JPH052814B2 - - Google Patents
Info
- Publication number
- JPH052814B2 JPH052814B2 JP59082535A JP8253584A JPH052814B2 JP H052814 B2 JPH052814 B2 JP H052814B2 JP 59082535 A JP59082535 A JP 59082535A JP 8253584 A JP8253584 A JP 8253584A JP H052814 B2 JPH052814 B2 JP H052814B2
- Authority
- JP
- Japan
- Prior art keywords
- supercharger
- supercharging
- engine
- suction
- chamber
- 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
- 238000006073 displacement reaction Methods 0.000 claims description 12
- 238000011144 upstream manufacturing Methods 0.000 claims description 9
- 208000028659 discharge Diseases 0.000 description 13
- 230000000694 effects Effects 0.000 description 10
- 238000002485 combustion reaction Methods 0.000 description 5
- 230000006835 compression Effects 0.000 description 5
- 238000007906 compression Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 5
- 230000007423 decrease Effects 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 230000002596 correlated effect Effects 0.000 description 1
- 230000002401 inhibitory effect Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 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
- F02B29/08—Modifying distribution valve timing for charging purposes
- F02B29/083—Cyclically operated valves disposed upstream of the cylinder intake valve, controlled by external means
-
- 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
-
- 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0289—Intake runners having multiple intake valves per cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/1015—Air intakes; Induction systems characterised by the engine type
- F02M35/10157—Supercharged engines
- F02M35/10163—Supercharged engines having air intakes specially adapted to selectively deliver naturally aspirated fluid or supercharged fluid
-
- 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、容積型ポンプからなる過給機を備え
たエンジンの吸気装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an intake system for an engine equipped with a supercharger consisting of a positive displacement pump.
（従来技術）
従来、吸気通路の途中に容積型ポンプからなる
過給機を備えたエンジンの吸気装置は、特公昭58
−51134号公報において知られている。この公報
に示された装置では、吸気通路が主吸気通路と過
給通路とで構成され過給通路の途中に容積型ポン
プ（ベーンタイプのポンプ）からなる過給機が具
備されるとともに、その下流に所定のタイミング
で開閉するタイミング弁が設けられている。そし
て、主吸気通路からの自然吸気に加えて、吸気行
程終期に過給通路から過給気が燃焼室に供給され
ることにより、自然吸気を阻害することなく過給
が行われ、充填効率が高められるようにしてい
る。(Prior art) Conventionally, the intake system of an engine equipped with a supercharger consisting of a positive displacement pump in the middle of the intake passage was
It is known from the publication No.-51134. In the device disclosed in this publication, the intake passage is composed of a main intake passage and a supercharging passage, and a supercharger consisting of a positive displacement pump (vane type pump) is provided in the middle of the supercharging passage. A timing valve that opens and closes at predetermined timing is provided downstream. In addition to the natural intake from the main intake passage, supercharged air is supplied from the supercharging passage to the combustion chamber at the end of the intake stroke, allowing supercharging to occur without inhibiting natural intake, improving charging efficiency. I'm trying to improve it.
ところで、上記の容積型ポンプからなる過給機
は、エンジンの低速域から高速域にまでわたつて
使用され、エンジンの出力軸に連動して作動する
ようになつているが、高速域で過給機の回転数が
あまりに高くなると駆動抵抗が増増大するため、
過給機の負担および駆動ロスを軽減する意味で過
給機のエンジンに対する回転数比（プーリ比）は
できるだけ落したいという要求があり、またコス
ト等の点から過給機の容量も小さくしたいという
要求がある。一方、エンジンの出力面からは高速
域で過給量を多くしたいという要求がある。これ
らの点から、過給機の容量および高速域での駆動
抵抗を小さくしながら、他の手段によつて高速域
で過給効率を高めることのできるような対策が望
まれる。またこうして高速域で過給効率を高める
ことができれば、過給機自体には低速域で効率良
く働くようにした低速型の過給機を用いても、高
速域で駆動損失を補うことができる。 By the way, the supercharger consisting of the above-mentioned positive displacement pump is used from the low speed range to the high speed range of the engine, and is designed to operate in conjunction with the output shaft of the engine. If the rotation speed of the machine becomes too high, the driving resistance will increase.
There is a desire to reduce the rotation speed ratio (pulley ratio) of the supercharger to the engine as much as possible in order to reduce the burden on the supercharger and drive loss, and there is also a desire to reduce the capacity of the supercharger from the viewpoint of cost etc. I have a request. On the other hand, in terms of engine output, there is a demand for increasing the amount of supercharging in the high-speed range. From these points, it is desirable to take measures that can increase the supercharging efficiency in the high speed range by other means while reducing the capacity of the supercharger and the drive resistance in the high speed range. In addition, if supercharging efficiency can be increased in the high-speed range in this way, it is possible to compensate for drive loss in the high-speed range even if the turbocharger itself is a low-speed type that works efficiently in the low-speed range. .
また一般に容積型ポンプにおいては、吸入側お
よび吐出側の圧力が周期的に変動し、かつこれら
の圧力が過給効率に影響をおよぼすが、従来の吸
気装置ではこのような点に格別の考慮が払われて
いなかつた。 In general, in positive displacement pumps, the pressure on the suction side and the discharge side fluctuates periodically, and these pressures affect supercharging efficiency, but with conventional intake devices, special consideration is not given to this point. It wasn't paid.
（発明の目的）
本発明はこのような事情に鑑み、とくに過給機
に容積型ポンプを用いた場合にその吸入側や吐出
側の圧力が周期的に変動することに着目し、この
圧力変動によつて生じる波動を有効に利用して、
過給機の容量を大きくしたり過給機の負担を増大
させたりすることなく、エンジンの高速域で過給
効率を高めてエンジンの出力を向上することので
きる過給機付エンジンの吸気装置を提供するもの
である。(Objective of the Invention) In view of the above circumstances, the present invention focuses on the fact that when a positive displacement pump is used in a supercharger, the pressure on the suction side and the discharge side fluctuates periodically. By effectively utilizing the waves generated by
An intake system for supercharged engines that can increase supercharging efficiency in the engine's high-speed range and improve engine output without increasing the capacity of the supercharger or increasing the load on the supercharger. It provides:
（発明の構成）
本発明は、吸気通路の途中に容積型ポンプから
なる過給機を設けるとともに、該過給機の上流側
もしくは下流側の吸気通路の少なくとも一方に拡
大室を設けたエンジンにおいて、エンジンの高速
域で、上記過給機により生じる圧力波が拡大室で
反転してこの反転波が過給機の吸入終期もしくは
吐出終期に過給機に作用するように、上記過給機
と拡大室との間の吸気通路の長さを設定したもの
である。つまりエンジンの高速域では、上記過給
機の吸入側もしくは吐出側に作用する上記反転波
が、上記過給機の吸入作用もしくは吐出作用を助
勢するようにしたものである。(Structure of the Invention) The present invention provides an engine in which a supercharger made of a positive displacement pump is provided in the middle of an intake passage, and an enlarged chamber is provided in at least one of the intake passages upstream or downstream of the supercharger. , in the high-speed range of the engine, the pressure wave generated by the supercharger is reversed in the expansion chamber, and this reversed wave acts on the supercharger at the end of suction or the end of discharge of the supercharger. The length of the intake passage between the expansion chamber and the expansion chamber is set. In other words, in the high speed range of the engine, the inversion wave acting on the suction side or discharge side of the supercharger assists the suction action or discharge action of the supercharger.
（実施例）
第１図は本発明の一実施例を示している。この
図において、１はエンジンの気筒であつて、その
内部にはピストン２が収容され、このピストン２
の上方に燃焼室３が形成されている。この燃焼室
３には主吸気ポート４、過給ポート５および排気
ポート６が開口し、これらのポート４〜６に主吸
気弁７、過給用吸気弁８および排気弁９がそれぞ
れ装備されている。(Example) FIG. 1 shows an example of the present invention. In this figure, 1 is a cylinder of an engine, and a piston 2 is housed inside the cylinder.
A combustion chamber 3 is formed above. A main intake port 4, a supercharging port 5, and an exhaust port 6 are opened in this combustion chamber 3, and these ports 4 to 6 are equipped with a main intake valve 7, a supercharging intake valve 8, and an exhaust valve 9, respectively. There is.
１１は吸気通路であつて、その途中からは主吸
気通路１２と過給通路１３とが互いに分岐してお
り、主吸気通路１２は主吸気ポート４に連通し、
過給通路１３は過給ポート５に連通している。こ
の主吸気通路１２と過給通路１３との分岐箇所よ
り上流の吸気通路１１には、エアクリーナ１４お
よびエアフローメータ１５が配設され、エアフロ
ーメータ１５により検出された吸入空気量に応
じ、主吸気通路１２等に具備された燃料噴射弁
（図示せず）からの燃料噴射量が制御されるよう
になつている。 Reference numeral 11 denotes an intake passage, from which a main intake passage 12 and a supercharging passage 13 diverge from each other, and the main intake passage 12 communicates with the main intake port 4.
The supercharging passage 13 communicates with the supercharging port 5. An air cleaner 14 and an air flow meter 15 are disposed in the intake passage 11 upstream of the branch point between the main intake passage 12 and the supercharging passage 13. The amount of fuel injected from a fuel injection valve (not shown) provided at 12 or the like is controlled.
上記主吸気通路１２には、アクセル操作によつ
て開閉作動されるスロツトル弁１７が設けられて
いる。また過給通路１３の途中には、ベーンタイ
プの容積型ポンプからなる過給機２０が設けられ
ている。この過給機２０は、吸入ポート２２およ
び吐出ポート２３を有するハウジング２１と、外
周面の一部がハウジング２１内周面に接するよう
にハウジング２１内に偏心して装備されたロータ
２４と、このロータ２４に出入可能に保持されて
先端がハウジング２１の内周面に接する適宜数の
ベーン２５とを有している。そして、ハウジング
２１内のロータ２４とベーン２５とで区画された
各室２６の容積がロータ２４の回転に判つて変化
することにより、吸入ポート２２から空気を吸入
し、吐出ポート２３から空気を押出すようになつ
ている。上記ロータ２４は図外のプーリおよびベ
ルトを介してエンジン出力軸１９と連動し、エン
ジンによつて過給機２０が駆動されるようにして
ある。なお、上記ロータ２４とエンジンの出力軸
１９との間の伝動機構にクラツチ機構を介在さ
せ、過給の必要がない低負荷時には過給機を停止
させるようにしておいてもよい。 The main intake passage 12 is provided with a throttle valve 17 that is opened and closed by accelerator operation. Further, a supercharger 20 consisting of a vane-type positive displacement pump is provided in the middle of the supercharging passage 13. This supercharger 20 includes a housing 21 having a suction port 22 and a discharge port 23, a rotor 24 eccentrically installed in the housing 21 so that a part of its outer circumferential surface is in contact with the inner circumferential surface of the housing 21, and It has an appropriate number of vanes 25 which are held removably in and out of the housing 24 and whose tips are in contact with the inner circumferential surface of the housing 21. The volume of each chamber 26 partitioned by the rotor 24 and the vane 25 in the housing 21 changes as the rotor 24 rotates, drawing air from the suction port 22 and pushing air from the discharge port 23. It's starting to come out. The rotor 24 is interlocked with the engine output shaft 19 via a pulley and a belt (not shown), so that the supercharger 20 is driven by the engine. Note that a clutch mechanism may be interposed in the transmission mechanism between the rotor 24 and the output shaft 19 of the engine to stop the supercharger at times of low load when supercharging is not necessary.
上記過給機２０より上流側および下流側の過給
通路１３には拡大室（サージタンク）２７，２８
が設けられ、下流側拡大室２８の下流にはエンジ
ンの負荷に応じて過給量をコントロールする過給
気コントロール弁２９が設けられている。さらに
この過給気コントロール弁２９の下流にロータリ
バルブからなるタイミング弁３０が設けられ、こ
のタイミング弁３０と前記過給用吸気弁８とがと
もに開いているときに過給気が燃焼室３に供給さ
れるようになつている。そして、前記主吸気通路
１２からの自然吸気に加えて吸気行程終期に過給
が行われるように、上記タイイミング弁３０がエ
ンジンの回転と同期して所定のタイミングで開閉
作動されるようにしている。また上記過給通路１
３に対し、過給気２０と過給気コントロール弁２
９との間の部分の余剰の過給気を過給機２０の上
流側にリリーフするリリーフ通路３１が形成さ
れ、このリリーフ通路３１の途中には、チエツク
弁タイプのリリーフ弁３２が設けられている。 Expansion chambers (surge tanks) 27, 28 are provided in the supercharging passage 13 on the upstream and downstream sides of the supercharger 20.
A supercharging control valve 29 is provided downstream of the downstream enlarged chamber 28 to control the amount of supercharging according to the load of the engine. Further, a timing valve 30 consisting of a rotary valve is provided downstream of the supercharging control valve 29, and when both the timing valve 30 and the supercharging intake valve 8 are open, the supercharging air enters the combustion chamber 3. supply is becoming available. The timing valve 30 is opened and closed at a predetermined timing in synchronization with the rotation of the engine so that supercharging is performed at the end of the intake stroke in addition to the natural intake from the main intake passage 12. . In addition, the supercharging passage 1
3, supercharging air 20 and supercharging air control valve 2
A relief passage 31 is formed for relieving surplus supercharged air between the supercharger 9 and the supercharger 20 to the upstream side of the supercharger 20, and a check valve type relief valve 32 is provided in the middle of this relief passage 31. There is.
このような構成において、エンジンの高速域
で、後に詳述するように上流側の拡大室２７から
の反転波が上記過給機２０の吸気終期にその吸入
ポート２２側に作用するとともに、下流側の拡大
室２８からの反転波が上記過給機２０の吐出終期
にその吐出ポート２３側に作用するように、上流
側の拡大室２７と過給機２０との間の通路長さl1
および過給機２０と下流側の拡大室２８との間の
通路長さl2がそれぞれ設定されている。ここで過
給機２０の吸入終期とは、ケーシング２１内の一
つの室２６に対して吸入ポート２２が開口してい
る期間の終期、従つて一つのベーン２５の先端が
吸入ポート２２のリーデイング側縁部付近にある
時期をいい、同様に吐出終期とは、ケーシング２
１内の一つの室２６に対して吐出ポート２３が開
口している期間の終期、従つて一つのベーン２５
の先端が吐出ポート２３のリーデイング側縁部付
近にある時期をいう。またエンジンの高速域と
は、エンジンの実用回転数域内で4000回転以上の
回転数域をいう。 In such a configuration, in the high speed range of the engine, as will be described in detail later, a reversal wave from the expansion chamber 27 on the upstream side acts on the intake port 22 side of the supercharger 20 at the end of intake, and The passage length l 1 between the upstream expansion chamber 27 and the supercharger 20 is such that the inversion wave from the expansion chamber 28 acts on the discharge port 23 side of the turbocharger 20 at the end of discharge.
and a passage length l 2 between the supercharger 20 and the expansion chamber 28 on the downstream side. Here, the end of suction of the supercharger 20 means the end of the period in which the suction port 22 is open to one chamber 26 in the casing 21, and therefore the tip of one vane 25 is on the leading side of the suction port 22. This refers to the period near the edge, and similarly, the final discharge period refers to the period near the edge of the casing 2.
At the end of the period during which the discharge port 23 is open to one chamber 26 in one vane 25
This refers to the period when the tip of the discharge port 23 is near the leading side edge of the discharge port 23. Furthermore, the high-speed range of the engine refers to the rotation speed range of 4000 rotations or more within the engine's practical rotation speed range.
この吸気装置による場合、前記過給機２０の吸
入ポート２２の開度変化と、高速域での吸入側圧
力（吸入ポート２２の直前の圧力）の変動とをロ
ータ２４の回転角に対応づけて示すと第２図のよ
うになる。すなわち吸入ポート２２は、ロータ２
４の回転に伴つて、ケーシング２１内の各室２６
に対して線A1，A2で示すように順次開閉されて、
一つの室に対しては一定の回転角範囲だけ開か
れ、ベーン２５が吸入ポート２２を通過するとき
は先の室２６に対して閉じられるとともに次の室
２６に対して開かれることとなる。また吸入側圧
力は曲線Ｂで示すように周期的に変動し、つまり
一つの室２６に対して吸入ポート２２が開かれて
いる吸入期間の途中では過給機２０の吸引作用で
吸入側圧力が低くなるが、一つの室２６の吸入終
期から次の室２６の吸入初期にかけては吸引作用
が低下するので吸入側圧力がある程度上昇する。 In the case of this intake device, changes in the opening degree of the suction port 22 of the supercharger 20 and fluctuations in the suction side pressure (pressure immediately before the suction port 22) in the high speed range are correlated with the rotation angle of the rotor 24. The diagram is shown in Figure 2. That is, the suction port 22
4, each chamber 26 in the casing 21
are sequentially opened and closed as shown by lines A 1 and A 2 ,
One chamber is opened only within a certain rotation angle range, and when the vane 25 passes through the suction port 22, it is closed to the previous chamber 26 and opened to the next chamber 26. In addition, the suction side pressure fluctuates periodically as shown by curve B. In other words, during the suction period when the suction port 22 is open to one chamber 26, the suction side pressure increases due to the suction action of the supercharger 20. However, since the suction action decreases from the end of suction in one chamber 26 to the beginning of suction in the next chamber 26, the suction side pressure increases to some extent.
上記の吸入期間に生じる膨張波（負圧波）は音
速に流速が加わつた速度で過給通路１３の上流側
に伝わり、拡大室２７で圧縮波（正圧波）に反転
して反射されるが、この圧縮波が吸入ポート２２
付近に返つてくるタイミングは、拡大室２７と過
給機２０との間の通路長さl1に関係するととも
に、過給機２０のロータ２４の回転数によつて変
化し、従つてエンジンの速度によつて変化する。
そこで前述のように、エンジンの高速域では、上
記圧縮波が吸入ポート２２に返つてくるタイミン
グが吸入終期となるように、上記通路長さl1が設
定されている。こうして吸入側に動的効果（慣性
効果）が与えられることにより、高速域における
吸入終期の吸入側圧力は、実線部分Baで示すよ
うに、動的効果が与えられない場合（二点鎖線
Bbで示す）と比べて高くなる。そしてこの圧力
上昇により、吸入終期に吸入ポート２２から過給
機２０の室２６に空気が押し込まれて体積効率が
向上される。 The expansion wave (negative pressure wave) generated during the above-mentioned suction period is transmitted to the upstream side of the supercharging passage 13 at a speed equal to the velocity of sound plus the flow velocity, and is reversed and reflected as a compression wave (positive pressure wave) in the expansion chamber 27. This compression wave causes the suction port 22
The timing of the return to the vicinity is related to the passage length l1 between the expansion chamber 27 and the supercharger 20, and also changes depending on the rotational speed of the rotor 24 of the supercharger 20, and therefore the timing of the return to the vicinity of the engine. Varies depending on speed.
Therefore, as described above, in the high speed range of the engine, the passage length l1 is set so that the timing at which the compression wave returns to the intake port 22 is at the end of suction. By giving a dynamic effect (inertial effect) to the suction side in this way, the suction side pressure at the end of suction in the high-speed range is as shown by the solid line part Ba when no dynamic effect is given (double-dashed line
(denoted as Bb). Due to this pressure increase, air is forced into the chamber 26 of the supercharger 20 from the suction port 22 at the end of suction, improving volumetric efficiency.
一方、前記過給機２０の吐出ポート２３の開度
変化と、高速域での吐出側圧力（吐出ポート２３
直後の圧力）の変動とをロータ２４の回転角に対
応づけて示すと第３図のようになる。すなわち吐
出ポート２３も吸入ポート２２と同様にロータ２
４の回転に伴つてケーシング２１内の各室２６に
対して線C1，C2で示すように順次開閉される。
また吐出側圧力は曲線Ｄで示すように周期的に変
動し、つまり一つの室２６に対して吐出ポート２
３が開かれている吐出期間の途中では圧力が高
く、一つの室２６の吐出終期から次の室２６の吐
出初期には吐出作用が低下してある程度圧力が下
がる。 On the other hand, the change in the opening degree of the discharge port 23 of the supercharger 20 and the discharge side pressure (discharge port 23
FIG. 3 shows the variation in the pressure immediately after the rotation of the rotor 24 in association with the rotation angle of the rotor 24. In other words, the discharge port 23 is also connected to the rotor 2 in the same way as the suction port 22.
4, each chamber 26 in the casing 21 is sequentially opened and closed as shown by lines C 1 and C 2 .
Further, the discharge side pressure fluctuates periodically as shown by curve D, that is, the discharge port 2 for one chamber 26
In the middle of the discharge period when chamber 3 is open, the pressure is high, and from the end of discharge of one chamber 26 to the beginning of discharge of the next chamber 26, the discharge action decreases and the pressure drops to some extent.
上記の吐出期間に生じる圧縮波は音速に流速が
加わつた速度で下流側に伝わり、拡大室２８で膨
張波に反転して反射される。そしてエンジンの高
速域では、上記膨張波が吐出ポート２３付近に返
つてくるタイミングが吐出終期となるように、過
給機２０と拡大室２８との間の通路長さl2が設定
されることにより、過給機２０の吐出側にも動的
効果が与えられるようにしている。従つて、高速
域における吐出終期の吐出側圧力は、実線部分
Daで示すように、動的効果が与えられない場合
（二点鎖線Dbで示す）と比べて低くなり、この圧
力低下により、吐出終期に過給機２０内の空気が
吐出ポート２３からその下流の過給通路１３に引
出される。このような作用によつても過給効率が
向上されることとなる。 The compression wave generated during the above-mentioned discharge period is transmitted downstream at a velocity equal to the velocity of sound plus the flow velocity, and is reversed into an expansion wave and reflected in the expansion chamber 28. In the high-speed range of the engine, the passage length l 2 between the supercharger 20 and the expansion chamber 28 is set so that the timing at which the expansion wave returns to the vicinity of the discharge port 23 is the final stage of discharge. As a result, a dynamic effect is also given to the discharge side of the supercharger 20. Therefore, the discharge side pressure at the end of discharge in the high speed range is the solid line part.
As shown by Da, the pressure is lower than that when no dynamic effect is applied (shown by the two-dot chain line Db), and due to this pressure drop, the air in the supercharger 20 flows from the discharge port 23 downstream from the discharge port 23 at the end of discharge. is drawn out to the supercharging passage 13. Such an effect also improves supercharging efficiency.
このように高速域で動的効果によつて過給効率
が高められることにより、高速域で所定の要求過
給量を満足させようとする場合には、動的効果を
もたせないものと比べて過給機の容量を小さくす
ることができ、また過給機２０の回転数比（プー
リ比）を落すことができるので過給機２０の負担
を軽減し、駆動損失を低減することができること
となる。また高速域での過給効率が高められるこ
とから、過給機２０自体は低速域で駆動損失が少
なくて効率良く過給することができるように設計
しておき、低速域と高速域とにおいてともに良好
な過給効率をもたせることもできる。 In this way, the dynamic effect increases supercharging efficiency in the high-speed range, so when trying to satisfy the specified required supercharging amount in the high-speed range, it is better to The capacity of the supercharger can be reduced, and the rotation speed ratio (pulley ratio) of the supercharger 20 can be lowered, so the load on the supercharger 20 can be reduced and driving loss can be reduced. Become. In addition, since the supercharging efficiency in the high speed range is increased, the supercharger 20 itself is designed so that it can perform supercharging efficiently with little drive loss in the low speed range. Both can also provide good supercharging efficiency.
なお、上記実施例では過給機２０の上流側と下
流側とにそれぞれ拡大室２７，２８を設けて、高
速域で過給機２０の吸入側と吐出側の双方に動的
効果をもたせるようにしているが、上記両拡大室
２７，２８のうちの一方を省略して、高速域で過
給機２０の吸入側または吐出側のいずれか一方に
だけ動的効果をもたせるようにしてもよい。また
上記実施例では、主吸気通路１２とは別に過給通
路１３を設けた部分過給式のエンジンに適用した
場合を示しているが、単一の吸気通路に過給機を
具備する全過給式のエンジンにおいて過給機に容
積型ポンプを用いる場合にも、本発明を適用する
ことができるものである。 In the above embodiment, expansion chambers 27 and 28 are provided on the upstream and downstream sides of the supercharger 20, respectively, so as to provide a dynamic effect on both the suction side and the discharge side of the supercharger 20 in the high-speed range. However, one of the enlarged chambers 27 and 28 may be omitted to provide a dynamic effect only on either the suction side or the discharge side of the supercharger 20 in the high-speed range. . Further, in the above embodiment, the case is shown in which the engine is applied to a partially supercharged type engine in which a supercharging passage 13 is provided separately from the main intake passage 12, but a full supercharging type engine having a supercharger in a single intake passage is shown. The present invention can also be applied to a case where a positive displacement pump is used as a supercharger in a feed type engine.
（発明の効果）
以上のように本発明は、過給機に容積型ポンプ
を用いる場合に、エンジンの高速域で、過給機で
生じた圧縮波が拡大室で反転してその反転波が過
給機の吸入終期または吐出終期に過給機に作用す
るように、過給機と拡大室との間の吸気通路の長
さを設定しているため、エンジンの高速域での要
求過給量を満足させようとする場合の過給機の容
量を小さくすることができ、また高速域で過給機
にかかる負担および駆動損失を低減することがで
きるものである。(Effects of the Invention) As described above, the present invention provides that when a positive displacement pump is used for a supercharger, the compression wave generated by the supercharger is reversed in the expansion chamber in the high speed range of the engine, and the reversed wave is The length of the intake passage between the turbocharger and the expansion chamber is set so that it acts on the turbocharger at the end of suction or at the end of discharge, reducing the required supercharging in the engine's high-speed range. It is possible to reduce the capacity of the supercharger when trying to satisfy the above requirements, and it is also possible to reduce the load on the supercharger and drive loss in the high-speed range.
第１図は本発明の実施例を示す概略図、第２図
は過給機の吸入ポート開度の変化および吸入側力
の変動を示す説明図、第３図は過給機の吐出ポー
ト開度の変化および吐出側圧力の変動を示す説明
図である。
１…エンジンの気筒、３…燃焼室、２０…容積
型ポンプからなる過給機、２７，２８…拡大室、
l1，l2…過給機と拡大室との間の通路長さ。
Fig. 1 is a schematic diagram showing an embodiment of the present invention, Fig. 2 is an explanatory diagram showing changes in suction port opening degree of the supercharger and fluctuations in suction side force, and Fig. 3 is a diagram showing the opening of the discharge port of the supercharger. FIG. 3 is an explanatory diagram showing changes in temperature and fluctuations in discharge side pressure. 1... Engine cylinder, 3... Combustion chamber, 20... Supercharger consisting of a positive displacement pump, 27, 28... Expansion chamber,
l 1 , l 2 ... Passage length between the turbocharger and the expansion chamber.
Claims (1)
機を設けるとともに、該過給機の上流側もしくは
下流側の吸気通路の少なくとも一方に拡大室を設
けたエンジンにおいて、エンジンの高速域で、上
記過給機により生じる圧力波が拡大室で反転して
この反転波が過給機の吸入終期もしくは吐出終期
に過給機に作用するように、上記過給機と拡大室
との間の吸気通路の長さを設定したことを特徴と
する過給機付エンジンの吸気装置。1. In an engine in which a supercharger consisting of a positive displacement pump is provided in the middle of the intake passage and an enlarged chamber is provided in at least one of the intake passages upstream or downstream of the supercharger, the above-mentioned An intake passage between the supercharger and the expansion chamber so that the pressure wave generated by the turbocharger is reversed in the expansion chamber and this reversed wave acts on the turbocharger at the end of suction or the end of discharge of the supercharger. An intake system for a supercharged engine, characterized in that the length is set.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59082535A JPS60224926A (en) | 1984-04-23 | 1984-04-23 | Suction system for supercharged engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59082535A JPS60224926A (en) | 1984-04-23 | 1984-04-23 | Suction system for supercharged engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60224926A JPS60224926A (en) | 1985-11-09 |
| JPH052814B2 true JPH052814B2 (en) | 1993-01-13 |
Family
ID=13777195
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59082535A Granted JPS60224926A (en) | 1984-04-23 | 1984-04-23 | Suction system for supercharged engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60224926A (en) |
-
1984
- 1984-04-23 JP JP59082535A patent/JPS60224926A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS60224926A (en) | 1985-11-09 |
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