JPH0275734A - Diesel engine with turbocharger - Google Patents
Diesel engine with turbochargerInfo
- Publication number
- JPH0275734A JPH0275734A JP22800988A JP22800988A JPH0275734A JP H0275734 A JPH0275734 A JP H0275734A JP 22800988 A JP22800988 A JP 22800988A JP 22800988 A JP22800988 A JP 22800988A JP H0275734 A JPH0275734 A JP H0275734A
- Authority
- JP
- Japan
- Prior art keywords
- supercharger
- rotation
- engine
- speed
- intake
- 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.)
- Granted
Links
- 238000006073 displacement reaction Methods 0.000 claims description 3
- 230000001133 acceleration Effects 0.000 abstract 1
- 230000006835 compression Effects 0.000 description 14
- 238000007906 compression Methods 0.000 description 14
- 238000010586 diagram Methods 0.000 description 7
- 238000002485 combustion reaction Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 238000001816 cooling Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Landscapes
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Supercharger (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、機械式過給機を備えたディーゼル機関に関す
る。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a diesel engine equipped with a mechanical supercharger.
（従来の技術および課Ｍ）
ディーゼル機関は圧縮着火を行うため、寒冷時に始動性
が大きく悪化し、特に渦流室式のディーゼル機関の場合
、吸気が渦流室に流入する際に冷却されて、ピストンの
圧縮により得られる吸気温度が低下するので、機関の圧
縮比を２１〜２３と、直噴式の圧縮比が１７〜１９であ
るのに比べて高く設定して圧縮温度を上昇させ、始動性
および暖機性を確保する必要があった。(Conventional technology and Section M) Diesel engines use compression ignition, so starting performance deteriorates greatly in cold weather. Especially in the case of diesel engines with a swirl chamber, when the intake air flows into the swirl chamber, it is cooled and the piston is heated. Since the intake air temperature obtained by compression of It was necessary to ensure warm-up performance.
しかしながら、ディーゼル機関においてこのように高圧
縮比に設定された場合、暖機後の運転条件では、燃焼に
よるピーク圧力が１００ｋｇ／ｃｍ２を越えるオーダと
なり、それに耐えられるようなピストン、コンロッドお
よびクランク軸のそれぞれ強度が要求されることにより
、往復運動部材の質量増加、また筒内圧力が上昇するこ
とに上り７リクシａンの増大を招き、その結果機関回転
数の上昇に伴ってトルク損失が大島（なり、ｌｆ１Ｍ回
転敗回転限が例えば５０００ ｒｐｍと、ガソリン機関
の７０００ ｒｐｍに比べて大巾に制限され、機関出力
を低下させる要因になった（例えば待閏昭６１−２３８
２９号公報参照）。However, when a diesel engine is set to such a high compression ratio, the peak pressure due to combustion will be on the order of over 100 kg/cm2 under operating conditions after warm-up, and the piston, connecting rod, and crankshaft must be designed to withstand it. As each strength is required, the mass of the reciprocating member increases, and the pressure inside the cylinder increases, resulting in an increase in 7 yx. As a result, as the engine speed increases, the torque loss increases ( As a result, the lf1M rotation failure speed limit was, for example, 5,000 rpm, which was much more limited than the 7,000 rpm of a gasoline engine, which caused a reduction in engine output (for example,
(See Publication No. 29).
本発明は、こうした従来の問題点に着目し、ディーゼル
機関の運松性詣を損なうことがなく、始動性を改善する
ことを目的とする。The present invention focuses on these conventional problems and aims to improve the startability of a diesel engine without impairing its performance.
（問題点を解決するための手段）
上記目的を達成するため本発明では、機関の吸気系にク
ランク軸に同Ｍして回転駆動される容積型過給機を備え
たディーゼル機関において、機関始動時に前記過給機の
回転数Ｎｓと前記クランク軸の回転数Ｎｅの比？＝Ｎｓ
／Ｎｅが大きくなるように前記過給機を増速する手段を
設け、かつ吸気通路の途中に絞弁を設け、始動時にこの
絞弁の開度を小さくする駆動手段を設けた。(Means for Solving the Problems) In order to achieve the above object, the present invention provides a method for starting the engine in a diesel engine equipped with a positive displacement supercharger in the intake system of the engine that is rotatably driven by the crankshaft. When is the ratio of the rotation speed Ns of the supercharger to the rotation speed Ne of the crankshaft? =Ns
A means for increasing the speed of the supercharger so that /Ne becomes larger is provided, a throttle valve is provided in the middle of the intake passage, and a drive means is provided for reducing the opening degree of the throttle valve at the time of startup.
（作用）
上記構成に基づき、始動時に過給機を増速回転すること
により、過給機から吐出ｔ７＋！気温度と圧力を共に上
昇させるが、この始動時に絞弁が吸気通路を紋ることに
より、絞弁を通過する空気流は等エンタルピ膨張により
その温度をほとんど低下させずにその圧力を大幅に低下
させる。これにより、ピストン圧縮時における燃焼室の
温度を大幅に上昇させて着火性を確保するとともに、燃
焼のピーク圧力を低減して始動時における機関振動を抑
制できる。(Function) Based on the above configuration, by increasing the speed of the turbocharger at startup, the turbocharger discharges t7+! Both the temperature and pressure of the air rise, but since the throttle valve blocks the intake passage during this startup, the airflow passing through the throttle valve undergoes isenthalpic expansion, which causes the pressure to drop significantly with almost no drop in temperature. let As a result, the temperature of the combustion chamber during piston compression can be significantly increased to ensure ignitability, and the peak pressure of combustion can be reduced to suppress engine vibration during startup.
このように過給機の増速回転により始動性が確保される
ことにより、［９の圧縮比を低めに設定しで、始動後の
通常連１１ｉｉ−時における燃焼のピーク圧力を低減す
ることが可能となり、８！閏の高回転化がはかれる。In this way, by ensuring startability by increasing the speed of the turbocharger, it is possible to set the compression ratio of [9] low to reduce the peak pressure of combustion during the normal cycle 11ii- after startup. Now possible, 8! The leap speed can be increased.
（実施例）
以下、本発明の一実施例を添付図面に基づいて説明する
。(Example) Hereinafter, one example of the present invention will be described based on the accompanying drawings.
第１図、第２図にそれぞれ示すように、過給機５は渦流
室式ディーゼル機関１の吸気管２に接続され、一対のロ
ーフ１０がケーシング１９との気密を保ちながら回転す
ることにより、エアクリーナ３から取り入れた吸気を機
関１の各気筒に過給するようになっている。As shown in FIGS. 1 and 2, the supercharger 5 is connected to the intake pipe 2 of the swirl chamber type diesel engine 1, and the pair of loaves 10 rotate while maintaining airtightness with the casing 19. The intake air taken in from the air cleaner 3 is supercharged to each cylinder of the engine 1.
過給機５は２つの駆動軸１１．１２を備え、各駆動軸１
１．１２に第一、第二電磁クラッチ１３゜１４を介して
プーリ１５，１Ｇがそれぞれ連結される。The supercharger 5 comprises two drive shafts 11.12, each drive shaft 1
1.12, pulleys 15 and 1G are connected via first and second electromagnetic clutches 13 and 14, respectively.
一方のプーリ１５は機関１のクランク軸４に取付けられ
たプーリ６との闇にベルト１７が掛は回され、第一電磁
クラッチ１３の接続により過給機５が機関１に同期して
駆動される。A belt 17 is connected to one pulley 15 and a pulley 6 attached to the crankshaft 4 of the engine 1, and the supercharger 5 is driven in synchronization with the engine 1 by connecting the first electromagnetic clutch 13. Ru.
図中７は電動モータで、その出カ紬８にはプーリ９が連
結され、このプーリ９とプーリ１６の間にベルト１８が
掛は回されて、第二クラッチ１４の接続により過給機５
をモータフにより駆動できるようになっている。In the figure, reference numeral 7 designates an electric motor, and a pulley 9 is connected to its output 8. A belt 18 is hooked between the pulley 9 and the pulley 16, and when the second clutch 14 is connected, the supercharger 5
can be driven by a motor.
第３図にも示すように、過給機５より上流側の吸気Ｗ３
６に絞弁３５を介装し、エアクリーナ３から取り入れら
れた吸気流を絞るようにする。As shown in FIG. 3, the intake air W3 on the upstream side of the supercharger 5
A throttle valve 35 is interposed in the air cleaner 6 to throttle the intake air flow taken in from the air cleaner 3.
図中３７は絞弁３５をｍｍ駆動するグイヤ７ラム装置で
あり、そのダイヤプラム室３８を過給機５の下流側の吸
気管２に連通する圧力導入通路３９を配設し、圧力導入
通路３９の途中にソレノイドパルプ４０を介装して、こ
のソレノイドパルプ４０の切換作動によりダイヤプラム
室３８には過給圧と大気圧とが選択的に導かれる。ダイ
ヤプラム室３８に過給圧が導かれている状態では、図示
するようにスプリング４１に抗して絞弁３５の開度を小
さくして過給圧を設定値以下に調節する一方、ダイヤプ
ラム室３８に大気圧が導かれている状態では、スプリン
グ４１の付勢力により絞弁３５を全開位置に保持するよ
うになっている。In the figure, 37 is a Guya 7 ram device that drives the throttle valve 35 by mm, and a pressure introduction passage 39 is provided that communicates the diaphragm chamber 38 with the intake pipe 2 on the downstream side of the supercharger 5. A solenoid pulp 40 is interposed in the middle of the diaphragm chamber 39, and supercharging pressure and atmospheric pressure are selectively introduced into the diaphragm chamber 38 by switching operation of the solenoid pulp 40. When the supercharging pressure is introduced into the diaphragm chamber 38, the opening degree of the throttle valve 35 is reduced against the spring 41 to adjust the supercharging pressure below the set value, as shown in the figure. When atmospheric pressure is introduced into the chamber 38, the urging force of the spring 41 holds the throttle valve 35 in the fully open position.
第４図はディーゼル機関１のコントロールシステムを示
す図であり、コントロールユニット２１は始動時にイグ
ニツシタンスイッチ２４の信号を入力してグロープラグ
２５を作動、させて渦流室３０を加熱するとともに、機
ｒＲ１の回転センサ２２、過給機５の上流側に設けられ
る吸気温センサ３１、過給機５の下流側に設けられる過
給圧センサ３２、過給機５の回転センサ３３の各検出信
号を入力して、始動時に第一クラッチ１３を解除し、第
二クラッチ１４を接続してモータ７を駆動し、過給機５
に流入する吸気温度に応じて過給ｌ９１５の回転を増速
制御するとともに、ソレノイドパルプ４０を作動させて
過給機５の吐出圧力をグ′イヤ７ラム装置３７に導いて
絞弁３５を閉弁させる。FIG. 4 is a diagram showing the control system of the diesel engine 1, in which the control unit 21 inputs a signal from the ignition switch 24 at the time of starting, activates the glow plug 25, heats the swirl chamber 30, and heats the engine. Each detection signal of the rotation sensor 22 of rR1, the intake air temperature sensor 31 provided on the upstream side of the supercharger 5, the supercharging pressure sensor 32 provided on the downstream side of the supercharger 5, and the rotation sensor 33 of the supercharger 5 is detected. input, the first clutch 13 is released at startup, the second clutch 14 is connected to drive the motor 7, and the supercharger 5 is activated.
The rotation of the supercharger 915 is controlled to increase in speed according to the temperature of the intake air flowing into the engine, and the solenoid pulp 40 is operated to guide the discharge pressure of the supercharger 5 to the tire 7 ram device 37 to close the throttle valve 35. Let me speak.
第５図はコントロールユニット２１における過給Ｗｉ５
の制御マツプであり、過給機５に流入する吸気温度が１
０．０．−１０．−２０℃と低くなるにしたがって、モ
ータ７の回転を制御して過給機５の回転数を上昇させ、
過給機５の回転数Ｎｓとクランク軸４の回転数Ｎｅの比
り＝Ｎｓ／Ｎｅを大きくして、過給機５から吐出される
吸気温度を適性に高める。Fig. 5 shows the supercharging Wi5 in the control unit 21.
is a control map, and the intake air temperature flowing into the supercharger 5 is 1
0.0. -10. As the temperature decreases to -20°C, the rotation of the motor 7 is controlled to increase the rotation speed of the supercharger 5,
The ratio of the rotation speed Ns of the supercharger 5 to the rotation speed Ne of the crankshaft 4 = Ns/Ne is increased to appropriately increase the temperature of the intake air discharged from the supercharger 5.
このように構成してあり、始動時に過給機５の回転を増
速することにより、過給８！５から吐出する吸気温度と
共に圧力を上昇させるが、この始動時に絞弁３５が過給
ｆｉ５に流入する空気流を絞ることにより、空気流は等
エンタルピ膨張によりその温度をほとんど低下させずに
その圧力を大幅に低下させる。このため、ピストン圧縮
時における渦流室３０の温度を大幅に上昇させて着火性
を確保するとともに、燃焼のピーク圧力を低減して始動
時における機関振動を抑制することができる。With this configuration, by increasing the rotation speed of the supercharger 5 at the time of startup, the pressure is increased along with the temperature of the intake air discharged from the supercharger 8!5. By throttling the airflow entering the airflow, the airflow significantly reduces its pressure with little reduction in its temperature due to isenthalpic expansion. Therefore, it is possible to significantly increase the temperature of the swirl chamber 30 during piston compression to ensure ignitability, and to reduce the peak pressure of combustion to suppress engine vibration during startup.
このように過給機５の増速に伴い始動性が確保されるこ
とにより、Ｐ！ｌ１１Ｉｉ１の圧縮比を低めに設定する
ことが可能となる。第６図は機関１の圧縮比と圧縮上死
点における渦流室３０内の吸気温度の関係を表した特性
図であり、過給ｆｉ５による吸気加熱作用により２０℃
相当の温度が上昇したとすると、過給１ｆｉ５に流入す
る吸気温度が一２０°Ｃの条件化で、始動時に必要な圧
縮上死、へ温度６００℃を確保するのに、機関１の圧縮
比を２１から１８近くに下げることができる。このよう
に、過給Ｗ１５を増速することにより良好な始動性を確
保しつつ、機関１の圧縮比を始動後の運転条件に対応し
て適正に設定することが可能となり、燃焼によるピーク
圧力が低減されて機関の高回転化がはかれる。In this way, by ensuring startability as the speed of the supercharger 5 increases, P! It becomes possible to set the compression ratio of l11Ii1 to be low. FIG. 6 is a characteristic diagram showing the relationship between the compression ratio of the engine 1 and the intake air temperature in the swirl chamber 30 at compression top dead center.
Assuming that the temperature has risen considerably, the compression ratio of engine 1 will have to be 600°C to maintain the required compression top-dead temperature at startup under the condition that the intake air temperature flowing into supercharging 1fi5 is 120°C. can be lowered from 21 to nearly 18. In this way, by increasing the speed of the supercharging W15, it is possible to ensure good startability and to appropriately set the compression ratio of the engine 1 in accordance with the operating conditions after starting, thereby reducing the peak pressure due to combustion. is reduced, allowing the engine to run at higher speeds.
第７図は過給機５の回転数に対する圧力比および空気温
度の関係、第８図は過給８！５の回転数に対する圧力比
および体積効率の関係を表した特性図であり、これらか
ら圧力比１．４で空気の上昇する温度を約５０℃、体積
効率１ｖを約６５％確保するために、過給機５の回転数
Ｎｓを２０００ｒｐ−に設定すれは良いことがわかる。Fig. 7 is a characteristic diagram showing the relationship between the pressure ratio and air temperature with respect to the rotation speed of the supercharger 5, and Fig. 8 is a characteristic diagram showing the relationship between the pressure ratio and volumetric efficiency with respect to the rotation speed of the supercharger 8!5. It can be seen that it is good to set the rotational speed Ns of the supercharger 5 to 2000 rp- in order to ensure that the temperature of the air increases to about 50° C. and the volumetric efficiency of 1v to about 65% at a pressure ratio of 1.4.
なお、過給機５から吐出する吸気は吸気系および渦流室
３０に流入する過程で冷却されるため、この冷却分を見
込んで高めに設定する必要がある。Note that since the intake air discharged from the supercharger 5 is cooled in the process of flowing into the intake system and the swirl chamber 30, it is necessary to set the intake air to a high value in consideration of this cooling amount.
なお、絞弁３５を過給機５の下流側に設けてもよい。Note that the throttle valve 35 may be provided downstream of the supercharger 5.
（発明の効果）
以上の通り本発明によれば、機関の吸気系にクランク軸
に同期して回転駆動される容積型過給機を備えたディー
ゼルｆｉ閏において、機関始動時には前記過給機の回転
数Ｎｓと前記クランク軸の回転数Ｎｅの比り＝Ｎｓ／Ｎ
ｅが大きくなるように前記過給機を増速する手段を設け
るとともに、始動時に吸気流路を紋る絞弁を設けたため
、寒冷時の渦流室式ディーゼル機関のように不利な条件
でも吸気温度を高めて始動性を十分に確保するとともに
、絞弁により吸気圧力を低減して始動時における機関振
動を抑制できる。これにより、始動性を確保するために
機関の圧縮比を高めに設定する必要がなくなり、機関の
高回転化が可能となり出力の向上がはかれる。(Effects of the Invention) As described above, according to the present invention, in a diesel FI engine equipped with a positive displacement supercharger that is rotationally driven in synchronization with the crankshaft in the intake system of the engine, when the engine is started, the supercharger is activated. Ratio of rotation speed Ns to rotation speed Ne of the crankshaft = Ns/N
In addition to providing a means to increase the speed of the supercharger so as to increase e, a throttle valve is also provided to control the intake flow path at the time of startup, so that the intake air temperature can be maintained even under unfavorable conditions such as in a swirl chamber type diesel engine at cold temperatures. In addition to increasing the engine speed and ensuring sufficient startability, the throttle valve reduces intake pressure and suppresses engine vibration during startup. This eliminates the need to set the compression ratio of the engine to a high level in order to ensure startability, allowing the engine to rotate at high speeds and improving output.
第１図は本発明の一実施例を示す構成図、第２図は過給
機の断面図、第３図は絞弁およびその駆動ｖｔｒ１１の
断面図、ｔｊＳ４図コントロールシステムを示す構成図
、第５図、第６図、第７図、第８図はそれぞれ作用を示
す線図である。
１・・・機関、２・・・吸気管、４・・・クランク軸、
５・・・過給機、７・・・モータ、１３・・・第一クラ
ッチ、１４・・・第二９ラフチ、２１・・・コントロー
ルユニ７）％２２・・・回転センサ、３５・・・絞弁、
３７・・・グイヤ７ラム装置、３９・・・圧力導入通路
、４０・・・ソレノイドパルプ。
第５図
高
始動時 −ンジン回転数Ｎｅ
第６図
圧縮比Fig. 1 is a block diagram showing an embodiment of the present invention, Fig. 2 is a cross-sectional view of a supercharger, Fig. 3 is a cross-sectional view of a throttle valve and its driving VTR11, Fig. tjS4 is a block diagram showing a control system, and Fig. FIG. 5, FIG. 6, FIG. 7, and FIG. 8 are diagrams showing the effects, respectively. 1... Engine, 2... Intake pipe, 4... Crankshaft,
5...Supercharger, 7...Motor, 13...First clutch, 14...Second 9th luff, 21...Control unit 7)%22...Rotation sensor, 35...・throttle valve,
37... Guya 7 ram device, 39... Pressure introduction passage, 40... Solenoid pulp. Figure 5: High starting time - Engine rotation speed Ne Figure 6: Compression ratio
Claims (1)
積型過給機を備えたディーゼル機関において、機関始動
時に前記過給機の回転数Ｎｓと前記クランク軸の回転数
Ｎｅの比η＝Ｎｓ／Ｎｅが大きくなるように前記過給機
を増速する手段を設け、かつ吸気通路の途中に絞弁を設
け、始動時にこの絞弁の開度を小さくする駆動手段を設
けたことを特徴とする過給機付きディーゼル機関。In a diesel engine equipped with a positive displacement supercharger that is rotationally driven in synchronization with the crankshaft in the intake system of the engine, the ratio η of the rotation speed Ns of the supercharger and the rotation speed Ne of the crankshaft at the time of engine startup is It is characterized by providing means for increasing the speed of the supercharger so that Ns/Ne becomes larger, and also providing a throttle valve in the middle of the intake passage, and providing a drive means for reducing the opening degree of the throttle valve at the time of startup. A diesel engine with a supercharger.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22800988A JP2505549B2 (en) | 1988-09-12 | 1988-09-12 | Diesel engine with supercharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22800988A JP2505549B2 (en) | 1988-09-12 | 1988-09-12 | Diesel engine with supercharger |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0275734A true JPH0275734A (en) | 1990-03-15 |
| JP2505549B2 JP2505549B2 (en) | 1996-06-12 |
Family
ID=16869749
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP22800988A Expired - Fee Related JP2505549B2 (en) | 1988-09-12 | 1988-09-12 | Diesel engine with supercharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2505549B2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6609505B2 (en) * | 2001-11-13 | 2003-08-26 | Ford Global Technologies, Llc | Two speed supercharger drive |
| FR2873761A1 (en) * | 2004-07-30 | 2006-02-03 | Peugeot Citroen Automobiles Sa | Diesel engine for use in motor vehicle, has vacuum system allowing selectively to lower pressure of air intake manifold during starting of engine, and having vacuum reserve connected to inlet port of vacuum pump and to manifold |
| JP2012052508A (en) * | 2010-09-03 | 2012-03-15 | Ihi Corp | Variable supercharger and control method thereof |
-
1988
- 1988-09-12 JP JP22800988A patent/JP2505549B2/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6609505B2 (en) * | 2001-11-13 | 2003-08-26 | Ford Global Technologies, Llc | Two speed supercharger drive |
| FR2873761A1 (en) * | 2004-07-30 | 2006-02-03 | Peugeot Citroen Automobiles Sa | Diesel engine for use in motor vehicle, has vacuum system allowing selectively to lower pressure of air intake manifold during starting of engine, and having vacuum reserve connected to inlet port of vacuum pump and to manifold |
| JP2012052508A (en) * | 2010-09-03 | 2012-03-15 | Ihi Corp | Variable supercharger and control method thereof |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2505549B2 (en) | 1996-06-12 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP0957247B1 (en) | Hybrid supercharged engine | |
| JP3789149B2 (en) | Turbo compound combustion engine | |
| US20120079824A1 (en) | System for correcting turbo lag | |
| JPH0758050B2 (en) | Intake control device for exhaust turbocharged engine | |
| US3570240A (en) | Supercharging apparatus for diesel and multifuel engines | |
| JP2005009314A (en) | Supercharger for engine | |
| JP3455810B2 (en) | Engine system with supercharger and control method thereof | |
| JPS6355326A (en) | Exhauster for engine | |
| JPH0275734A (en) | Diesel engine with turbocharger | |
| JP2526275B2 (en) | Diesel engine with supercharger | |
| JPH10288056A (en) | Internal combustion engine with turbo supercharger | |
| JP2551083B2 (en) | Turbocharged internal combustion engine with turbo | |
| JPS60135626A (en) | Engine with supercharger | |
| JPH07279677A (en) | Centrifugal supercharger | |
| JPH02119623A (en) | Air intake device of engine | |
| US20230014159A1 (en) | Internal Combustion Engine Air Intake System for Avoiding Turbocharger Surge | |
| JPH0315784Y2 (en) | ||
| JPH09287462A (en) | High-supercharging system for engine | |
| JPH03281932A (en) | Supercharging pressure controller of two-stage supercharging internal combustion engine | |
| JP2515812B2 (en) | Control device for engine with supercharger | |
| JP6784325B2 (en) | Internal combustion engine control method and internal combustion engine control device | |
| JP3337799B2 (en) | Control device for supercharged engine | |
| JP2018044495A (en) | Engine with turbocharger and operation method of engine with turbocharger | |
| JPH05263669A (en) | Internal-combustion engine with mechanical supercharger | |
| JPS60159337A (en) | Engine with supercharger |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |