JPH08177510A - Double row type combustion gas supercharger - Google Patents

Abstract

PURPOSE: To stably supercharge a necessary quantity of combustion gas in a range of low speed rotation time from high speed rotation time of an engine without reducing volume efficiency even in a range of low speed rotation time and without causing an energy loss. CONSTITUTION: Plural superchargers 11L and 11S different in capacity are arranged in parallel between an engine 13 and a throttle valve 7, and flow regulating valves 29L and 29S are arranged between the delivery side of the respective superchargers 11L and 11S and the engine 13, and rotation input shafts 25L and 25S of the superchargers 11L and 11S are connected to a differential gear device 14. The differential gear device 14 and a crankshaft 13C of the engine 13 are connected to each other. A controller 30 is arranged to control the flow regulating valves 29L and 29S in order to obtain a supercharging air quantity according to rotating speed of the engine 13.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for supercharging combustion gas to an engine by rotating a supercharger by utilizing the rotation of the engine.

[0002]

2. Description of the Related Art A device for supercharging combustion gas to an engine is
Generally, the crankshaft 13C of the engine 13 as shown in FIG.
The rotation of the supercharger is rotated via the belt type transmission device 31. With the above structure, when the engine rotates at high speed, the supercharger also rotates at high speed and the flow rate of supercharged combustion gas increases, and when the engine rotates at low speed, the supercharger also rotates at low speed.
Reduce the flow of supercharged combustion gas. That is, the rotation speed of the supercharger sends the supercharged air to the engine intake side in proportion to the high and low rotation speed of the engine.

[0003]

In the above-mentioned conventional device,
Since the supercharger is designed to be large in size to accommodate the high speed rotation of the engine, the rotation of the supercharger also becomes low at the low speed rotation of the engine, so it is possible to avoid lowering the volumetric efficiency and supercharge the combustion gas. It was difficult.

Therefore, in the present invention, the supercharged air amount required in the range from the low speed rotation to the high speed rotation of the engine is reduced without lowering the volumetric efficiency even in the low speed rotation range and causing further energy loss. An object of the present invention is to provide a combustion gas supercharging device that can be stably obtained.

[0005]

In order to achieve the above object, the invention of claim 1 provides a plurality of positive displacement superchargers having different capacities in parallel between an engine and a throttle valve, and the plurality of superchargers are provided. A flow control valve is provided between the discharge side of at least one supercharger of the charger and the engine, and the rotary input shafts of the plurality of superchargers are connected to a differential gear device,
Further, the differential gear device is connected to the crankshaft of the engine, and a controller is provided to adjust the flow rate adjusting valve to obtain the supercharged air amount according to the rotation speed of the engine.

According to a second aspect of the present invention, in the structure of the first aspect, the plurality of positive displacement superchargers are constituted by a pair of parallel superchargers having a large capacity and a small capacity.
Each flow control valve is provided between the discharge side of each supercharger and the engine, the differential gear device is composed of a planetary gear device, and the planetary gear of the planetary gear device is connected to the rotation input shaft, A sun gear that meshes with a gear is connected to a rotation input shaft, and an internal gear is connected to a crankshaft via a connecting member.

[0007]

According to the first aspect of the present invention, when the engine is running at low speed, the controller controls the flow control valve on the large capacity side of the plurality of positive displacement superchargers having different capacities in the closing direction. At this time, the supercharger on the large capacity side increases the discharge pressure due to the resistance of the flow control valve provided between the discharge side and the engine, and the compression action of the supercharger on the large capacity side is reduced or stopped. Therefore, it is in a non-driving state or a state in which the driving rotational speed is reduced. That is, the engine rotation from the crankshaft is transmitted to the differential gear device, and the rotation of the large-capacity supercharger is reduced to zero or increased, and the rotation of the small-capacity supercharger is accelerated.

On the other hand, when the engine is rotating at high speed, the controller controls the flow rate control valve of the supercharger on the small capacity side to be closed. The flow control valve of the supercharger on the small capacity side becomes the discharge resistance, and the supercharger on the small capacity side is in the non-driving state or the driving rotational speed is lowered. That is, the rotation of the engine from the crankshaft is transmitted to the differential gear device to accelerate the rotation of the supercharger on the large capacity side.

Further, when the engine is rotating in the medium speed range, the controller controls the openings of the flow control valves of the supercharger on the large capacity side and the small capacity side so that the drive torque input from the crankshaft is applied to the differential gear. The device distributes the speed to these multiple superchargers.
The engine rotation variably transmits the rotation speed of each supercharger having a different capacity by a differential gear device.

Thus, the controller controls or switches the openings of the flow control valves of the plurality of superchargers, and the transmission torque to the plurality of superchargers is determined by the differential gear device. That is, it is possible to send out a necessary and sufficient supercharging air amount according to the engine rotation speed.

According to the second aspect of the present invention, the differential gear unit is composed of a planetary gear unit, and each of these gears is connected to the crankshaft and the input rotary shaft of a supercharger of a large capacity and a small capacity. It becomes possible to rotate, and it is possible to improve the volumetric efficiency while reducing the driving horsepower over the entire engine rotation.

[0012]

EXAMPLES Examples of the present invention will be described in detail below. Figure 1
1 shows the entire double-row combustion gas supercharging device 1 embodying the present invention. The air cleaner 2 is provided at one end of the pipeline 5, and the air flow 3 is provided in the middle of the pipeline 5.

A throttle valve 7 including a carburetor is provided at the other end of the conduit 5.

The conduit 5 is distributed from the branch point 5D to the conduits 9 and 21.

The pipe 21 is provided with a blow-off valve 23 which operates as a safety valve. Further, the pipeline 21 is the pipeline 17
Combine with.

The conduit 9 is divided into conduits 9L and 9S at a branch point 9D, a large capacity supercharger 11L is connected to the conduit 9L, and a small capacity supercharger 11S is connected to the conduit 9S. Are connected. The superchargers 11L and 11S are known screw type superchargers disclosed in, for example, Japanese Utility Model Laid-Open No. 3-110139, and detailed description thereof will be omitted.

A plurality of positive displacement superchargers having different capacities are constituted by the superchargers 11L and 11S, but this embodiment has the feature of the second invention, and has a set of a large capacity supercharger 11L and a small capacity supercharger. The charger 11S is configured in parallel.

Pipe lines 27L and 27S are provided on the discharge side of the superchargers 11L and 11S, and flow rate adjusting valves 29L and 29S are provided. Pipe lines 27L, 27S
Is connected to a line 17 in which an intercooler 19 is provided.

A pipe 20 is connected to the discharge side of the intercooler 19 and is connected to the intake manifold 13A of the engine 13.

13B is an exhaust manifold, 13E and 14F are exhaust pipes, 14 is a muffler, and 13M.
Is a transmission and 13P is a propeller shaft.

Screws (not shown) rotatably supported inside the superchargers 11L and 11S are connected to the rotary input shafts 25L and 25S, and the rotary input shaft 2
The 5L and 25S are coupled to a crankshaft 13C of the engine 13 via a differential gear device 14.

The structure relating to the main part of the present invention will be described in detail with reference to FIG. The conduit 21 and the blow-off valve 23 in FIG. 1 are omitted in FIG.

As for the differential gear device 14 whose outline has been described with reference to FIG. 1, specifically, a double pinion type planetary gear device 15 is preferable.

A sprocket 31 is fitted on the crankshaft 13C, and the sprocket 31 is meshed with a sprocket 33S integrally provided on the outer periphery of the international gear 33 of the planetary gear unit 15 via a chain 34 (coupling member). ing. The internal gear 33 meshes with a plurality of planetary gears 35. The plurality of planetary gears 35 are rotatably supported by a carrier arm 37,
Is connected to the rotary input shaft 25L of the large capacity supercharger 11L.

A sun gear 39 fitted and connected to the rotary input shaft 25S of the supercharger 11S on the small capacity side is meshed between the plurality of planetary gears 35.

FIG. 3 shows the pressure / flow rate characteristics of the supercharger 11L on the large capacity side and the supercharger 11S on the small capacity side used in this embodiment on the same characteristic diagram, and the vertical axis represents the pressure ratio. The horizontal axis indicates the intake air amount.

As shown in FIG. 3, in the characteristics of the large-capacity supercharger 11L, it can be seen that the intake air amount is larger than that of the small-capacity supercharger 11S. Since the pressure ratio can be set variously by the opening shape of the suction port or the discharge port of the supercharger, the spiral angle of the positive displacement screw in the case of the screw type, and the like, in the present embodiment, the supercharger 11 is used.
The superchargers 11L and 11S are used so that the total adiabatic efficiency η is substantially maximum in the vicinity of the compression ratio set point C in FIG. 3 for the pressure ratio of L and the supercharger 11S.

Small-capacity supercharger 11S
Indicates that the amount of intake air is smaller than that of the supercharger 11L on the large capacity side. Further, these superchargers 11L and 11S have a range in which the intake air amount and / or the pressure ratio are substantially equal (switching range D in FIG. 3). In this switching area D, the supercharger 11
The planetary gear unit 15 connected to the L and 11S input shafts 25L and 25S rotates differentially, so that the crankshaft 1
This is a range in which the input drive torque from 3C is distributed. The distribution of this input torque is controlled by the control 30 to obtain the supercharged air amount according to the engine speed.
From the fully open state to the fully closed state, and the flow control valve 29
L is switched from the fully closed state to the fully open state, and the input shaft 25S
The entire drive torque that has been flowing to the input shaft 25L is gradually transferred to the input shaft 25L. By providing this switching region D, supercharged air can be smoothly introduced into the engine side without pulsation in the intermediate region between the low engine speed and the high engine speed range of up to 3.

The flow control valves 29L and 29S of the superchargers 11L and 11S generate discharge resistances corresponding to the valve opening degrees, and the superchargers 11L and 1S.
The rotation of 1S, that is, the rotation of the input shafts 25L and 25S is suppressed. The drive torque input from the crankshaft 13C depends on the degree of drive resistance received from the input shafts 25L and 25S, and the carrier arm 3 of the planetary gear device 15 has the following structure.
7 (input shaft 25L) and the sun gear 39 (input shaft 25S) are differentially distributed.

Therefore, at the time of engine low speed rotation in which the required air amount is obtained only by the small-capacity supercharger 11S, the meteor control valve 29L is fully closed and the supercharger 11L is discharged by the discharge resistance of the flow control valve 29L.
Will stop compressing. That is, the drive torque does not flow to the input shaft 25L (carrier arm 37), and most of the drive torque including the carrier arm 37 drive torque reaction force is transmitted to the supercharger 11S. At this time, the planetary gear device 15 can introduce an appropriate amount of supercharged air to the engine side while the input shaft 25S (sun gear 39) is rotated at an increased speed by the speed-up action to reduce the drive torque.
Further, the supercharger 11S on the small capacity side can be rotated at a high speed by the speed increasing action of the planetary gear device 15 to improve the volumetric efficiency.

On the other hand, the supercharger 1 on the large capacity side
In the engine high speed rotation range where the required air amount is obtained by only 1 L, the flow rate control valve 29S is fully closed and the flow rate control valve 29S is
The discharge resistance of the supercharger 11S stops the compression action. No drive torque flows through the input shaft 25S,
All drive torque is transmitted to the supercharger 11L. In supercharger 11L, supercharging can be performed by being driven only in the engine high-speed rotation region where volume efficiency is high.

In the state where the sun gear 39 (input shaft 25S) of the planetary gear device 15 is stopped, the carrier arm 37 rotates at a speed higher than that of the internal gear 33. Since the supercharger 11L is rotated at an increased speed by the planetary gear device 15, it is possible to introduce a sufficient amount of supercharged air to the engine side in the high engine speed region.

The controller 30 detects the intake pressure by the engine speed sensor 32 and the air flow 3, and based on these signals, the opening of each valve 29L, 29S of the supercharger 11L, 11S is adjusted according to the engine speed. Adjust to obtain the supercharged air amount.

In the above embodiment, the controller 30 controls the opening degree of each of the flow control valves 29L and 29S of the superchargers 11L and 11S. However, only one of the superchargers on either side is controlled by the flow control valve. It is possible to variably adjust the amount of supercharged air introduced to the engine side according to the rotational speed of the engine by controlling the opening degree of the control valve.

For example, the flow control valve 29S is provided only in the supercharger 11S, and the supercharged air amount required by both superchargers 11L and 11S is obtained in the low engine speed region. As the engine speed increases, the flow control valve 29S is controlled in the closing direction to increase the rotation speed of the supercharger 11L and obtain the supercharged air amount commensurate with the engine speed.

According to this example, it is possible to reduce the drive loss on the side of the supercharger 11L when the engine speed is low and to increase the supercharged air amount when the engine speed is high.

Also, for example, a supercharger 11L
Only the flow control valve 29L is provided, and when the engine speed is low, the flow control valve 29L is controlled to the fully closed state, the supercharger 11S is rotated at an increased speed, and the supercharged air amount can be increased. If the control valve 29L is controlled to be fully opened gradually as the engine speed increases,
Supercharging can be performed by both superchargers 11L and 11S in a high engine speed range.

In these examples, the accelerating action of each supercharger 11L, 11S is the same as that of the above-mentioned embodiment, and the relation between the intake air amount and the pressure ratio and the setting of the total adiabatic efficiency are set for each supercharger 11L, 11S. The unit performance of the 11S may be adjusted according to the usage state of the supercharger.

In the present invention, the positive displacement supercharger may be of the vane type, the roots type, the scroll type or the Wankel type, in addition to the screw type of this embodiment.

[0040]

As is apparent from the above description, according to the first aspect of the present invention, the openings of the flow control valves of the plurality of superchargers are controlled or switched by the controller, and the plurality of superchargers are operated by the differential gear device. Since the torque transmitted to the engine is determined, it is possible to send out a necessary and sufficient supercharging air amount according to the engine speed.

According to the second aspect of the present invention, the differential gear unit is constituted by the planetary gear unit, and each of these gears is connected to the crankshaft and the input rotary shaft of the large and small capacity supercharger. Rotation is possible, and volume efficiency can be improved while reducing driving horsepower over the entire engine rotation range.

[Brief description of drawings]

FIG. 1 is a system diagram showing an outline of one embodiment of the present invention.

FIG. 2 is an enlarged view of a main part of FIG.

FIG. 3 is a large-capacity supercharger 11 according to the present invention.
Pressure of L and small capacity supercharger 11S /
It is a flow characteristic diagram.

FIG. 4 is a combustion gas supercharger using a conventional single type supercharger.

[Explanation of symbols]

 1 Double-row Combustion Gas Supercharger 7 Throttle Valve 11 Supercharger 13 Engine 13c Crankshaft 14 Differential Gear Device 15 Planetary Gear Device 25 Rotation Input Shaft 29 Flow Control Valve 30 Controller 33 Internal Gear 34 Connection Member 35 Planetary Gear 39 Sun gear

Claims (2)

[Claims] 1. A plurality of positive displacement superchargers having different capacities are provided in parallel between an engine and a throttle valve, and a flow rate is adjusted between a discharge side of at least one supercharger of the plurality of superchargers and an engine. A valve is provided, the rotation input shafts of the plurality of superchargers are connected to a differential gear device, and further, the differential gear device and the crankshaft of the engine are connected to each other, and the flow rate adjusting valve is set to the rotation speed of the engine. A double-row combustion gas supercharging device comprising a controller for controlling to obtain a supercharging air amount corresponding to the double-row combustion gas supercharging device. 2. A plurality of positive displacement superchargers are composed of a pair of large capacity and small capacity parallel superchargers, and each flow control valve is provided between the discharge side of each supercharger and the engine. The differential gear device is composed of a planetary gear device, the planetary gear of the planetary gear device is connected to the rotation input shaft, the sun gear that meshes with the planetary gear is connected to the rotation input shaft, and the crankshaft is connected via a connecting member. The double-row combustion gas supercharger according to claim 1, wherein the internal gears are connected together.