JP6969508B2 - Intake device for engine with supercharger - Google Patents

Description

The present invention relates to an intake device of an engine with a supercharger.

The following Patent Document 1 describes a configuration in which an electric turbocharger is arranged below a surge tank having a built-in intercooler. Since this intercooler is built in and supported by the surge tank, the support structure for supporting the intercooler is not particularly mentioned.

Japanese Unexamined Patent Publication No. 2017-057752

The present invention solves the above-mentioned conventional problems, enables the electric turbocharger to be compactly arranged when the electric turbocharger is arranged below the intercooler, and cools the electric turbocharger. The purpose is to be able to improve.

In order to achieve the above object, the present invention supports the intercooler at both ends in the longitudinal direction by two brackets when the electric turbocharger is arranged below the intercooler, and the two brackets are used. The electric supercharger is arranged in the area between them.

Specifically, the present invention is intended for an intake device of an engine with a supercharger, and the following solutions are taken.

That is, the first invention is an intake device of an engine with a supercharger including an intercooler arranged on the side portion of the engine body and an electric supercharger arranged below the intercooler. Both ends of the intercooler in the longitudinal direction are supported by a first support bracket and a second support bracket held on the side portion of the engine body. The electric turbocharger is arranged in the area between the first support bracket and the second support bracket on the side of the engine body, and the first support bracket has an opening for passing cooling air to the electric turbocharger. Have.

According to this, the electric turbocharger arranged below the intercooler is arranged in the area between the first support bracket and the second support bracket on the side portion of the engine body, so that the electric turbocharger is arranged. The machine can be arranged compactly. Moreover, since the first support bracket has an opening for passing the cooling air to the electric turbocharger, the motor cooling performance of the electric supercharger can be improved.

In the second invention, in the first invention, the first support bracket may have a mesh structure.

According to this, by making the first support bracket a mesh structure (for example, a truss structure), the motor cooling performance of the electric turbocharger can be further improved. Further, it is possible to suppress the generation of vibration radiated sound from the first support bracket due to the vibration transmitted from the engine body.

In the third aspect of the invention, in the first or second invention, the electric turbocharger is provided in a bypass passage branching from the upstream side and the downstream side of the intake air control valve arranged on the upstream side of the intercooler in the intake air path. The second support bracket may be configured in a three-pronged shape through which the downstream portion of the electric supercharger in the bypass passage is passed.

According to this, the length of the bypass passage on the downstream side of the electric supercharger can be shortened, and the turbocharger can be arranged compactly, so that the supercharging response can be improved.

In the fourth aspect of the invention, in the first to third inventions, the engine body is arranged vertically so that the cylinder row coincides with the front-rear direction of the vehicle, and the first support bracket is arranged on the front side of the vehicle. The support bracket may be located on the rear side of the vehicle.

According to this, since the traveling wind of the vehicle can be used by the first support bracket having the opening, the motor cooling property of the electric supercharger can be further improved.

According to the present invention, when the electric turbocharger is arranged below the intercooler, the electric turbocharger can be arranged compactly and the cooling performance of the electric turbocharger is improved.

FIG. 1 is a schematic configuration diagram showing an engine according to an embodiment of the present invention. FIG. 2 is a plan view including an intake path in the engine according to the embodiment of the present invention. FIG. 3 is a left side view including an intake path in the engine according to the embodiment of the present invention. FIG. 4 is an upper left front perspective view including an intake path in the engine according to the embodiment of the present invention. FIG. 5 is a front view showing an intake device of an engine according to an embodiment of the present invention. FIG. 6 is a front view showing a first support bracket that supports the front portion of the intercooler according to the embodiment of the present invention. FIG. 7 is a left side view showing a first support bracket that supports the front portion of the intercooler according to the embodiment of the present invention. FIG. 8 is a cross-sectional view taken along the line VIII-VIII of FIG. FIG. 9 is a front view showing a second support bracket that supports the rear portion of the intercooler according to the embodiment of the present invention. FIG. 10 is a left side view showing a second support bracket that supports the rear portion of the intercooler according to the embodiment of the present invention. FIG. 11 is a rear view showing a state in which the second support bracket in the intake device of the engine according to the embodiment of the present invention supports the rear portion of the intercooler.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The following description of preferred embodiments is merely exemplary and is not intended to limit the invention, its applications or its uses.

(First Embodiment)
An embodiment of the present invention will be described with reference to the drawings.

FIG. 1 is a multi-cylinder engine with a supercharger according to an embodiment, and here, the configuration of an engine with a supercharger (hereinafter, simply referred to as “engine”) 1 is schematically shown.

The engine 1 is, for example, a 4-stroke internal combustion engine mounted on an automobile, and as shown in FIG. 1, a turbocharger 32 and an electric supercharger 34 disposed downstream of the turbocharger 32. It is equipped with. The fuel of the engine 1 is not particularly limited, but is light oil in the present embodiment.

Further, although detailed illustration is omitted, the engine 1 includes, for example, four cylinders (cylinders) 11 arranged in a row, and the four cylinders 11 are along the front-rear direction (vehicle length direction) of the vehicle. It is configured as a so-called in-line 4-cylinder longitudinal engine that is mounted side by side. As a result, in this configuration example, the front-rear direction of the engine, which is the arrangement direction (cylinder row direction) of the four cylinders 11, almost coincides with the vehicle length direction, and the engine width direction substantially coincides with the vehicle width direction. ing. The engine 1 is not limited to the in-line 4-cylinder longitudinal engine, and the present invention holds even if it is an in-line multi-cylinder longitudinal or transverse engine.

Further, in the in-line multi-cylinder engine, the cylinder row direction and the central axis direction (engine output shaft direction) of the crankshaft 15 as the engine output shaft coincide with each other. In the following description, these directions may be collectively referred to as the cylinder row direction (or the vehicle length direction).

Hereinafter, unless otherwise specified, the front side refers to the front side (engine front side) in the front-rear direction of the vehicle, the rear side refers to the rear side (engine rear side) in the front-rear direction of the vehicle, and the left side refers to the vehicle width direction. The left side is pointed toward the front, and the right side is the right side toward the front in the vehicle width direction.

Further, in the following description, the upper side refers to the upper side in the vehicle height direction when the engine 1 is mounted on the vehicle (hereinafter, also referred to as "vehicle-mounted state"), and the lower side refers to the vehicle height direction in the vehicle-mounted state. Point to the bottom.

(Outline configuration of engine)
In the present embodiment, the engine 1 has an engine body 10 having four cylinders 11, an intake path 30 arranged on the left side of the engine body 10 and communicating with each cylinder 11 via an intake port 18, and an engine body 10. The exhaust passage 50 is arranged on the right side of the cylinder and communicates with each cylinder 11 via the exhaust port 19.

In this configuration example, the intake path 30 is a combination of a plurality of passages for guiding fresh air and exhaust (hereinafter referred to as intake) and devices such as a turbocharger 32, an electric supercharger 34, and an intercooler 37. It constitutes a unitized intake system.

The engine body 10 is configured to burn the intake air supplied from the intake air passage 30 and the fuel injected from the injector 6 in each cylinder 11 according to a predetermined combustion order. Specifically, the engine body 10 has a cylinder block 12 and a cylinder head 13 mounted on the cylinder block 12.

The above-mentioned four cylinders 11 are formed inside the cylinder block 12. The four cylinders 11 are arranged along the central axis direction (cylinder row direction) of the crankshaft 15. Note that FIG. 1 shows only one cylinder.

A piston 14 is slidably inserted inside each cylinder 11. Each piston 14 is connected to the crankshaft 15 via a connecting rod 141. Each piston 14 partitions the combustion chamber 16 together with the cylinder 11 and the cylinder head 13. The "combustion chamber" here is not limited to the meaning of only the space formed when the piston 14 reaches the compression top dead center. The term "combustion chamber" is used in a broad sense.

The cylinder head 13 is formed with, for example, two intake ports 18 for each cylinder 11. FIG. 1 shows only one intake port 18. The two intake ports 18 are adjacent to each other in the cylinder row direction and communicate with the corresponding cylinder 11.

An intake valve 21 is provided at each of the two intake ports 18. The intake valve 21 opens and closes between the combustion chamber 16 and each intake port 18. The intake valve 21 is opened and closed at a predetermined timing by the intake valve mechanism 23.

Further, the cylinder head 13 is formed with, for example, two exhaust ports 19 for each cylinder 11. FIG. 1 shows only one exhaust port 19. The two exhaust ports 19 are adjacent to each other in the cylinder row direction and communicate with the corresponding cylinder 11.

Exhaust valves 22 are arranged in each of the two exhaust ports 19. The exhaust valve 22 opens and closes between the combustion chamber 16 and each exhaust port 19. The exhaust valve 22 is opened and closed at a predetermined timing by the exhaust valve mechanism 24.

An injector 6 is attached to the cylinder head 13 for each cylinder 11. In this configuration example, each injector 6 is, for example, a multi-injection type fuel injection valve, and is configured to directly inject fuel into each combustion chamber 16.

Further, the intake path 30 according to the present embodiment is connected to one side surface (specifically, the left side surface) of the engine body 10 and communicates with the intake port 18 of each cylinder 11. That is, the intake passage 30 is a passage through which the intake air introduced into the combustion chamber 16 flows, and is therefore connected to the combustion chamber 16 via each intake port 18.

Between the air cleaner 31 and the surge tank 38 in the intake path 30, from the upstream side, the compressor wheel (hereinafter referred to as a compressor) 32a of the turbocharger 32, the intake control valve 33 which is normally in a fully open state, and the electric supercharger The feeder 34 and the intercooler 37 are sequentially arranged. Here, the electric supercharger 34 is arranged in an air bypass passage (hereinafter, referred to as a bypass passage) 35 that branches on the upstream side of the intake control valve 33 in the intake path 30 and joins on the downstream side thereof. There is. In the bypass passage 35, a bypass valve 36 is arranged on the downstream side of the electric supercharger 34. The intake air adjusting valve 33 is configured to adjust the recirculation amount of the burned gas introduced into the combustion chamber 16 by adjusting the opening degree thereof. Further, the electric supercharger 34 complements the supercharging (compression) of the intake air when the turbine wheel (hereinafter referred to as a turbine) 32b of the turbocharger 32 is not sufficiently operating. Therefore, the bypass valve 36 is opened when the electric turbocharger 34 is operated. The electric supercharger 34 may be configured to cooperate with the turbocharger 32.

The intercooler 37 accommodates a core (not shown) configured to exchange heat with the turbocharger 32 and / or the intake air that has passed through the electric supercharger 34, the turbocharger 32 and / or. Alternatively, the electric supercharger 34 is configured to cool the compressed intake air. The intercooler 37 may be either a water-cooled type or an air-cooled type, and from the viewpoint of cooling efficiency, the intercooler 37 is a water-cooled type using a liquid refrigerant.

On the other hand, as shown in FIG. 1, the exhaust passage 50 is connected to another side surface (specifically, the right side surface) of the engine body 10 and communicates with the exhaust port 19 of each cylinder 11. The exhaust passage 50 is a passage through which the exhaust gas discharged from the combustion chamber 16 flows. Although detailed illustration is omitted, the upstream portion of the exhaust passage 50 constitutes an independent passage that branches for each cylinder 11. The upstream end of these independent passages is connected to the exhaust port 19 of each cylinder 11.

The exhaust passage 50 captures the turbine 32b of the turbocharger 32 described above, the diesel oxidation catalyst (DOC) 51 that oxidizes nitrogen monoxide (NO), carbon monoxide (CO), hydrocarbon (HC), and the like, and particulates. An exhaust purification system having a diesel particulate filter (DPF) 52 for collecting and an exhaust shutter valve 53 for adjusting the flow rate of exhaust gas are arranged. The exhaust passage 50 here is provided with a wastegate valve 54 that bypasses the exhaust of the turbocharger 32 to the turbine 32b. A variable capacity turbocharger can be used for the turbocharger 32, and depending on the specifications, the wastegate valve 54 may not be provided.

Further, on the downstream side of the DPF 52, a urea SCR (Selective Catalytic Reduction) that purifies _{nitrogen oxides (NO x} ) and a slip catalyst that oxidizes _{excess ammonia (NH 3) from the urea SCR are appropriately provided.} May be good. A urea tank is attached to the urea SCR (Selective Catalytic Reduction).

The intake passage 30 of this configuration example includes an internal EGR (high pressure EGR) passage 55 that introduces the exhaust of the exhaust passage 50 from the vicinity of the exhaust manifold (not shown) to the downstream portion of the intercooler 37 in the intake path 30, and an exhaust. An external EGR (low pressure EGR) passage 56 for introducing exhaust gas is arranged from the downstream side of the DPF 52 in the passage 50 to the upstream side of the compressor 32a of the turbocharger 32. The internal EGR passage 55 and the external EGR passage 56 are passages for recirculating a part of the burnt gas to the intake passage 30, respectively.

For example, a water-cooled low-pressure EGR cooler 57 is arranged in the external EGR passage 56. The low pressure EGR cooler 57 cools the burnt gas. The amount of recirculation of the burnt gas flowing through the external EGR passage 56 is adjusted by an external EGR valve 58 disposed between the low pressure EGR cooler 57 and the connection portion between the intake path 30 of the external EGR passage.

On the other hand, the amount of recirculation of the burnt gas flowing through the internal EGR passage 55 is adjusted by the internal EGR valve 59 arranged in the internal EGR passage 55.

(Structure of intake path)
Hereinafter, the configuration of the main part of the intake path 30 will be described in detail.

Each part constituting the intake path 30 is arranged along the left side of the engine main body 10, specifically, the left side surface of the cylinder head 13 and the cylinder block 12. The portion of the turbocharger 32 from the compressor 32a to the intercooler 37 in the intake path 30 is arranged from the right side surface to the left side surface of the engine body 10 so as to pass the upper side thereof.

2, FIG. 3 and FIG. 4 show a plan view, a left side view, and a front perspective view of the left side surface of the engine 1 according to the present embodiment, respectively. As shown in FIGS. 2 to 4, the portion from the turbocharger 32 to the intake regulating valve 33 in the intake passage 30, that is, the first passage 30a which is an upstream portion of the intake regulating valve 33 is arranged on the upper side of the engine body 10. It is arranged so as to have a downward slope from the middle of the process.

Further, the intercooler 37 is arranged in parallel with the surge tank 38 and is connected to the surge tank 38 by a connecting intake pipe 30b. The connection intake pipe 30b between the intercooler 37 and the surge tank 38 may be referred to as an introduction path 30b. The connection intake pipe 30b is formed in a U shape in a plan view and is connected to the front side of the cylinder row of the surge tank 38. Further, the bottom surface of the intercooler 37 is inclined so that the downstream side (front side) is lower than the upstream side (rear side). The bottom surface in the connecting intake pipe 30b is lower or the same as the lowest portion (downstream end) of the bottom surface inside the intercooler 37. That is, the bottom surface inside the connecting intake pipe 30b is arranged so as not to be higher than the bottom surface inside the intercooler 37.

In this way, the intercooler 37 is arranged in parallel with the surge tank 38 to form a so-called side entry type, and the bottom surface inside the connecting intake pipe 30b is made lower or the same as the bottom surface inside the intercooler 37. By doing so, the condensed water produced by the low-pressure EGR gas is less likely to stay in the intercooler 37 and the connecting intake pipe 30b. Moreover, the connecting intake pipe 30b is flat U-shaped and smoothly bent, and the surge tank 38 and the intercooler 37 are arranged in parallel without increasing the intake flow resistance, so that the engine 1 is compact. Can be achieved.

(Support structure of intercooler)
Hereinafter, in the engine 1 according to the present embodiment, the support structure of the intercooler 37 arranged on the left side of the engine main body 10 will be described.

FIG. 5 shows the front configuration of the intake device of the engine 1 according to the present embodiment. As shown in FIG. 5 (see also FIG. 3), the above-mentioned intercooler 37 has a first support bracket 61 and both ends thereof in the longitudinal direction (cylinder row direction) held by the side portions of the engine body 10. Each is supported by a second support bracket 62.

Further, the electric turbocharger 34 is arranged on the side of the engine body 10 and in the region between the first support bracket 61 and the second support bracket 62. Here, the first support bracket 61 has a mesh structure that adopts, for example, a truss structure.

As described above, the electric supercharger 34 is arranged in the bypass passage 35 branching from the upstream side and the downstream side of the intake control valve 33 arranged on the upstream side of the intercooler 37 in the intake path 30. As shown in FIG. 5, the second support bracket 62 passes through the downstream side of the electric supercharger 34 in the bypass passage 35, that is, the upstream side portion of the intercooler 37, and has a curved upper part (Y-shaped). ) Is configured.

Further, as described above, the engine body 10 of this configuration example is arranged vertically so that the cylinder row coincides with the front-rear direction of the vehicle. Here, as shown in FIG. 5, the first support bracket 61 is arranged on the front side of the vehicle, and the second support bracket 62 is arranged on the rear side of the vehicle. Due to the mesh structure of the first support bracket 61, air (cooling air) can be circulated to the electric supercharger 34 arranged in the region between the first support bracket 61 and the second support bracket 62. .. With this configuration, the cooling performance of the electric turbocharger 34 can be surely improved. In addition, it is possible to suppress the generation of radiated sound due to the vibration from the first support bracket 61 due to the vibration transmitted from the engine body 10.

Hereinafter, specific examples of the first support bracket 61 and the second support bracket 62 will be described. 6 and 7 show configuration examples of the front surface and the left side surface of the first support bracket 61, and FIGS. 9 and 10 show configuration examples of the front surface and the left side surface of the second support bracket 62.

(1st support bracket)
As shown in FIGS. 5, 6 and 7, the first support bracket 61 that supports the end of the intercooler 37 on the front side (intake outflow side) of the cylinder row protrudes substantially vertically from the base 61a and the base 61. It is composed of a support portion 61b. As shown in FIG. 7, the base portion 61a has three cylindrical holding portions 61a1 and 61a2, each of which has a bent lower portion in the plane of the base portion 61a and can be screwed to the left side portion of the engine body 10. And 61a3. The base portion 61a includes a first beam 611, which is a cantilever extending in the axial direction from the vicinity of the upper holding portion 61a1, a vicinity of the tip portion of the first beam 611, and a vicinity of the lower holding portion 61a3. It has a second beam 612 and a connecting beam 612.

The first beam 611 is provided with a first support 61b1 having a flat upper surface at the tip end portion thereof. Further, a second support 61b2 having a flat upper surface is provided at a portion of the first beam 611 between the first support portion 61b1 and the upper holding portion 61a1.

As shown in FIGS. 5 and 8, the first support 61b1 is a portion outside (opposite to the engine body) of the connection portion with the connection intake pipe 30b provided at the front end of the cylinder row of the intercooler 37. Supports the lower surface of the. On the other hand, the second support 61b2 supports the lower surface of the inside (engine main body side) portion of the connection portion with the connection intake pipe 30b provided at the front end portion of the cylinder row of the intercooler 37. Here, the supports 61b1 and 61b2 may be screwed to the connection portion with the intercooler 37 by interposing a vibration-proof material 63 made of an elastic body or the like.

The first beam 611 includes a third beam 613 that connects the lower end portion of the second support 61b2 and the vicinity portion of the middle stage holding portion 61a2 in the base portion 61a, and the lower end portion of the second support 61b2. A fourth beam 614 connecting to the central portion of the second beam 612 is provided.

The second beam 612 is provided with a fifth beam 615 that connects the vicinity portion of the holding portion 61a2 in the middle stage of the base portion 61a to the central portion of the second beam 612.

With this configuration, as shown in FIG. 5, the first support bracket 61 having a plurality of openings 61c formed between the beams 611 to 615 is located under the intercooler 37 and the electric supercharger 34. It is arranged in front of.

(2nd support bracket)
As shown in FIGS. 5, 9 and 10, the second support bracket 62 that supports the end of the intercooler 37 on the rear side (intake inflow side) of the cylinder row is curved rearward from the base 62a and the base 62a. While doing so, it is composed of a support portion 62b that branches upward into two and extends. The base portion 62a has a bent portion at the upper portion thereof, and the upper end portion and the lower end portion of the base portion 62a are on the left side of the engine body 10 in a direction substantially parallel to the opening direction of the three-pronged support portion 62b. It has two cylindrical holding portions 62a1 and 62a2, which can be screwed to the side portion, respectively.

As shown in FIGS. 9 and 10, the support portion 62b branched above the base portion 62a is substantially perpendicular (L-shaped) to the surface of the member constituting the base portion 62a provided with the two holding portions 62a1 and 62a2. Branch from the top of the arranged members. As shown in FIG. 9, a first support 62b1 having a flat upper surface is provided at the tip of the left arm portion in the drawing. Further, a second support 62b2 having a flat upper surface is provided at the tip of the right arm portion in the drawing.

As shown in FIGS. 5 and 11, the first support 62b1 is a portion outside (opposite to the engine body) of the connection portion with the bypass passage 35 provided at the rear end of the cylinder row of the intercooler 37. Supports the lower surface of the. On the other hand, the second support 62b2 supports the lower surface of the inside (engine main body side) portion of the connection portion with the bypass passage 35 provided at the rear end of the cylinder row of the intercooler 37. Here, since the second support 62b2 is located directly below the intake air regulating valve 33, as shown in FIG. 11, the mounting bracket 64 that can be connected to the upper portion of the second support 62b2 is used from the side surface. It may be screwed.

Also in the second support bracket, the supports 62b1 and 62b2 may be connected to the connection portion with the intercooler 37 by interposing a vibration-proof material 63 made of an elastic body or the like.

With this configuration, the length of the bypass passage 35 located on the downstream side of the electric supercharger 34 can be shortened and can be arranged compactly, so that the supercharging response of the electric supercharger 34 can be improved. ..

According to the present invention, when the electric supercharger is arranged below the intercooler, the electric supercharger can be arranged compactly, the cooling performance of the electric supercharger can be improved, and the intake air of the engine with a supercharger can be improved. It is useful as a device.

1 engine (engine with supercharger)
10 Engine body 30 Intake path 30a First passage 30b Connection intake pipe (introduction path)
31 Air cleaner 32 Turbocharger 32a Compressor wheel 32b Turbine wheel 33 Intake control valve 34 Electric turbocharger 35 Air bypass passage (bypass passage)
36 Bypass valve 37 Intercooler 38 Surge tank 50 Exhaust passage 55 Internal EGR passage 56 External EGR passage 61 1st support bracket 61c Opening 62 2nd support bracket

Claims (4)

With the intercooler located on the side of the engine body,
An intake device for an engine with a supercharger provided with an electric supercharger arranged below the intercooler.
Both ends of the intercooler in the longitudinal direction are supported by a first support bracket and a second support bracket held on the side of the engine body.
The electric turbocharger is arranged in the area between the first support bracket and the second support bracket on the side of the engine body.
The first support bracket is an intake device for an engine with a supercharger having an opening for circulating cooling air to the electric supercharger. In the intake device of the engine with a supercharger according to claim 1.
The first support bracket is an intake device for an engine with a supercharger having a mesh structure. In the intake device of the engine with a supercharger according to claim 1 or 2.
The electric turbocharger is arranged in a bypass passage branching from the upstream side and the downstream side of the intake air regulating valve arranged on the upstream side of the intercooler in the intake air path.
The second support bracket is an intake device for an engine with a supercharger, which is configured in a three-pronged shape through a downstream portion of the electric supercharger in the bypass passage. In the intake device of the engine with a supercharger according to any one of claims 1 to 3.
The engine body is arranged vertically so that the cylinder row coincides with the front-rear direction of the vehicle.
The first support bracket is arranged on the front side of the vehicle, and the second support bracket is an intake device of an engine with a supercharger arranged on the rear side of the vehicle.

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