation of the supercharging means 5t is that the driving flow supplied from the driving flow passage 41t flows into the annular chamber 614 and flows out from the ring-shaped nozzle 615 in the downstream direction of the intake flow to accelerate the intake air to amplify the flow rate. The intake flow accelerated by the drive flow flows into the intake outflow passage 23t, thereby generating a negative pressure according to Bernoulli's theorem, and the intake air in the annular space between the transformer vector 61 and the casing 618 is sucked into the intake flow. By amplifying the flow rate, the flow rate amplification is performed at the boundary contact surfaces on both the inner and outer sides of the ring-shaped drive flow, so that the flow rate amplification ratio is larger than that of the flow transformer vector 62 shown in (F).
When the outflow fluid that is the driving flow is fuel, the fuel concentration can be lowered, mixing to the intake air is performed on the aforementioned wide contact surface, and the driving flow does not directly contact the inner wall of the downstream intake outflow passage 23t, so mixing is performed. It has the effect of promoting a uniform premixed gas.
By making the net cross-sectional area of the intake passage of the casing 618 larger than the cross-sectional areas of the intake inflow passage 22t and the intake outflow passage 23t communicating with the casing 618, the passage resistance of the air flow amplifier 6t at the time of supercharging stop is increased. It can be prevented so as not to hinder natural intake operation, and the net cross-sectional area is increased to make the casing 618 a chamber so that the intake flow is decelerated to ensure a speed difference between the drive flow and the intake flow. Thus, it is possible to cope with the supercharging operation of the internal combustion engine in the high speed rotation range.
(Second embodiment (corresponding to claim 2))

FIG. 5 is an explanatory diagram of a configuration concept of a supercharging unit capable of performing two-stage flow rate amplification according to the second embodiment (corresponding to claim 2).
FIG. 5 includes a primary air flow rate amplifier 601 between a drive flow passage 41b and a drive flow passage 411 in the middle of the drive flow passage of the supercharging means 5b, and an intake air intake passage 22b which is an atmospheric pressure intake system and the above-mentioned The supercharging device for an internal combustion engine according to claim 1, wherein an intake sub-passage (28) communicating with the inlet of the primary air flow amplifier (601) is provided.

The operation of the supercharging means 5b flows out the driving flow supplied from the driving flow passage 41b from the nozzle (not shown) of the primary air flow amplifier 601 provided between the intake sub passage 28 and the driving flow passage 411. Then, the intake air supplied from the intake sub-passage 28 is amplified in flow rate and flows out to the drive flow passage 411 to perform primary flow rate amplification.
The drive flow obtained by amplifying the primary flow of the intake air supplied from the drive flow passage 411 is discharged from the nozzle (not shown) of the air flow amplifier 6b provided between the intake inflow passage 22b and the intake outflow passage 23b. A two-stage flow rate amplification is performed by amplifying the flow rate of the intake air flowing from the passage 22b to the intake / outflow passage 23b and amplifying the secondary flow rate.
Accordingly, the flow rate amplification ratio of the supercharging means 5b is a product of the flow rate amplification ratio of the primary air flow rate amplifier 601 and the air flow rate amplification ratio of the air flow rate amplifier 6b, resulting in a large flow rate amplification ratio, thereby reducing the fuel concentration. Can do.
For the primary air flow amplifier 601 and the air flow amplifier 6b, a transformer vector, a flow transformer vector, an ejector, and the like can be arbitrarily selected in descending order of the flow rate amplification ratio, but pressure as a driving flow of the air flow amplifier is required. Therefore, the primary air flow amplifier 601 is preferably a flow transvector, an ejector or the like, which is an air flow amplifier with a small flow amplification.
(Modification 1 of 2nd Embodiment)

FIG. 6 is a cross-sectional view of the supercharging means according to the first modification of the second embodiment during a two-stage flow rate amplification operation.
FIG. 6 shows an atmospheric pressure intake system including a primary flow transvector 621k as a primary air flow amplifier 601k between a drive flow passage 41k and a drive flow passage 411k in the middle of the drive flow passage of the supercharging means 5k. 2. An internal combustion engine according to claim 1, further comprising: an intake sub-passage 28 k that communicates with an intake inflow passage 22 k that is the primary air flow amplifier 601 k and an inlet of the primary flow transvector 621 k that is the primary air flow amplifier 601 k. It is sectional drawing in the 2 stage flow volume amplification operation | movement of the supercharging means 5k of a supercharging device.
The configuration of the supercharging means 5k is the same as the explanatory diagram (FIG. 5) of the configuration concept of the second embodiment except for the control valve 282k provided in the intake sub passage 28k.
The control valve 282k is a butterfly valve, and a valve body (disk) is rotated by an actuator (not shown) controlled by the output of the ECU to control the opening of the valve, thereby adjusting the flow passage area of the intake sub-passage 28k. Thus, the flow rate amplification ratio of the primary flow transvector 621 can be controlled by controlling the flow rate of the intake air flowing in.
The primary flow trans vector 621k and the trans vector 61k are the same as those of the flow trans vector 62 in the upper diagram (F) of FIG. 4 which is the third modification of the first embodiment and the fourth modification of the first embodiment. Although the principle of flow rate amplification is the same as that of the built-in transformer vector 61 in the lower diagram (TT) of FIG. 4, the transformer vector 61k has the intake passage inner diameter of the nozzle 615k that flows out the drive flow, the intake inflow passage 22k and the intake air passage. It is larger than the outflow passage 23k.

The operation of the supercharging means 5k (F & T) is to drive the transformer vector 61k (T) by using the intake air from the intake sub-passage 28 whose flow rate is amplified by the primary flow transformer vector 621k (F) which is the primary air flow amplifier 601k. Since the two-stage flow rate amplification is performed by supplying the flow rate, the flow rate amplification of the primary flow transformer vector 621k (F) is controlled by the control valve 282k provided in the intake sub passage 28k (0 to 100%). Thus, it is possible to switch the flow rate amplification action from the first-stage flow rate amplification to the second-stage flow rate amplification.
The flow rate amplification ratio of the supercharging means 5k (F & T) is equal to the flow rate amplification ratio of the primary flow transvector 621k (F) and the transvector 61k (F) when the control valve 282k is opened to perform two-stage flow rate amplification. T), when the control valve 282k is closed to perform one-stage flow amplification, the flow vector amplification ratio of the transvector 61k (T) is obtained, and the control valve 282k is opened and closed. The flow rate amplification ratio of the supercharging means 5k (F & T) can be controlled to an arbitrary flow rate amplification ratio between the two-stage flow rate amplification and the first-stage flow rate amplification. .
Therefore, when the driving flow is fuel, the fuel concentration that is the reciprocal of the flow rate amplification ratio can be switched between the fuel concentration of the first-stage flow rate amplification and the low fuel concentration of the second-stage flow rate amplification, and the fuel is controlled by the control valve 282k. By controlling the concentration to an arbitrary fuel concentration between the two-stage flow rate amplification and the first-stage flow rate amplification, it is possible to control the concentration to an arbitrary premixed fuel concentration corresponding to the operating state of the internal combustion engine.
Switching to a lower fuel concentration by amplification of the two-stage flow rate is effective in eliminating restrictions due to combustion characteristics such as an explosion limit described later.
(Modification 2 of the second embodiment)

FIG. 7 is a schematic characteristic diagram of the flow rate amplification ratio and the supercharging pressure calculated by each supercharging means when the driving flow is hydrogen in the supercharging device of Modification 2 of the second embodiment.
FIG. 7 is a schematic characteristic diagram of supercharging by the supercharging means when the driving flow of the supercharging device is hydrogen. The vertical axis represents the flow rate amplification ratio (times), and the horizontal axis represents the supercharging pressure (bar).
In FIG. 7, since the driving flow of the supercharging means is hydrogen (estimated at 100%), the theoretical air amount of hydrogen 2.4 and the explosion limit (upper limit 75%, lower limit 4%) are calculated back from the flow rate amplification ratio. The schematic characteristic diagram shown in FIG. 7 is a trial calculation value when supercharging with a supercharging pressure of 1 bar is performed by the supercharging means, and the flow rate amplification ratio of each supercharging means is for explanation. It is a guide value, and the actual value depends on the individual conditions (structure, shape, installation method, etc.) of each supercharging means.
A rectangular area (hatch) within the explosion limit with a supercharging pressure of 1 bar or less is provisionally set as an area that can be supercharged as a premixing engine of a spark ignition engine, and the area is premixed intake air with the theoretical air amount as a boundary. The fuel concentration is divided into the lean side (upper part) and the rich side (lower part).
As shown in FIG. 7, the primary flow transvector 621k (F) and the transvector 61k by opening (fully opening) the control valve 282k of the supercharging means 5k of the modification 1 (FIG. 6) of the second embodiment. “F & T” at the time of two-stage flow rate amplification by (T), “T” at the time of one-stage flow rate amplification by the transvector 61k (T) by closing the control valve 282k, and opening and closing of the control valve 282k A flow rate amplification (ratio) between the “T” of the first-stage flow rate amplification and the “F & T” of the second-stage flow rate amplification can be performed by controlling the opening of the valve in the middle.
In FIG. 7, for reference, “E” of the ejector and “F” of the supercharging means 5j of the flow transvector type (modified example 3 of the first embodiment (upper view of FIG. 4)) in ascending order of the flow rate amplification ratio. “,” “TT” of supercharging means 5t (modified example 4 of the first embodiment (lower diagram in FIG. 4)), which is a built-in transformer vector, is illustrated.
The auxiliary line extending to the lower right from each supercharging means is a guideline value based on a trial calculation in which the product of the flow rate amplification ratio and supercharging pressure performed by the supercharging means is constant, and is the intersection of the auxiliary line and the X axis. The value (supercharging pressure (bar)) is the driving flow pressure required when the supercharging pressure by the supercharging means is 1 bar.

When the supercharging means 5k performs supercharging with a supercharging pressure of 1 bar as described above, the drive flow pressure (about 21 bar) at the time of two-stage flow rate amplification and “ It can be seen that the drive flow pressure of T ″ is different (approximately 6 bar) and that the drive flow pressure needs to be controlled.
When the supercharging device is the supercharging device 2 (FIG. 1), the driving flow pressure is controlled by inputting supercharging pressure input information from the supercharging sensor 44 to an ECU (not shown). The pressure of the drive flow is controlled by adjusting the opening of the control valve 82 of the fluid control means 8 based on the output of.
The auxiliary line moves in the X-axis direction according to the control ratio of the pressure of the driving flow, and an arbitrary flow rate amplification ratio between the first-stage flow rate amplification and the second-stage flow rate amplification by the control valve 282k of the supercharging means 5k. 7 can be moved in the Y-axis direction of FIG. 7, so that an arbitrary fuel concentration can be premixed at an arbitrary supercharging pressure within the adjustment range.
Accordingly, the adjustment of the flow rate amplification ratio is reduced (about 6 (times)) by the control valve 282k (FIG. 6), and the boost pressure is increased (about 21 (bar)) by the control valve 82 (FIG. 1). When the supercharging pressure is about 4 bar and it is necessary to prevent the supercharging pressure exceeding the allowable range of the internal combustion engine due to a malfunction of the control, the control valve 81 (FIG. 2) serving as a safety device is provided. Is desirable.
Further, since the pressure of the driving flow of the supercharging means is proportional to the supercharging pressure, when supercharging with a supercharging pressure of 0.5 bar is performed, the supercharging pressure is reduced to 1/2 of the driving flow pressure. When supercharging at 2 bar is performed, the pressure becomes twice the driving flow pressure.
In FIG. 7, since the driving flow of the supercharging means is hydrogen (100%), the theoretical air amount of hydrogen 2.4 and the explosion limit (upper limit 75%, lower limit 4%) are calculated back from the flow rate amplification ratio. It is shown.
In this study, the rectangular area (hatching) within the explosion limit when the supercharging pressure is 1 bar or less is set as the area that can be supercharged as a premixing engine of a spark ignition engine, and the fuel concentration of the premixed intake air with the theoretical air amount as the boundary It is divided into the lean side (upper part) and the rich side (lower part).
The supercharging pressure regulation value (1 bar) in the rectangular (hatching) region is a provisional regulation value for explaining the outline characteristics, and the supercharging pressure regulation value of each internal combustion engine is individually determined by the compression ratio or the like. Different.
As can be seen from FIG. 7, the supercharging means 5k of the first modification (FIG. 6) of the second embodiment is preliminarily determined on the lean side from “F & T” at the time of two-stage flow rate amplification to “T” at the time of first-stage flow rate amplification. Since it is mixed, a lean burn engine by stratified combustion can be formed by using a lean side premixing engine or an in-cylinder fuel injection device to form a mixture layer with good ignitability in the vicinity of the ignition device. .

“TT” of the supercharging means 5t is also lean side premixing similar to the supercharging means 5k (F & T).
Since “F” of the supercharging means 5j is a fuel concentration near the theoretical air amount, it is suitable for a premixing engine or the like that operates at a cruising speed such as a ship.
Since “E” of the ejector is a supercharging operation by rich premixing, it is suitable for a premixing engine or the like that operates at a cruise speed with a large load.
As described above, the outline characteristics of the spark ignition engine have been verified. However, since the supercharging device of the present invention can also be used for a compression ignition engine, in the case of a compression ignition engine, the leaning of the supercharging means 5k (F & T) or the like. A premixed compression ignition engine can be obtained by premixing control and high-pressure injection of light oil or the like having a lower ignition point than the premixed fuel into the combustion chamber near the center of the combustion chamber from an injector (not shown).
FIG. 7 is an explanation of an outline characteristic diagram in the case where the driving flow is hydrogen, and an outline characteristic diagram (FIGS. 8, 9, and 13) of a fuel whose driving flow is different from hydrogen, which will be described later, has the same drawing method. In the description of the drawings, description of the drawing method and the like will be omitted.
(Modification 3 of 2nd Embodiment)

FIG. 8 is a schematic characteristic diagram of the flow rate amplification ratio and the supercharging pressure calculated by each supercharging means when the driving flow is CNG (compressed natural gas) in the supercharging device of the third modification of the second embodiment. .
In FIG. 8, since the driving flow of the supercharging means is CNG (estimated by methane (100%)), CNG theoretical air volume 9.6 and explosion limit (upper limit 15%, lower limit 5.5%) It is shown by calculating back from the flow rate amplification ratio.
As can be seen from FIG. 8, the supercharging means 5k of the modification 1 (FIG. 6) of the second embodiment is a supercharging operation region from “F & T” at the time of two-stage flow rate amplification to “T” at the time of first-stage flow rate amplification. Therefore, it is possible to operate as a premixed engine because it can cope with the entire explosion limit of CNG, and furthermore, a mixture layer having good ignitability in the vicinity of the igniter by using the lean side control of premixing and the in-cylinder fuel injector To form a lean burn engine by stratified combustion.
When the supercharging means 5k performs supercharging with a supercharging pressure of 1 bar as described above, the drive flow pressure (about 21 bar) at the time of two-stage flow rate amplification and “ The drive flow pressure at T ″ (approximately 6 bar) is different and control of the drive flow pressure is required.
For example, when the supercharging device is the supercharging device 2 (FIG. 1), this control is performed by inputting supercharging pressure input information from the supercharging sensor 44 to an ECU (not shown) and outputting the ECU according to the output of the ECU. By controlling the opening degree of the control valve 82 of the fluid control means 8, the driving flow pressure is controlled by adjusting the flow rate of the driving flow.
Further, since the pressure of the driving flow of the supercharging means is proportional to the supercharging pressure, when supercharging with a supercharging pressure of 0.5 bar is performed, the supercharging pressure is reduced to 1/2 of the driving flow pressure. When supercharging at 2 bar is performed, the pressure becomes twice the driving flow pressure.

Since “TT” of the supercharging means 5t is a rich fuel concentration in the vicinity of the theoretical air amount, it is suitable for a premixing engine or the like that operates at a cruise speed with a large load.
“E” of the ejector or “F” of the supercharging means 5j is not suitable for supercharging of the internal combustion engine because the fuel concentration is out of the explosion limit of CNG (to the rich side).
As described above, the outline characteristics of the spark ignition engine have been verified. However, since the supercharging device of the present invention can also be used for a compression ignition engine, in the case of a compression ignition engine, the lean side of the supercharging means 5k (F & T) or the like. Alternatively, premix compression is performed by controlling the concentration of premixed fuel below the lower limit of the explosion limit and by injecting light oil having a lower ignition point than the premixed fuel into the combustion chamber near the center of the combustion chamber from an injector (not shown). It can be an ignition engine.
(Modification 4 of the second embodiment)

FIG. 9 is a schematic characteristic diagram of the flow rate amplification ratio and the supercharging pressure calculated by each supercharging means when the driving flow is LPG (liquefied petroleum gas) in the supercharging device of Modification 4 of the second embodiment. .
In FIG. 9, since the driving flow of the supercharging means is LPG (calculated with propane (100%)), the theoretical air amount of LPG is 24.3, and the explosion limit (upper limit 9.5%, lower limit 2.2%) Is calculated back from the flow rate amplification ratio.
As can be seen from FIG. 9, the supercharging means 5k of the first modification of the second embodiment (FIG. 6) is from the intermediate region between the two-stage flow rate amplification and the first-stage flow rate amplification to the “F & T” of the two-stage flow rate amplification. However, since it is the explosion limit on the rich side of the fuel concentration of LPG, it is suitable for a premixed engine or the like that operates at a cruise speed with a heavy load. It is not possible.
When the supercharging means 5k performs supercharging with a supercharging pressure of 1 bar as described above, the drive flow pressure (about 21 bar) at the time of two-stage flow rate amplification and “ The drive flow pressure at T ″ (approximately 6 bar) is different and control of the drive flow pressure is required.
The pressure of the driving flow of “F & T” (about 21 bar) at the time of the two-stage flow rate amplification of the supercharging means 5k is about 7 bar at normal temperature and about 13 bar at 40 ° C. Since the driving flow pressure is insufficient, the driving flow pressure can be increased to some extent by heating the driving flow with a vaporizer (evaporator) described later.

For example, when the supercharging device is the supercharging device 2 (FIG. 1), the driving flow is controlled by inputting supercharging pressure input information from the supercharging sensor 44 to an ECU (not shown). The pressure of the driving flow is controlled by controlling the opening of the control valve 82 of the fluid control means 8 by the output, but the problem that the driving flow pressure is insufficient cannot be solved.
Since the pressure of the driving flow of the supercharging means is proportional to the supercharging pressure, when supercharging with a supercharging pressure of 0.5 bar, the supercharging pressure is 2 bar and the supercharging pressure is 2 bar. When supercharging is performed, the pressure becomes twice the driving flow pressure.
When the pressure of the driving flow is 6 bar, as shown in FIG. 9, the auxiliary line is extended to “(F & T)” from “T” to the upper left, and the supercharging pressure at the time of two-stage flow amplification is not 1 bar. Therefore, the supercharging pressure when the two-stage flow rate is amplified can be controlled by the pressure of the driving flow.
As shown in FIG. 9, “TT” of the supercharging means 5t and “E” of the ejector having a smaller flow rate amplification ratio, or “F” of the supercharging means 5j are fuel from the explosion limit of LPG. Since the concentration is off, it is unsuitable for supercharging an internal combustion engine.
(Third embodiment (corresponding to claim 3))

FIG. 10 is an explanatory diagram of a configuration example of a supercharging device according to the third embodiment (corresponding to claim 3), which is provided with compressed air supply means for supplying a driving flow through a second fluid passage. is there.
In the fluid control means 8c, a driving fluid passage 41c and a fluid passage 89c that communicate with each other are further provided with a second fluid passage 89c2 that communicates with the driving fluid passage 41c. Compressed air supply means 45 provided with a control valve 82c2 which is a second control means for controlling the flow rate by the output of (not shown), and for supplying a driving flow to the fluid control means 8c via the second fluid passage 89c2. The supercharging device 2c for the internal combustion engine 1c according to claim 1 or 2, wherein the supercharging device 2c is provided.
The compressor 46 of the compressed air supply means 45 is driven by the rotational force of the internal combustion engine 1c via the clutch 465 controlled by the output of the ECU, and the pressure of the compressed air generated by the compressor 46 is equal to or higher than a set value. A relief valve 47 is provided in parallel with the compressor 46 to prevent this.
The capacity (discharge amount) of the compressor 46 is obtained by multiplying the intake air amount of the internal combustion engine 1c by the absolute pressure at the time of supercharging and dividing it by the flow rate amplification ratio of the supercharging means 5c, and the occupation ratio of the compressed air to the driving flow The capacity is multiplied by.
The fluid supply means 9c stores LPG as a pressurized storage fluid in the tank 91c. During operation, the fluid supply means 9c opens the emergency shut-off valve 93c according to the output of the ECU, and liquefies LPG into the fluid control means 8c and in-cylinder fuel. It supplies to the injection apparatus 15c.
In the fluid control means 8c, a control valve 82c, a vaporizer 88, a fluid sensor 84c, and a check valve 86c for preventing backflow are provided in the fluid passage 89c from the upstream, and the downstream end communicates with the venturi portion of the venturi 87, The fluid passage 89c2 is provided with a control valve 82c2, a cooler 85c, a fluid sensor 84c2, and a check valve 86c2 for preventing backflow from the upstream, and the downstream end communicates with the drive flow passage 41c provided with the venturi 87.

The operation of the supercharging device 2c is to vaporize the liquefied LPG supplied from the fluid supply means 9c supplied to the fluid control means 8c by controlling the flow rate by the control valve 82c and heating the LPG by the vaporizer 88. Then, it is supplied to the venturi 87 provided in the drive flow passage 41c.
The compressed air supply means 45, which is the other driving flow, supplies the compressed air generated by the compressor 46 to the fluid control means 8c via the fluid passage 892c, controls the flow rate by the control valve 82c2, and cools it. The compressed air adiabatically compressed by the vessel 85c is cooled and supplied to the drive flow passage 41c.
The supplied compressed air, which is the driving flow, is supplied to the supercharging means 5c through the venturi 87, and when the compressed air passes through the venturi 87, the fluid supplied from the fluid passage 89c by the venturi effect. LPG from the internal pressure system is sucked and a driving flow mixed with the compressed air of the compressor system at an arbitrary mixing ratio is supplied to the supercharging means 5c.
The mixing ratio of the LPG and the compressed air can be adjusted to an arbitrary mixing ratio and driving flow rate by controlling the control valve 82c and the control valve 82c2.
The supercharging pressure is controlled by the driving flow pressure controlled by the flow rate of the driving flow, and the fuel concentration of the premixed intake air is controlled by the fuel concentration of the driving flow mixed at the flow rate amplification ratio of the supercharging means 5c and the arbitrary mixing ratio. To do.
The driving flow supplied from the fluid control means 8c is premixed at the same time as supercharging by accelerating the intake air flow with the driving flow by the air flow amplifier 6c of the supercharging means 5c, so that the supercharging sensor 44c and the driving flow sensor 43c , And input information such as fluid sensors (84c, 84c2) to an ECU (not shown) and controlling the control valves (82c, 82c2), the clutch 465, etc. by the output of the ECU, Control premix fuel concentration.
The internal combustion engine 1c is a premixed spark ignition engine by supercharging and premixing by the supercharging device 2c by operation control, and the spark plug is made by fuel injection from the injector 12c of the in-cylinder fuel injection device 15c with lean fuel concentration. A lean burn engine in which an air-fuel mixture layer with good ignitability is formed around 11c to perform stratified combustion, or the supercharger 2c is stopped and natural fuel is supplied by only the injector 12c of the in-cylinder fuel injector 15c. An intake spark ignition engine can also be selected according to the driving situation.
Although the case where LPG is stored as a pressurized storage fluid in the tank 91c of FIG. 10 has been described, in the case of a fuel such as LNG that is stored under pressure at a high pressure, the venturi 87 is omitted, and a pressure reducing valve is provided instead of the vaporizer 88. In addition, the in-cylinder fuel injection device 15c is replaced with a common rail in-cylinder fuel injection device, and the fuel to be supplied is light oil having a lower ignition point than the fuel from the fluid supply means 9c. It can be an ignition engine.
(Modification 1 of 3rd Embodiment)

FIG. 11 is an explanatory diagram of a configuration example of a supercharging device provided with EGR gas supply means for supplying a driving flow through a second fluid passage in the supercharging device according to Modification 1 of the third embodiment.
In the fluid control means 8d, the driving flow passage 41d and the fluid passage 89d communicating with each other are further provided with a second fluid passage 89d2 communicating with the driving flow passage 41d and the fluid passage 89d, and the second fluid passage 89d2 is a passage. EGR is provided with a control valve 82d2, which is a second control means for controlling the flow rate according to the output of an ECU (not shown), and supplies a drive flow to the fluid control means 8d via the second fluid passage 89d2. 3. A supercharging device 2d for an internal combustion engine 1d according to claim 1 or 2, wherein a gas supply means 35 is provided.
In the fluid control means 8d, a pressure reducing valve 83d is provided in the uppermost stream of the fluid passage 89d, which is the passage of the driving flow supplied from one of the fluid supply means 9d, to improve the pressure reduction accuracy when the driving flow internal pressure is high. In some cases, a plurality of pressure reducing valves are provided in series to perform multistage pressure reduction, and in the case of LPG where the internal pressure of the fluid is not high, it is not necessary to provide the pressure reducing valve 83d.
A cooler 85 is provided in the uppermost stream of the fluid passage 89d2 that is the passage of the drive flow supplied from the exhaust gas recirculation passage 37 of the other EGR gas supply means 35.
The EGR gas supply means 35 is provided with a filter 36 in the middle of the exhaust gas recirculation passage 37 and a drain passage 365 communicating with the filter 36 and the exhaust passage 31d.
A fluid sensor (84d, 84d2) is provided in the middle of each fluid passage (89d, 89d2), and a check valve (86d, 86d2) for preventing backflow is provided downstream.

The operation of the supercharging device 2d is to reduce the driving flow supplied from the fluid supply means 9d to a pressure suitable for driving flow control by the pressure reducing valve 83d, and to control the flow rate by the control valve 82d to control the check valve 86d. Then, the EGR gas supplied from the exhaust gas recirculation passage 37 which is the other driving flow is filtered through the filter 36 by separating foreign matters and the like by centrifugal separation or the like. After cooling to a temperature suitable for the drive flow, the flow rate is controlled by the control valve 82d2, and the flow is supplied to the drive flow passage 41d through the check valve 86d2.
The internal combustion engine 1d is a compression ignition engine that injects light oil or the like having a lower ignition point than the injector 72 of a common rail type (not shown) in-cylinder fuel injection device into a combustion chamber, and is premixed simultaneously with supercharging by the supercharging device 2d. And a premixed compression ignition engine that performs external EGR.
Since the premixed intake air having an explosion limit concentration is compressed and ignited by a fuel having a low ignition point such as light oil injected from the injector 72, the combustion speed after ignition is high, and the conventional compression ignition engine can be rotated at a higher speed.
The fluid supplied from the fluid supply means 9d is hydrogen, CNG, LPG or the like whose ignition point is higher than that of light oil, the action of the check valves (86d, 86d2) of the fluid control means 8d, the supercharging sensor 44d, the driving flow sensor 43d and fluid sensors (84d, 84d2) and the like are input to an ECU (not shown), and the control valves (82d, 82d2) are controlled by the output of the ECU, so that the supercharging pressure and premixing are controlled. The fuel concentration and the EGR recirculation amount are controlled.
The supercharging device 2d in the case where the internal combustion engine 1d of FIG. 11 is a compression ignition engine has been described, but the spark plug 11c and the in-cylinder fuel injection device 15c are similar to the internal combustion engine 1c (FIG. 10) of the third embodiment described above. Is replaced with a spark ignition engine by premixing, a lean burn engine by stratified combustion, or by supercharging and premixing by stopping the supercharging device 2d. It is possible to select the natural intake spark ignition engine by supplying the fuel only by the in-cylinder fuel injection device without performing EGR in accordance with the operating condition.
(Modification 2 of 3rd Embodiment)

FIG. 12 is an explanatory diagram of a configuration example of a supercharging device according to a second modification of the third embodiment, in which a second fluid supply unit that supplies a driving flow through a second fluid passage is provided. is there.
In the fluid control means 8e, the driving flow passage 41e and the fluid passage 89e that communicate with each other are further provided with a second fluid passage 89e2 that communicates with the driving flow passage 41e and the fluid passage 89e, and the second fluid passage 89e2 is a passage. A control valve 82e2, which is a second control means for controlling the flow rate by the output of an ECU (not shown), is provided on the way, and a driving flow is supplied to the fluid control means 8e via the second fluid passage 89e2. 3. A supercharging device 2e for an internal combustion engine 1e according to claim 1 or 2, wherein two fluid supply means 9e2 are provided.
The internal combustion engine 1e is a spark ignition engine having an ignition plug 11e and an injector 12e of the in-cylinder fuel injection device 15e. The fluid supply means 9e of the supercharging device 2e is supplied with air, hydrogen, water oxygen, or the like. LPG is pressurized and stored in each tank (91e, 91e2) in the tank 91e2 of the fluid supply means 9e2, and the LPG in the tank 91e2 also passes through the fuel passage 94e to the in-cylinder fuel injection device 15e. Supplied.

The supercharger 2e functions as follows: the fluid supplied from the fluid supply means 9e and the LPG, which is the fluid supplied from the second fluid supply means 9e2, are controlled by the fluid control means 8e. 82e, 82e2) and supplied as a driving flow to the supercharging means 5e, and the air flow amplifier 6e accelerates the intake air with the driving flow to perform premixing simultaneously with the supercharging, whereby the supercharging sensor 44e, the driving flow sensor 43e and fluid sensor (84e, 84e2) input information is input to an ECU (not shown), and the control valve (82e, 82e2) is controlled by the output of the ECU or the pilot pressure. Control pressure and premix fuel concentration.
When the fluid supplied from the fluid supply means 9e is compressed air, supercharging is performed by controlling the supply ratio with the LPG supplied from the second fluid supply means 9e2 by the control valves (82e, 82e2). The fuel concentration of the LPG in the premixed intake air can be reduced.
When the fluid supplied from the fluid supply means 9e is the Omasa gas, which is water-oxygen gas, the LPG mixing ratio is increased when the internal combustion engine 1e is under a high load, and the mixing ratio is 1: 1 (volume ratio) during normal operation. Adjust the mixing ratio of LPG and Omasa gas according to the operating conditions, supply fuel at a mixing ratio proportional to the remaining amount of both fuels, or supply the fuel that is economically advantageous with priority This is a bi-fuel engine that can select the fuel supply method.
Furthermore, by providing a third fluid supply means for different types of fuel different from both fuels, a multi-fuel engine can be obtained.
(Modification 3 of 3rd Embodiment)

FIG. 13 is a supercharging device according to Modification 3 of the third embodiment. In the supercharging device 2c of the third embodiment (FIG. 10), the driving flow is LPG and the compressed air is mixed at a volume ratio of 1: 1. It is a general | schematic characteristic figure of the flow volume amplification ratio by the trial calculation of each supercharging means in the case of supplying, and a supercharging pressure.
FIG. 13 is a schematic characteristic of the flow rate amplification ratio and the supercharging pressure calculated by each supercharging means when the supercharging pressure is 1 bar with the driving flow of LPG and compressed air.
In the characteristic diagram of FIG. 9 described above, the flow rate amplification ratio by trial calculation when the supercharging pressure is 1 bar in each supercharging means when the driving flow is LPG (trial calculation with propane (100%)). In FIG. 13, since the drive flow configuration is LPG (propane) 50% and air 50%, the fuel concentration (right scale) calculated backward from the flow rate amplification ratio on the vertical axis is shown in FIG. Is a value of 1/2 (50%) of the fuel concentration in FIG.
As can be seen from FIG. 13, when the supercharging means is the supercharging means 5k of the first modification of the second embodiment (FIG. 6), the control valve 282k is controlled so that “T” of the first stage flow rate amplification. Since the entire range of the explosion limit of the LPG can be controlled by “F & T” with two-stage flow rate amplification, a premixed internal combustion engine or the lean burn engine can be used.
Since “TT” of the supercharging means 5t (the lower diagram in FIG. 4) is a supercharging operation by premixing on the rich side of the explosion limit, it is suitable for a premixing engine or the like that operates at a cruise speed with a large load.
When the supercharging means 5k performs supercharging with a supercharging pressure of 1 bar as described above, the drive flow pressure (about 21 bar) at the time of two-stage flow rate amplification and “ The drive flow pressure at T ″ (approximately 6 bar) is different and control of the drive flow pressure is required.
When the pressure of the driving flow is 6 bar, as shown in FIG. 13, the auxiliary line is extended to “(F & T)” from “T” to the upper left, and the supercharging pressure at the time of two-stage flow rate amplification is not 1 bar. About 0.3 bar, and the supercharging pressure can be controlled by the pressure of the driving flow.
The internal pressure of the LPG varies with temperature, about 7 bar at room temperature and about 13 bar at 40 ° C. The pressure of the driving flow of “F & T” (about 21 bar) during the two-stage flow rate amplification of the supercharging means 5k (about 21 bar) is the driving flow pressure. Therefore, the driving flow pressure is increased by heating with the vaporizer 88 of the third embodiment (FIG. 10), and the compressed air passes through the venturi 87. Can be mixed with the compressed air.
“E” of the ejector or “F” of the supercharging means 5j has a fuel concentration deviating from the explosion limit of LPG (to the rich side), but the mixing ratio of LPG as a driving flow and compressed air is 1 It is possible to approach the explosion limit by adjusting the mixing ratio to the lean side instead of 1 (volume ratio).
(Fourth embodiment (corresponding to claim 4))

FIG. 14 is an explanatory view of the supercharging means of the supercharging device of the fourth embodiment (corresponding to claim 4) when a check valve is provided upstream of the nozzle of the air flow amplifier. is there.
A check valve 57 is provided in the middle of the intake inflow passage 22u upstream of a nozzle (not shown) of the air flow amplifier 6u of the supercharging means 5u to prevent intake backflow and backflow flow rate amplification. The supercharging device for an internal combustion engine according to claim 1 or 3.
The supercharging means 5u functions as an air flow rate by blocking the intake passage 22u upstream of the nozzle of the air flow rate amplifier 6u when a check valve 57 causes a backflow of intake air due to surging or the like due to a sudden change in the operating state of the internal combustion engine. The occurrence of the backflow flow rate amplification phenomenon by the amplifier 6u is prevented, and when the pressure downstream of the check valve 57 becomes lower than upstream, the check valve 57 is opened and the intake air is supplied from the intake passage 22u to the air flow rate amplifier 6u.
Therefore, the supercharging means 5u supercharges the internal combustion engine with the driving flow pressure corresponding to the change in the operating condition, and prevents the reverse flow rate amplification phenomenon by the air flow rate amplifier 6u when the reverse flow of the intake air is generated by the check valve 57. Therefore, a stable supercharging operation of the internal combustion engine can be performed, and when the driving flow is fuel, the premixed intake air is prevented from flowing out to the atmosphere.

FIG. 15 is a supercharging device of the supercharging device according to Modification 1 of the fourth embodiment, and is a supercharging device provided with a check valve upstream of the nozzle of each air flow amplifier of the second embodiment (FIG. 5). It is explanatory drawing of a structure concept.
Backflow and backflow of the intake air into the intake sub-passage 28g and the intake inflow passage 22g upstream of the respective nozzles (not shown) of the primary air flow amplifier 601g and the air flow amplifier 6g as the air flow amplifier of the supercharging means 5g. The supercharging device for an internal combustion engine according to claim 2 or 3, wherein a check valve 58 and a check valve 57g for preventing flow rate amplification are provided.
The supercharging means 5g operates in two stages by supplying the intake air from the intake sub-passage 28g, the flow of which is amplified by the primary air flow amplifier 601g by the drive flow supplied from the drive flow passage 41g, as the drive flow of the air flow amplifier 6g. Perform flow rate amplification.
The check valve 57g shuts off the intake passage 22g upstream of the nozzle of the air flow amplifier 6g and generates a reverse flow by the air flow amplifier 6g when a reverse flow occurs in the intake flow passage 22g due to surging or the like due to a sudden change in the operating condition of the internal combustion engine. When the flow rate amplification phenomenon is prevented and the downstream pressure of the check valve 57g becomes lower than the upstream pressure, the intake passage 22g is communicated and the intake air flows out to the drive flow passage 411g.
The check valve 58 shuts off the intake sub-passage 28g upstream of the nozzle of the primary air flow amplifier 601g when a reverse flow occurs in the intake sub-passage 28g due to surging or the like due to a sudden change in the operating state of the internal combustion engine. When the downstream flow rate amplification phenomenon by the air flow rate amplifier 601g is prevented, and the pressure downstream of the check valve 58 becomes lower than the upstream side, the intake sub-passage 28g communicates and the intake air flows out to the drive flow passage 411g.
In this way, by preventing the backflow flow rate amplification phenomenon, the intake air supplied from the intake air inflow passage 22g is amplified by the two-stage flow rate by the supercharging means 5g by the drive flow supplied from the drive flow passage 41g, and the stable overflow is stabilized. When the driving flow is fuel, supercharging and premixing are performed.
(Modification 1 of 4th Embodiment)

FIG. 16 shows the supercharging device of the supercharging device of the second modification of the fourth embodiment, and the two-stage flow rate amplification operation of the supercharging device provided with a control valve in the intake sub-passage of the first modification of the fourth embodiment. FIG.
In the supercharging device of the internal combustion engine, the backflow of the intake air flows upstream of the nozzles of the transformer vector 61m, which is the air flow amplifier 6m of the supercharging means 5m, and the primary flow transformer vector 621m, which is the primary air flow amplifier 601m. The internal combustion engine according to claim 2, further comprising a recharging valve (570) which is a check valve (57m) for preventing backflow flow rate amplification and a supercharging means (5m) provided with a lift check valve (580) which is a check valve (58m). It is an engine supercharger.
The intake sub-passage 28m upstream of the primary air flow amplifier 601m is provided with a control valve 282m that is a butterfly valve controlled by an actuator (not shown) for controlling the flow rate, and a one-stage flow amplification of the supercharging means 5m. Two-stage flow rate amplification or intermediate flow rate amplification ratio can be controlled.
The reed valve 570, which is the check valve 57m, includes a lead 571, a stopper 572, and a flange 573 provided with a valve seat for the lead 571. The lift check valve 580, which is the check valve 58m, includes a disk 581, a spring. 582 and a check valve of the prior art composed of a cylinder portion having a seat surface communicating with a communication port 285m provided in the intake air inflow passage 22m.
The supercharging means 5m operates as described above except that the control valve 282m provided in the intake sub-passage 28g can control the first stage flow amplification, the second stage flow amplification, or the intermediate flow amplification ratio. Since it is the same as 5g (FIG. 15), description of an effect | action is abbreviate | omitted.

  In the first to fourth embodiments, an example of the present invention has been described. However, the internal combustion engine may be a spark ignition engine, a compression ignition engine, a reciprocating engine, a rotary engine, or the like unless there is a restriction. Since devices and auxiliary devices (sensors, filters, coolers, etc.) provided in the apparatus can be added and deleted depending on the operating conditions of the internal combustion engine, the first to fourth embodiments show an example of the present invention. However, the present invention is not limited by the present invention and can be changed and improved by those skilled in the art.

  The supercharging device of the present invention using an air flow rate amplifier for the supercharging means uses the pressure energy of the pressurized storage fluid for the driving flow, so that the driving flow pressure is not affected by the operating condition of the internal combustion engine, and the fluid control means Therefore, by controlling the driving flow, a highly responsive supercharging operation can be performed, and therefore, it can be used as a supercharging device for an internal combustion engine of an automobile in which fluctuations in driving conditions are severe.

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Supercharging device 5 Supercharging means 6 Air flow amplifier 7 Fluid internal pressure mechanism 8 Fluid control means 9 Fluid supply means 11 Spark plug 12 Injector 13 High pressure fuel pump unit 14 Fuel rail 15 In-cylinder fuel injection device 16 ECU (electronic Control device)
DESCRIPTION OF SYMBOLS 17 Acceleration sensor 18 Brake sensor 20 Intake 21 Air cleaner 22 Intake inflow passage 23 Intake outflow passage 24 Intake sensor 25 Intercooler 28 Intake sub-passage 31 Exhaust passage 32 Exhaust purification device 33 Silencer 34 Exhaust sensor 35 EGR gas supply means 36 Filter 37 Exhaust Reflux passage 40 Drive flow 41 Drive flow passage 43 Drive flow sensor 44 Supercharge sensor 45 Compressed air supply means 46 Compressor 47 Relief valve 51 Pilot conduit 57 Check valve 58 Check valve (for primary flow amplifier)
61 transformer vector 62 flow transformer vector 72 injector (high pressure injection nozzle)
74 Cam angle sensor 75 Knock sensor 76 Water temperature sensor 77 Crank sensor 78 Sensor before purification 79 Sensor after purification 81 Control valve (sequence valve)
82 Control valve (for driving flow)
83 Pressure reducing valve 84 Fluid sensor 85 Cooler 86 Check valve (for fluid passage)
87 Venturi 88 Vaporizer 89 Fluid passage 91 Tank 92 Take-off valve 93 Emergency shut-off valve 94 Fuel passage 96 Check valve (for filling)
97 Filling port 98 Fluid filling valve 99 Joint with check valve 104 Supercharger 105 Expansion turbine 105a Expansion turbine shaft 107 Fuel shutoff valve 109 Gas container 110 Air-fuel ratio control device 111 O2 sensor 112 Controller 140 Fuel supply device 141 Gas flow rate control valve 142 Low-pressure reducing valve 150 Intake device 151 Mixer 155 Intake pipe 282 Control valve (for intake sub-passage)
285 Communication port 365 Drain passage 411 Drive flow passage 419 Bushing 465 Clutch 570 Reed valve 571 Lead 572 Stopper 573 Flange 580 Lift check valve 581 Disc 582 Spring 601 Primary air flow amplifier 612 Flange 613 Housing 614 Annular chamber 18 621 Primary flow transformer vector 624 Nozzle guide 625 Nozzle body 626 Nozzle tube 628 Casing 629 Bushing

Claims (4)

A supercharging device for an internal combustion engine, comprising: a supercharging unit that performs supercharging by a driving flow; and a supercharging sensor that measures supercharging pressure in an intake system between the supercharging unit and a combustion chamber of the internal combustion engine. Because
The supercharging means is
In the middle of the air cleaner or passage of the intake system for supplying intake air to the combustion chamber of the internal combustion engine, an air flow amplifier that pressurizes the intake air and sends it to the combustion chamber, and a drive flow passage that supplies a drive flow to the air flow amplifier ,
Furthermore, a fluid internal pressure mechanism comprising fluid supply means and fluid control means is provided,
The fluid supply means includes
Means for storing pressurized storage fluid as fuel; means for stopping supply of fluid in case of emergency;
A fluid passage communicating with the storage means and the drive flow passage ,
The fluid control means includes
Control means for controlling the pressure and / or flow rate of the driving flow flowing out from the fluid supply means by the fluid internal pressure is provided in the fluid passage ,
A supercharging premixing operation corresponding to the operating condition of the internal combustion engine is performed by controlling the fluid internal pressure mechanism by an output of an electronic control unit or a pilot pressure based on input information of each of the supercharging sensor and each sensor of the internal combustion engine. A supercharging device for an internal combustion engine. A primary air flow amplifier provided in the middle of the drive flow passage of the supercharging means, and an intake sub-passage communicating with an intake system of atmospheric pressure and an inlet of the primary air flow amplifier ;
2. The supercharging device for an internal combustion engine according to claim 1, wherein a flow rate amplification ratio can be increased by providing the primary air flow rate amplifier and performing two-stage flow rate amplification . 3. In the fluid control means, said fluid passage and said drive flow path communicating the second fluid passage further communicating with the drive passage and / or the fluid passage is provided,
The second fluid passage includes
A second control means for controlling the pressure and / or flow rate according to the output of the electronic control unit in the middle of the second fluid passage;
The upstream of the second fluid passage communicates with compressed air supply means for supplying a second driving flow, EGR gas supply means, or second fluid supply means. Supercharger for internal combustion engine. 4. The check valve according to claim 1, further comprising a check valve for preventing backflow of the premixed gas and backflow flow rate amplification upstream of the nozzle of the air flow rate amplifier of the supercharging means. 5. Supercharger for internal combustion engine.

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