JPS588229A - Supercharger for interbal combustion engine - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION As a result of the current emphasis on reducing fuel consumption in the design of motor vehicle powertrains, it is possible to achieve adequate performance when high torque is required, and to reduce fuel consumption. Efforts have been made to improve the performance of relatively small-displacement engines without increasing engine speed.

Superchargers have long been used to increase the power output of spark-ignited and compression-ignited internal combustion piston engines. An example of a supercharger commonly used today is a turbocharger. In this turbocharger, the turbine of the compressor is driven by rotating the exhaust turbine with carrot exhaust gas, and compressed air is supplied from the turbine compressor to the engine. Such a turbocharger has a very high rotational speed, i.e. 800υ
The turbocharger must be operated at 0 to 100,000 rpm, and as a result the construction of the turbocharger is expensive.

Additionally, the nature of the exhaust turbine drive is such that the amount of supercharged air increases exponentially, so at low engine speeds the boost pressure will decrease unless a control device is used to reduce the airflow. At high engine speeds, the boost pressure will be excessive. Therefore, the torque generated at low speeds lacks K for optimal performance, and at relatively high speeds there is no means to bypass the exhaust fN from the turbine, or to create excessive boost pressure. We need some means to do so.

On the other hand, such a controller has the advantage of smoothly transitioning from a natural suction state to a supercharged state, and also uses high-temperature exhaust gas for drive, which would otherwise be wasted if not used by the supercharger. Additionally, these devices are sensitive to backpressure during output flow generation and operate under relatively high backpressures without reducing efficiency. can.

Prower devices that are mechanically driven by an engine have also been used. Some of these blower devices are non-displacement turbine compressors, which, like the exhaust turbine superchargers, are required to operate at low engine speeds in order to achieve the desired performance described above. Appropriate amount of air cannot be obtained.

A positive displacement air pump is used, which is often powered by a carrot for constant supercharging in all engine operating conditions.

This means that the fuel consumption of those small-displacement engines that are constantly supercharged is no more reduced than the fuel consumption of large-displacement engines with performance characteristics similar to those of small-displacement engines. This undermines the engine's potential for saving fuel consumption.

Accordingly, devices have been proposed that allow a mechanically driven blower to operate only within a predetermined engine operating speed range, such as through an on/off clutch.

However, the use of positive displacement pumps that are mechanically driven on and off, especially those that provide a large amount of supercharging air to produce high torque at relatively low engine speeds, is advantageous. has some difficulties.

One of these difficulties occurs in the transition from natural suction operation to overoperation when the clutch is first engaged to begin operation of the blower. During this transition, the idle air pressure increases step by step, which tends to cause a torque surge that can interfere with engine operation, especially in large-displacement engines.

Because the transition is relatively smooth due to the non-displacement flow characteristics of the turbine, such torque surges do not occur in a turbocharged manner and can be operated over the entire operating range of the engine. This is often the case.

That is, assuming that the air pump is not provided with a variable speed drive, when the air pump is operated, the intake pressure supplied to the engine is relatively large, for example, about 42 kg/- compared to atmospheric pressure. 7 (6 pst), rising rapidly. In the case of ignition engines, such pressure corresponds almost directly to the torque output of the engine. That is, as the intake pressure generated increases, the amount of air passing through the carburetor increases, thereby increasing the mass of the air-fuel mixture pumped into the cylinders of the engine, and increasing the torque output of the engine.

If the air pump is operated to gradually increase the amount of air supplied to the engine, the torque will increase as described above.

Another difficulty arises in operating positive displacement pumps while the engine is operating at supercharger boost pressures below peak boost pressure. Such a condition occurs, for example, during a step increase in speed at such a rate that it is necessary to operate the supercharger, although peak supercharging conditions are not necessarily required. If the throttle valve is not fully opened, it becomes a pressure limiting member downstream of the turbocharger, creating back pressure in the turbocharger, which reduces the power required to drive the air pump. As a result, fuel consumption increases and the supercharger may be operated unnecessarily. Also, the high pressure rounding applied to the carburetor opening upstream of the throttle valve causes fuel overflow, resulting in wasted fuel.

U.S. Pat. No. 2,486,047 discloses a device that changes the supercharging operation to maintain a constant differential pressure between the upstream and downstream sides of the throttle, and also controls the power applied to the blower according to the differential pressure. Disclosed.

Although this device has the possibility of minimizing the above-mentioned drawbacks,
This device requires a variable speed drive, which significantly increases the cost of the device, and is more or less impractical for use in large-displacement automobile engines.Furthermore, this device is similar to turbochargers. Additionally, non-positive displacement blowers are used which tend to produce inadequate boost pressure and torque at relatively low speeds.

One type of positive displacement air pump used in those applications includes a plurality of radially extending vanes supported by a cylindrical rotor that is aligned with the axis of the housing chamber and the I-blade of the vanes. A general type of vane pump is adapted to be rotated within a housing chamber about an axis that is eccentric with respect to a fixed offset axis shaft to which the vane pump is journal-coupled.

As mentioned above, vanes arranged in a nozzle with a cylindrical cross section whose center is offset from the rotor axis create a volume in the middle of the vanes in the radial direction when the rotor is rotated inside the nozzle. This creates a working chamber where the amount of energy increases or decreases. A simple positive displacement air pump is constructed by providing an inlet boat and an outlet boat in the wall of the housing chamber.

The structure of the fixed offset axis shaft, which is designed to allow the hub of the blade to rotate, is conventionally generally cantilevered, but in this structure, it is combined with a relatively large diameter shaft. It is necessary to use relatively expensive radial and thrust bearings. Since such air pumps account for a large proportion of the cost of such equipment, it would of course be advantageous if the cost could be reduced (the cost of large capacity such equipment suitable for the above-mentioned applications). It is.

Another difficulty is that positive displacement pumps must have very effective seals, whereas turbines do not have true seals, and for automotive applications they must be durable. Therefore, it is an object of the present invention to provide a large amount of high pressure boost air at relatively low engine speeds and to save fuel consumption when low torque is required. It is an object of the present invention to provide a supercharging device for an internal combustion engine that improves engine performance when a relatively high torque is required when the engine is operated only when the engine is operated.

Another object of the present invention is to obtain an overflow control that does not cause a sudden increase in engine torque due to a sudden increase in air supplied to the carburetor when the supercharger starts operating.

Yet another object of the present invention is to provide a supercharging system that does not use a variable speed drive to control the output of a supercharging air pump.

Another object of the present invention is to provide a relatively large volume displacement type that changes the output flow without significantly throttling the air flow supplied to the carrot, in order to enable the efficiency of the supercharged air pump to be relatively high. The aim is to obtain a supercharging device using an air pump.

Still another object of the present invention is to provide a supercharging system that provides supercharging at a relatively high pressure at low engine speeds so as to appropriately increase engine torque at low engine speeds. be.

These objectives, and others that will become apparent from reading the following description, are intended to help the engine through the clutches engaged under a given torque demand level sought over a range of carrot operating conditions. (a mechanically driven positive displacement air pump that supplies a relatively large amount of air)
This is achieved by a supercharging device consisting of: Such torque demands can be detected in various ways. One approach is to detect when the differential pressure between the upstream and lower fI sides of the throttle valve has decreased to a predetermined level. This is advantageously achieved by incorporating a switching mechanism (described later). The switching mechanism is a true nine switch that detects a predetermined vacuum level within the engine's intake manifold, or a switch that is introduced to the throttle valve. The clutch is connected by its particular switch mechanism to drive the air pump to begin supplying O supercharged air to the Carrot intake manifold.

This supercharging system adjusts the air flow supplied from the supercharger to the engine according to the differential pressure between the upstream and downstream sides of the engine's throttle valve, and requires a variable speed drive to drive the air pump. It also includes a device that smoothly changes boost pressure and supercharging air flow without having to do so.

Such force regulation can be achieved in several ways, but preferably by throttling the suction flow to the air pump by means of a valve provided in the inlet passage to the suction side of the air pump.

Alternatively, the amount of air from the supercharger can be adjusted by returning the discharge flow of the air pump to the inlet side of the supercharger through the bypass passage and reducing the air flow rate tg sent from the air pump to the engine intake manifold. .

The valve beneficiary is controlled by a diaphragm as a function of the detected differential pressure. This diaphragm defines an actuator fluid pressure chamber and receives the differential pressure. The diaphragm subjected to the differential pressure moves against the force of the operating spring, keeping the differential pressure across the valve approximately constant. As a result of this, the boost airflow to the carrot is reduced under transition conditions when the drive clutch is first engaged, in order to smooth the rise in engine torque output when this supercharger is first engaged. You will be forced to do so.

Also, under steady-state operation under partial boost conditions, the 9-air pump can be driven with relatively high efficiency without generating high back pressure due to the operation of a partially closed throttle valve. Therefore, the output flow rate of the supercharger is reduced. As a result, at a constant traveling speed, the speed f,! -1
As in the case of step-up, the supercharger can be activated and operated in partial boost conditions.

This allows supercharging operation under steady state conditions at a given speed, with only a fraction of the boost pressure being applied to allow torque output ttram of carrot operation below full boost conditions.

A bypass air duct is provided directly from the carrot air cleaner to the carburetor inlet in order to be able to switch from the natural suction operating state to the supercharging operating state. This bypass duct is provided with a check valve. This check valve is opened during natural suction operation, but when a sufficient amount of supercharging air equal to the air demand of the engine is generated, the air pump operates to create a high pressure on the suction side of the carburetor. Closed with

The air pump is specially constructed to simplify the bearing arrangement supporting the vanes and to allow the vanes to be dynamically biased to allow a relatively narrow clearance between the vanes and the housing in which they are retained. ing.

The vane pump includes a slot provided in a rotor that is supported for rotation on a shaft whose axes are offset, and that is supported for rotation about an axis that is eccentric with respect to said shaft. An air pump with a series of vanes extending radially within the air pump. The rotor is driven by an output from an electromagnetic clutch, and this clutch is driven by a belt from the engine.

As the rotor rotates, the vanes in the housing chamber of the pump undergo a corresponding rotation, and the movement of the vanes directs the air coming in from the inlet boat to the port between the vanes and the rotor and the outer wall of the housing chamber. Compress the air within the working chamber.

This vane pump has an off-axis fixed shaft for supporting the vanes. One end of this fixed shaft is fixed near the end of the two ends of the rotor that is not connected to the drive device tK. The shaft is supported on a shaft hanger that is rotatably supported on a stub shaft that is electrically distributed on the axis of the rotor. As a result, the circumferential movement enabled by the axle hanger causes the off-axis axle to be slightly deflected. To this end, when the vanes journalled to the main part of the shaft are driven, they are dynamically biased towards the shaft hanger.

Thus, the axially spaced ring members tC vanes supported by needle bearing assemblies are positioned against thrust loads by simple thrust bearings provided in the ring portions near the shaft hanger side. The dynamic deflection ensures that the blade is pushed in that direction and creates a relatively narrow gap between this side of the blade, the end wall of the rotor, and the channel. The gap on the other side can be relatively wide to absorb thermal expansion. This wide gap can be sealed with a spray-on carbon-graphite coating. The reason is that its end walls are normally not subjected to axial loading by the vane with an opposite dynamic deflection of the vane. To do this, a simple radial load needle bearing can be used.

In the detailed description of the embodiments of the present invention that follows, in accordance with the provisions of patent-related laws and regulations,
Specific terminology and specific examples will be used for clarity of explanation, as the present invention is susceptible to many embodiments and variations within the scope of the invention. It is to be understood that the examples are not intended to limit the invention and should not be construed as such.

First, refer to FIG. This figure shows how the supercharging device of the present invention is attached to a carburetor-type large-hole ignition carrot 10. However, it should be understood that a fuel injected engine may be provided with a controller configured such that the flow rate of fuel is related to the flow rate of air.

The supercharging device shown in V includes a positive displacement air pump 12 with a relatively large volumetric output. The air pump 12 generates boost pressure to the engine over its entire operating range, i.e., the air pressure at the carburetor inlet is approximately 0.42/-4 (6 psig) in typical applications. It is appropriate to raise the temperature up to .

The intake port of the air pump 12 is expanded and connected to the air purifier 16 via a duct 14 so as to receive air from the air purifier 16, and after compressing the received air, it is sent from the discharge port duct 18 to the engine carburetor s20C1M inlet. send.

The air pump 12 is mechanically driven by the engine at or near engine speed via a belt drive 24 that is driven by the engine crankshaft and drives a pulley associated with the inlet of the electromagnetic clutch 24. be done. The electromagnetic clutch 24 is used in engine operating conditions, which instructs to increase the pressure of air supplied to the engine when high torque is required, or instructs normal natural suction to perform economical operation. They are activated or deactivated depending on the operating status.

Although the operation of the electromagnetic clutch 24 can be controlled by detecting any one of several parameters, the method described here is a method of detecting the negative pressure within the intake manifold 26.

Therefore, the operation of the electromagnetic clutch 24 is controlled by a vacuum switch 28 that detects the manifold pressure and controls a circuit (not shown) that operates the electromagnetic clutch 24 to drive the air pump 12. .

As described above, the air flow rate from the air pump 12 is adjusted to produce a boost pressure that is less than the maximum boost pressure and an air amount that is less than the maximum air amount during a given operating condition of the engine. This air flow rate adjustment is achieved by a rotatable valve provided at the suction port of the air pump 12 to adjust the flow rate of air passing through the air pump 12, according to the embodiment shown in FIG. This is done by a regulating valve actuator that rotates the plate 48. The opening degree of the valve plate 46 is determined according to the detected differential pressure. For this purpose, hoses 34,36 are received at pressure taps. Hose 34 is located just above throttle valve 68 in engine carburetor 20 and is electrically distributed downstream of the air manifold with hose 36 .

Thus, the throttle valve 68 is placed in an upright position to maintain a pressure differential between the upstream and downstream sides of the throttle valve while the air pump 12 supplies boost-pressure to the class air port of the carburetor 11120. .

As seen in FIG. 2, air pump 12 has a housing 38. As shown in FIG. An outlet port 40 and an inlet boat 42 are formed in the housing. Inlet boat 42 and outlet boat 40 are connected to inlet duct 14 and outlet duct 1B, respectively, by fittings, as shown in FIG. 4. Valve block assembly 44 is also provided in wax housing 38. This valve block assembly 44 is connected to the cross shaft 4
This valve plate 4 has a rotatable valve plate 46 fixed to 8.
The 6 angular position is an adjustment actuator 50 mounted to the side of the valve block assembly 44 via a bracket 52.
controlled by The operating leno (-54) can be moved to control the position of the valve plate 46.

Air pump's) ~ Cylinder is installed with eye s, s.

is attached to the engine. The eye can be attached to the engine via a simple bracket, and the tension of the belt 22 can be adjusted by rotating the bushing 62 as the center of rotation.

Next, the function of this equipment will be explained with reference to FIGS. 1 to 4. During the supercharging mode, air entering the air pump 12 through the inlet robot 42 is transferred to the air pump rotor 6.
Air compressed by the air pump 12 by the rotation of the air pump 12 at a pressure of, for example, about 6 psig exits the outlet port 40 and enters the outlet duct 18.
It enters through this outlet duct 18 into the intake passage 66 of the vaporizer 1520 and from there into the intake manifold 10.

During the natural suction mode, air drawn into the engine enters the inlet duct 14 and passes through the check valve 72 provided between the inlet duct 14 and the outlet duct 18 that constitutes a bypass passage for the air pump 12. pass through. When the amount of air drawn into the cylinders of the engine is less than the amount of charge air, the suction air flow through check valve 72t is stopped. In fact, when the pump 12 delivers an amount of air sufficient to create a pressure above atmospheric pressure in the outlet duct 18, the suction air flow through the check valve 72t is cut off.

The electromagnetic clutch 24 is connected by the vacuum switch 28 which detects that the inside of the intake manifold 2G has reached a predetermined degree of vacuum.

The constant pressure selected for engaging this electromagnetic clutch is such that the pressure Kfi is just below the pressure generated when the amount of natural intake airflow drawn into the engine is at its maximum. Intake as a result of flow restriction by air intake and vaporization 11! Negative pressure is created within the second hold.

Therefore, when the engine requires more air, the clutch 24 is immediately engaged to begin supercharging.

As mentioned above, a typical case with this degree of vacuum is about 5.5 m of mercury.
1 to 7.6 cm (2 to 3 inches).

The amount of air supplied by this supercharger is adjusted by an actuator 50 that adjusts the external harrasing force 4 (4h/). The outer housing 74F9 has a flexible diaphragm 80.
is divided into respective pressure chambers 76,78. The diaphragm 80 is biased to the right in FIG. 3 by an actuating spring 82. Each pressure tap is located upstream and downstream of the throttle valve 68, respectively, and is connected by a hose 34, 36 to a pressure chamber 76, 78, respectively, to increase the pressure therebetween.

Diaphragm 80 is coupled to operating rod 84 such that diaphragm 80 moves with operating rod I4.

This operating rod 84 controls the angular position of the valve plate 46.

Actuating spring 82 urges operating rod 84 to the right, forcing valve plate 46 to the fully extended position as shown in FIG.

Activation of the air pump 12 is effected by a vacuum switch 28. In the embodiment described here, the vacuum switch 28 detects that the inside of the class air manifold TO has reached a predetermined degree of vacuum.

The central technical idea of the supercharging device of the present invention is that the engine is operated without supercharging while the engine is in a normal torque demand state, but when a predetermined level of torque is required, supercharging is performed. There is a point K to start the operation. Torque demand conditions such as these can be determined in several different ways, including, as described above, detecting a predetermined negative pressure II in the intake manifold that corresponds to a certain torque demand level.

That is, by detecting a negative pressure condition in the intake manifold, the vacuum is determined by the KfN in the kill manifold, the vacuum created by the peak air flow rate injected, and the flow restrictions associated with the air intake and carburetor. corresponds to

Another method is to provide a switch 28a (FIG. 5) that is actuated by an aperture linkage.

When the throttle pedal is depressed to a predetermined level indicating high torque demand by the driver, switch 21
1a operates the electromagnetic clutch.

However, there are engine conditions 41 such that the throttle switch is not properly triggered. The reason for this is that when the throttle valve is at a position close to the wide open position, it is difficult to open the throttle switch, but when the throttle angle is sufficiently narrower than the throttle angle when the throttle valve is wide open. This is because supercharging is requested depending on the opening degree.

A preferred alternative would be to couple the switch 2ab (FIG. 6) directly to the regulator actuator itself so that the clutch is always engaged when the regulator actuator 50 begins to open. Means are provided for detecting a decrease in the differential pressure level just below a predetermined pressure level.

It has been found that by incorporating a regulating controller associated with the inlet of the supercharger, the aforementioned difficulties caused by the rapid increase in engine torque output when the supercharger is activated are eliminated. Additionally, this makes it possible to perform KW boost supercharging without creating back pressure that would affect the positive displacement air pump. For that 1 air pump 1
The increased resistance to pivot 2 comes at the cost of reduced output torque.

Also, under such table conditions, high pressures are no longer applied upstream of the throttle valve in the various flow paths of the carburetor. This table result is obtained because when the supercharger is operated for the first time, the valve plate 46 is almost closed and the intake manifold is in the hepst R.
Only when the pressure within the intake manifold 10 increases due to the flow of fluid into the intake manifold 10 does the valve plate 46 move to the fully open position and the throttle valve opens wide, gradually increasing the boost flow rate during the initial movement. This allows for a smooth transition to high engine torque output.

Similarly, when throttle valve 68 is partially closed, the resulting differential pressure controls the angular position of valve plate 46 to adjust the difference between the upstream and downstream sides of throttle valve 68. By keeping the pressure nearly constant, the supercharging air flow rate is reduced.

When the supercharging air flow rate decreases, the amount of air taken in changes and the necessary driving force decreases, so the air pump 1
No large power is lost due to 2t-drive. This allows efficient supercharging operation to occur under partial boost operations, such as occurs when raising a stage near a wide-open slot opening position, and the stage is able to maintain the engine output of the supercharger. It seeks to rise.

Adjusting the flow rate of supercharging air using an inlet valve is a preferred embodiment, but throttling the supercharging output flow is dangerous, so
(Wast@gating) It is also possible to adjust the supercharging air flow rate. As previously mentioned, throttling on the outlet side is disadvantageous due to the creation of a backpressure condition which increases the resistance horsepower requirement for a given flow rate on the inlet valve system.

Such an eight-goo F device is shown schematically in FIGS. 7 and 8.

In this device, the supercharging picture adjustment valve 100Krl air chamber 1
It is equipped with 02. This intake chamber 1512 is provided with an air intake in the snorkel passage 103 passing through the filter element 101. An air intake passage from the intake chamber 1G2 to the inlet passage 10g is combined with the air pump 112.

An outlet passage 114 is connected to the trap and vaporizer inlet 116 as in the previous embodiment.

Regulating valve 100 includes a diaphragm 118 having an end plate 120 . This end plate 12G
moves relative to the valve seat 122 to communicate the intake chamber 102 with the bypass duct 104'. A spring 124 acts on the diaphragm end plate 120 to move the end plate so that the valve seat 122
to cut off the communication between the intake chamber 102 and the bypass duct 1040.

The diaphragm 118 divides the area on the other side of the valve seat 122, which is formed by the partition wall 126, into two areas 128 and 130. The output pressure of the supercharger is maintained in region 128, and in region 130 there is a pressure tap 134, a branch passage 136 extending into an intake manifold 138, and a trap plate 1.
32 is maintained at the pressure that exists below R111IK, the diaphragm 118 is subjected to a pressure difference, or pressure drop, between the upstream side and the downstream side of the throttle plate 132.

When the supercharger is operating and under strong normal power suction conditions, the pressure difference across diaphragm 118 causes diaphragm 7A to
118 ti is pulled away from the valve seat 122.

To this end, air can flow from the intake chamber 102 through the region 128 and the bypass duct 1041 into the engine.

The air pump 1120 drive is actuated by a vacuum switch 144 which controls a clutch (not shown) in a manner similar to that in previous embodiments. The degree of vacuum in the intake manifold is less than or equal to the degree of vacuum generated by the peak natural suction air amount due to intake restriction, that is, approximately 5.5 mm of mercury.
From 1 to 7.6 CII (2 to 3 inches) K down, branch passage 146 always opens the pressure switch.

During supercharging, the regulator valve 100 wastegates a portion of the airflow flowing through the bypass duct 104 and exiting the valve seat 122 to reduce the output ffi entering the engine.
It operates to adjust under the condition of the pressure difference between the upstream side and the downstream side of the throttle valve 1j2 (Fig. 6).

This approach reduces the load on air pump 112K and provides the desired smooth transition when air pump 112 is activated. However, the first embodiment is preferable because the wastegate back performed through the intake chamber '102 may increase the noise during operation of the air pump.

Examples of the structure of the air pump used in the supercharging device of the present invention are shown in FIGS. 7-9. This cage air pump is generally known and, as will be explained later,5 certain details of this construction are such that it dynamically biases the ends of the vanes, thereby making this Improved vane support and mounting within the air pump.

A common type of air pump has a circular chamber 15.
2.

The chamber 152 is provided with a slightly offset arcuate recess 154 . I'll explain this trick later.

A cover plate 156 is shown at one end of the housing 3B and is secured by a strong cap screw. Within the generally cylindrical housing 38 is a rotor assembly 160 with a radial bearing 162 and a thrust bearing 165.
Rotatable trap pivot supported. The bearing 162 is supported on the pilot part 164 of the cover plate 156, and the bearing 165 is disposed in a hole formed in the end wall of the single ring opposite the cover plate 15B.

The rotor assembly 160 is offset from the centerline of the nodding chamber 152 and has an arcuate shape.
Rotate around an axis aligned with the center line of 4 -
It is supported so that its peripheral edge is rotated close to the corner 154. The purpose of this is to obtain an excellent sealing effect between the high pressure area and the low pressure area inside the housing.

This is because both sides of the adjacent region form a high pressure region, a low pressure region, and a long leak path that aids in sealing.

The vanes 64 are rotatably supported on offset fixed shafts 166 that extend along an axis that is coaxial with the rotor assembly 1600 rotational axis and aligned with the centerline of the housing member 152 . An inlet port 17G and an outlet port 172 communicating with the housing chamber 152 are provided on both sides of the arcuate recess 1540.

The relationship between each boat is the rotor assembly 16
10 rotates counterclockwise as viewed in FIG. 10, air is drawn in through the inlet port ITO, compressed, and then exited through the outlet bow) 172.

Vanes 64 are rotated by rotor assemblies 160 and 4 about an axis S that is aligned with chamber 152, bringing their outer ends into close proximity and compressing the inner surface of housing chamber 152.

The spaces between vanes 640 define a series of pump chambers.

The volume of these pump chambers increases greatly at a position 180 degrees from the top dead center (as seen in Figure 11), and decreases from that position.

Therefore, as mentioned above, the air is transferred to the inlet boat 170.
air and is compressed within a chamber defined by the intermediate space between successive vanes 64 and the chamber 152F'[) space between rotor assembly 180 and the chamber outer wall. Compressed air exit port 1
72 and exits pump 112.

This common type of vane pump provides the advantages of positive displacement air pumps because the gap between the vane tip and the wall of the chamber 152 is very narrow.

The a-tor assembly 160 includes a rotor end cap 174 supported by a bearing 162 and a long sword shaft 1 rotatably supported by a radial thrust bearing 165.
78 and a flanged rotor shaft member 176 formed integrally with the rotor shaft member 176 . Series of rotor segments 180
However, the rotor end caps IT4 and rotor shaft member 1 with flange are secured by a series of cap screws 181, which are provided with grooves to accurately align each part.
16, respectively.

Each rotor segment 180 is circumferentially spaced;
In each intermediate space between adjacent rotor large segments, a partially cylindrical housing 188 is formed thereby.
It receives a slotted seal cylinder 188 that can be rotated within. Each vane 64 enters the chamber 152 from within the rotor assembly 1110.

As previously described, a slotted seal cylinder 186 is rotatably retained within a partial cylindrical opening 188 of the recess and rotor assembly 1@.

When rotated, the angle of the blade 640 relative to the mouth assembly 11i0 can be changed.

Slotted seal cylinder 186d may be made of any suitable lightweight, wear-resistant material such as hard plastic. The vanes 64 are made of a light aluminum alloy and can be anodized to improve sealing properties and wear resistance for the slotted seal cylinder 186.

Other vane sealing mechanisms are provided to improve the seal between the vanes 640 entering and exiting the seal slots and to prevent loss of compressed air inside the rotor. The vane 64 slides in and out of the slotted seal cylinder 186, and is formed by providing a camming roller between the seal cylinder slot and the seal wiper which is forced by the spring K. , these cylinders 1
The 8G relative rotation allows relative angular movement between the rotor assembly 160 and each vane 64.

As mentioned above, the blades are fixed on the shaft 1 in a staggered manner.
A shaft 1661 rotatably supported by 86,
′ has a main shaft portion 192, and one end of the main shaft portion 192 is aligned with the center line of the front arm 152 supported at an offset position of an offset arm 1i94 integral with the end portion 196. I am made to do so. End 196 is received in hole 111B provided in cover plate tsgtc, keyed thereto and retained by bolt 200 and washer 202. Bolt 200 has end 196
is screwed into the screw hole of the cover plate 156 to pull the shaft.
The staggered fixed shaft 166 is placed so that it can rotate with respect to the housing 38 and its angle is fixed, such that the shaft is brought into contact with the end surface of the pilot part 164 of the shaft. Align the @ in the correct relationship to the chang/<152 and secure it from rotation when the rotor assembly 180 is rotated.

The other end of the shifted fixed shaft 1@6 is the shaft hanger 204
Supported by many people. The shaft hanger 204 is rotatably supported on a stub shaft extension 2116 that is press-fitted into the seven-lunged rotor shaft member 17B on the housing axis. A needle bearing supports the shaft 204 and allows the rotor assembly 160 to rotate. The main shaft 1!112 has a stub end 210. This stub end 210 is received in the lower portion of a corresponding hole in the shaft hanger 204.

In this manner, the main shaft portion 192 supports the blade 64 in a fixed manner against radial loads. As a result, the blade 64
It is necessary to minimize the bending and radial outward movement of the blades to prevent wear of the blade tips or to increase the gap between the outer wall of the chamber and the blade tips.

At the same time, the shaft ring 204 allows the main shaft portion 192 to undergo limited circumferential movement and corresponding bending. However, as a result of the bending being relatively small, the force applied to the main shaft portion 192 slightly bends the main shaft portion 192 in the circumferential direction, which generates an axial force that acts on the blade 64 from the trap. 9 toward the shaft hanger 204, the force causes the vane 64 to be "biased" to the right in FIG.

Thus, during rotation of rotor assembly 11i0, vane 64 can assume the rightmost position as viewed in FIG. This requires thrust load support in this direction.

From this K, those thrust loads t- can be shared by a limited number of thrust bearings, and l11 is added to the load.
The 11th section should be placed only on the rightmost side.

Additionally, this allows for the necessary front end clearance to accommodate axial thermal expansion of the vanes 64 relative to the rotor and housing.

Therefore, the clearance m can be called the minimum operating clearance,
Gap Bt--operational gap plus thermal expansion gap. As a result, a relatively wide gap is created, which is filled by spraying K with reprinted Kagen-Gra 7ite compound, which is commonly used for filling, and also by chance of the vane 64 moving to the left. In order to prevent this, a hard stopper consisting of a washer 211 is provided.

By depositing the carbon-graphite compound as described above, a relatively narrow gap is obtained since the vanes are typically rotated under a leftward thrust.

Each vane is supported by axially spaced left and right ring portions 212 and 213, which are integral with a flat coupler portion 214. Those ring parts 212° and 213 are
It is supported in the radial direction by a needle bearing 216 supported by the main shaft portion 182. An intermediate grease seal 218 is provided on the shaft portion 182 to prevent grease from entering the chamber.

Since the vanes 64 are dynamically biased to the right, they only need to absorb rightward thrust. Therefore, it is necessary to provide thrust support only in the right ring portions 213. Therefore, in the middle of each right ring portion 213, A plurality of thrust bearings 22G are provided. Also, the end thrust that joins the shaft hanger 204) 1 - to receive the main thrust bearing 22
2 is provided.

A limited number of thrust bearings 220, 222 are used to absorb axial forces since the relatively low cost needle bearings 216 allow for main axial movement.

As the electromagnetic clutch 24, a normal clutch can be used. An input drive gear 9224 driven by the belt 22 is attached to this electromagnetic clutch so as to drive an external pulley 225 when the clutch is connected. This external hub 225 is connected to the input shaft part IT8,
This assembly "J" (225°178) is a nut 22
8 and the screw end 230 of the input shaft 17g. For this fixation, lock washer 232 and flat washer 23 are used.
4 is also used.

A current is supplied to the clutch 24 via a switch 28 and an electric current S.

Therefore, it can be seen that this air pump is a relatively lightweight, low-cost, large-capacity positive displacement air pump suitable for mass production for use in passenger cars.

[Brief explanation of the drawing]

Fig. 1 is a schematic perspective view of an internal combustion engine equipped with the supercharging device of the present invention, Fig. 2 is an enlarged perspective view of an air pump, a clutch, and a manifold section related to them, and Fig. 3 is an engine. Boost pressure is being applied to 'yI! Fig. 4 is a schematic diagram of the supercharging device of the present invention in Fig. 4, and Fig. 4 is a schematic diagram of the device shown in Fig. 3 when the engine is in a natural suction state.
．． Fig. 6 is a schematic diagram of a state different from the supercharging device shown in Figs. 3 and 4 immediately after the start of supercharging, and Fig. 7 is a schematic diagram of another embodiment of the supercharging device of the present invention in supercharging mode. FIG. 8 is a schematic diagram in the same natural suction state, FIG. 9 is a partial sectional view of the 9-pressure pump used in the device of the present invention and the electromagnetic clutch combined therewith, and FIG. 10 is the same as shown in FIG. 9. FIG. 11 is a cross-sectional view of the air pump operating chamber shown in FIG. 8; 12, 112...Air pump, 24...Electromagnetic clutch, 28, 28a...Vacuum switch, 38...
...Housing, 40,172...Exit boat,
42, 170...Inlet port, 46...Valve plate, 50...Adjustment actuator, 64...Blade 8
．． 68, 132...throttle valve, 76.78...
...Pressure chamber, 80, 118...Diaphragm,
82,124...operation, 152...housing chamber, 16O...rotor operation! J, 11g... Slotted seal cylinder 4HFF 1j person f.Pendix Corporation Agent Masaki Yamakawa (61 people) Continued from page 1 0 Inventor William Crawford Eddy - West Michigan, USA 48033・Bloomfield Brewster Court 3゜2 Procedural amendment (method) % formula % 1. Indication of the case 1983 Patent Application No. 100375 2. Title of invention Supercharging device for internal combustion engine 3. Amendment Relationship with the patent applicant's case (name)
Pendex Corporation (1) Column of patent applicant in application form (engraving of 21 drawings (no change in content)) (3) Above as shown in the attached sheet

Claims (1)

[Scope of Claims] (1) A supercharging device for an internal combustion engine having an air intake in which an intake throttle valve is disposed for controlling the flow of air, the supercharging device receiving air through the inlet. an air pump element for generating a flow of compressed air into the air intake; and a clutch mechanism operative to selectively drive the air pump element; an element that mechanically drives the pump element;
a clutch controller including an element for connecting the clutch mechanism within a predetermined operating range of the internal combustion engine and disengaging the clutch mechanism when the internal combustion engine is operating outside the predetermined range; and the air pump. an element that naturally draws air into the air intake circle when a flow rate of compressed air sent from the element to the air intake hole is below a predetermined level;
Varying the amount of air delivered from the air pump element to the air intake as a function of the pressure difference between the inlet and outlet of the throttle valve, when the pressure difference is greater than a predetermined maximum level, the air and a regulator that constantly decreases the amount of air, thereby making it possible to change the amount of air up to the maximum amount when the clutch mechanism is engaged, and to make the amount of air less than the maximum amount of air under partial conditions. A supercharging device for an internal combustion engine, characterized in that the amount of supercharging air is adjusted to achieve the following. (2. Claims l:l] jlK) The supercharging device according to claim 1, wherein the regulator changes the amount of air taken into the air pump element to adjust the amount of air supplied by the supercharging device. A supercharging device characterized by meeting an intake valve ** for adjusting the amount. (3) The supercharging device according to claim 2, wherein the intake valve element includes a valve member; A supercharging device characterized in that it includes a valve actuation element that changes the position of the valve member as a function of the pressure difference between the inlet and the outlet of the throttle valve. (4) Iris of Claim 3 2. The supercharging device according to item 1, wherein the actuating element Fi actuator-Ujidag, a diaphragm provided in the housing and forming a pressure chamber on both sides thereof, and a diaphragm arranged so as to increase the amount of air. a spring element biasing the intake valve element in a direction of 1 and a pressure tap element directing pressure downstream of the throttle valve into the pressure chamber against the spring element; , the pressure tap element is characterized in that the pressure state on the upstream side of the throttle valve is applied to the other pressure chamber of the pressure chambers. 3. The supercharging device of claim 1, wherein the intake valve element includes a valve plate pivoted within the intake port to the air pump element, and further includes a strand valve actuation rod made of the valve actuator. A supercharging device characterized in that an actuating rod is coupled to the valve plate to drive the valve plate and is moved in accordance with the variable position of the diaphragm member. The supercharging device according to the invention, wherein the valve actuation member includes an element for varying the air flow from the air pump element to maintain a constant pressure difference between the inlet and outlet of the throttle valve. (7) A supercharging device according to claim 6, characterized in that the pressure difference is equal to about 5.1 am+ (2 inches) of mercury. (8) The supercharging device according to claim 1, wherein the element connecting the clutch mechanism is configured such that the pressure on the downstream side of the throttle valve reaches a predetermined pressure. A supercharging device characterized by comprising a pressure sensor 1 that detects the pressure below the throttle valve that always connects the clutch mechanism when the pressure decreases to a certain low level. 9. The supercharging device according to claim 8, wherein the pressure level is about 5.1 to 7.6 CIl of mercury (
2 to 3 inches). (1) The supercharging device according to claim 8, wherein the pressure level corresponds to a maximum amount of air fed into the engine, and the pressure difference is the limit of the air intake port -
- A supercharging device corresponding to a pressure drop at a maximum amount of air fed into the internal combustion engine through. (11) The supercharging device according to claim 3, wherein the intake valve is always placed in a closed position when the pressure difference is equal to or higher than the predetermined maximum level, and the intake valve 1. A supercharging device, characterized in that the element connecting the intake valve element comprises a switch element that is associated with the intake valve element and connects the clutch mechanism when the intake valve element is first opened. (12. The supercharging device according to claim 1, wherein the element connecting the clutch mechanism is combined with the throttle valve, and when the throttle valve moves a predetermined distance, the element connects the clutch mechanism. (13) A supercharging device according to claim 1, characterized in that it includes a switching element that connects the clutch machine *.
A supercharging device characterized by comprising an electromagnetic clutch mechanism that is operated and connected in a predetermined operating range of the engine and drives the air pump element at a constant drive ratio. (14) The supercharging device according to claim 1, wherein the air pump element includes a positive displacement pump that generates the compressed air flow. (15)! A supercharging device according to claim 1, wherein the regulating element varies the output flow of the air pump element according to a detected pressure difference between an inlet and an outlet of the throttle valve. A supercharging device characterized by housing an outlet valve element. (16) The supercharging device according to claim 13, wherein the outlet valve element is located between the inlet of the air pump and the outlet of the air pump element. A supercharging device comprising a bypass duct extending between said bypass ducts, said outlet valve element controlling the flow of air through said bypass duct. (17) The supercharging device according to claim 14, wherein the outlet valve element includes a valve housing, a valve member disposed within the valve housing, and an inlet and an outlet of the throttle valve. and an element for changing the position of the valve member within the valve housing according to the pressure difference between Supercharging device # characterized in that it changes said outlet flow of the air flow of the element
. (18)! A supercharging device according to claim 1, wherein the element for naturally drawing air into the air intake includes a bypass flow element and a check valve element disposed therein. (19) The supercharging device according to claim 1, wherein the engine is a spark ignition engine having a carburetor, and the air pump element is a spark ignition engine having a carburetor. A supercharging device characterized in that it includes an element for directing a flow of compressed air to said carburetor.