JPH01116227A - Supercharger device for engine - Google Patents

Abstract

PURPOSE:To form a supercharger total unit into compact size by providing an input member, which connects to a speed increasing gear, between a blower and a turbine in a turbine shaft of a supercharger. CONSTITUTION:An input pulley 15, increased in its speed by a crankshaft 8 and a speed increasing gear 23, increasing a speed of this input pulley 15, are provided. Since a small contour gear 55, serving as the input member connecting to the second large contour gear 61 of the speed increasing gear 23, is provided between a blower 21 and a turbine 22 in a turbine shaft 54 of a supercharger 24, the turbine shaft 54 and a shaft 52 are arranged not penetrating through a compressor housing 28. Because the speed increasing gear 23 is connected to the small contour gear 55 provided between the blower 21 and the turbine 22, enhancing a layout in its degree of freedom in intake and exhaust systems, the whole unit of the supercharger 24 is constituted in compact size.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to, for example, an engine supercharging device including means for mechanically driving a turbocharger.

(Prior Art) Conventionally, as an engine supercharging device of the above-mentioned example, there is, for example, a device described in Japanese Patent Laid-Open No. 57-20516.

That is, the turbine on the exhaust side and the blower on the intake side are connected by a turbine shaft, and the turbine shaft is guided to the outside without penetrating the inside of the intake pipe, and this lead-out part is linked with the starter, so that the starter is connected at the time of startup. This is an engine supercharging device that supplementally drives a supercharger to improve acceleration response.

However, in the above-mentioned supercharging device, since the turbine shaft is led out from inside the intake pipe,
The overall size of the supercharger was large, which not only made it difficult to install in a passenger car, but also caused problems such as increased intake resistance.

In addition, since the turbine shaft passes through the intake pipe, a special sealing structure is required, and the bearings, electromagnetic clutches, and sealing members on the input shaft side installed in the aforementioned lead-out section are relatively close to the exhaust manifold. Because they are so close together, they are susceptible to heat damage.

(Objective of the Invention) This invention not only can improve the output response in the low rotation range and during acceleration, but also does not increase intake resistance, does not require a special seal structure, and The purpose of the present invention is to provide a compact engine supercharging device that causes little heat damage and has a high degree of freedom in the layout of an intake and exhaust system.

(Structure of the Invention) The present invention includes an exhaust turbo supercharger, a driven rotating member driven by an engine output shaft, and a speed increasing device 2 that speeds up the rotation of the driven rotating member.
An input member in which the proar of the supercharger is disposed on the driven rotating member side in the axial direction of the engine output shaft, and the input member is connected to the speed increasing device between the blower and the turbine on the turbine shaft of the supercharger. It is characterized by being a supercharging device for an engine equipped with a.

(Effects of the Invention) According to the present invention, since the rotating shaft of the supercharger does not pass through the intake system negatively, the intake resistance does not increase and there is no need for a special seal structure.

In addition, an input member is provided on the rotating shaft between the above-mentioned blower and turbine, and the speed increaser is connected to this input member, so the degree of freedom in layout of the intake and exhaust system is increased, and the entire supercharger can be configured compactly. can do.

In addition, since the speed increasing device described above can be disposed at a location away from the exhaust turbine and the exhaust manifold, it is effective in preventing heat damage.

(Actual drop example) An embodiment of the present invention will be described in detail below based on the drawings.

The drawings show an engine supercharging device, and in FIGS. 1, 2, and 3, an engine 3 is mounted horizontally in an engine room 2 below a hood 1.

The above-mentioned engine 3 has an oil pan 5 fixed to the lower part of the cylinder block 4, a cylinder head 6 and a cylinder head cover 7 fixed to the upper part, and a crank pulley 9 fitted to the crankshaft 8 serving as the engine output shaft. There is.

A belt 13 is stretched between the crank pulley 9, a pulley 10 for driving the water pump, and a pulley 12 for driving the alternator 11.

Further, a power steering pump 14 is disposed on the front side of the cylinder block 4, and a belt 16 is stretched between an input pulley 15 of the power steering pump 14 as a driven rotating member and the above-mentioned crank pulley 9.

Further, an air conditioner pulley 17 is disposed on the front side of the cylinder head 6, and a belt 18 is stretched between the air conditioner pulley 17 and the above-mentioned crank pulley 9. Note that 19 and 20 are idler pulleys for tension.

Moreover, the speed increasing device i! is located between the pro lower 21 and the turbine 22 on the front side of the engine 3! supercharger 24 with 23
has been set up.

By the way, to explain the intake system, air cleaner 2
A first intake passage 27 is connected to the outlet side of the compressor 5 via an air 70 meter 26, and this first intake passage 27 is connected to a second intake passage 29 via a compressor housing 28.

Bypassing the compressor housing 28 mentioned above, the first
An intake bypass passage 30 is provided which communicates from the intake passage 27 to the second intake passage 29, and this intake bypass passage 30 includes:
An intake relief valve 31 is provided to prevent excessive supercharging.

Furthermore, an intercooler 32 is provided in the second intake passage 29 mentioned above.
The outlet side of the intercooler 32 is connected to the intake manifold 36 via the third intake passage 33, the throttle chamber 34, and the surge tank 35, and the throttle chamber 34 is provided with a throttle valve 37. are doing.

Next, the exhaust system will be described. The collection part 39 of the exhaust manifold 38 is connected to a turbine housing 40, and the exhaust gas outlet part of the turbine 22 is connected to a catalytic converter 42 and the like via an exhaust passage 41.

Further, from the collection part 39 of the exhaust manifold 38 to the turbine 22
An exhaust bypass passage 43 is provided which bypasses and communicates with the exhaust passage 41, and this exhaust bypass passage 43 is provided with a waste gate valve 44 to prevent excessive supercharging.

Next, to explain the lubricating oil system, an oil pump 47 is connected to a strainer 45 disposed at a predetermined part of the oil pan 5 via an oil passage 46, and a main line 48 on the discharge side of the oil pump 47 is connected to a main gear rally. (not shown), and a relief valve 49 is connected between the above-mentioned mainstream line 48 and the oil pan 5.

In addition, in FIGS. 2 and 3, 50 is a radiator, and 51
is a mission case.

By the way, a power steering pump 14 as an engine auxiliary device is disposed between the input pulley 15 as a driven rotating member driven by the above-mentioned crankshaft 8 and the speed increasing bag W123 shown in FIGS. 3 and 4. The aim is to make the entire engine more compact.

Further, an electromagnetic clutch 53 for switching the above-mentioned supercharger 24 between a mechanical type and a turbo is interposed on the shaft 52, which serves as both the shaft of the power steering pump 14 and the input shaft of the speed increaser 23. In addition to ensuring constant rotation of the auxiliary equipment, the configuration is such that the rotational inertia on the supercharger 24 side is small when the electromagnetic clutch 530F'F is applied.Furthermore, as shown in FIGS. The blower 21 of the engine 24 is disposed on the input pulley 15 side as a driven rotating member in the axial direction of the crankshaft 8, and the blower 21 is arranged on the side of the input pulley 15 as a driven rotating member, and the above-mentioned supercharging i! ! The above-mentioned speed increasing device 15f is installed between the blower 21 and the turbine 22 in the turbine shaft 54 of 1124.
A small diameter gear 55 connected to 23 is fitted therein.

As shown in FIG. 4, the speed increasing device 23 described above has a shaft 52
A first large-diameter gear 56 fitted in a predetermined portion of It has a two-stage speed increase structure in which gears 56.60 and 61.55 are always meshed, and the speed increase ratio is set to about 60, for example, and
This speed increasing device 23 is disposed toward the main body of the supercharger 8 m 24 downward away from the exhaust manifold 38.

In this way, the human-powered pulley 15 driven by the crankshaft 8 and the speed increasing device 23 that increases the rotation speed of the human-powered pulley 15 are provided, while the blower 21 of the supercharger 24 is arranged in the axial direction of the crankshaft 8 as described above. The above-mentioned speed increasing device 2 is disposed on the input pulley 15 side of
Since the small diameter gear 55 is provided as an input member connected to the second large diameter gear 61 of No. 3, the above-mentioned turbine shaft 54 and shaft 52 do not pass through the compressor housing 28 as an intake system.

Therefore, the intake resistance does not increase, and there is no need for a special seal structure.

In addition, since the speed increasing bag @23 is connected to the small diameter gear 55 provided between the blower 21 and the turbine 22, the degree of freedom in the layout of the intake and exhaust system is increased, and the entire supercharger 24 can be made compact. Can be configured.

In addition, since the speed increasing device 23 described above is disposed at a position away from the turbine 22 and the exhaust manifold 38, there is an effect that heat damage can be prevented.

Next, a control system for the electromagnetic clutch 53 mentioned above will be explained.

In the control circuit shown in FIG. 1, the CPU 70 controls the fuel injection valve 66, wastegate valve, 44, drives and controls the electromagnetic clutch 53 and the relief valve 49, and the RAM 67 controls the ON/OF of the electromagnetic clutch 53.
Necessary data such as F data, engine rotation speed data for turning on the electromagnetic clutch 53, and throttle opening data are stored.

The operation of the control circuit configured as described above will be explained with reference to the flowchart shown in FIG.

In the first step 71, the CPLJ 70 connects the electromagnetic clutch 53
is ON or not, and if the electromagnetic clutch 53 is ON, data corresponding to "1" is stored in a predetermined area of the RAM 67 in the next second step 72, while if the electromagnetic clutch 53 is OFF, RAM in another third step 73
Data corresponding to "2" is stored in a predetermined area of 67.

Next, in a fourth step 74, the CPU 70 reads the current engine speed and throttle opening.

Next, in a fifth step 75, the CPU 70 subtracts the current electromagnetic clutch data J1 from the previous electromagnetic clutch data J2, and determines whether or not this subtraction value is positive.

That is, when the electromagnetic clutch 53 is not switched from OFF to ON, it is determined to be positive at 2-1>O, and conversely, when it is switched from ON to OFF, it is determined to be negative at 1°-2 O.

Therefore, in the fifth step 75 described above, the CPU 70
When it is determined that 2-Jl>Q, the process moves to the next sixth step 76.

In this sixth step 76, the CPLI 70 opens the waste gate valve 44 for a predetermined time (tscc) to discharge exhaust gas to the exhaust passage 41 via the exhaust bypass passage 43.

That is, when the electromagnetic clutch 53 is ON and the rotation of the turbine 22 is high, if the turbine 22 is suddenly decelerated, the exhaust gas will be blocked, resulting in poor drivability, and the exhaust pressure will increase, reducing reliability. However, by opening the waste gate valve 44 described above, excessive supercharging is prevented and this problem is solved.

Next, in a seventh step 77, the CPU 70 updates the previous electromagnetic clutch data J2 in a predetermined area of the RAM 67 to the current electromagnetic clutch data J1.

Next, in an eighth step 78, the CPU 70 determines whether the current engine speed is less than or equal to the predetermined rotation speed N shown in FIG. Determine whether or not.

That is, in this eighth step 78, the CPU 70 determines whether or not the exhaust gas energy is small and the exhaust gas is in the high-load, low-speed region A (see FIG. 6).

When the CPU 70 determines in the above-mentioned eighth step 78 that the current is in the high load low rotation region A, the process proceeds to the next ninth step 79.
Then, the CPU 70 turns on the electromagnetic clutch 53 and switches the supercharger 24 to a mechanical engine output shaft drive such as a supercharger, while at the aforementioned eighth step 78, the CPU 70 determines that it is not in the high load low rotation region A. In this case, in another tenth step 80, the CPU 70 turns off the electromagnetic clutch 53 and switches the supercharger 24 to exhaust gas energy drive such as a general turbocharger.

In this way, the above-mentioned electromagnetic clutch 53 is turned on.

By controlling the OF F1ii11 and switching the supercharger 24 between engine output shaft drive and exhaust gas energy drive, it is possible to improve low-speed torque, transient response, and fuel efficiency.

FIG. 7 shows how the electromagnetic clutch 53 described above is controlled by three factors: engine speed, throttle opening, and throttle opening speed.
An example of N, OFF control will be shown.

To describe the operation of this embodiment, the first step 81
So, CPLJ70 is the engine speed, throttle opening,
Read each throttle opening speed.

Next, in a second step 82, the CPU 70 determines whether the current throttle opening speed is a predetermined throttle opening speed Vl.
(See FIG. 8) It is determined whether or not the acceleration is below, in other words, whether there is sudden acceleration or not.

If the CPLI 70 determines in the second step 82 that the current throttle opening speed is high and the acceleration is rapid,
The process moves to the next third step 83.

In this third step 83, the CPU 70 determines whether the current engine rotation speed is a predetermined rotation speed N2 (see FIG. 8).
If it is smaller, that is, if it is determined that the throttle opening speed and engine rotational speed are within region B in FIG. 8, the process moves to the next fourth step 84.

In this fourth step 84, the CPLJ 70 turns on the electromagnetic clutch 53 to switch the supercharger 24 to a mechanical engine output shaft drive such as a supercharger.

On the other hand, if it is determined in the third step 83 that the current engine speed is higher than the set rotation speed N2 and outside the area B in FIG. 8, the process moves to the next fifth step 85.

In this fifth step 85, the CPLJ 70 turns off the electromagnetic clutch 53 and switches the supercharger 24 to exhaust gas energy drive such as a general turbocharger.

On the other hand, when the CPtJ 70 determines in the second step 82 that the throttle opening speed is smaller than the predetermined opening speed v1 and that there is no sudden acceleration, the process moves to the next sixth step 86.

In this sixth step 86, the CPU 70 determines whether or not the current throttle opening is within the preset openings T1, T2 (see FIG. 9), and sets these upper and lower openings Tl,
If it is outside T2, the process moves to the fifth step 85 described above, while if it is determined that the opening degree is 1 and is within T2, the process moves to the next seventh step 87.

In this seventh step 87, the CPU 70 determines that the current engine rotation speed is a predetermined rotation speed N1 (see FIG. 9).
If the current rotation speed of the herring is below the set rotation speed N1, it is determined whether the herring rotation speed is below the set rotation speed N1, and if the rotation speed is higher than the set rotation speed N1, the process moves to the fifth step 85. If the CPU 70 determines that it is within the rotation range C, the process moves to the fourth step 84 described above, and the electromagnetic clutch 5
Turn on 3.

In this way, when the engine speed is low and the exhaust energy is small in the low and medium load region C, the electromagnetic clutch 5
3 is turned ON and the prower 21 is driven by the engine output shaft, the output can be improved.

In addition, in FIG. 9, when the engine speed is low and the load is within the range of extremely small, the electromagnetic clutch 53 is turned off.
The electromagnetic clutch 53 can be turned OFF in the region E where the exhaust gas energy is large, and the fuel efficiency can be improved by setting it to F.
By switching the supercharging l124 to exhaust gas energy drive such as a general turbocharger, it is possible to improve the output with the turbocharger.

In addition, by controlling ON/OFF of the electromagnetic clutch 53 according to the throttle opening speed as shown in FIG. 8, the performance during transient conditions can be improved.

In addition to the above-mentioned embodiments, the exhaust gas pressure is detected by the exhaust pressure sensor 64 on the upstream side of the turbine 22, and when it is lower than the reference exhaust gas pressure, the electromagnetic clutch 53 is turned on.
, the electromagnetic clutch 53 may be turned off when the value is high.

In the correspondence between the structure of this invention and the above-described embodiment, the engine output shaft of this invention corresponds to the crankshaft 8 of the embodiment, and similarly, the driven rotating member corresponds to the input pulley 15 of the auxiliary machine 14. Correspondingly, the turbine shaft of the supercharger corresponds to the turbine shaft 54, and the input member corresponds to the small diameter gear 55.
The present invention is not limited to the configuration of the embodiment described above.

For example, it is of course possible to omit the electromagnetic clutch 53 mentioned above and to use stepless variable pulleys of known structure as each of the pulleys 9 and 15.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention, in which Fig. 1 is a system diagram showing an engine supercharging device, Fig. 2 is a side view of the engine, Fig. 3 is a front view of the engine, and Fig. 4 is a supercharger. 5 is a flowchart showing ON and 0FFailtE of the electromagnetic clutch. FIG. 6 is an explanatory diagram of the electromagnetic clutch ON region. FIG. 7 is a flowchart showing another embodiment of electromagnetic clutch ON and OFF control. FIG. 8 is an explanatory diagram of the 'R11 clutch ON region, and FIG. 9 is an explanatory diagram of the electromagnetic clutch ON region. 8... Crankshaft 15... Input pulley 21
...Blower 22...Turbine 23...
Speed increaser 24...Supercharger 54...Turn shaft 55...Small diameter gear Fig. 6 Fig. 5 Engine rotation speed Fig. 9

Claims (1)

[Claims] (1) An exhaust turbo supercharger is provided, a driven rotating member driven by the engine output shaft, and a speed increasing device that increases the rotation speed of the driven rotating member, and an axis of the engine output shaft. The blower of the supercharger is disposed on the driven rotating member side in the direction, and an input member connected to the speed increasing device is provided between the blower and the turbine on the turbine shaft of the supercharger. Feeding device.