JPH05332151A - Mechanical supercharger - Google Patents

Abstract

PURPOSE:To provide a mechanical supercharger capable of reducing decrease in supercharge pressure upon acceleration, increase in supercharge pressure upon deceleration and the like while maintaining change in supercharge pressure even when a wide change in engine speed occurs. CONSTITUTION:This mechanical supercharger 1 is provided with a supercharger 7, belt type continuously variable transmission 31 connected to the mechanical supercharger 1 through the belts 31 secured between movable flanges 17 and 73 and stationary flanges 15 and 69, spring 57 to press the movable flange 17 in the direction to increase the speed increasing ratio, and a first cam 89 to move the movable flange 73 in the direction to decrease the speed increasing ratio with the centrifugal force of a flyweight 83 received on cam faces 79 and 81. The mechanical supercharger 1 is also provided with either a second cam 45 to press the movable flange 17 in the direction to increase the speed increasing ratio while an engine is accelerated with the inertia force of a fly weight 43 received on cam faces 39 and 41, or a third cam 99 to press the movable flange 73 in the direction to decrease the speed increasing ratio while the rotational frequency of the engine is reduced with the inertia force of a fly weight 83 received on the cam face.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a mechanical supercharger used for vehicles and the like.

[0002]

2. Description of the Related Art An apparatus as shown in FIG. 9 is disclosed in Japanese Unexamined Utility Model Publication Showa 63-37856. This is a speed change pulley 201 of a belt type continuously variable transmission, and a fly weight 203
The distance between the movable flange 209 and the fixed flange 211 is adjusted by the centrifugal force 207, and the gear ratio is adjusted according to the change in the rotational speed. or,
FIG. 10 shows a transmission pulley 21 of the same machine as the transmission pulley 201.
3 is arranged on the supercharger side of the belt type continuously variable transmission for transmitting the driving force of the engine to the supercharger side.

As shown in FIGS. 11 and 12, the centrifugal cam 215 of the speed change pulley 213 has a cylindrical fly weight 21.
7 and the cam surfaces 219 and 219, the movable flange 221 is moved to the fixed flange 223 side when the number of rotations increases, and the pulley pitch diameter of the speed change pulley 213 is increased to decrease the speed increasing ratio. In addition, a spring that gives tension to the belt 225 is attached to the speed change pulley on the other side. When the rotation speed decreases and the cam force of the centrifugal cam 215 decreases, the flange spacing increases so that the speed increasing ratio increases due to the force of this spring. Adjusted.
In this way, the fluctuation range of the revolution speed of the supercharger is suppressed to be smaller than the fluctuation range of the engine revolution speed.

[0004]

However, due to such a structure, the speed increasing ratio decreases as the engine speed increases when the vehicle accelerates, a sufficient supercharging pressure cannot be obtained, and the speed increasing ratio decreases during deceleration. As a result, excessive supercharging pressure is generated and fuel efficiency is reduced.

Therefore, the present invention provides a mechanical supercharger which can suppress a decrease in the supercharging pressure during acceleration and an increase in the supercharging pressure during deceleration while suppressing the fluctuation range of the rotational speed of the supercharger. With the goal.

[0006]

A mechanical supercharger of the present invention is connected to a supercharger for supplying pressurized intake air to an engine via a belt mounted between a movable flange and a fixed flange. Belt type continuously variable transmission equipped with engine and supercharger side speed change pulleys, a spring that presses the movable flange in a direction to increase the speed increase ratio, and a centrifugal flywheel that rotates together with the speed change pulley. The first cam that receives a force on the cam surface to move the movable flange in the direction to lower the speed increasing ratio and the inertial force of the fly weight that rotates together with the speed change pulley increase the speed increasing ratio when the engine accelerates by receiving the inertial force on the cam surface. The second cam that presses the flange in the direction and the inertial force of the flyweight that rotates together with the speed change pulley are received by the cam surface, and the movable flange is pressed in the direction that reduces the speed increasing ratio when the engine is decelerated. Characterized in that a at least one of beam.

[0007]

With the first cam and the spring, the speed increasing ratio of the belt type continuously variable transmission decreases as the engine speed increases and increases as the engine speed decreases, and the fluctuation range of the rotational speed of the supercharger is kept small.
Further, the cam surfaces of the second and third cams are given cam angles in the directions that receive the inertial force of the flyweight during acceleration and deceleration, respectively, and the acceleration ratio is increased by the second cam during acceleration. The reduction of the supercharging pressure due to the first cam is reduced to improve the acceleration performance of the vehicle, and the deceleration rate is reduced by the third cam during deceleration to reduce the increase of the supercharging pressure due to the spring to prevent the reduction of fuel consumption. ..

[0008]

EXAMPLE An example will be described with reference to FIGS.
FIG. 1 shows a mechanical supercharger 1 of this embodiment. In addition, the left and right directions are the left and right directions in FIG. 1, and members and the like which are not given any additional symbols are not shown.

As shown in FIG. 1, the mechanical supercharger 1 includes a belt type continuously variable transmission 3, a speed increasing unit 5 and a centrifugal compressor type supercharger 7, and the belt type continuously variable transmission. 3 includes a drive pulley 9 (shift pulley) and a driven pulley 11 (shift pulley).

The drive pulley 9 comprises a fixed flange 15 which is integral with the hollow shaft 13 and a movable flange 17 which is connected to the hollow shaft 13 so as to be movable in the axial direction. The hollow shaft 13 is supported on a support shaft 23 via bearings 19 and 21, and the support shaft 23 is fixed to a casing 29 of the speed increasing unit 5 by a bolt 25 and a nut 27. A belt 31 is mounted between the flanges 15 and 17. The fixing flange 15 is provided with a screw hole 33 for fixing the pulley of the belt transmission mechanism, and the drive pulley 9 is rotationally driven by the crankshaft of the engine via this belt transmission mechanism.

As shown equivalently in FIG. 2, the hollow shaft 13
A retainer 35 is fixed to the right end of the retainer 35, and a ring-shaped cam member 37 having an opening on the left is disposed on the outer periphery of the retainer 35 so as to be axially movable. Cam member 37
Cam surfaces 39 and 41 are formed on the movable flange 17 and the movable flange 17, respectively, and a fly weight 43 is formed between the cam surfaces 39 and 41.
Are arranged to form a cam 45 (second cam).
A plurality of cams 45 are arranged at equal distances in the circumferential direction.

The arrow 47 in FIGS. 3 and 4 indicates the drive pulley 9.
Indicates the rotation direction of. As shown in FIG. 3, each cam surface 39, 41
Is given a cam angle β in the direction of receiving the inertial force 49 of the flyweight 43 when the engine is accelerated, and the cam thrust force 51 at that time pushes the movable flange 17 to the left. Further, as shown in FIG. 4, the inertial force 53 of the flyweight 43 during deceleration does not act on the cam surfaces 39 and 41, so that the cam thrust force 51 is not generated. Further, a disc spring 57 (spring) is mounted between the retaining ring 55 of the retainer 35 and the cam member 37, and the movable flange 17 is pressed leftward via the cam 45 to apply tension to the belt 31.

The driven pulley 11 is fitted to the input shaft 59 of the speed increasing portion 5 and is fixed to the input shaft 59 by a key 61 and a nut 63. The hollow shaft 65, the cam member 67, and the hollow shaft 65 are integrally fixed. A flange 69 and a movable flange 73 that is connected to the cam member 67 via an engaging portion 71 so as to be movable in the axial direction are provided. The input shaft 59 is supported by the casing 29 via bearings 75 and 77. Each flange 6
A belt 31 is attached between 9 and 73 to connect the drip pulley 11 to the drive pulley 9.

As shown equivalently in FIG. 5, the cam member 6
Cam surfaces 79, 81 are formed on the movable flange 73 and the movable flange 73, respectively, and a fly weight 83 is arranged between them.

As shown in FIG. 5, each cam surface 79, 81 is provided with a cam θ in a direction to receive the centrifugal force 85 of the fly weight 83, and the cam thrust 87 moves the movable flange 73 to the right. Thus, the cam 89 (first cam) is configured. Also, driven pulley 11
Rotates in the direction of the arrow 91 in FIGS. 6 and 7, but as shown in FIG. 7, the cam surfaces 79 and 81 receive the inertia force 93 of the flyweight 83 when the engine is decelerated in addition to the cam angle θ. The cam angle β is given in the direction, and the cam thrust force 95 at that time presses the movable flange 73 to the right. Further, as shown in FIG. 6, the inertial force 97 of the fly weight 83 during acceleration does not act on the cam surfaces 79 and 81, and the cam thrust 9
5 does not occur. Thus, the cam 99 (third cam) is configured. The cams 89 and 99 are arranged at a plurality of positions at equal distances in the circumferential direction.

When the rotational speed of the driven pulley 11 increases as the engine rotational speed increases, the cam thrust force 87 of the cam 89 increases and the flange spacing of the driven pulley 11 narrows, and the pulley pitch diameter R ₂ increases and the belt 31 moves. Due to the tension, the flange spacing of the drive pulley 9 is expanded, the pulley pitch diameter R ₁ is reduced, and the speed increasing ratio is decreased. When the engine speed drops, the cam thrust force becomes 8
7, the pulley pitch 57 of the drive pulley 9 causes the pulley pitch diameter R ₁ to increase and R ₂ to decrease, increasing the speed increasing ratio. Thus, the rotation speed of the drip pulley 11 is increased in the low speed rotation range of the engine and decelerated in the high speed rotation range of the engine, and the fluctuation range of the rotation speed is kept small.

During acceleration, the cam 45 of the drive pulley 9
Suppresses a decrease in the speed increasing ratio due to the cam 89 of the driven pulley 11 and prevents the rotational speed of the driven pulley 11 from significantly decreasing. For example, although acceleration of about 4000 rpm is often performed in 0.8 seconds (S), the rotational speed of the driven pulley 11 at this time is 1000 rpm, θ = 30 (deg),
If β = 5 (deg), the mass of the fly weights 43 and 83 is m, and the radius of rotation of the fly weights 43 and 83 is r, the cam thrust force 87 of the cam 89 is ((1000 × 2π) ÷ 60)) ² × r × m ÷ tan30 = 18.99 × 10 ³ × r × m, and the cam thrust force 51 of the cam 45 is (4000 × 2π) ÷ 60 ÷ 0.8 × r × m ÷ tan5 + (thrust force of disc spring 57) = 5.98 × 10 ³ × r × m + (the thrust force of the disc spring 57).

As described above, the cam 89 is mounted on the cam 45 during acceleration.
A cam thrust force of about 1/3 of the above is generated, and the decrease in the rotational speed of the driven pulley 11 can be reduced accordingly.

Further, at the time of deceleration, the disc spring 57 increases the speed increasing ratio as described above, but the cam 9 of the driven pulley 11
With the cam thrust force 95 of 9, the increase in the rotational speed of the driven pulley 11 can be reduced against the thrust force of the disc spring 57. Further, by changing the cam angles β and θ, it is possible to adjust the rotational speed adjustment effect during acceleration and deceleration.

Thus, the belt type continuously variable transmission 3 is constructed.

The speed increasing unit 5 is a planetary gear type speed change mechanism. The driving force input to the speed increasing unit 5 via the belt type continuously variable transmission 3 is an internal gear 101 integrated with the input shaft 59.
From the sun gear 10 through the pinion gear 103.
5 is rotationally driven. The sun gear 105 is integrally formed with the impeller shaft 107 of the supercharger 7, and the impeller shaft 1
07 is supported by the casing 29 via a unit bearing 109 and an oil film damper 111.
Oil is supplied to the inside of the casing 29 from the oil plug 113 and the nozzle 115 via the oil film damper 111, and lubricates the unit bearing 109, the speed increasing unit 5, and the like. Oil seals 117 and 119 are arranged at the left end and the right end of the casing 29 to prevent oil leakage.

Compressor housing 121 of supercharger 7
Is the connecting member 1 engaged with the circumferential groove 123 of the casing 29.
It is attached to the casing 29 by means of 25 and bolts 127. The impeller 1 is located at the right end of the impeller shaft 107.
29 is press-fitted, and the fall prevention member 131 is crimped. The impeller 129 is rotationally driven at high speed by the driving force of the engine increased in speed increasing section 5, and the supercharger 7 supercharges the engine by the pressurized intake air.

Thus, the mechanical supercharger 1 is constructed.

As described above, the supercharger 7 keeps the fluctuation range of the rotational speed small by the belt type continuously variable transmission 3 and obtains a large supercharging pressure from the low speed rotation range of the engine, and excessive rotation in the high rotation range. The rise is suppressed and damage is prevented. Further, the decrease in the rotation speed during acceleration is suppressed to a small extent to improve the acceleration performance, and the increase in the rotation speed during a deceleration is suppressed to a small extent, which reduces the excessive boost pressure and improves the fuel efficiency.

FIG. 8 shows a speed change pulley 133 having a structure different from that of the drive pulley 9. The speed change pulley 133 includes a fixed flange 137 integrated with the hollow shaft 135 and a movable flange 139.
The second cam 147 is constituted by the cam surfaces 141, 143 provided on the shaft 9 and the fly weight 145. Further, the disc spring 149 directly presses the movable flange 139, not via the cam 45 unlike the drive pulley 9.

In this embodiment, the cam surfaces 79 and 81 and the fly weight 83 also serve as the first and third cams 89 and 99, but the first and third cams are separately constructed and are arranged in the circumferential direction. You may arrange by turns.

Further, the mechanical supercharger of the present invention may be composed of only one of the second cam and the third cam.

[0028]

According to the mechanical supercharger of the present invention, the belt which is transmitted to the supercharger by reducing the fluctuation range of the engine speed by the first cam and the spring which operate by receiving the centrifugal force of the flyweight. Second continuously variable transmission that receives inertial force from the flyweight to operate and suppresses a decrease in rotational speed of the supercharger during acceleration
And at least one of a third cam that suppresses an increase in the rotational speed of the supercharger during deceleration. Therefore, it is possible to obtain a large supercharging pressure from the low speed rotation range of the engine, and to prevent the supercharging pressure from decreasing during acceleration and the supercharging pressure from increasing during deceleration.

[Brief description of drawings]

FIG. 1 is a sectional view of an embodiment.

FIG. 2 is an equivalent sectional view of a drive pulley unit of the embodiment of FIG.

FIG. 3 is a schematic view showing a state of the cross section in FIG. 2A-A during acceleration.

FIG. 4 is a schematic diagram showing a state of the cross section of FIG. 2A-A during deceleration.

5 is a sectional view equivalently showing the driven pulley portion of the embodiment of FIG. 1. FIG.

6 is a schematic diagram showing a state of the BB cross section of FIG. 5 during acceleration.

FIG. 7 is a schematic diagram showing a state of the BB cross section of FIG. 5 during deceleration.

FIG. 8 is a cross-sectional view showing another aspect of the speed change pulley.

FIG. 9 is a sectional view of a conventional example.

FIG. 10 is a cross-sectional view of another conventional example.

11 is a cross-sectional view of FIG. 10C-C.

12 is a cross-sectional view taken along line DD of FIG.

[Explanation of symbols]

 1 Mechanical supercharger 3 Belt type continuously variable transmission 7 Supercharger 9 Drive pulley (speed change pulley) 11 Driven pulley (speed change pulley) 15, 69, 137 Fixed flange 17, 73, 139 Movable flange 31 Belt 39, 41 , 79, 81, 141, 143 Cam surface 43, 83, 145 Fly weight 45, 147 Cam surface (second cam) 49, 53, 93, 97 Inertial force 57 Disc spring (spring) 89 Cam (first cam) ) 99 cam (third cam) 133 speed change pulley

Claims (1)

[Claims] 1. A supercharger for supplying pressurized intake air to an engine, and engine and supercharger-side speed change pulleys connected via a belt mounted between a movable flange and a fixed flange. A belt-type continuously variable transmission equipped with it, a spring that presses the movable flange in the direction to increase the speed increasing ratio, and a direction in which the cam surface receives the centrifugal force of the fly weight that rotates together with the speed changing pulley to decrease the speed increasing ratio. A first cam that moves the movable flange, a second cam that receives the inertial force of the flyweight that rotates together with the speed change pulley on the cam surface, and presses the flange in a direction that increases the speed increase ratio during engine acceleration, and the speed change pulley. At least one of the third cams that receives the inertial force of the rotating flyweight on the cam surface and presses the movable flange in the direction of decreasing the speed increasing ratio when the engine is decelerated. A mechanical supercharger characterized by.