JPH0118247B2 - - Google Patents
Info
- Publication number
- JPH0118247B2 JPH0118247B2 JP55132508A JP13250880A JPH0118247B2 JP H0118247 B2 JPH0118247 B2 JP H0118247B2 JP 55132508 A JP55132508 A JP 55132508A JP 13250880 A JP13250880 A JP 13250880A JP H0118247 B2 JPH0118247 B2 JP H0118247B2
- Authority
- JP
- Japan
- Prior art keywords
- compressed air
- air
- engine
- turbine
- exhaust
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 238000007664 blowing Methods 0.000 claims description 27
- 230000001133 acceleration Effects 0.000 claims description 14
- 238000011144 upstream manufacturing Methods 0.000 claims description 8
- 238000002485 combustion reaction Methods 0.000 claims description 3
- 238000001514 detection method Methods 0.000 description 6
- 230000007423 decrease Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
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- Supercharger (AREA)
Description
【発明の詳細な説明】
本発明は排気タービン過給機付内燃機関の加速
時特性を改良した圧縮空気吹込装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a compressed air blowing device that improves acceleration characteristics of an internal combustion engine with an exhaust turbine supercharger.
排気タービン過給機は機関の排気ガスでタービ
ンを駆動し、該タービン軸に連結されたコンプレ
ツサによつて給気を過給するものとなつている。 The exhaust turbine supercharger drives a turbine using exhaust gas from an engine, and supercharges air by means of a compressor connected to the turbine shaft.
このため、機関に急に負荷が加わり、加速しよ
うとしても、排気ガス量がそれに応答してすぐに
は上昇しないので、機関回転数が低下するなど加
速特性が良くないものとなつていた。 For this reason, even if a load is suddenly applied to the engine and the engine attempts to accelerate, the amount of exhaust gas does not immediately increase in response, resulting in poor acceleration characteristics such as a decrease in engine speed.
上記欠点を改良するものとして、機関の加速時
に給気系又は排気系のどちらか一方に圧縮空気を
吹き込む装置も公知である。 To improve the above-mentioned drawbacks, devices are also known that blow compressed air into either the intake system or the exhaust system when the engine accelerates.
第１図を参照して、機関の加速検出装置１の信
号を受けて圧縮空気の吹込みノズル２に設けられ
た弁３を開閉する。吹込みノズル２は給気系のコ
ンプレツサ４の位置よりも上流の給気通路５に配
置され、機関の加速時に該給気通路５に圧縮空気
を吹き込む。 Referring to FIG. 1, a valve 3 provided in a compressed air blowing nozzle 2 is opened and closed in response to a signal from an engine acceleration detection device 1. The blowing nozzle 2 is arranged in an air supply passage 5 upstream of the compressor 4 of the air supply system, and blows compressed air into the air supply passage 5 when the engine is accelerated.
第２図を参照して、圧縮空気の吹込ノズル６は
排気系のタービン７よりも上流の排気通路８に配
置され、加速検出装置９の信号により加速時に排
気通路８に圧縮空気を吹き込む。 Referring to FIG. 2, a compressed air blowing nozzle 6 is arranged in an exhaust passage 8 upstream of a turbine 7 of the exhaust system, and blows compressed air into the exhaust passage 8 during acceleration based on a signal from an acceleration detection device 9.
上記第１，２図に示す圧縮空気の吹込装置はい
ずれも公知のものであるが、次のような欠点を有
する。 Both of the compressed air blowing devices shown in FIGS. 1 and 2 are known, but they have the following drawbacks.
機関の加速時にはそれに応答する排気ガス量が
急速に得られないので、そのかわりとして圧縮空
気を使用する。 When the engine accelerates, a corresponding amount of exhaust gas is not available rapidly, so compressed air is used instead.
したがつて、必要な圧縮空気の量はその加速状
態により定められるわけであるが、一個所に大量
に吹き込むとその効率が低下する傾向にある。 Therefore, the amount of compressed air required is determined by its acceleration state, but if a large amount is blown into one location, its efficiency tends to decrease.
第３図は縦軸に圧縮空気の吹き込みによる出力
アツプの効率（η）を示し、横軸は圧縮空気の吹
込み量（又は圧力）を示す。 In FIG. 3, the vertical axis shows the efficiency (η) of increasing the output by blowing compressed air, and the horizontal axis shows the amount (or pressure) of compressed air blowing.
特性曲線は吹込み量の比較的少ないＴで最高効
率となり、そこを頂点として左右方向に減少す
る。 The characteristic curve has the highest efficiency at T, where the blowing amount is relatively small, and decreases in the horizontal direction with the peak there.
したがつて、Ｔを含む所定範囲（Ｒ−R′）で
吹込み量を選ぶのが最も望ましいが、通常の機関
における加速状態はＴを越えた点が多い。 Therefore, it is most desirable to select the injection amount within a predetermined range (R-R') including T, but the acceleration state in a normal engine often exceeds T.
上記特性は、圧縮空気の吹込みが給気系の場合
も、排気系の場合もほとんど同様である。 The above characteristics are almost the same whether the compressed air is blown into the air supply system or the exhaust system.
今、給気系又は排気系のうち一個所だけに圧縮
空気を吹き込んだとすると、図のＵの吹き込み量
となり、効率はＶとなる。このＶの値は最高効率
のＭと比べると相当に低い値となる。 Now, if compressed air is blown into only one part of the air supply system or the exhaust system, the amount of air blown will be U in the figure, and the efficiency will be V. This value of V is considerably lower than M, which has the highest efficiency.
一方、第１図に示されるコンプレツサ４の上流
の給気通路５に吹き込むものでは次のような欠点
が生ずる。 On the other hand, the one that blows into the air supply passage 5 upstream of the compressor 4 shown in FIG. 1 has the following drawbacks.
吹込みノズル２によつて吹き込まれた空気流は
給気通路５内の噴流となつてコンプレツサ４へ向
けて流れる。このため、給気流が乱流となり、コ
ンプレツサ４内で加圧される効率がよくない。 The air flow blown by the blow nozzle 2 becomes a jet flow in the air supply passage 5 and flows toward the compressor 4. For this reason, the supply air flow becomes turbulent, and the efficiency with which the air is pressurized within the compressor 4 is not good.
そこで、本発明の目的は、上記欠点を改良し、
圧縮空気の吹込み効率を向上させ、圧縮空気の貯
蔵タンクを小型化し、又は圧縮空気圧を低下させ
た加速補助方法及び装置を提供せんとするにあ
る。 Therefore, the purpose of the present invention is to improve the above-mentioned drawbacks,
It is an object of the present invention to provide an acceleration assisting method and device that improves the blowing efficiency of compressed air, downsizes a compressed air storage tank, or reduces compressed air pressure.
以下、本発明の装置を詳細に説明する。 Hereinafter, the apparatus of the present invention will be explained in detail.
前述の第３図に戻つて、圧縮空気の吹き込み量
は少ない方が効率はよいが、必要空気量に満たな
い。 Returning to FIG. 3 above, the smaller the amount of compressed air blown, the better the efficiency, but it does not meet the required amount of air.
そこで、必要空気量Ｕを給気系と排気系の２個
所へ分割して吹き込む。 Therefore, the required amount of air U is divided and blown into two places, the air supply system and the exhaust system.
すなわち、給気系へ1/2Ｕ、排気系へ1/2Ｕずつ
吹き込む訳である。 In other words, 1/2U is blown into the air supply system and 1/2U is blown into the exhaust system.
すると、吹込みによる効率はＭとなり、この値
は少なくともＶよりも大巾によくなる。 Then, the efficiency due to blowing becomes M, which is at least much better than V.
上記の場合、給気系と排気系の効率特性は必ら
ずしも全く一致するものではないので、吹込み量
を丁度1/2とするとは限らない。 In the above case, the efficiency characteristics of the air supply system and the exhaust system do not necessarily match at all, so the blowing amount cannot necessarily be set to exactly 1/2.
上述の理由により本発明は機関の加速時に給気
系と排気系の両者に圧縮空気を吹込む構成とする
ものである。 For the above-mentioned reasons, the present invention is configured to blow compressed air into both the air supply system and the exhaust system when the engine accelerates.
第４図は本発明の一実施例になる装置を示すも
のである。 FIG. 4 shows an apparatus according to an embodiment of the present invention.
機関１１は排気タービン過給機１２を有し、該
排気タービン過給機１２はコンプレツサ１３及び
タービン１４とからなつている。 The engine 11 has an exhaust turbine supercharger 12, and the exhaust turbine supercharger 12 is made up of a compressor 13 and a turbine 14.
給気はコンプレツサ１３の上流に位置する給気
通路１５1を通つてコンプレツサ１１３へ入り、
コンプレツサ１３の後流の給気通路１５2を通つ
て給気マニホルド１６へ導入される。機関１１か
らの排気は、排気マニホルド１７を介してタービ
ン上流の排気通路１８1へ導かれ、タービン１４
を駆動して後、タービン後流の排気通路１８2へ
排気される。 The supply air enters the compressor 113 through the supply air passage 151 located upstream of the compressor 13,
The air is introduced into the air supply manifold 16 through the air supply passage 15 2 downstream of the compressor 13 . Exhaust gas from the engine 11 is guided through the exhaust manifold 17 to the exhaust passage 18 1 upstream of the turbine, and
After driving, the air is exhausted to the exhaust passage 18 2 downstream of the turbine.
機関の回転数、負荷等を検知して加速状態を検
出する検出装置１９が設けられ、該検出装置１９
からの信号は圧縮空気の吹込装置の開閉弁２０に
与えられる。 A detection device 19 is provided that detects the acceleration state by detecting the rotation speed, load, etc. of the engine, and the detection device 19
The signal from is given to the on-off valve 20 of the compressed air blowing device.
圧縮空気の吹込装置は圧縮空気を貯蔵するタン
ク２１、弁２０及び吹込みノズル２２，２３から
なつている。吹込みノズル２２は給気通路１５1
にコンプレツサ１３へ向けて開口し、吹込みノズ
ル２３はタービン１４に開口している。 The compressed air blowing device consists of a tank 21 for storing compressed air, a valve 20 and blowing nozzles 22, 23. The blowing nozzle 22 is connected to the air supply passage 15 1
The blow nozzle 23 opens toward the compressor 13 , and the blow nozzle 23 opens toward the turbine 14 .
吹込みノズル２２の先端には筒体２４が設けら
れている。 A cylindrical body 24 is provided at the tip of the blow nozzle 22.
第５図を参照して筒体２４は半径方向外方に開
く拡開部２４1と内径が最も絞られるのど部２４2
と内径が徐々に拡大する末広部２４3とからなり、
吹込みノズル２２の先端が前記拡開部２４1に臨
ませて配設される。前記拡開部２４1と吹き込み
ノズル２２との間には環状の間隙が設けられ、後
述の如く圧縮空気の吹き込み時にエゼクタ効果を
生ぜしむる。 Referring to FIG. 5, the cylindrical body 24 has a widened portion 24 1 that opens outward in the radial direction and a throat portion 24 2 where the inner diameter is narrowest.
and a diverging part 243 whose inner diameter gradually increases,
The tip of the blowing nozzle 22 is arranged so as to face the expanded portion 24 1 . An annular gap is provided between the expanded portion 24 1 and the blowing nozzle 22, which produces an ejector effect when compressed air is blown, as will be described later.
本発明は上記の如く構成されているので、機関
が加速時になると、検出装置１９でこれを検出
し、該検出装置１９からの信号によつて弁２０が
開く。すると、吹込ノズル２２から給気通路１５
１へ、吹込みノズル２３からタービン１４に夫々
圧縮空気が吹き込まれる。 Since the present invention is constructed as described above, when the engine accelerates, the detection device 19 detects this, and the valve 20 opens in response to a signal from the detection device 19. Then, from the blow nozzle 22 to the air supply passage 15
1 , compressed air is blown into the turbine 14 from the blow nozzle 23, respectively.
給気通路１５1へ吹き込まれた圧縮空気は第５
図のＪの如く噴流となつて流れるが、このときエ
ゼクタ効果が生じて図のＰの如く上流の給気を引
き連れて流れる。そして、のど部２４2で最大速
度となり、続いて末広部２４3で整流されながら
動圧から静圧へ向けて徐々に変換される。 The compressed air blown into the air supply passage 15 1 is
The air flows as a jet as shown in J in the figure, but at this time an ejector effect occurs and the air flows along with the upstream supply air as shown in P in the figure. Then, the velocity reaches the maximum speed at the throat portion 24 2 , and then the flow is rectified at the diverging portion 24 3 and gradually converted from dynamic pressure to static pressure.
タービン１４に吹き込まれた圧縮空気はタービ
ン１４のブレード（図示しない）に直接衝突して
タービン１４の回転を上昇させてコンプレツサ１
３による過給度を上昇させる。 The compressed air blown into the turbine 14 directly collides with the blades (not shown) of the turbine 14 and increases the rotation of the turbine 14.
3 to increase the degree of supercharging.
以上は本発明の一実施例であつて、本発明は次
のような構成とすることも含むものである。 The above is one embodiment of the present invention, and the present invention also includes the following configuration.
排気系への吹込みは、タービンへ直接、又はタ
ービン上流の排気通路が最も望ましく、タービン
後流又は排気マニホルドでもよい。ただし、ター
ビン後流の場合には圧縮空気の吹込みによつて該
吹込み位置の圧力を低下させるような工夫をする
ことが必要である。 Blowing into the exhaust system is most preferably direct to the turbine or in the exhaust passage upstream of the turbine, but may also be downstream of the turbine or in the exhaust manifold. However, in the case of the downstream side of the turbine, it is necessary to take measures to reduce the pressure at the blowing position by blowing in compressed air.
以上のとおり、本発明によると、加速時の空気
吹込み効率を著しく向上させるので、圧縮空気の
吹込み量の低減をはかることができる。 As described above, according to the present invention, the air blowing efficiency during acceleration is significantly improved, so that the amount of compressed air blowing can be reduced.
さらに、エゼクタ効果を利用して圧縮空気の吹
き込み流により大量の空気をコンプレツサへ送り
込むことができるとともに空気流を整流すること
ができるので、コンプレツサへ流入する空気流が
乱流とならず、過給効率（コンプレツサによる昇
圧効率）が高められる。 Furthermore, by using the ejector effect, a large amount of air can be sent to the compressor by blowing compressed air, and the air flow can be rectified, so the air flow flowing into the compressor does not become turbulent and the supercharging Efficiency (boosting efficiency by compressor) is increased.
又、圧縮空気はタンク内に貯蔵されているので
タンクの小型化を達成しうるものとなり、殊に車
輌用の機関に適したものとなる。 Furthermore, since the compressed air is stored in the tank, the tank can be made smaller, making it particularly suitable for vehicular engines.
さらに又、圧縮空気圧を低減しうるので、圧縮
空気吹込み装置の簡素化もはかることができる。 Furthermore, since the compressed air pressure can be reduced, the compressed air blowing device can also be simplified.
第１，２図は公知の加速時補助装置の一例を示
す図、第３図は圧縮空気の吹込み特性を示す線
図、第４図は本発明の一実施例を示す系統図、第
５図は本発明の筒体の一実施例を示す断面図であ
る。
1 and 2 are diagrams showing an example of a known acceleration assist device, FIG. 3 is a line diagram showing compressed air blowing characteristics, FIG. 4 is a system diagram showing an embodiment of the present invention, and FIG. The figure is a sectional view showing an embodiment of the cylindrical body of the present invention.
Claims (1)
つてコンプレツサを駆動して給気を過給する排気
タービン過給機付内燃機関において、機関の加速
を検知する手段を設け、該検知する手段からの信
号によつて開閉する弁を有する圧縮空気吹込装置
を設けて機関加速時に給気系と排気系と両者に圧
縮空気を吹き込むとともに、前記給気系への吹き
込みがコンプレツサの上流の給気通路にコンプレ
ツサの方向へ向けて開口する吹込みノズルと該吹
込みノズルの先端に設けられた内径がラツパ状の
筒体とからなり、前記吹込みノズルから吹き込ま
れた圧縮空気流を整流することを特徴とする排気
タービン過給機付内燃機関における加速時補助装
置。1. In an internal combustion engine with an exhaust turbine supercharger that drives a turbine with exhaust gas and uses the turbine to drive a compressor to supercharge air supply, a means for detecting acceleration of the engine is provided, and a means for detecting acceleration of the engine is provided. A compressed air blowing device having a valve that opens and closes in response to a signal is provided to blow compressed air into both the air supply system and the exhaust system when the engine accelerates, and the air blowing into the air supply system is directed into the air supply passage upstream of the compressor. It consists of a blow nozzle that opens toward the compressor, and a cylindrical body provided at the tip of the blow nozzle with an inner diameter in the shape of a rattle, and rectifies the compressed air flow blown from the blow nozzle. Acceleration auxiliary device for an internal combustion engine with an exhaust turbine supercharger.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13250880A JPS5759022A (en) | 1980-09-24 | 1980-09-24 | Auxiliary device in acceleration of internal combustion engine with exhaust gas turbine supercharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13250880A JPS5759022A (en) | 1980-09-24 | 1980-09-24 | Auxiliary device in acceleration of internal combustion engine with exhaust gas turbine supercharger |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5759022A JPS5759022A (en) | 1982-04-09 |
| JPH0118247B2 true JPH0118247B2 (en) | 1989-04-05 |
Family
ID=15082986
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP13250880A Granted JPS5759022A (en) | 1980-09-24 | 1980-09-24 | Auxiliary device in acceleration of internal combustion engine with exhaust gas turbine supercharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5759022A (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7076952B1 (en) | 2005-01-02 | 2006-07-18 | Jan Vetrovec | Supercharged internal combustion engine |
| US7685819B2 (en) | 2006-03-27 | 2010-03-30 | Aqwest Llc | Turbocharged internal combustion engine system |
| US9239034B2 (en) * | 2012-09-12 | 2016-01-19 | Ford Global Technologies, Llc | Ejector system for a vehicle |
| NL2009986C2 (en) * | 2012-12-14 | 2014-06-17 | Arie Jan Hekman | Method for operating a turbocharged internal combustion engine with turbolag compensation. |
| BG66962B1 (en) * | 2015-05-14 | 2019-09-16 | Стефанов Райчинов Галин | Gas turbine system with a pulsating gas stream from an internal combstion engine |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS53110708A (en) * | 1977-03-10 | 1978-09-27 | Mitsubishi Heavy Ind Ltd | Internal combustion engine |
| JPS5557621A (en) * | 1978-10-24 | 1980-04-28 | Sanzou Okuda | Rapid-acceleration auxiliary device of supercharger utilizing exhaust gas |
-
1980
- 1980-09-24 JP JP13250880A patent/JPS5759022A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS53110708A (en) * | 1977-03-10 | 1978-09-27 | Mitsubishi Heavy Ind Ltd | Internal combustion engine |
| JPS5557621A (en) * | 1978-10-24 | 1980-04-28 | Sanzou Okuda | Rapid-acceleration auxiliary device of supercharger utilizing exhaust gas |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5759022A (en) | 1982-04-09 |
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