JPH09209769A - Intake air control mechanism for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the deterioration of the performance in medium/low-speed areas by keeping the operation position of a diaphragm switch for detecting the boost pressures of multiple superchargers within the fixed range of the boost pressure. SOLUTION: A control unit 7 extracts the boost pressure with a pressure communicating pipe 8 from the outlet section of the blower of a normally operated supercharger, operates long/short levers 20a, 20b with a low-pressure side diaphragm mechanism D1 and a high-pressure side diaphragm mechanism D2, slides a switch rod 19 with the long/short levers 20a, 20b, and operates a diaphragm switch terminal 34 within the fixed range of the boost pressure. The deterioration of the performance in medium/low-speed areas can be prevented, the accelerating performance can be improved, and the high-output engine performance can be obtained in a wide range.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention provides a charge control mechanism for an internal combustion engine equipped with an intercooler, which utilizes charge air inertia and is equipped with a supercharger.

[0002]

2. Description of the Related Art In the conventional sequential supercharging system, the switching and control of the exhaust passage are disclosed in JP-A-59-1.
There is known a method using various sensors and an electronic controller as disclosed in Japanese Patent No. 34326. In addition, the intake pipe portion in the charge air cooling device of the internal combustion engine is divided by the actual opening number 5-3042.
The technique as described in Japanese Patent No. 7 is publicly known.

[0003]

According to the first aspect of the present invention, a marine engine in which competition for high power is highly competitive is required to have a wide range capable of exhibiting high power from low speed to high speed. Exhaust color has deteriorated due to lack of air. Although the sequential supercharging method is effective as a solution to this, switching of the exhaust passage and its control are necessary. In the application as a land engine, this control is generally performed by using various sensors and an electronic controller, but since reliability and durability are most required for a marine engine, a mechanical sequential control method is required. It is safer to use. By providing the sequential supercharging control mechanism as in the present invention, it is possible to prevent deterioration of the performance in the medium and low speed range, improve the acceleration performance, and obtain a high output in a wide range of engine performance. It became.

In the second aspect, the engine is normally operated in the single turbo range in the low engine speed range.
In the present invention, the twin-turbo state is generated below the vicinity of the idling rotation range to improve the fuel consumption amount.

According to a third aspect of the present invention, in the variable displacement supercharger, the operation of the nozzle gap is configured to be changed in size according to the engine speed, and the nozzle gap is increased in the high rotation range, and further, For the purpose of reducing fuel consumption, the lever unit is configured to increase the nozzle area even in the low load rotation range and to reduce the nozzle gap in the high load low rotation range and the medium speed rotation range. As a result, at medium and low speeds and high loads,
It supplied a large amount of supply air to improve the color of exhaust gas and fuel consumption.

In the fourth aspect of the present invention, when operating the nozzle area control wire 62, the pressure oil guided from the lubricating oil main gallery P through the engine system oil line 10 is used to operate the control piston to accelerate the operation. In operation, the nozzle gap of the variable capacity supercharger is made small so that a large amount of air is supplied.

In the fifth aspect, the intercooler 11
The inside of the air supply pipe is divided into two in the direction along the air flow, and the air supply pipe length inside the intercooler 11 is also extended and used as the air supply inertial pipe, so that the length of the air supply inertial pipe R required for the air supply inertia is increased. The length can be shortened and the increase in engine size is prevented.

In the sixth aspect, the air supply pipe in the intercooler 11 is also divided into two immediately after the blower of the supercharger,
The air supply inertia tube is extended to improve the shortage of air volume at medium and low speeds and prevent the occurrence of exhaust color deterioration.

[0009]

The problem to be solved by the present invention is as described above. Next, means for solving the problem will be described. According to a first aspect of the present invention, in a supercharger-equipped engine that includes a plurality of superchargers and controls the number of operating superchargers to perform air supply control, a plurality of supercharger boost pressures are used. The switching exhaust passage valve of the supercharger was configured to be opened and closed, and a diaphragm switch for detecting boost pressure and a holder for holding the operating position of the diaphragm switch within a certain range of boost pressure were used. It is a thing.

According to a second aspect of the present invention, in an engine with a supercharger, which comprises a plurality of superchargers and controls the number of operating superchargers to control air supply, an exhaust control valve for exhausting lubricating oil of an internal combustion engine. A supercharger that is supplied to a control cylinder via an electromagnetic valve for operation and operates in a high rotation range is configured to operate even at low rotation.

According to a third aspect of the present invention, in a supercharged engine equipped with a variable capacity supercharger in which the nozzles of the supercharger are variable, the nozzle area control wire is mechanically operated by a lever unit according to the engine speed. It can be operated.

According to a fourth aspect of the present invention, in a supercharged engine equipped with a variable capacity supercharger in which the nozzle of the supercharger is variable, the nozzle area control wire has a control piston operated by the lubricating oil of the internal combustion engine. And is operated in conjunction with the rotation speed of the internal combustion engine.

According to a fifth aspect of the present invention, the inside of the intercooler is divided into two in the direction along the air flow, and the portion between the intercooler outlet and the engine air supply manifold is also divided into two. Is a supply air inertia tube.

According to a sixth aspect of the present invention, in the air supply control mechanism for an internal combustion engine according to the fifth aspect, the air supply pipe between the intercoolers is divided into two immediately after the blower outlet of the supercharger and immediately after the supercharger arrangement outlet. To the air supply manifold, the entire air supply inertia tube is used.

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION Next, embodiments of the present invention will be described. FIG. 1 is a drawing showing an air supply control mechanism of an internal combustion engine equipped with a supercharging system composed of two superchargers, FIG. 2 is an enlarged sectional view showing a concrete structure of a control unit 7, and FIG. 4 is a continuous view showing the operating state of the unit 7, FIG. 4 is a view showing switching points of the sequential control, FIG. 5 is a view showing a method of giving a judgment value a bandwidth in the sequential control, and FIG. FIG. 7 is a continuous view showing an operating state of the control unit 7 of FIG. 6, FIG. 8 is a view showing switching points of sequential control by the control unit 7 of FIG. 6, and FIG. 9 is an embodiment of FIG. 5 is a diagram showing a method of giving a bandwidth to a judgment value of sequential control by the control unit 7 of FIG.

FIG. 10 is a drawing showing a configuration for controlling the operation of a plurality of superchargers by means of pressure oil from the engine system oil line 10, and FIG. 11 is a control cylinder 15 by pressure oil from the engine system oil line 10 of FIG. 16 is a circuit diagram showing a system for operating 16; FIG. 12 is a circuit diagram showing an embodiment in which a circuit from the engine system oil line 10 is provided with a throttle 51 and a pressure regulating valve 52. FIG. 13 shows a low load near idling rotation. In the low rotation speed range, a single turbo increases the turbine inlet back pressure and deteriorates the fuel consumption rate in the vicinity of idling rotation. FIG. 14 is a view for solving the problem of FIG.
It is drawing which shows the state comprised for twin turbo operation | movement in the low rotation range near idling rotation.

In FIG. 1, two of the supercharger 1 and the supercharger 2 are shown.
The turbocharger 1 is equipped with three superchargers, and the supercharger 1 is always rotated, and the supercharger 2 is configured to be sequentially rotated at appropriate times. The cylinder head H is provided with six cylinders n, and the exhaust gas from the six cylinders n is 2
The exhaust manifolds 13 and 14 of the set are concentrated. An exhaust control valve 4 that connects the exhaust manifold 13 and the exhaust manifold 14 and an exhaust control valve 3 that supplies the exhaust gas of the supercharger 2 from the exhaust manifold 14 are provided.

In the case of medium and low speed and high load, the supercharger 1
The exhaust control valve 3 is closed and the exhaust control valve 4 is opened in order to concentrate all the six exhaust gases. On the contrary, in the case of high speed rotation / high load, the exhaust control valve 3 is opened and the exhaust control valve 4 is closed, and the three right cylinders n
The exhaust gas of the above is supplied to the supercharger 2, and the exhaust gas of the three cylinders n on the left side is supplied to the supercharger 1 by the electromagnetic switching valve 5 and the control cylinders 15 and 16. . By switching the electromagnetic switching valve 5, the control cylinder 15
16 are configured to operate simultaneously and switch the exhaust control valves 3 and 4 at the same time.

The pressure oil supplied to the control cylinders 15 and 16 is switched by guiding the engine lubricating oil from the engine system oil line 10 to the electromagnetic switching valve 5 to switch the control oil.
To supply. In such a configuration, the control unit 7 transmits a signal for switching the electromagnetic switching valve 5. As shown in FIG. 1, the supercharger 1 includes a blower B1, a turbine T1, and an air supply filter 17. The supercharger 2 is composed of a blower B2, a turbine T2, and an air supply filter 18.

The turbines T1 and T2 are rotated by the pressure of the exhaust gas from the cylinder n, the blowers B1 and B2 are rotated by the rotational force of the turbines T1 and T2, and the air sucked from the air supply filters 17 and 18 is compressed. Supply air inertia tube R
After that, it is cooled by the intercooler 11 and supplied to the air supply manifold 12. The supply air cooled by the intercooler 11 and reduced in volume is supplied to the supply manifold 12
It is branched by and is pushed into the cylinder n.

In the present invention, the pressure communication pipe 8 is opened in the middle of the pipe from the blower B1 to the air supply inertia pipe R, and the pressure communication pipe 8 is branched in two directions on the way to control unit 7 To the low-pressure side diaphragm mechanism D1 and the high-pressure side diaphragm mechanism D2.

The detailed structure of the control unit 7 will be described with reference to FIG. The control unit 7 is composed of a low pressure side diaphragm mechanism D1, a high pressure side diaphragm mechanism D2 and a lever unit L. In the low-pressure side diaphragm mechanism D1, a biasing spring 24, a diaphragm 22, and a push rod 28 are arranged inside a diaphragm case 30. Further, a descent switching rotation adjusting screw 32 for adjusting the descent position of the push rod 28 is provided.

The high-pressure side diaphragm mechanism D2 is
The biasing spring 25, the diaphragm 23, and the switching rotation adjusting screw 3 at the time of descending, which are arranged inside the diaphragm case 31.
3. Then, the diaphragm 22 of the diaphragm case 31 of the low-pressure side diaphragm mechanism D1
The pressure gas from the pressure communication pipe 8 is introduced to the upper part of the pressure communication pipe 8, and the pressure gas from the pressure communication pipe 8 is similarly guided to the upper part of the diaphragm 23 of the high-pressure side diaphragm mechanism D2.

The lever unit L is composed of a lever unit case 27, a long / short lever 20, a switch rod 19, a switch terminal 34, and a biasing spring 26. The long / short lever 20 is pivotally supported by a pivot 20c, the lever 20a on the side where the push rod 28 contacts is long, and the lever 20b on the side where the push rod 29 contacts.
Is short.

As described above, since the long / short lever 20 is configured to be long and short and is brought into contact with the push rods 28 and 29, the exhaust gas from the same pressure communication pipe 8 is supplied to the low pressure side diaphragm mechanism D1 and the high pressure side. Although being supplied to the diaphragm mechanism D2, the protruding states of the push rods 28 and 29 are different. That is, the order is defined in which the push rod 28 first pushes the longer push rod 28 of the long and short lever 20, and the push rod 29 pushes the lever 20b only when the pressure from the pressure communication pipe 8 becomes high. Of. 6 is a check valve.

With this configuration, it operates as follows. As shown in FIG. 1, a plurality of superchargers 1 and 2
In the sequential supercharging system consisting of, the exhaust control valves 3 and 4 for switching the air supply passage are configured to be opened and closed, and the outlet pressure of the supercharger 1 which is always moving is taken out from the pressure communication pipe 8. Utilizing this, a hysteresis is added to the determination value by the switching fixed spring 21 and mechanically controlled. Further, the operation for the judgment value is set to the low pressure side and the high pressure side of the low pressure side diaphragm mechanism D1 and the high pressure side diaphragm mechanism D2.
This is performed by a mechanical control mechanism composed of individual diaphragms and a lever unit L connected to them.

The control unit 7 takes out the pressure from the outlet of the blower B1 of the supercharger 1 which is constantly operated by the pressure communication pipe 8, and operates the long-short lever 20 from the low-pressure side diaphragm mechanism D1 and the high-pressure side diaphragm mechanism D2. The switch rod 19 is operated and the switch rod 19 is slid by the long / short lever 20 to operate the switch terminal 34.

An output signal from the switch terminal 34 of the control unit 7 is input to the electromagnetic switching valve 5, and the electromagnetic switching valve 5
Thus, the control cylinders 15 and 16 are expanded and contracted to open and close the exhaust control valves 3 and 4.

In FIG. 2, when the switch rod 19 in the lever unit L and the switch terminal 34 come into contact with each other and are opened, the signal to the electromagnetic switching valve 5 is turned on / off. The movement of the lever for pushing the switch rod 19 is controlled by the low pressure side diaphragm mechanism D1 and the high pressure side diaphragm mechanism D2. As shown in FIGS. 3 and 4, the low-pressure side diaphragm mechanism D1 and the high-pressure side diaphragm mechanism D2 respectively apply boost pressures p1 and p2 (p2>
p1).

The operation along the operation line in FIG. 3 is shown in FIGS.
Will be described. First, below the operating point b, the diaphragm does not operate as shown in FIG. 3a. At the operating point b, the low-pressure side diaphragm mechanism D1 operates as in b, but switching is not performed. At the operating point b ', the high-pressure side diaphragm mechanism D2 operates like c, and the switch rod contacts the terminal to be switched. At this time, the switch fixing spring 21 is set in the slit 20d provided on the high-pressure side lever side of the lever unit L, and even if the high-pressure side diaphragm mechanism D2 returns like d, the switch remains on. The slit 20d provided in the long / short lever 20 and the switching fixed spring 21 are configured to generate a hysteresis state in the sequential control.

By this switching, the supply / exhaust system passage in the sequential mode is switched, and the boost pressure is slightly lowered. Furthermore, the load and rotation speed decrease, and the boost is p3.
When the pressure drops to a lower pressure p1, the low-pressure side diaphragm mechanism D1 also returns like e, but at this time, the fixed spring is released and returns to the original state due to the positional relationship between the lever angle and the fixed slit, and the switch is also turned off at the same time. That is the control.

Next, another embodiment of the mechanical control mechanism disclosed in FIGS. 6, 7, 8 and 9 will be described. In the switching device, a signal to the electromagnetic switching valve 5 is turned ON / OFF by contacting or opening the switch rod 47 and the sleeve 40 in the device. The sleeve 40 is attached to the tip of the push rod 39 by a sleeve guide bolt 42 so as to be movable in the axial direction. The low-pressure side pressure p1 and the high-pressure side pressure p2 that are the determination values for switching are set by the combination of the movable distance of the sleeve 40 and the diaphragm spring 38.

The operation on the operating line in FIGS. 8 and 9 is shown in FIG.
Will be described in the order of a, b, c, d, and e. First, the operating point b
In the following, even if the diaphragm 37 operates, the contact portion between the sleeve 40 and the switch rod 47 is covered with an insulating material such as resin or ceramic as shown in a to b, and therefore the switch 50 remains OFF. Is. When the stroke of the push rod 39 increases to reach the set pressure p2 as shown in c, the switch rod 47 enters the step provided on the circumferential portion of the sleeve 40, and the switch rod 47.
Contacts the metal part of the sleeve 40 and the switch 50
N.

At the same time, the position of the sleeve 40 is held by this step, the supercharger path is switched, the boost pressure is lowered, and the switch 50 remains ON even when the push rod 39 returns. When the load and rotation decrease and the boost decreases to the low pressure side set pressure p1, the sleeve 40 is forcibly pulled back by the head of the sleeve guide bolt 42 attached to the tip of the push rod 39 as shown in d. e, and the switch 50 is turned off. The band width between the pressures p1 and p2 is determined by the movable distance of the sleeve 40 and the length of the sleeve guide bolt 42.

In FIG. 6, reference numeral 35 is a descending switching rotation adjusting screw, 38 is a diaphragm spring, 44 is a diaphragm case, 45 is a switch guide composed of an insulator, and 4 is a diaphragm guide.
6 is a switch spring, and 48 is a sleeve cap. In the configuration of this embodiment, the low pressure side diaphragm mechanism D1 and the high pressure side diaphragm mechanism D2 are provided in the control unit 7.
It is not necessary to provide two sets of diaphragms, and the switch 50 can be turned on and off by one diaphragm mechanism. Therefore, the case of the control unit 7 becomes small, and the reliability of control is improved.

Next, as shown in FIGS. 10 to 14, in an engine equipped with a plurality of superchargers for controlling air supply by controlling the number of operating superchargers, lubrication of the internal combustion engine Oil is supplied to the control cylinder via the solenoid valve for operating the exhaust control valve, and a biasing spring is installed in the control cylinder on the turbocharger side that operates in the high rotation range so that it will operate even at low rotation speeds. doing. In an internal combustion engine with a sequential control type supercharger that drives a plurality of superchargers 1 and 2 to supply supply air, in a normal configuration, only one supercharger is operated in a low rotation range,
Operate with a single turbo. In the high rotation range, twin turbo operation is performed in which two superchargers are rotated.

However, in the low rotation and low load range near the idling speed, the air amount is not so much required, and in single turbo operation, the turbine inlet back pressure of one supercharger rises more than necessary, It causes deterioration of fuel efficiency. In the present invention, for the purpose of preventing the deterioration of the fuel consumption amount near the idling rotation, the twin turbo operation in which two superchargers are specially operated is performed in the extremely low rotation speed range. FIG. 14 shows a change relationship diagram between the engine speed and the lubricating oil pressure. As shown in FIG. 14, the pressure of the lubricating oil depends on the engine speed, and when the engine speed rises to some extent, the pressure of the lubricating oil main gallery P becomes a substantially constant value.

From the electromagnetic switching valves 5a and 5b to the control cylinder 1
The pressure oil supplied to 5/16 is below the required operating pressure,
When twin operation is performed as shown in FIG. 10 in the region up to the point A during the rising of the lubricating oil, the rotation speed is low, so the control unit 9 outputs a signal for single supercharging. The solenoid switching valves 5a and 5b do not operate properly because the supply pressure of the control cylinders 15 and 16 is low.
A biasing spring 53 is provided on the electromagnetic switching valve 5b and the control cylinder 16 side so that the valve always opens in such a free state.

As a result, the exhaust control valve 3 cannot be opened or closed sufficiently even if hydraulic oil is supplied to the control cylinder 16 from the solenoid operated directional control valve 5b at a pressure below the pressure required for operating the hydraulic cylinder. In particular, the exhaust control valve 3 is opened by the spring force of the biasing spring 53. Since the biasing spring is not interposed in the circuit of the electromagnetic switching valve 5a and the exhaust control valve 4, the exhaust control valve 4 is on the open side as in normal control, and the exhaust control valves 3 and 4 are not connected. Both are open. As a result, the twin turbo operation is performed near the idling rotation.

The circuit of the embodiment shown in FIG. 11 shows an embodiment in which twin operation is performed by the electromagnetic switching valves 5a and 5b in a region up to point B above the pressure required for operating the control cylinders 15 and 16. There is. In FIG. 12, the same control as in FIG. 11 is performed, but in the circuit from the lubricating oil main gallery P, a throttle 51 and a pressure regulating valve 52 are provided. As a result, the pressure regulating valve 52 is provided in order to reduce the pressure in the pressure lines to the control cylinders 15 and 16 below idling rotation. This pressure regulating valve 52 is set so as to be opened below the hydraulic cylinder operating pressure, and in order to prevent pressure drop in other lubricating oil lines, the pressure regulating valve 5
A diaphragm 51 is provided in front of 2.

FIG. 15 is an exploded perspective view showing the nozzle ring 56 and the nozzle adjusting lever 55 of the variable capacity supercharger 57, FIG. 16 is an enlarged side view of the nozzle adjusting lever 55, and FIG. 17 shows the engine speed. Drawing which shows the control stage of variable capacity supercharger 57, Drawing 18 is a drawing showing the composition of lever unit U which comprises low-speed side lever 58, high-speed side lever 59, and wire 62 for nozzle area control, and Drawing 19 is a lever unit. U low speed side lever 58 and high speed side lever 5
FIG. 20 is a drawing showing a configuration in which the expansion and contraction of 9 is adjustable, FIG. 20 is a drawing showing the rotation state of the lever unit U from low speed → middle speed → high speed, and FIG.
It is drawing which shows the movement of 3.

In an internal combustion engine having a variable capacity supercharger 57, a lever unit U that rotates according to the engine speed.
And the nozzle area control wire 6 of the nozzle adjusting lever 55.
2 is provided to adjust the nozzle ring 56 of the variable capacity supercharger 57. That is, in stage I of FIG. 17, the nozzle area is increased in the low speed and low load region where the supply of air on the side of the internal combustion engine is not so necessary, and the flow velocity of the exhaust gas hitting the turbine blades is reduced to smoothly discharge the exhaust gas. However, make sure that the turbine speed does not increase so much.

In the stage II of FIG. 17, since it is in the medium-low speed and high load region, the air supply in the cylinder tends to be insufficient. In this case, the nozzle ring 56 is operated by the nozzle adjusting lever 55, The nozzle area is narrowed, the flow velocity of exhaust gas is increased, and the rotational speed of the turbine is increased to increase the air supply amount. Since the stage III in FIG. 17 is in the high-speed and high-load region, if the exhaust gas capacity is appropriate, the supply air can be sufficiently secured, so the nozzle area is increased. Even so, since the exhaust gas capacity is large, the flow velocity is high and the rotation speed can be obtained. Even if the number of revolutions is too high, the air supply amount does not increase beyond a certain number of revolutions, so that the flow velocity can be obtained even if the nozzle is widened, and therefore the best number of revolutions is obtained in this state.

At present, in a marine engine in which high-power competition is severe, shortage of air supply occurs in the medium-low speed and high-load range, and exhaust color deteriorates. In order to solve the problem, as in the stage II described above, the nozzle area is narrowed by the nozzle ring 56 by operating the nozzle adjusting lever 55, and the rotation speed of the variable capacity supercharger 57 is increased to solve the problem. You can do it.

The structure of the lever unit U will be described with reference to FIGS. The high speed side lever 59 has a control shaft 61.
It is fixed to. The low speed side lever 58 is the high speed side lever 5.
The rotation pivot shaft 60 provided on the shaft 9 is rotatable about the high speed side lever 59. However, normally, the high-speed side lever 59 and the low-speed side lever 58 are integrated by the biasing spring 54 and rotated by the rotation amount of the control shaft 61. The control shaft 61 uses a mechanism such as a link or a spring,
It is configured to rotate by about 1/4 to 1/2 depending on the engine speed.

The nozzle area control wire 62 is fixed to the low speed side lever 58. With such a configuration, when the engine speed is in the low speed range, the lever unit U rotates to the right and the nozzle area control wire 62 is pulled by the low speed side lever 58 as shown in the drawing of the low speed range of FIG. The lever unit U rotates. As a result, the nozzle area control wire 62 is pulled, and in FIG. 16, the nozzle adjustment lever 55, which is always located on the narrow side of the nozzle gap, is pulled to the wide side. As a result, the nozzle gap is widened, and the rotational speed of the turbine is not so high.

In the medium speed range, the lever unit U is located at the center position, and neither the low speed side lever 58 nor the high speed side lever 59 pulls the nozzle area control wire 62. As a result, the nozzle area control wire 62 is slackened, the nozzle adjusting lever 55 is rotated toward the nozzle closed side, and the rotational speed of the turbine is increased. As a result, deterioration of exhaust color at medium speed and high load is eliminated.

In the high speed range, the control shaft 61 rotates in the left direction, and the nozzle area control wire 62 moves the high speed side lever 59.
The nozzle adjusting lever 55 is pulled by and is rotated in the opening direction. In this way, although the nozzle gap is opened in the high speed range, the amount of exhaust gas is large, so that the rotational speed of the turbine can attain a considerably high speed. Even if the nozzle width is narrowed further and the turbine rotational speed is increased, the air supply amount does not increase. Therefore, the nozzle gap is widened and controlled to obtain a desired high rotational speed.

As shown in the leftmost drawing of FIG. 21, when a high load such as acceleration is required even in a low speed range, the stopper 6 connected to a rack (not shown) provided on the governor.
Even if 3 projects in the direction of the low speed side lever 58 and the control shaft 61 rotates in the low speed range, the low speed side lever 58 cannot rotate any further, so the operation of pulling the nozzle area control wire 62 is performed on the low speed side. Lever 58 can not be made, low speed side lever 5
Since 8 rotates around the rotation pivot shaft 60 against the biasing spring, the nozzle adjusting lever 55 is in the nozzle closed position even at low rotation, increasing the flow rate of exhaust gas and increasing the rotational speed of the turbine. Make it fast.

The stopper 63 is constructed so as to contact the low speed side lever 58 when the governor rack is fully operated. In this case, the control shaft 61 rotates at a low speed with respect to the low speed side rotation. The side lever 58 is constructed so as not to rotate. In FIG. 19, the low speed side lever 5
8 and extension parts 58a and 59a capable of adjusting the length of the high speed side lever 59 are provided, and this part is freely expanded and contracted,
It is possible to adjust the size of the nozzle gap width.

22 to 25, a control mechanism using the engine system oil line 10 of the variable displacement supercharger will be described. Fig. 22: Lubricant oil main gallery P
23 is a front view of the control mechanism of FIG. 22, FIG. 24 is a front view of the control mechanism of FIG. 22, and FIG. 24 is a low rotation range and a middle rotation range. FIG. 25 is a view showing a control state in FIG. 25, and FIG. When controlling the nozzle area of the variable displacement supercharger, the nozzle area is widened in the low speed rotation range, while the nozzle area is narrowed near the idling speed in order to prevent deterioration of the fuel consumption rate.

22 and 23, the lever 66 is pivotally supported by the control shaft 64 and is not fixed, so that the lever 66 can freely rotate. The lever 66 is configured to pull the nozzle area control wire 62. The engine system oil line 10 is provided on the side opposite to the nozzle area control wire 62.
A hydraulic piston 67 is provided to supply the pressure oil from. The control shaft 61 is configured to rotate according to the engine speed and the fuel injection amount.

In the upper low speed range of FIG. 24, the lever 66 is free with respect to the control shaft 64, but since the pressure of the lubricating oil main gallery P has not risen, it is supplied from the engine system oil line 10 to the hydraulic piston 67. The pressure of the pressure oil to be applied is also low, the lever 66 is pulled by the biasing spring 68 of the hydraulic piston 67, the nozzle area control wire 62 is pulled, and the nozzle is widely opened. 24, the pressure oil in the lubricating oil main gallery P rises and the hydraulic piston 67 pushes against the biasing spring 68 to push it, so that the lever 66 is returned and the nozzle opening degree becomes narrow. FIG.
In the upper rotation range of the upper stage of 5, the cam wheel 65 of the control shaft 64 is
The protrusion 65a engages with the lever 66 and pushes the nozzle area control wire 62 in the pulling direction, so that the nozzle is expanded again.

When accelerating in the lower part of FIG. 25, the push rod interlocked with the governor rack or boocon,
The lever 66 is configured to continue to be pushed until the boost starts to work, and the nozzle area control wire 62 is returned to the opposite direction in which the nozzle gap should be widened and narrowed. The nozzle gap of the variable capacity supercharger is reduced and the flow rate of exhaust gas is increased to increase the rotational speed of the turbine. As a result, when the acceleration operation is performed from the low speed range, the amount of supply air is increased to prevent the deterioration of the fuel consumption rate.

FIG. 26 is a drawing showing the structure of a conventional air supply inertial pipe, FIG. 27 is a drawing showing the structure of the air supply inertial pipe of the present invention, and FIG. 28 is a drawing showing the structure of the intercooler 11 of the present invention.
FIG. 29 is a drawing showing a structure in which the length of the intake air inertial pipe in FIG. 27 is adjustable, and FIG. 30 is a drawing showing another embodiment in which the intake air inertial pipe is made long.

In a high-power supercharger engine with an intercooler, exhaust color deteriorates due to lack of air at low and medium speeds. For this reason, the resonance supercharging or the inertia supercharging so as to match with the medium-low speed rotation range has an advantage that the air shortage can be eliminated without making a large structural change. However, there are problems that the air supply resistance increases or the engine size increases due to the layout.

In the supercharged engine with an intercooler according to the present invention, when the resonance supercharging or the inertia supercharging is adopted, the point where the air supply connecting pipe that produces the resonance effect is branched is set before the intercooler 11. By using the inside of the intercooler 11 as a part of the resonance connecting pipe, the length of the connecting pipe in which the load is generated is shortened, and the diversion loss of the air flow at the branch point is reduced to improve the volumetric supply air volume. It is an improvement.

In FIG. 26, the air supply communication pipes 72 and 73 are branched from the portion of the outlet duct 71 of the intercooler 11. And two air supply manifolds 77.7
8 At this time, the resistance in the supply air inflow path is (a). Pipe friction from supercharger outlet to intercooler inlet (b). Loss in expanded flow at the intercooler inlet duct (c). Resistance when flowing into the intercooler (d). Frictional resistance with fins in the intercooler (e). Resistance at outflow from intercooler (f). Loss due to reduced flow at the intercooler outlet duct (g). Loss in branch flow to the air supply connecting pipe (h). Pipe friction of the air supply connecting pipe (i). Something like loss from the air supply connecting pipe to the cylinder occurs.

However, when the air is not mixed at the outlet of the intercooler 11 by the structure of the present invention and the air is diverted first, the loss is reduced by (g) and the overall resistance is reduced. To do. In addition, since the flow path inside the intercooler 11 is independent by the fins, in order to maintain the effect as a resonance tube, the effective communication tube length becomes long,
The actual air supply connecting pipe can be shortened and the air supply resistance is further reduced. In addition, the increase in the external fitting size is eliminated, and there is not much difference in layout from the current normal supercharging.

Further, in FIG. 29, in the case of FIG.
An embodiment is shown in which a part of the supply air communication pipes 72 and 73 are connected to each other and an opening / closing valve 80 is provided to form a variable length supply air inertia pipe. In the embodiment shown in FIG. 30, the intercooler 1
Instead of the split structure of the air supply connecting pipe from the inside of 1 or the outlet part, it branches into the air supply connecting pipes 74 and 75 immediately after exiting from the blower B of the supercharger and passes through the intercooler 11. The formed air is branched without joining and flows in the air supply communication pipes 72 and 73 to form an inertial air supply pipe as a whole.

[0061]

As described above, the present invention has the following advantages. According to a first aspect of the present invention, in a supercharger-equipped engine that includes a plurality of superchargers and controls the operating number of the superchargers to perform air supply control, a plurality of supercharger boost pressures are used to utilize the plurality of superchargers. The switching exhaust passage valve of the supercharger was configured to be opened and closed, and a diaphragm switch for detecting boost pressure and a holder for holding the operating position of the diaphragm switch within a certain range of boost pressure were used. It is possible to prevent the deterioration of the performance in the middle and low speed ranges, improve the acceleration performance, and widen the range of engine performance. Further, since the control mechanism is mechanical, even if the control mechanism is used at sea as a control device for a marine engine,
The ingress of seawater does not change like electronic control, and durability is improved. Also, even if the control mechanism fails at sea, it is easier to repair than the electric control mechanism.
It was possible to improve reliability.

According to a second aspect of the present invention, in an engine with a supercharger, which comprises a plurality of superchargers and controls the operating number of the superchargers to control air supply, the exhaust control valve for lubricating oil of the internal combustion engine is provided. The supercharger side, which is supplied to the control cylinder via the solenoid valve for operation and operates in the high speed range, is configured to operate even in the low speed range.Therefore, in the low speed range below idling speed, the supercharger side is operated. Since it is possible to prevent an increase in the back pressure at the turbine inlet of, the deterioration of the fuel consumption rate in the vicinity can be prevented. Also like this 3
It was possible to perform a complicated structure of stages with a simple structure.

In a supercharged engine equipped with a variable capacity supercharger in which the nozzle area of the supercharger is variable as in claim 3, the nozzle area control wire is attached to the machine according to the engine speed by a lever unit. I made it possible to operate,
In the variable displacement turbocharger, the operation of the nozzle gap is configured to change according to the engine speed, so that the nozzle area is large in the low speed range and the high speed range, and the nozzle area in the medium speed range. The lever unit U is configured to be small. As a result, it was possible to improve the exhaust color and the fuel consumption by supplying a large amount of charge air at a low speed and a medium load.

In a supercharged engine equipped with a variable capacity supercharger in which the nozzle area of the supercharger is variable, the nozzle area control wire is controlled by the lubricating oil of the internal combustion engine. Since the piston and the internal combustion engine are operated in conjunction with the number of rotations, the pressure oil guided from the lubricating oil main gallery P through the engine system oil line 10 is used to operate the nozzle area control wire 62. By operating the control piston, it was possible to reduce the nozzle area of the variable displacement supercharger and supply a large amount of air during acceleration operation.

According to a fifth aspect, the inside of the intercooler is divided into two in the direction along the air flow, and the portion between the outlet of the intercooler and the engine air supply manifold is also divided into two. Since the intake air inertia tube is used, the length of the intake air inertia tube R required for the intake air inertia can be extended to the inside of the intercooler to reduce the intake air resistance and prevent an increase in the engine size. I was able to do it.

In the air supply control mechanism of the internal combustion engine according to claim 6, the air supply pipe between the intercoolers is divided into two immediately after the blower outlet of the supercharger, and the air supply manifold is provided immediately after the blower outlet of the supercharger. Since the whole of up to the intake air inertia tube, it was possible to improve the lack of air amount at medium and low speeds, and prevent the occurrence of exhaust color deterioration.

[Brief description of drawings]

FIG. 1 is a diagram showing an air supply control mechanism of an internal combustion engine equipped with a supercharging system including two superchargers.

FIG. 2 is an enlarged cross-sectional view showing a specific configuration of a control unit 7.

FIG. 3 is a continuous view showing an operating state of the control unit 7.

FIG. 4 is a diagram showing switching points of sequential control.

FIG. 5 is a diagram showing a method of giving a judgment value a band width in sequential control.

FIG. 6 is a view showing another configuration of the control unit 7.

7 is a continuous view showing an operating state of the control unit 7 of FIG.

8 is a drawing showing switching points for sequential control by the control unit 7 of FIG.

FIG. 9 is a diagram showing a method for providing a judgment value of sequential control with a bandwidth by the control unit 7 of the embodiment of FIG.

FIG. 10 is a diagram showing a configuration for controlling the operation of a plurality of superchargers by using pressure oil from an engine system oil line 10.

11 is a circuit diagram showing a system for operating the control cylinders 15 and 16 by pressure oil from the engine system oil line 10 of FIG.

FIG. 12 is a circuit diagram showing an embodiment in which a throttle 51 and a pressure regulating valve 52 are provided in a circuit from the engine system oil line 10.

[FIG. 13] In a low load and low rotation range near idling rotation, the turbine inlet back pressure increases in a single turbo,
Drawing which shows the state where fuel consumption rate deteriorates near idling rotation.

FIG. 14 is a view showing a state in which twin turbo operation is performed in a low rotation range near idling rotation in order to solve the problem of FIG.

FIG. 15 is an exploded perspective view showing a nozzle ring 56 and a nozzle adjusting lever 55 of a variable capacity supercharger 57.

16 is an enlarged side view of the nozzle adjusting lever 55. FIG.

FIG. 17 is a view showing a control stage of the variable displacement supercharger 57 with respect to the engine speed.

FIG. 18 is a drawing showing a configuration of a lever unit U including a low speed side lever 58, a high speed side lever 59, and a nozzle area control wire 62.

FIG. 19 is a view showing a structure in which a low speed side lever 58 and a high speed side lever 59 of the lever unit U can be adjusted to expand and contract.

FIG. 20 is a drawing showing a rotation state of the lever unit U from low speed → medium speed → high speed.

FIG. 21: Low speed side lever 58 and stopper 63 during acceleration
Drawing showing the movement of.

FIG. 22 is a perspective view of a control mechanism that prevents deterioration of the fuel consumption rate during acceleration in a low speed rotation range due to pressure oil from the lubricating oil main gallery P.

FIG. 23 is a front view of the control mechanism shown in FIG. 22.

FIG. 24 is a drawing showing a control state in a low rotation range and a medium rotation range.

FIG. 25 is a diagram showing a control state in a high rotation range and an acceleration rotation range.

FIG. 26 is a drawing showing a configuration of a conventional air supply inertial tube.

FIG. 27 is a drawing showing a configuration of an air supply inertial pipe of the present invention.

FIG. 28 is a drawing showing a configuration of an intercooler 11 of the present invention.

FIG. 29 is a view showing a configuration in which the length of the air supply inertial pipe of FIG. 27 can be adjusted.

FIG. 30 is a view showing another embodiment in which the supply air inertia tube is long.

[Explanation of symbols]

 R Air supply inertial tube B1 ・ B2 Blower T1 ・ T2 Turbine U Lever unit D1 Low pressure side diaphragm mechanism D2 High pressure side diaphragm mechanism 1/2 Supercharger 3/4 Exhaust control valve 5 Electromagnetic switching valve 7 Control unit 8 Pressure communication pipe 9 Controller unit

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical display location F02D 23/00 F02B 37/12 301Q F02M 35/104 F02M 35/10 102W 35/108 301A

Claims (6)

[Claims] 1. An engine with a supercharger, which comprises a plurality of superchargers and controls the number of operating superchargers to control air supply, wherein a plurality of superchargers are utilized by utilizing boost pressure of the superchargers. The exhaust passage valve for switching the feeder is configured to be opened and closed, and a diaphragm switch for detecting boost pressure, and an operating position of the diaphragm switch is configured by a holder that holds the boost pressure within a certain range, An air supply control mechanism for an internal combustion engine, which is characterized by having a mechanical hysteresis function. 2. An engine with a supercharger comprising a plurality of superchargers and controlling the number of operating superchargers to control air supply, wherein the lubricating oil of the internal combustion engine is an electromagnetic valve for operating an exhaust control valve. An air supply control mechanism for an internal combustion engine, comprising a supercharger which is supplied to a control cylinder via a valve and operates in a high rotation range so as to be operated even at a low rotation speed. 3. In a supercharged engine equipped with a variable capacity supercharger in which the nozzle of the supercharger is variable, the nozzle area control wire can be mechanically operated by a lever unit according to the engine speed. An air supply control mechanism for an internal combustion engine characterized by the above. 4. A supercharged engine equipped with a variable displacement supercharger having variable nozzles of the supercharger, wherein the nozzle area control wire is a control piston operated by lubricating oil of the internal combustion engine, and the internal combustion engine. An air supply control mechanism for an internal combustion engine, which is operated in conjunction with the rotational speed of the engine. 5. The interior of the intercooler is divided into two in the direction along the air flow, the interior of the intercooler is divided into two, and the engine air supply manifold is divided into two, and the entire space between the interior of the intercooler and the air supply manifold is supplied with inertia. An air supply control mechanism for an internal combustion engine, characterized by using a pipe. 6. The air supply control mechanism for an internal combustion engine according to claim 5, wherein the air supply pipe between the intercoolers is divided into two immediately after the blower outlet of the supercharger, and immediately after the supercharger arrangement outlet.
An air supply control mechanism for an internal combustion engine, characterized in that the entire air supply manifold is an intake air inertia tube.