JPS60153429A - Internal-combustion engine - Google Patents

Abstract

PURPOSE:To secure such high torque as being stabilized in a range from a low speed range to a high speed range of an engine without necessitating selection from a turbocharger to a supercharger and vice versa as in the past, by leading the fluid pressurized by the turbocharger into an actuating chamber or the supercharger. CONSTITUTION:When exhaust gas out of an engine 1 passes through an exhaust pipe 2 and drives a turbocharger 4, inflow air from an air cleaner 10 to a compressor chamber 12 of the turbocharger 4 is compressed. And, it is led into each of actuating chambers 19 and 19 from intakes 20 and 20 by way of a suction pipe 11 at the primary side. Rotation output of a crankshaft 22 of the engine 1 is transmitted to the driving shaft 17 via a belt 9, rotating a rotor 16, and the air is compressed inside the actuating chamber 19. Then, the compressed air flows out into a suction pipe 13 at the secondary side from each of discharge ports 21 and 21, and is joined together, thus it is supercharged to the engine 1.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of the Invention] The present invention relates to an internal combustion engine that is supercharged using a combination of a turbocharger and a supercharger.

[Prior art]

In general, turbochargers that are driven using engine exhaust gas have high boost pressure in the engine's high-speed rotation range, as shown in Figure 1, but sufficient discharge pressure cannot be obtained in the low-speed rotation range. , the value of the boost pressure is low.

On the other hand, a supercharger that is driven using engine output is known to have a high boost pressure value even in a low engine rotation speed range, as shown in FIG.

Therefore, it is being considered that a combination of a turbocharger and a supercharger can provide continuous high torque from a low speed rotation range to a high speed rotation range.

For example, in the case of this type of automotive internal combustion engine, especially a diesel engine, as shown in FIG.
The bypass pipe 7 is connected to the turbine chamber 5 and opened to the atmosphere via the muffler 6, and a bypass pipe 7 is branched from the relief valve 3 and connected to the front side of the muffler 6. As shown in FIG. 1, this relief valve 3 is used to prevent the supercharging pressure to the engine 1 from increasing too much in the high speed range of the engine 1, and the set supercharging pressure of the turbocharger 4. 2
1 or higher (shown by the dotted line), the relief valve 3 opens and releases the excess boost pressure to the muffler 6 through the bypass pipe 7 (shown by the solid line). be. Further, the supercharger 8 is driven by transmitting the rotational output of the engine 1 through a belt 9.

On the other hand, the primary side intake pipe 11 coming out from the air cleaner 10
is branched in the middle and connected to the compressor chamber 12 of the turbocharger 4 and the supercharger 8, and the secondary intake pipe 13 coming out of the turbocharger 4 and the supercharger 8 joins again and connects to the switching valve 1.
It is connected to the engine 1 via 4. This switching valve 14 is for switching and supercharging the pressurized fluid in the turbocharger 4 and supercharger 8 according to the rotation range of the engine 1. Conventional internal combustion engines have the above-described configuration. Therefore, when transitioning from supercharging in the engine's low speed range to turbocharging in the high speed range, it is difficult to determine the timing to activate the switching valve, and if it is too early, the turbocharger may not be able to provide sufficient discharge. pressure is not obtained, resulting in a temporary decrease in efficiency,
If the switching is too slow, the efficiency of the supercharger decreases, resulting in a decrease in the efficiency of the engine, and in either case, there is a disadvantage that continuous performance cannot be obtained. It was developed to solve these drawbacks, and its configuration is to supercharge fuel by guiding fluid pressurized by a turbocharger to at least one working chamber of a supercharger, which has multiple working chambers. [Explanation of Embodiment] An automobile diesel engine will be taken up as an embodiment thereof and explained based on the drawings.

As shown in FIG. 4, the exhaust pipe 2 of the engine 1 is connected to the turbine chamber 5 of the turbocharger 4, and the exhaust pipe 2 is connected from the turbine chamber 5 to the muffler 6.
It is open to the atmosphere.

On the other hand, supercharger 8 sets the independently set boost pressure to Pl.
A substantially equilateral triangular rotor 16 is eccentrically rotated by a drive shaft 17 disposed inside the rotor 16 in a housing 15 whose inner peripheral surface is a two-part trochoid curve. Two working chambers 19.19 are formed with the plane connecting the constricted portions 18.18 formed on both inner sides of the center of the long axis as boundaries, and the suction port 20 and the discharge port 21 are formed symmetrically with respect to the constricted portions 18.18. The engines 1 are arranged side by side, and the crankshafts 22 of the engines 1 are interlocked by a belt 9. Further, the primary side intake pipe 11 connected to the air cleaner 10 is connected to the compressor chamber 12 of the turbocharger 4, and furthermore, the
to each suction port 20 of the supercharger 8.
20, and each discharge port 21.21 of the supercharger 5-8 is connected to the engine 1 via a pressure regulating valve 23 by a secondary intake pipe 13, and a feed branched from the pressure regulating valve 23. A trachea 24 is connected to the exhaust pipe 2 before the muffler 6.

Next, its effect will be explained.

When the exhaust gas from the engine 1 passes through the exhaust pipe 2 and drives the turbocharger 4, the air flowing from the air cleaner 10 into the compressor chamber 12 of the turbocharger 4 is compressed, and then passes through the intake pipe 11 on the next side to the supercharger. The inlets 20, 20 of the charger 8 lead to the respective working chambers 19,19. Crankshaft 22 of engine 1
The rotational output of is transmitted to its drive shaft 17 via the belt 9, the rotor 16 is rotated, the air is compressed in the working chamber 19, and the secondary intake pipe 1 is discharged from the respective discharge ports 21, 21.
It flows out to engine 3, joins it, and supercharges engine 1.

Next, an explanation will be given of the effects in response to changes in the rotational speed of the engine 1.

As shown in FIG. 5, which shows the relationship between the boost pressure and the rotational speed of the engine 1, the super-61 transport factor of the embodiment (shown by the solid line) is in the low speed range (where the set boost pressure P1 is reached). Up to the rotational speed R1 of the engine 1, supercharging is almost the same as supercharging by the supercharger 8 (dotted chain line), but in the medium and high speed range where the set boost pressure P1 is reached ( B, C section), the pressure regulating valve 23 operates and the compressed air that flows out to the secondary intake pipe 13 is transferred to the air supply pipe 2.
4 to the exhaust pipe 2, and its supercharging pressure is kept constant as shown by the dotted line. In particular, in the medium-speed rotation range of section B, the discharge pressure of the turbocharger 4 is relatively high, and the air introduced to the supercharger 8 is compressed to some extent by the turbocharger 4. This has the effect of reducing the rotational energy of the shaft 17. Furthermore, in the high speed rotation range of section C,
Even though the supercharger 8 can perform independent supercharging, compressed air with extremely high discharge pressure is introduced from the turbocharger 4, so the compressed air presses the surface of the rotor 16 and rotates the rotor 16. The rotational energy is transmitted from the drive shaft 17 to the crankshaft 22 via the belt 9, and serves as auxiliary power for the rotational force of the crankshaft 22.

The reason why the pressure regulating valve 23 is connected to the exhaust pipe 2 before the muffler 6 by the air pipe 24 is to reduce the concentration of exhaust gas discharged into the atmosphere, and to reduce the concentration of exhaust gas discharged from the turbocharger 4. This is to promote the exhaust action of exhaust gas.

〔Effect of the invention〕

Since this invention has the above-described configuration, there is no need to switch between a turbocharger and a supercharger as in the past, and stable high torque can be obtained from the low speed range to the high speed range of the engine. By guiding the high-pressure fluid obtained by the turbocharger to the supercharger, especially in the high-speed rotation range, it is possible to return the driving energy of the supercharger, and even higher torque can be obtained. be.

Further, since the supercharger includes a plurality of working chambers, the present invention allows compressed fluid from the turbocharger to be introduced into at least one working chamber while air from the air cleaner flows into the other working chambers. Furthermore, if a compressor in which a substantially equilateral triangular rotor is rotated eccentrically within a two-part trochoidal rotor housing is used as a supercharger as in the present invention, two working chambers can be It can be driven by a rotor.

[Brief explanation of drawings]

Figure 1 is a graph showing the boost pressure versus engine speed of a conventional turbocharger, Figure 2 is a graph showing the boost pressure versus engine speed of the same supercharger, and Figure 3 is a graph showing the boost pressure versus engine speed of the conventional turbocharger. FIG. 4 is a conceptual diagram of an internal combustion engine of the present invention, and FIG. 5 is a graph showing supercharging pressure with respect to engine speed of the internal combustion engine. 9-1...Engine 2...Exhaust pipe 4...Turbocharger 6...Muffler 8...Supercharger 10...Air cleaner 11...-Next side intake pipe 13...2 Next side intake pipe 19... Working chamber 10- Fig. 4-UnA- RI R2 Eng. No. 9220 2. Name of the invention Internal combustion engine The phrase "even in the rotation range" has been corrected to "even in the low speed rotation range". (2) Correct Fig. 4 to look like Okigata. Figure 4

Claims (1)

[Claims] +11 Fluid pressurized by a turbocharger,
An internal combustion engine characterized in that fuel is supercharged by introducing fuel into at least one working chamber of a supercharger having a plurality of working chambers. (2) The internal combustion engine according to claim 1, wherein the supercharger is a compressor that eccentrically rotates a substantially equilateral triangular rotor within a two-part trochoidal rotor housing.