JPS58113535A - Turbocharger - Google Patents

Abstract

PURPOSE:To improve the responsive characteristic of an engine equipped with a turbocharger at its rapid acceleration, by providing an air tank accumulating a surplus amount of compressed air and a valve device instantaneously supercharging the compressed air. CONSTITUTION:An air tank 9 is arranged between a block 10 and intake manifold 11 to accumulate a surplus amount of compressed air at a light load or the like of an engine. At rapid acceleration of an engine, a valve 6 is opened to supply the compressed air in the tank 9 to the manifold 11 through an air intake route 12. In this way, a responsive characteristic of a turbocharger can be improved when the engine is rapidly accelerated.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a turbocharger for a carrot, and more particularly to a turbocharger that can improve responsiveness during sudden engine acceleration.

Conventionally, a turbocharger supercharges the amount of air commensurate with the amount of fuel when the engine is fully loaded, but when the engine is lightly loaded, that is, when the amount of fuel injected is small, there is no need for a turbocharger. The amount of air can be obtained.

However, since the turbine is constantly rotated by the exhaust gas, there is a disadvantage that under light loads, unnecessary air is used for supercharging, energy loss occurs, and fuel consumption increases even with non-supercharged engines. . In addition, with conventional turbochargers, when the engine load changes rapidly from light load to high load, that is, when the engine suddenly accelerates, it is difficult to instantly supercharge the amount of air corresponding to the fuel of the engine load. However, even if you want to overtake a wheel in front of you on a mountain road, the turbo effect cannot be exerted until about 9 hours have passed. In addition, as a conventional example, compressed air is stored in the F-compressor, which is equipped with an air tank for supercharging and is driven by the engine power, which is installed separately in the armpit air tank, and when necessary, the compressed air is sent to the intake manifold. Although it has been proposed to supply a compressor, this requires the addition of a near compressor, which is undesirable due to the problems of increased weight, loss of engine power, and increased cost.

The present invention has been made to eliminate the above-mentioned drawbacks of the prior art, and its purpose is to instantly supercharge nine air volumes from an air tank to match the fuel load of the engine when the engine suddenly accelerates. This also improves the responsiveness of the turbocharger when the engine suddenly accelerates. Another purpose is to detect the pressure of compressed air in the air tank and each part of the air intake path with a pressure sensor and control the control device to automatically open and close the valve device leading to the air tank69. The purpose of this system is to automatically store surplus air in an air tank when the engine is lightly loaded and to supercharge the air tank when the engine suddenly accelerates. Still another objective is to reduce energy loss and fuel consumption when the engine is lightly loaded by storing excess air in the instantaneous air tank when the engine is lightly loaded. A further object is to eliminate the need for a separate compressor for storing compressed air in the air tank, thereby reducing the weight of the wheels and the loss of engine power. prevent,
The goal is to reduce costs.

Advantageously, the present invention (specific invention) consists of an air tank disposed between the blower and the intake manifold to store surplus compressed air when the engine is under light load; and a pulp device for instantaneously supercharging compressed air from the air tank to the intake manifold when the engine suddenly accelerates. ] is an air tank installed between the floor and the intake manifold that stores excess compressed air during light engine loads, and an air tank that allows excess compressed air to flow into the air tank during light engine loads to accelerate engine rapid acceleration. a pulp device that instantaneously supercharges compressed air from the air tank to the intake manifold;
s1, a second pressure sensor disposed in the air suction path between the pulp device and the intake manifold, and a third pressure sensor disposed in the air tank; and a control device configured to control the pulping device according to the detected number 9, and when the engine is under light load, the pulping device is opened until a certain pressure is reached and surplus compressed air is discharged into the air tank. If the engine rapidly changes from a light load to a high load, the pulp device is opened to supercharge the compressed air in the air tank to the intake manifold. That is.

The present invention will be explained below with reference to embodiments which illustrate the invention in one aspect. 41
What is shown in the figure is an embodiment of the present invention (C specified invention), and the turbocharger 1 according to the present invention includes a first branch pipe 2,
The pulp device 8 includes a branch pipe 3 of the pulp 2, a pulp device 8 consisting of a first valve 4, a check valve 5, and a second valve 6, and an air tank 9.

The first and second branch pipes 2 and 3 are separated in the middle of the air suction path 12 from the blower 1o to the intake manifold 11, and the TSL branch pipe 2 is connected to the second branch pipe 3 as well as the air suction path. 12 and are connected to the p1 air tank 9, respectively.

The valve 4 of line 1 is arranged in the air suction line 12 between the rattan 1 and the second branch pipe 2.3, and the pressure between the blower 10 and the valve 4 of @1 and the #1 valve The air intake path 12 can be opened and closed depending on the relationship between the pressure and the pressure between the intake manifold 11 and the intake manifold 11.

The check valve 5 is disposed in the first branch pipe 2 and closes the branch pipe 2 of the coil 1 to prevent backflow when compressed air flows into the air tank 9. Valve 6 of passage 2 is arranged in the second branch pipe 3 and can open and close the 20th branch pipe 3 depending on the pressure between the air suction route 12 and the air tank 9. .

The valve device 8 is configured to allow surplus compressed air to flow into the air tank 9 when the engine is lightly loaded, and to instantaneously supercharge compressed air from the air tank 9 to the intake manifold 11 when the engine is rapidly accelerated.

The present invention (specific invention) is configured as described above, and
The effect will be explained below. When the engine is under light load, valve 4 and check valve 5 of turtle 1 open, air intake path 12 and first branch pipe 2 open, and compressed air passes through air intake path 12 to the intake manifold. As IIK flows, excess compressed air flows into the air tank 9 through Ut2 and the check valve 5. This II second valve 6 has the branch pipe 3 of the closed line 2 closed, and the check valve 5 prevents the compressed air from flowing back from the air tank 9, so the pressure is #9! Air is accumulated in the air tank 9.

For this reason, the engine 15 is not supercharged more than necessary, thereby preventing wasteful fuel consumption.

Next, when the engine 15 suddenly accelerates from light load to high load operation, the accelerator pedal (not shown) is rapidly depressed, so the intake manifold 11
The negative pressure of the first valve 4 and the intake manifold 11 increases.
The pressure inside the air tank 9 is higher than the pressure between them! D.
The valve 6 of the Fuji 2 opens the M
2 to supercharge the intake manifold 11. At this time, the first valve 4 is closed to prevent compressed air from flowing back between the proar 10. When the pressure between the valve 4 on the rear side 1 and the intake manifold 11 becomes equal to the pressure inside the air tank 9,
The valve 6 of the valve 2 is closed, and the pressure between the valve 4 of the valve 1 and the blower 10 is #! When the pressure of valve 4 of $1 and intake manifold 11 becomes higher, valve 4 of $1 opens and blower 1
Air intake path 12 between 0 and intake manifold 11 is #l
Then, normal supercharging is performed by the blower 10, and the output can be kept large during high-speed driving.

As described above, according to the present invention, the compressed air accumulated in the air tank 9 when the engine is under a light load can be supercharged when the engine is running at full speed in proportion to the fuel of the engine load when the engine is rapidly accelerating. Therefore, the responsiveness of the turbocharger 1 when the engine suddenly accelerates is improved.

In the above embodiment, the valve device 8 may be controlled by detecting the pressure in the air intake path 12, or by detecting the acceleration of the engine reflex 150 rotation or the acceleration of the accelerator. It is also possible to control [18].

What is shown in FIG. 2 is an embodiment according to the present invention (second invention), in which a solenoid valve 20, which is an example of a valve device, is disposed at the inlet of a near tank 90. A first pressure sensor 21 is installed in the air intake path 12 between the proar 10 of the charger 1, the solenoid valve 20 and the intake manifold 1.
A second pressure sensor 22 is placed in the air suction path 12 between the two spaces, and a #&3 pressure sensor 23 is placed in the air tank 9, and these pressure sensors are connected to a control device 25, such as a relay circuit or a combination controller. They are connected by conductive wires 26, respectively. The solenoid valve 20 is also connected to the control device 25 by a lead 1126.

In the same figure, the power source of the 27Fi control unit 25 and other parts that are the same as those shown in Figure 1 are given the same reference numerals and their explanations will be omitted.

The present invention (Eng. 2, 1i11) is constructed as described above, and its operation will be explained below. When the engine is under light load, when each pressure sensor detects that the pressure at the pressure sensor 21 of jiGl or the pressure sensor 22 of expansion 2 is higher than a certain pressure and higher than the pressure at pressure sensor 23 of jI3, A signal to that effect is input to the control device @25, and the control device sends a signal to the solenoid valve 20 to open the electric valve. Then, compressed air is accumulated in the air tank 9 one after another. This state continues until the pressure at the first pressure sensor 21 or the pressure sensor 22 of ls2 becomes stronger than the pressure at the third pressure sensor 23, after which the solenoid valve 20 is closed.

Next, when the engine is rapidly accelerating, the accelerator pedal is depressed rapidly and the negative pressure in the intake manifold 11 increases, so the pressure at the pressure sensor 22 of 1s2 becomes negative, and control 1! A signal to that effect is input to c[2s, and the skeleton control device sends a signal to the solenoid valve 20 to open the iron valve. Then, the compressed air already accumulated in the air tank 9 flows out from the air tank 9 and is supercharged into the intake manifold 11.

This state continues until the pressure at the third pressure sensor 23 becomes equal to the pressure at the pressure sensor 21 of the cage 1, and when the reverse occurs, the solenoid valve 20 closes.

Since the present invention is configured and operates as described above, it is possible to instantaneously supercharge an amount of air commensurate with the amount of fuel in the engine load from the air tank when the engine suddenly accelerates. This has the effect of improving the responsiveness of the turbocharger at certain times. In addition, the pressure of the compressed air in the air tank and various parts of the air intake path can be detected by the pressure cassette and the control device can be controlled to automatically open and close the valve device leading to the air tank. This has the effect of automatically accumulating fuel in the air tank and supercharging from the air tank when the engine suddenly accelerates. Since the surplus air during light engine loads can be stored in the air tank momentarily, energy loss during light engine loads is reduced, and there is no need to separately install a compressor to store compressed air in the air tank. Therefore, it is possible to prevent an increase in the weight of the wheels and loss of engine power, and to reduce costs, and this is an extremely effective invention.

[Brief explanation of drawings]

Fig. 1 is a schematic diagram including IfIAIl and a control system of a turbocharger according to an embodiment of the present invention (1C specified invention), and Fig. 2 is a mechanism and control system of a turbocharger according to an embodiment of the present invention (second invention). FIG. 1 is a turbocharger, 8.20 is a valve device, 9 is an air tank, 10 is a blower, 1 is an intake manifold, 1
2 air intake paths, 15 an engine, 211181 pressure sensor, 22 20th pressure sensor, 23 pressure sensor 3, and 25 a control device. Patent applicant Kazuo Uchida, agent of Hino Motors Co., Ltd., patent attorney

Claims (1)

[Scope of Claims] 1. An air tank disposed between the blower and the intake manifold to store surplus compressed air during times when the engine is lightly loaded, and surplus compressed air flowing into the air tank during times when the engine is lightly loaded. and a valve device configured to instantaneously supercharge compressed air from the air tank to the intake manifold when the engine suddenly accelerates. 2. 1 Ki from Proa! An air tank is disposed between the two holds and is configured to accumulate surplus compressed air when the engine is under light load; a valve device configured to instantaneously supercharge compressed air to the intake manifold; a first pressure sensor disposed in an air intake path between the pulping device and the proa; and a space between the valve device and the intake manifold. A second pressure sensor disposed in the air suction path of the air tank, a third pressure sensor disposed in the air tank, and signals detected by these pressure sensors to control the pulping apparatus. and a control device configured such that, when the engine is under light load, the valve device is opened in the trench at a constant pressure to accumulate excess compressed air in the air tank;
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