JPS6012890Y2 - supercharging device - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a supercharging device using an exhaust turbo supercharger.

゛Exhaust turbo supercharger, in which a turbine is rotated by the exhaust gas of the internal combustion engine, and a compressor directly connected to it supplies pressurized air to the engine (supercharging). If □ is applied to the load range, the operation will not be performed satisfactorily.

On the other hand, in an internal combustion engine (diesel engine), the amount of air is excessive compared to the amount of fuel injection in the above load range.

Therefore, since supercharging in a low to medium load range will only unnecessarily increase engine friction and worsen fuel efficiency, it is better not to supercharge in this state.

In addition, if the boost pressure increases more than necessary, it will cause an increase in the explosion pressure of the engine, which will significantly reduce the reliability of the engine. In this case, it is better to control the boost pressure at an appropriate ratio□.

As described above, the present invention cancels the operation of the exhaust turbo supercharger in the low and medium load range, and also appropriately controls the boost pressure in the high load and high speed range. The present invention will be explained by one embodiment.

A □01 exhaust multi-bore supercharger has a turbine 11 and a compressor 2 connected by a shaft 13.

Then, the supercharging 1 rotates the turbine 11 by the exhaust gas from the internal combustion engine 2 flowing out of the exhaust duct 21.
As a result, compressor 2 pressurizes the air and
2 to the engine 2.

Reference numeral 3 denotes a bypass passage that communicates the turbine port 14 (exhaust duct 21) and the outlet 15, and a constriction part 31 having an appropriate diameter t is provided in the middle of the bypass passage.

4. A control valve installed in the bypass passage 3, which restricts the throttle part 3.
It has a circular shape with an outer diameter d slightly smaller than the inner diameter of the constriction part 31 so that it can freely slide inside the constriction part 31.

5 is a valve controller in which a rod 56 is connected to a diaphragm 55 that partitions a pressure chamber 52 into which supercharging pressure from the intake pipe 22 is introduced via an introduction pipe 51 and a spring chamber 54 in which a spring 53 is disposed. A control valve 4 is connected thereto.

The spring 53 of the valve controller 5 is connected to the diaphragm 55.
is biased so that the control valve 4 is located in the upstream direction, and up to the boost pressure A, the control valve 4 is biased upstream of the throttle part 31, and between boost pressures A to 8, the control valve 4 is biased toward the throttle part 31.
In addition, its specifications are set so that it is located downstream of the throttle part 31 at boost pressures of 8 or higher.

・In addition, the supercharging pressure is assumed to be A<B.

In the above configuration, since the boost pressure is low (below A) in the low and medium load range of the engine, the control valve 4 is operated by the spring 53.
It is located upstream of the constriction part 31 due to the urging force of '.

As a result, exhaust gas flows from the exhaust duct 21 through the bypass path 3 to the turbine outlet 15, resulting in a non-supercharging state.

(Zone C in Figure 4) Then, as the load increases and the boost pressure rises, the control valve 4 gradually moves toward the right in the figure ◆
This movement causes the rear end 4b of the valve 4 to touch the tip wall 3 of the constriction part 32.
When you get close to 1a to a certain extent, 1. The effective opening amount of the bypass path, taking into account the flow path resistance, begins to decrease as shown by the vertical line in Figure 3.

When the load is 70%, and the supercharging pressure reaches the value A, the rear end 4b of the valve and the end wall 31a of the throttle portion completely align, resulting in a fully closed state.

In this state, the entire amount of exhaust gas flows to the turbine 11, which functions as a normal supercharged engine and increases the output.

This action continues while the control valve 4 is in the constriction part 31 as shown by the chain line in FIG. 2, that is, until the valve tip 4a leaves the constriction part and the rear wall 31b.

(Zone D in Figure 4) Then, in a high-load state where the engine load has further increased, when the engine speed increases and the boost pressure exceeds the value of B, the tip of the valve will appear as shown by the two-dot chain line in Figure 2. 4b separates from the rear end wall 31b of the throttle portion, and the exhaust gas flows out through the bypass passage 3 again.

(FIG. 4 E-sheet) As a result, over-rotation of the turbine 11 is prevented, and an excessive increase in supercharging pressure is prevented.

As described above, according to the present invention, exhaust gas is allowed to flow into the turbine 11 in conditions such as low and medium load operating conditions where the amount of air exceeds the amount of fuel injection and supercharging increases engine friction. The supercharger 1 may flow out of the bypass passage 3 without any leakage, thereby controlling the operation of the supercharger 1, and may cause the supercharger 1 rotation to rise more than necessary, such as during high-load, high-speed operation, resulting in excessive supercharging pressure. In this situation, some of the exhaust gas should be bypassed to maintain the boost pressure at the appropriate level! 5. Because of this, the vibration has been improved and the reliability has been increased. 4
′ I yelled if I could.

In addition, the present invention has the advantage of being simple because the restrictor 31 is provided in the bypass passage '3 and the control valve 4 is simply slid in accordance with the supercharging pressure.

In addition, the control valve 4 is 5K i, 5y! , ;i: The upstream side or downstream side of the circular part 41 and both sides are tapered 4.
2.43, it is possible to gradually change the bypass M* effect amount with respect to the supercharging pressure when closing or opening, and the control of the supercharging pressure can be greatly improved.

[Brief explanation of the drawing]

Figures 1 and 2. Figure 1 is a schematic vertical sectional view of one embodiment of Kimoto's invention; The figure is a vertical cross-sectional view of the expanded lug, and Figure 3 is a graph showing the effective 1° daily amount of the common pass path for the boost pressure pass. Figure '4 is the output and FIG. 5 is a front view showing another embodiment of the control valve. 1, Exhaust turbo supercharger, 11; Turbine, 12; Compressor, 14; Turbine inlet, 15; Turbine outlet,
2: Internal combustion engine, 121; Exhaust duct, 22; Intake pipe, 3
: bypass path, 31; throttle part, 4; control valve, 5; valve controller, 52; pressure chamber, 53; spring, 54; I chamber, 55; diaphragm.

Claims (1)

[Claims for Utility Model Registration] In a supercharged engine in which pressurized air is supplied to an internal combustion engine by an exhaust turbo supercharger equipped with a turbine and a compressor, the turbine is bypassed and its inlet and outlet are communicated, and A bypass passage with a constriction part in the middle is used, and a control pulse is provided which is slidable within the traverse part, and a pressure chamber into which supercharging pressure is introduced and a spring are arranged. The control valve is connected to a diaphragm that separates the spring chamber from the spring chamber, so that as the boost pressure increases, the control valve moves in the easy path from the upstream side of the throttle section, to the throttle section, and then to the downstream side of the throttle section. A supercharging device characterized by: