JPH0713467B2 - Exhaust turbine type turbocharger - Google Patents
Exhaust turbine type turbochargerInfo
- Publication number
- JPH0713467B2 JPH0713467B2 JP59230199A JP23019984A JPH0713467B2 JP H0713467 B2 JPH0713467 B2 JP H0713467B2 JP 59230199 A JP59230199 A JP 59230199A JP 23019984 A JP23019984 A JP 23019984A JP H0713467 B2 JPH0713467 B2 JP H0713467B2
- Authority
- JP
- Japan
- Prior art keywords
- turbine
- exhaust
- control valve
- exhaust gas
- scroll
- 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
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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
- F02B37/183—Arrangements of bypass valves or actuators therefor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D17/00—Regulating or controlling by varying flow
- F01D17/10—Final actuators
- F01D17/12—Final actuators arranged in stator parts
- F01D17/14—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits
- F01D17/146—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits by throttling the volute inlet of radial machines or engines
-
- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
- F02B37/025—Multiple scrolls or multiple gas passages guiding the gas to the pump drive
-
- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/22—Control of the pumps by varying cross-section of exhaust passages or air passages, e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits
-
- 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
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
- F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
-
- 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)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Supercharger (AREA)
Description
【発明の詳細な説明】 〔発明の利用分野〕 本発明は排気ガスのエネルギによつて回転されるタービ
ンでコンプレツサを回転して過給空気をエンジンに供給
する排気タービン式過給機に関する。Description: FIELD OF THE INVENTION The present invention relates to an exhaust turbine type supercharger for supplying supercharged air to an engine by rotating a compressor with a turbine rotated by the energy of exhaust gas.
従来の排気タービン式過給機はエンジンの排気シリンダ
からの排気ガスをタービンに供給してタービンを回転さ
せ、同一軸上のコンプレツサを駆動し、このコンプレツ
サで圧縮された空気をエンジンの吸気管に送り込む。し
かしエンジンの低，中速回転域では排気量が少なく十分
なタービン出力が得られず過給圧力が不足になる問題が
あつた。A conventional exhaust turbine supercharger supplies exhaust gas from an engine exhaust cylinder to a turbine, rotates the turbine, drives a compressor on the same shaft, and air compressed by the compressor is supplied to the intake pipe of the engine. Send in. However, in the low and medium speed range of the engine, the displacement was small and sufficient turbine output could not be obtained, resulting in insufficient supercharging pressure.
この問題を解決するために、エンジン低速域に適合する
比較的小容量のタービンを用い、対処している。この場
合にはエンジンの高速高負荷運転時に過給圧力が高くな
り過ぎるのでタービン入口にバイパス弁を配置し、この
バイパス弁をアクチユエータ１により制御し、余剰排気
ガスを排出して過給圧力が過大とならないようにしてい
る。しかしこのように排気バイパス制御を行うと、バイ
パスされる排気と共に、喪失するエネルギのために過給
圧力に対してタービン入口圧力が上昇する弊害が生じ
る。この影響を避けるため、タービンの容量をエンジン
の運転状態に対応させて変化させる可変容量タービンの
形式の提案、例えば米国特許第3,557,549号明細書等が
なされているが特にガソリンエンジンでは広い運転範囲
全域にわたつてエンジンと過給機をマツチングさせるの
は困難である。In order to solve this problem, a relatively small-capacity turbine adapted to the low engine speed region is used to deal with the problem. In this case, the supercharging pressure becomes too high during high-speed, high-load operation of the engine, so a bypass valve is installed at the turbine inlet, and this bypass valve is controlled by the actuator 1 to discharge excess exhaust gas and increase the supercharging pressure. I try not to be. However, when the exhaust gas bypass control is performed in this way, the turbine inlet pressure rises with respect to the supercharging pressure due to the energy lost due to the bypassed exhaust gas. In order to avoid this effect, a proposal of a variable capacity turbine type in which the capacity of the turbine is changed in accordance with the operating state of the engine, for example, U.S. Pat. It is difficult to match the engine and the turbocharger across the air.
また、特開昭58-18522号公報の記載のように、スクロー
ル室を二つにわけ、それぞれのスクロール室に流量制御
弁を設けて可変容量化し、内燃機関のより広い回転数に
対応させたものがある。この例では、常時排気ガスが流
れる方のスクロール室の途中にもうひとつのスクロール
室に連通する連通孔を設け、該スクロール室側に流量制
御弁を設けた構成であるので、前記連通孔まわりの形状
や流量制御弁の取付け構成が複雑になってしまう。さら
に、前記流量制御弁が排気ガスの流れる方向に対して開
く方向であるので、前記流量制御弁が故障して開いたま
まになってしまうと、全てのスクロール室から排気がタ
ービンに当って過給圧が上昇するという危険な方向にな
ってしまう問題があった。Further, as described in Japanese Patent Laid-Open No. 58-18522, the scroll chamber is divided into two, and a flow control valve is provided in each scroll chamber to make it a variable capacity so as to correspond to a wider rotation speed of the internal combustion engine. There is something. In this example, a communication hole communicating with another scroll chamber is provided in the middle of the scroll chamber in which the exhaust gas always flows, and a flow control valve is provided on the scroll chamber side. The shape and mounting structure of the flow control valve become complicated. Furthermore, since the flow rate control valve is open with respect to the exhaust gas flow direction, if the flow rate control valve fails and remains open, exhaust gas from all scroll chambers hits the turbine. There was a problem that the supply pressure would rise in a dangerous direction.
本発明の目的は、低、中速回転域から高速回転域まで広
い運転条件の全域にわたって良好な過給圧力特性が得ら
れるとともに、流量制御弁が故障しても排気の流路が閉
じて安全側に動作する構造を備えた排気タービン式過給
機を提供することにある。The object of the present invention is to obtain good supercharging pressure characteristics over a wide range of operating conditions from low and medium-speed rotation range to high-speed rotation range, and to prevent the exhaust flow passage from closing even if the flow control valve fails, thus ensuring safety. An object of the present invention is to provide an exhaust turbine supercharger having a structure that operates on the side.
本発明の特徴は、タービンのケーシング内部を隔壁によ
って二つのスクロール室に分割し、エンジンの低速、低
負荷運転状態の時の過給圧力が低い場合には、エンジン
の排気を一方のスクロール室に集中的に導く。また、エ
ンジンの高速、高負荷運転状態時に過給圧力が高くなっ
た場合には二つのスクロール室にエンジンの排気を導く
ようにタービン入口の流量制御弁を作動させる。また、
広い運転条件で良好な過給圧力特性を得るために排気バ
イパス弁によって排気をバイパスさせる。そして、スク
ロール室と接続される接続部材に排気の流動方向に閉じ
る方向に流量制御弁を設け、流量制御弁が故障しても流
路が閉じて、片側のスクロール室からしか排気がタービ
ンに当らないようにして過給圧力の増加を防ぐ安全側に
動作するようにする。A feature of the present invention is that the inside of the turbine casing is divided into two scroll chambers by a partition wall, and when the supercharging pressure at the time of low speed and low load operation of the engine is low, the exhaust gas of the engine is sent to one scroll chamber. Lead intensively. Further, when the supercharging pressure becomes high when the engine is operating at high speed and under high load, the flow rate control valve at the turbine inlet is operated so as to guide the exhaust gas of the engine to the two scroll chambers. Also,
Exhaust gas is bypassed by an exhaust bypass valve in order to obtain good supercharging pressure characteristics under a wide range of operating conditions. Then, a flow control valve is provided in a direction in which the connecting member connected to the scroll chamber is closed in the flow direction of the exhaust gas, the flow passage is closed even if the flow control valve fails, and the exhaust gas hits the turbine only from one scroll chamber. Prevent the boost pressure from increasing and operate on the safe side.
以下、本発明の実施例を第１図〜第３図について説明す
る。An embodiment of the present invention will be described below with reference to FIGS.
第１図は、本発明の排気タービン式過給機の概略を示
す。エンジン１から排出された排気ガスは、エキゾース
トマニホルド２を介してタービン６のケーシング３に導
かれる。ケーシング３とエキゾーストマニホルド２と
は、接続部材23で接続されている。ケーシング３は隔壁
14により二つのスクロール室4,5に分割されている。FIG. 1 shows an outline of an exhaust turbine type supercharger of the present invention. The exhaust gas discharged from the engine 1 is guided to the casing 3 of the turbine 6 via the exhaust manifold 2. The casing 3 and the exhaust manifold 2 are connected by a connecting member 23. Casing 3 is a partition
It is divided into two scroll chambers 4 and 5 by 14.
開放スクロール室４側には排気バイパス弁８が備えられ
ている。一方閉鎖スクロール室５は制御弁10により閉鎖
されている。An exhaust bypass valve 8 is provided on the open scroll chamber 4 side. On the other hand, the closed scroll chamber 5 is closed by the control valve 10.
エンジンの低速、低負荷運転時は排気ガスを開放スクロ
ール室４に導く。排気ガス量が増加すると過給圧が上昇
するため、過給圧が導入通路12から第１アクチユエータ
11に導かれ、ある一定の圧力以上になるとロツド13が動
き、そのロツド13の先端と連動して作動する排気バイパ
ス弁８が開き、開放スクロール室４に備えたバイパス穴
７より排気ガスがタービン出口側９に排出される。さら
に排気ガス量が増加するエンジンの高速、高負荷運転時
には、第２アクチユエータ15の導入通路16から過給圧が
導入されある一定の圧力以上になるとロツド17が動き制
御弁10が開放される。ここで各アクチユエータ11,15の
バイパススプリングの力を設定することにより圧力は選
定される。そして、この時一つのタービンスクロールか
ら二つのタービンスクロールに切りかわるため、タービ
ン６の回転数が低下し結果的にコンプレツサの回転が低
下する。したがつて今まで排気バイパス穴７より排出し
ていた排気ガスを排出する必要がなくなるため、過給圧
の低下によつて一端排気バイパス弁８が閉じる方向に制
御される。さらに排気ガス量が増加すると前述したのと
同様に過給圧が上昇してしまうため、アクチユエータ11
により排気バイパス弁８が開く方向に制御される。ここ
で各アクチユエータ11,15は排気圧で制御されるように
構成されても良い。Exhaust gas is guided to the open scroll chamber 4 during low-speed and low-load operation of the engine. Since the boost pressure rises as the amount of exhaust gas increases, the boost pressure is increased from the introduction passage 12 to the first actuator.
Guided by 11, when the pressure exceeds a certain level, the rod 13 moves, the exhaust bypass valve 8 that operates in conjunction with the tip of the rod 13 opens, and the exhaust gas is discharged from the bypass hole 7 provided in the open scroll chamber 4 to the turbine. It is discharged to the outlet side 9. Further, during high-speed and high-load operation of the engine in which the exhaust gas amount increases, when the boost pressure is introduced from the introduction passage 16 of the second actuator 15 and exceeds a certain pressure, the rod 17 moves and the control valve 10 is opened. Here, the pressure is selected by setting the force of the bypass spring of each actuator 11,15. Then, at this time, one turbine scroll is switched to two turbine scrolls, so that the rotation speed of the turbine 6 is reduced, and as a result, the rotation of the compressor is reduced. Therefore, it is not necessary to discharge the exhaust gas that has been discharged from the exhaust bypass hole 7 until now, so that the exhaust bypass valve 8 is controlled to close once due to the decrease of the supercharging pressure. If the exhaust gas amount further increases, the boost pressure will increase as described above.
Thus, the exhaust bypass valve 8 is controlled to open. Here, each of the actuators 11 and 15 may be configured to be controlled by the exhaust pressure.
また、制御弁10は接続部材23に設けられるとともに、排
気ガスの流動方向に閉じる方向に設置される。アクチユ
エータ15の故障等で制御弁10が制御されなくなったとき
には、制御弁10が開いていても排気ガスの動圧によって
流動方向に閉じ、閉鎖スクロール室５に排気ガスが流れ
ないので、過給圧の上昇が防止できる。Further, the control valve 10 is provided on the connecting member 23, and is also installed in the closing direction in the flow direction of the exhaust gas. When the control valve 10 is no longer controlled due to a failure of the actuator 15, etc., even if the control valve 10 is open, the dynamic pressure of the exhaust gas closes the flow direction, and the exhaust gas does not flow into the closed scroll chamber 5. Can be prevented from rising.
第２図に、上記した制御を行った時の過給圧特性を示
す。FIG. 2 shows the boost pressure characteristic when the above control is performed.
横軸にエンジン回転数、縦軸に過給圧の圧力比を示す。
開放スクロール室４のみの運転の時は、圧力比はＰの特
性となる。これに対して制御弁10が開放した状態の二つ
のスクロール室の運転の時は圧力比はＱの特性となる。
これを目標圧力比Ｔの様に制御するには、目標圧力比29
よりも高くなる圧力比領域S1，S2を排気バイパス弁８お
よび制御弁10の開放により制御することができる。The horizontal axis shows the engine speed and the vertical axis shows the pressure ratio of the boost pressure.
When operating only the open scroll chamber 4, the pressure ratio has a characteristic of P. On the other hand, when operating the two scroll chambers with the control valve 10 opened, the pressure ratio has a characteristic of Q.
To control this like the target pressure ratio T, the target pressure ratio 29
The pressure ratio regions S 1 and S 2 which are higher than the above can be controlled by opening the exhaust bypass valve 8 and the control valve 10.
したがつて、このような作動によつて得られる特性を更
に詳述すると以下の通りとなる。Therefore, the characteristics obtained by such an operation will be described in more detail below.
〔Ｉ〕 領域： 開放スクロール室４のみによつて過給される領域。[I] Area: An area that is supercharged only by the open scroll chamber 4.
〔II〕 領域： 開放スクロール室４のみによつて過給されるが排気バイ
パス弁８の作動によつて目標圧力比Ｔより大きい圧力比
部分S1を逃がす。[II] Area: The supercharging is performed only by the open scroll chamber 4, but the pressure ratio portion S 1 larger than the target pressure ratio T is released by the operation of the exhaust bypass valve 8.
ここで、Ｒ点で制御弁10を開放すると同時に排気バイパ
ス弁８を全閉とする。Here, at the point R, the control valve 10 is opened and at the same time the exhaust bypass valve 8 is fully closed.
〔III〕 領域： 開放スクロール室４と閉鎖スクロール室５の両スクロー
ル室によつて過給されるが、排気バイパス弁８の作動に
よつて目標圧力比Ｔより大きい圧力比部分S2を逃がす。[III] Region: Supercharging is performed by both the open scroll chamber 4 and the closed scroll chamber 5, but the pressure ratio portion S 2 larger than the target pressure ratio T is released by the operation of the exhaust bypass valve 8.
このように本実施例においては低速から高速までの広い
領域に渡つて必要とされる過給特性を得ることができ
る。As described above, in this embodiment, it is possible to obtain the required supercharging characteristic over a wide range from low speed to high speed.
第３図は、本発明の排気タービン過給機と、標準的な排
気タービン過給機の特性の比較を行なつたものである。FIG. 3 is a comparison of the characteristics of the exhaust turbine supercharger of the present invention and a standard exhaust turbine supercharger.
本実施例の排気タービン過給機の過給圧特性Ic、排気圧
力特性Ieを示す。標準形の排気タービン過給機の過給圧
特性Cc、排気圧力特性Ceを示す。The supercharging pressure characteristic I c and the exhaust pressure characteristic I e of the exhaust turbine supercharger of the present embodiment are shown. The boost pressure characteristic C c and the exhaust pressure characteristic C e of the standard type exhaust turbine turbocharger are shown.
これより、本実施例の排気タービン過給機は、低速の過
給圧特性にすぐれ、低速のトルクが向上し、しかも高速
の排気圧力特性を大巾に低減することができるため、燃
費の向上を図ることができる。As a result, the exhaust turbine supercharger of the present embodiment has excellent low-speed supercharging pressure characteristics, improves low-speed torque, and can significantly reduce high-speed exhaust pressure characteristics, thus improving fuel efficiency. Can be achieved.
以上の実施例は排気バイパス弁８と制御弁10を過給圧で
直接駆動されるアクチユエータ11,15で制御している
が、更に過給圧特性の自由度を大きくするためには次に
述べるような制御を行うことが好ましい。In the above embodiment, the exhaust bypass valve 8 and the control valve 10 are controlled by the actuators 11 and 15 which are directly driven by the supercharging pressure, but in order to further increase the degree of freedom of the supercharging pressure characteristic, it will be described below. It is preferable to perform such control.
すなわち、第４図に示すように各アクチユエータ11,15
の導入通路12,16の途中にデユーテイ制御されるオン−
オフ電磁弁18,19を配置し、このオン−オフ電磁弁18,19
を定圧弁20に接続してコンプツサの下流の過給圧を導び
くようにする。That is, as shown in FIG. 4, each actuator 11,15
On-duty controlled in the middle of the introduction passages 12 and 16
The off solenoid valves 18 and 19 are arranged, and the on-off solenoid valves 18 and 19 are arranged.
Is connected to the constant pressure valve 20 so as to guide the boost pressure downstream of the compressor.
定圧弁20は過給圧を略一定の圧力に調圧してオン−オフ
電磁弁18,19へ与えるものであり、オン−オフ電磁弁18,
19はそれぞれに設けた大気解放口21,22を開閉するもの
である。The constant pressure valve 20 regulates the supercharging pressure to a substantially constant pressure and applies it to the on-off solenoid valves 18 and 19.
Reference numeral 19 is for opening and closing the air release ports 21 and 22 provided respectively.
したがつて、大気解放口21,22をオン−オフ電磁弁18,19
でデユーテイ制御によつて開閉することにより、各アク
チユエータ11,15に加わる過給圧を制御するものであ
る。Therefore, the atmosphere release ports 21 and 22 are turned on and off by solenoid valves 18 and 19.
The duty control controls the boost pressure applied to the actuators 11 and 15 by opening and closing the duty control.
次にオン−オフ電磁弁18,19へ与えられる制御信号につ
いて説明する。Next, the control signal given to the on / off solenoid valves 18 and 19 will be described.
まず第２図においては過給圧で直接的に各アクチユエー
タ11,15を制御した特性を示しているが、このものでは
きめ細かい制御特性を得るのはむつかしい。First, FIG. 2 shows the characteristics in which the actuators 11 and 15 are directly controlled by the supercharging pressure, but it is difficult to obtain fine control characteristics with this actuator.
したがつて、本実施例においては、第５図，第６図に示
すように回転数に対するオン−オフ電磁弁18,19のデユ
ーテイ比をマイクロコンピユータのROM（Read Only Mem
ory）に記憶しておき、これらのROMから読み取られたデ
ユーテイ比でもつて電磁弁18,19を駆動するものであ
る。Therefore, in the present embodiment, as shown in FIGS. 5 and 6, the duty ratio of the on-off solenoid valves 18 and 19 with respect to the rotational speed is set to the ROM (Read Only Mem) of the microcomputer.
ory), and the solenoid valves 18 and 19 are driven by the duty ratio read from these ROMs.
第５図はアクチユエータ11を制御する電磁弁18へ与えら
れる特性を示し、第６図はアクチユエータ15を制御する
電磁弁19へ与えられる特性を示している。FIG. 5 shows the characteristics given to the solenoid valve 18 controlling the actuator 11, and FIG. 6 shows the characteristics given to the solenoid valve 19 controlling the actuator 15.
そして、その制御は第７図に示すようにステツプ30で回
転数Ｎを検出し、この回転数Ｎからステツプ40,ステツ
プ50で第５図，第６図に示したような特性（デユーテイ
比）を検索する。As shown in FIG. 7, the control detects the rotation speed N at step 30, and the characteristics (duty ratio) as shown in FIGS. 5 and 6 are detected from this rotation speed N at steps 40 and 50. To search.
次にステツプ60で回転数Ｎが所定回転数を越えたか否を
判断する。このステツプ60は第２図のＲ点に対応する回
転数を検出するステツプである。Next, at step 60, it is judged if the rotation speed N exceeds a predetermined rotation speed. This step 60 is a step for detecting the rotational speed corresponding to the point R in FIG.
そして、ステツプ60で回転数Ｎが所定回転数以下と判断
されると、ステツプ70において第５図の特性値がレジス
タにセツトされる。When it is determined in step 60 that the number of revolutions N is less than or equal to the predetermined number of revolutions, the characteristic values of FIG. 5 are set in the register in step 70.
一方、ステツプ60で回転数Ｎが所定回転数Ｎ以上と判断
されると、ステツプ80において電磁弁18をオフ（大気解
放口21を開）し、ステツプ90において第６図の特性値が
レジスタにセツトされる。On the other hand, if it is determined in step 60 that the rotational speed N is equal to or higher than the predetermined rotational speed N, the solenoid valve 18 is turned off (atmosphere opening port 21 is opened) in step 80, and the characteristic value shown in FIG. Is set.
以上のステツプを終了した後、ステツプ100において各
電磁弁18,19に所定の信号を出力する。After finishing the above steps, in step 100, a predetermined signal is output to each solenoid valve 18, 19.
この場合、排気バイパス弁８、制御弁10の開口割合は急
激に変化するものではなく、徐々に変化するため、より
良好な過給特性を得ることができる。In this case, the opening ratios of the exhaust bypass valve 8 and the control valve 10 do not change rapidly but change gradually, so that a better supercharging characteristic can be obtained.
以上説明したように、本発明によればタービンのケーシ
ング内部を隔壁によつて二つのスクロール室に分割し、
エンジンの運転状態に対応してスクロール室を流れる排
気ガスを制御し、また排気バイパス方式を併用すること
によつてエンジンの広い運転条件の全域で良好な過給圧
力が得られる。As described above, according to the present invention, the inside of the casing of the turbine is divided into two scroll chambers by the partition wall,
By controlling the exhaust gas flowing through the scroll chamber in accordance with the operating state of the engine and by using the exhaust bypass method together, a good supercharging pressure can be obtained over a wide range of operating conditions of the engine.
従ってエンジンの低速トルク特性や急加速時の応答性を
改善し、また、エンジンの高速回転時のタービン入口圧
力が過大となるのを防ぎ、燃費の改善をはかれる効果が
ある。さらに、故障等で制御弁10が制御されなくなって
も、流動方向に閉じて過給圧の上昇が防止できる効果が
ある。Therefore, there are effects that the low-speed torque characteristic of the engine and the response at the time of sudden acceleration are improved, and the turbine inlet pressure at the time of high-speed rotation of the engine is prevented from becoming excessive and fuel efficiency is improved. Further, even if the control valve 10 is no longer controlled due to a failure or the like, there is an effect that it can be closed in the flow direction to prevent the boost pressure from rising.
第１図は本発明の排気タービン過給機の一実施例を示す
要部断面図、第２図は本発明の排気タービン過給機の過
給圧制御及びその特性図、第３図は本発明の排気タービ
ン過給機と従来の標準形排気タービンの過給圧特性の比
較図、第４図は本発明の他の実施例になる構成図、第５
図，第６図は回転数とデユーテイ比の特性図、第７図は
フローチヤート図である。 ４……開放スクロール室、５……閉鎖スクロール室、８
……排気バイパス弁、10……制御弁、14……隔壁、11,1
5……アクチユエータ。FIG. 1 is a cross-sectional view of an essential part showing an embodiment of an exhaust turbine supercharger of the present invention, FIG. 2 is a supercharging pressure control of the exhaust turbine supercharger of the present invention and its characteristic view, and FIG. FIG. 4 is a comparison diagram of the boost pressure characteristics of the exhaust turbine supercharger of the invention and the conventional standard type exhaust turbine, FIG.
FIG. 6 and FIG. 6 are characteristic diagrams of the rotational speed and the duty ratio, and FIG. 7 is a flow chart. 4 ... Open scroll room, 5 ... Closed scroll room, 8
...... Exhaust gas bypass valve, 10 ...... Control valve, 14 ...... Bulkhead, 11,1
5 ... Actuator.
Claims (3)
駆動されるタービンと、 前記タービンの回転が回転軸を介して伝達され、空気を
過給するコンプレツサと、 前記タービンが収納されるとともに、内部を隔壁によっ
て軸方向に二つのスクロール室に分割されたケーシング
とからなる排気タービン式過給機において、 前記タービンの下流側通路と前記二つのスクロール室の
うち前記コンプレツサから遠い方の第１スクロール室と
を接続するバイパス通路と、前記バイパス通路を流れる
排気ガス量を制御する第１流量制御弁と、 前記ケーシングの接続端と同一面まで前記二つのスクロ
ール室を分割する隔壁と、 前記内燃機関に取り付けられた排気管と前記ケーシング
の接続端とを接続する接続部材と、 前記接続部材に設置され、前記二つのスクロール室のう
ち前記コンプレツサに近い遠い方の第２スクロール室に
流入する排気ガス量を制御する第２流量制御弁とからな
るとともに、 該第２流量制御弁はバタフライ形の弁であり、排気の流
動方向に閉じる方向に設置されていることを特徴とする
排気タービン式過給機。1. A turbine that is driven to rotate by the supply of exhaust gas from an internal combustion engine, a compressor that transmits rotation of the turbine through a rotating shaft and supercharges air, and a turbine that stores the turbine. In an exhaust turbine supercharger, which comprises a casing whose interior is divided into two scroll chambers by a partition wall in the axial direction, a first scroll that is farther from the compressor in the downstream passage of the turbine and the two scroll chambers. A bypass passage that connects the chambers, a first flow control valve that controls the amount of exhaust gas flowing through the bypass passage, a partition that divides the two scroll chambers to the same plane as the connection end of the casing, and the internal combustion engine A connection member for connecting the exhaust pipe attached to the connection end of the casing, and the connection member installed on the connection member, The second flow rate control valve is a butterfly-type valve that controls the amount of exhaust gas flowing into the second scroll chamber in the scroll chamber, which is remote from the compressor. An exhaust turbine type supercharger characterized by being installed in a direction that closes in the flow direction.
流量制御弁は前記第２流量制御弁が開いたときに前記バ
イパス通路を流れる排気ガス量を減少するように作動す
ることを特徴とする排気タービン式過給機。2. The method according to claim 1, wherein
An exhaust turbine supercharger, wherein the flow control valve operates to reduce the amount of exhaust gas flowing through the bypass passage when the second flow control valve is opened.
流量制御弁、前記第２流量制御弁のいずれかまたは両方
は、過給圧によって駆動されるダイヤフラムにより制御
され、前記ダイヤフラムは過給圧が上昇するにつれて排
気ガスの通過を増大するように作動することを特徴とす
る排気タービン式過給機。3. The method according to claim 1, wherein
Either or both of the flow control valve and the second flow control valve are controlled by a diaphragm driven by supercharging pressure, and the diaphragm operates so as to increase passage of exhaust gas as the supercharging pressure rises. An exhaust turbine supercharger characterized by the following.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59230199A JPH0713467B2 (en) | 1984-11-02 | 1984-11-02 | Exhaust turbine type turbocharger |
| EP85113833A EP0180917A3 (en) | 1984-11-02 | 1985-10-30 | Exhaust gas turbine type supercharger |
| US06/793,765 US4745752A (en) | 1984-11-02 | 1985-11-01 | Exhaust gas turbine type supercharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59230199A JPH0713467B2 (en) | 1984-11-02 | 1984-11-02 | Exhaust turbine type turbocharger |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61108830A JPS61108830A (en) | 1986-05-27 |
| JPH0713467B2 true JPH0713467B2 (en) | 1995-02-15 |
Family
ID=16904130
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59230199A Expired - Lifetime JPH0713467B2 (en) | 1984-11-02 | 1984-11-02 | Exhaust turbine type turbocharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0713467B2 (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61215424A (en) * | 1985-03-19 | 1986-09-25 | Mazda Motor Corp | Exhaust turbosupercharger |
| JPS61185623A (en) * | 1985-02-13 | 1986-08-19 | Mazda Motor Corp | Exhaust turbosupercharging unit |
| JPS61200462A (en) * | 1985-03-01 | 1986-09-05 | Nippon Steel Corp | Two-dimensional phased array device |
| JPH0435538Y2 (en) * | 1985-03-19 | 1992-08-24 | ||
| KR20030049632A (en) * | 2001-12-17 | 2003-06-25 | 현대자동차주식회사 | Turbo charger |
| DE102015122351A1 (en) * | 2015-12-21 | 2017-06-22 | Ihi Charging Systems International Gmbh | Exhaust gas guide section for an exhaust gas turbocharger and method for operating an exhaust gas turbocharger |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS601230Y2 (en) * | 1979-09-28 | 1985-01-14 | いすゞ自動車株式会社 | supercharged engine |
| JPS5818522A (en) * | 1981-07-27 | 1983-02-03 | Hitachi Ltd | Turbocharger |
-
1984
- 1984-11-02 JP JP59230199A patent/JPH0713467B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61108830A (en) | 1986-05-27 |
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