JPH042778B2 - - Google Patents
Info
- Publication number
- JPH042778B2 JPH042778B2 JP58073503A JP7350383A JPH042778B2 JP H042778 B2 JPH042778 B2 JP H042778B2 JP 58073503 A JP58073503 A JP 58073503A JP 7350383 A JP7350383 A JP 7350383A JP H042778 B2 JPH042778 B2 JP H042778B2
- Authority
- JP
- Japan
- Prior art keywords
- intake passage
- auxiliary
- supercharging
- main intake
- air
- 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 - Lifetime
Links
- 230000000694 effects Effects 0.000 description 8
- 238000002485 combustion reaction Methods 0.000 description 6
- 238000010586 diagram Methods 0.000 description 3
- 238000001514 detection method Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 238000011144 upstream manufacturing 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
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、吸気通路にターボ過給機を設けてな
る過給機付エンジンに関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a supercharged engine in which a turbo supercharger is provided in an intake passage.
（従来技術）
エンジンの吸気通路にターボ過給機を設けてな
る過給機付エンジンはよく知られているが、この
ターボ過給機は低速時には回転数が低く十分な過
給効果が得られないものであつて、特に、高負荷
低回転時におけるエンジンの要求過給圧を供給す
ることができず、この領域での過給効果の増大が
望まれている。(Prior art) Supercharged engines in which a turbo supercharger is installed in the intake passage of the engine are well known, but this turbo supercharger has a low rotational speed at low speeds and cannot obtain sufficient supercharging effect. In particular, it is not possible to supply the required supercharging pressure of the engine at high load and low rotation, and it is desired to increase the supercharging effect in this region.
また、例えば、特開昭55−156225号公報に示さ
れるように、主吸気通路に加えて過給通路を設
け、主吸気通路からの自然吸気に加えて、エンジ
ンにより駆動される過給機（エアポンプ）によつ
て加圧したエアもしくは混合気を過給気として補
助的に過給通路から燃焼室内に供給するようにし
た技術があるが、このものでは低速時における過
給効果の増大を図ることができる一方、高速時に
おける過給効果はターボ過給機より劣る問題を有
する。 For example, as shown in Japanese Unexamined Patent Publication No. 55-156225, a supercharging passage is provided in addition to the main intake passage, and in addition to the natural intake from the main intake passage, a supercharger driven by the engine ( There is a technology in which air or mixture pressurized by an air pump (air pump) is supplied as supercharging air into the combustion chamber from the supercharging passage, but this method aims to increase the supercharging effect at low speeds. However, the supercharging effect at high speeds is inferior to that of a turbo supercharger.
（発明の目的）
本発明は上記事情に鑑み、ターボ過給機におけ
る低速時の過給性能の不足をエアポンプによつて
補足し、低速時から高速時にかけて良好な過給効
果を発揮して出力の向上を図ることができる過給
機付エンジンを提供することを目的とするもので
ある。(Object of the Invention) In view of the above circumstances, the present invention compensates for the lack of supercharging performance at low speeds in a turbocharger by using an air pump, and produces a good supercharging effect from low speeds to high speeds and outputs. The object of the present invention is to provide a supercharged engine that can improve the performance of the engine.
（発明の構成）
本発明の過給機付エンジンは、ターボ過給機下
流側の主吸気通路から分岐してエンジンの補助吸
気ポートに連通する補助吸気通路を設け、この補
助吸気通路にエンジンの出力軸によつて駆動され
るエアポンプを設けてなり、補助吸気通路からは
ターボ過給機による過給気をエアポンプによつて
さらに加圧して吸気するようにしたことを特徴と
するものである。(Structure of the Invention) The supercharged engine of the present invention is provided with an auxiliary intake passage that branches from the main intake passage on the downstream side of the turbocharger and communicates with the auxiliary intake port of the engine. An air pump driven by an output shaft is provided, and supercharged air from a turbo supercharger is further pressurized by the air pump and then taken in from the auxiliary intake passage.
（発明の効果）
ターボ過給機による過給気を主吸気通路からエ
ンジンに供給するとともに、ターボ過給機による
過給気をさらにエアポンプで加圧して補助吸気通
路からエンジンに供給するようにしたことによ
り、低速時におけるターボ過給機の過給不足をエ
アポンプによつて補い、高速時においてはターボ
過給機による良好な過給効果を発揮させて、低速
時から高速時にかけての全運転域において良好な
過給効果を得て出力向上を図ることができる。(Effects of the invention) In addition to supplying supercharged air from the turbocharger to the engine from the main intake passage, the supercharged air from the turbocharger is further pressurized by an air pump and then supplied to the engine from the auxiliary intake passage. This allows the air pump to compensate for the lack of supercharging of the turbocharger at low speeds, and allows the turbocharger to exert a good supercharging effect at high speeds, thereby improving the overall operating range from low to high speeds. It is possible to obtain a good supercharging effect and improve output.
また、ターボ過給機の過給圧をエアポンプによ
つて加圧するために、ターボ過給機の能力を低減
することができ、小型化が図れる。 Further, since the supercharging pressure of the turbocharger is increased by the air pump, the capacity of the turbocharger can be reduced, and the size of the turbocharger can be reduced.
（実施例）
以下、図面により本発明の実施例を説明する。
第１図において、Ｅはピストン１の往復動で出力
軸２（クランク軸）を回転させるようにしたレシ
プロエンジン、３は主吸気弁４により吸気行程に
おいて燃焼室５に対して開かれる主吸気ポート、
６は補助吸気弁７により吸気行程の後期に燃焼室
５に対して開かれる補助吸気ポート、８は排気弁
９により排気行程において開かれる排気ポートを
示す。(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.
In Fig. 1, E is a reciprocating engine that rotates an output shaft 2 (crankshaft) by the reciprocating motion of a piston 1, and 3 is a main intake port that is opened to a combustion chamber 5 during the intake stroke by a main intake valve 4. ,
Reference numeral 6 indicates an auxiliary intake port opened to the combustion chamber 5 by the auxiliary intake valve 7 in the latter half of the intake stroke, and 8 indicates an exhaust port opened by the exhaust valve 9 during the exhaust stroke.
また、１０はエアクリーナ、１１はエアクリー
ナ１０に接続し上記主吸気ポート３に連通する主
吸気通路、１２は主吸気通路１１を通過する空気
の流量を検出するエアフローメータ、１３はエア
フローメータ１２下流の主吸気通路１１に設けら
れたターボ過給機、１４はターボ過給機１３の下
流側の主吸気通路１１から分岐して上記補助吸気
ポート６に連通する補助吸気通路を示し、上記補
助吸気通路１４にはエンジンＥの出力軸２によつ
て駆動されるエアポンプ１５が介装されている。
さらに、上記主吸気通路１１にはエンジンの負荷
に応じて開閉される１次スロツトル弁１６が介装
されるとともに、エアフローメータ１２の検出信
号に応じてコンピユータＡにより制御される燃料
噴射ノズル１７が設置される一方、補助吸気通路
１４には１次スロツトル弁１６が設定開度以上に
開いたときに連動して開く２次スロツトル弁１８
が介装されている。 Further, 10 is an air cleaner, 11 is a main intake passage connected to the air cleaner 10 and communicates with the main intake port 3, 12 is an air flow meter that detects the flow rate of air passing through the main intake passage 11, and 13 is downstream of the air flow meter 12. A turbo supercharger is provided in the main intake passage 11. Reference numeral 14 indicates an auxiliary intake passage that branches from the main intake passage 11 on the downstream side of the turbo supercharger 13 and communicates with the auxiliary intake port 6. An air pump 15 driven by the output shaft 2 of the engine E is interposed in the air pump 14 .
Furthermore, the main intake passage 11 is provided with a primary throttle valve 16 that opens and closes depending on the engine load, and a fuel injection nozzle 17 that is controlled by the computer A in response to a detection signal from the air flow meter 12. On the other hand, a secondary throttle valve 18 is installed in the auxiliary intake passage 14 and opens in conjunction with the primary throttle valve 16 when it opens beyond a set opening degree.
is interposed.
上記補助吸気弁７による補助吸気ポート６の開
閉タイミングは、第２図に示すように、吸気行程
の後期から圧縮行程の初期にかけて開き、主吸気
弁４が閉じた後所定量遅れて閉じるように設定さ
れている。 The opening/closing timing of the auxiliary intake port 6 by the auxiliary intake valve 7 is, as shown in FIG. It is set.
上記の構成において次にその作用を説明する。
エンジンＥのアイドリングを含む極低負荷時にお
いては、低回転時および高回転時においても２次
スロツトル弁１８が閉じていることにより、燃焼
室５には主吸気通路１１によるターボ過給機１３
を経た吸気が供給されるが、その際にはターボ過
給機１３の回転数は低いために実質的には過給は
行われていない。 Next, the operation of the above configuration will be explained.
When the engine E is under extremely low load, including idling, the secondary throttle valve 18 is closed even at low and high speeds, so that the combustion chamber 5 is connected to the turbo supercharger 13 by the main intake passage 11.
However, since the rotational speed of the turbo supercharger 13 is low at that time, supercharging is not substantially performed.
一方、エンジンＥの負荷が増大したときには、
２次スロツトル弁１８が開き、燃焼室５には主吸
気通路１１からのターボ過給機１３による過給気
が供給されるとともに、補助吸気通路１４からタ
ーボ過給機１３による過給圧がさらにエアポンプ
１５によつて加圧された過給気が供給される。す
なわち、補助吸気通路１４による過給圧は、第３
図に示すように、主吸気通路１１によるターボ過
給機１３の過給圧に対しエアポンプ１５によつて
加圧した分だけ常に高い圧力となるものである。
これにより、特に、低回転時においてはターボ過
給機１３の過給圧が低いのをエアポンプ１５によ
つて補い、過給圧の上昇が有効に行われる。 On the other hand, when the load on engine E increases,
The secondary throttle valve 18 opens, and supercharging air from the turbo supercharger 13 is supplied from the main intake passage 11 to the combustion chamber 5, and supercharging pressure from the turbo supercharger 13 is further supplied from the auxiliary intake passage 14. Pressurized supercharging air is supplied by an air pump 15. In other words, the boost pressure generated by the auxiliary intake passage 14 is
As shown in the figure, the pressure is always higher than the supercharging pressure of the turbocharger 13 by the main intake passage 11 by the amount increased by the air pump 15.
As a result, the air pump 15 compensates for the low supercharging pressure of the turbocharger 13, especially during low rotation, and the supercharging pressure is effectively increased.
その際、補助吸気弁７は主吸気弁４より遅く閉
じるが、補助吸気通路１４の過給圧が主吸気通路
１１の過給圧より常に高いことから、補助吸気通
路１４内に燃焼室５内の吸気が逆流することなく
補助吸気ポート６から確実に吸気が供給でき、ま
た、吸気行程後期には主吸気ポート３が閉じてい
ることにより、主吸気通路１１に吸気の吹き返し
が発生しない。 At this time, the auxiliary intake valve 7 closes later than the main intake valve 4, but since the boost pressure in the auxiliary intake passage 14 is always higher than the boost pressure in the main intake passage 11, the auxiliary intake valve 7 closes later than the main intake valve 4. The intake air can be reliably supplied from the auxiliary intake port 6 without backflow of intake air, and since the main intake port 3 is closed in the latter half of the intake stroke, intake air does not blow back into the main intake passage 11.
このため、負荷が上昇して過給の必要なときに
は、低速度から高速時にかけての全運転領域にお
いて良好な過給を行うことができ、出力の向上が
図れる。 Therefore, when the load increases and supercharging is required, good supercharging can be performed in the entire operating range from low speed to high speed, and the output can be improved.
なお、補助吸気ポート６の開閉タイミングは上
記補助吸気弁７によつて行うほか、補助吸気ポー
ト６の直上流の補助吸気通路１４に回転式タイミ
ング弁を介装するようにしてもよい。 Note that the opening and closing timing of the auxiliary intake port 6 is controlled by the auxiliary intake valve 7 described above, or a rotary timing valve may be interposed in the auxiliary intake passage 14 immediately upstream of the auxiliary intake port 6.
また、補助吸気ポート６の開くタイミングは、
上記実施例のように必ずしも主吸気ポート３より
遅く設定する必要はなく主吸気ポート３と同時に
開くようにしてもよい。この場合、吸気行程の初
期は吸気負圧により主吸気ポート３からも十分に
吸気されているため、補助吸気ポート６から吸入
された吸気が主吸気ポート３から主吸気通路１１
側に逆流することはない。 Also, the opening timing of the auxiliary intake port 6 is as follows.
It is not necessarily necessary to open later than the main intake port 3 as in the above embodiment, and it may be set to open simultaneously with the main intake port 3. In this case, at the beginning of the intake stroke, sufficient air is being taken in from the main intake port 3 due to the intake negative pressure, so that the intake air taken in from the auxiliary intake port 6 flows from the main intake port 3 to the main intake passage 11.
There is no backflow to the side.
第１図は本発明の一実施例にかかる過給機付エ
ンジンの全体概略説明図、第２図は主吸気ポート
と補助吸気ポートとの開閉タイミングを示す曲線
図、第３図は主吸気通路と補助吸気通路とによる
過給圧の特性を示す図である。
２……出力軸、３……主吸気ポート、５……燃
焼室、６……補助吸気ポート、１１……主吸気通
路、１３……ターボ過給機、１４……補助吸気通
路、１５……エアポンプ。
Fig. 1 is an overall schematic explanatory diagram of a supercharged engine according to an embodiment of the present invention, Fig. 2 is a curve diagram showing the opening/closing timing of the main intake port and the auxiliary intake port, and Fig. 3 is the main intake passage. FIG. 3 is a diagram showing characteristics of boost pressure due to the auxiliary intake passage and the auxiliary intake passage. 2... Output shaft, 3... Main intake port, 5... Combustion chamber, 6... Auxiliary intake port, 11... Main intake passage, 13... Turbo supercharger, 14... Auxiliary intake passage, 15... …air pump.
Claims (1)
過給機を設け、該ターボ過給機より下流側の主吸
気通路から分岐して上記主吸気ポートより遅く閉
じる補助吸気ポートに連通する補助吸気通路を設
け、この補助吸気通路にエンジンの出力軸によつ
て駆動されるエアポンプを設けたことを特徴とす
る過給機付エンジン。1. A turbo supercharger is provided in a main intake passage that communicates with the main intake port, and an auxiliary intake passage that branches from the main intake passage on the downstream side of the turbo supercharger and communicates with an auxiliary intake port that closes later than the main intake port. A supercharged engine characterized in that the auxiliary intake passage is provided with an air pump driven by the output shaft of the engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58073503A JPS59200017A (en) | 1983-04-26 | 1983-04-26 | Engine with supercharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58073503A JPS59200017A (en) | 1983-04-26 | 1983-04-26 | Engine with supercharger |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59200017A JPS59200017A (en) | 1984-11-13 |
| JPH042778B2 true JPH042778B2 (en) | 1992-01-20 |
Family
ID=13520117
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58073503A Granted JPS59200017A (en) | 1983-04-26 | 1983-04-26 | Engine with supercharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59200017A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2863006B1 (en) * | 2003-12-02 | 2006-02-24 | Inst Francais Du Petrole | METHOD FOR CONTROLLING AN OVERLAYING MOTOR, IN PARTICULAR AN INDIRECT INJECTION ENGINE, AND ENGINE USING SUCH A METHOD |
| JP7055705B2 (en) * | 2018-06-12 | 2022-04-18 | 株式会社ジャパンエンジンコーポレーション | Marine internal combustion engine |
-
1983
- 1983-04-26 JP JP58073503A patent/JPS59200017A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS59200017A (en) | 1984-11-13 |
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