JPS6036757Y2 - supercharged engine - Google Patents

Description

[Detailed Description of the Invention] This invention relates to a supercharged engine, and more particularly to a supercharged engine that aims to reduce fuel consumption during partial load.

In general, in order to improve the operating fuel efficiency of automobiles, it is desirable to increase the efficiency of the engine and to reduce the size and weight of the engine.

For this reason, in recent years, attention has been paid to supercharging technology using turbochargers and the like.

However, conventional superchargers have a large capacity because they supercharge the entire intake air amount of the engine.

Therefore, there were problems such as large driving loss and poor supercharging rate in low speed ranges, making it impossible to obtain the necessary output.

Therefore, a supercharged engine has already been proposed that can solve these problems, make the engine smaller and lighter, and significantly improve fuel efficiency. The explanation will be based on.

Reference numeral 1 indicates cylinders of the engine, and these cylinders 1 each communicate with one end of an engine intake passage 2.

The other end of the engine intake passage 2 communicates with a carburetor (not shown), and the air-fuel mixture from the carburetor is distributed to each intake valve 3 .

4 is an air pump serving as a supercharger, and this air pump 4 is driven by engine power.

An intake port 5 of the air pump 4 communicates with an engine intake passage 2, and a discharge port 6 thereof communicates with one end of a supercharging passage 7.

The other end of the supercharging passage 7 communicates with a third valve 8 as a supercharging valve provided in each cylinder 1, and the high-pressure air-fuel mixture discharged from the air pump 4 is distributed to each third valve 8. .

The third valve 8 is opened for a period from near the end of the engine's intake stroke to the beginning of the compression stroke, and during this period, the high-pressure air-fuel mixture is additionally introduced into each cylinder 1, which is a combustion chamber (supercharging). be done.

A piston 9 is slidably housed in each cylinder 1, and the piston 9 is connected to a crank pin 1 via a connecting rod 10.
1.

In addition, 12 is an exhaust valve, 13 is a throttle valve,
The opening degree of the throttle valve 13 changes in conjunction with an accelerator (not shown).

The action will be briefly explained.

As shown in FIG. 2, when the crank pin 11 rotates in the direction of the arrow, the piston 9 descends and air-fuel mixture is sucked into the cylinder 1 through the intake valve 3.

At this time, the third valve 8 is closed.

When the piston 9 reaches the bottom dead center, the third valve 8 opens,
As shown in FIG. 3, high pressure air-fuel mixture from the air pump 4 is introduced into the cylinder 1.

Furthermore, the crank pin 11 rotates and the piston 9 begins to rise, resulting in the compression stroke of the engine.
Valve 8 is closed again.

The third valve 8 has a smaller diameter than the intake valve 3, and the air-fuel mixture discharged from the air pump 4 is delivered to the cylinder 1 via the third valve 8.
The flow rate of the mixture when introduced into the cylinder is from the intake valve 3 to the cylinder 1.
The flow rate of the air-fuel mixture sucked into the tank is two to three times higher.

As a result, the combustion rate is increased and fuel consumption is effectively reduced.

In such supercharged engines, a portion of the engine intake air is pressurized and additionally introduced into each cylinder, so even a small capacity supercharger can obtain a sufficient supercharging rate in the low speed range. Loss of engine power due to mechanical drive is small.

As a result, it is possible to make the engine smaller and lighter, and a significant improvement in fuel efficiency can be expected.

However, since the supercharger of this supercharged engine is a small-capacity air pump, it has the advantage that if the pressure on the discharge side of the air pump is lower than the pressure on the suction side, the air pump can be driven by this pressure difference.

This invention was developed with a focus on the features of supercharged engines, and includes a detection means that detects when the engine is idling or under partial load and sends a shutoff command, and a means that detects when the engine is idling or under partial load and transmits a shutoff command, and a It is equipped with a clutch that cuts off the engine and the supercharger when it receives a cutoff command from the detection means, and an alternator that is driven by the rotating shaft of the supercharger, reducing the engine power load and further reducing fuel consumption. The purpose is to make improvements.

This invention will be explained below based on the drawings.

FIGS. 4 and 5 are diagrams showing an embodiment of this invention.

First, the configuration will be explained. Reference numeral 1 indicates cylinders of the engine, and these cylinders 1 each communicate with one end of an engine intake passage 2.

The other end of the engine intake passage 2 communicates with a carburetor (not shown), and the air-fuel mixture from the carburetor is distributed to each intake valve 3 .

7a and 7b are supercharging air passages, one end of the supercharging air passage 7a communicates with the engine intake passage 2, and the other end communicates with the intake port 5 of the air pump 4 serving as a supercharger.

Engine power is transmitted to the input shaft 21 of the air pump 4 via the electromagnetic clutch 22, and the output shaft 23 is connected to the alternator 2.
It is directly connected to 4.

Further, one end of the supercharging air passage 7b is connected to the discharge port 6 of the air pump 4.
In addition, the other end communicates with a third valve 8 serving as a supercharging valve.

As a result, the supercharging passages 7a and 7b are connected to the engine intake passage 2.
The air pump 4 is interposed in the middle of the supercharging passage 7, and is connected to the third valve 8.

A throttle valve 13 is provided in the engine intake passage 2, and the opening degree of the throttle valve 13 is changed by pressing an accelerator (not shown) to control the flow rate of the air-fuel mixture.

That is, under partial load when the accelerator pedal is weakly pressed, the opening degree of the throttle valve 13 is small, and the flow rate of the air-fuel mixture distributed to each intake valve 3 is reduced.

At this time, the flow rate of the air-fuel mixture flowing from the engine intake passage 2 to the supercharging passage 7a increases relatively.

As a result, the pressure on the suction port 5 side of the air pump 4 is reduced to the discharge port 6.
higher than the side pressure.

Reference numeral 25 denotes a pressure switch as a detection means, and a diaphragm 26 short-circuits and opens terminals 27 and 28 in response to pressure changes caused by increases and decreases in the flow rate of the air-fuel mixture flowing through the engine intake passage 2.

The solenoid of the electromagnetic clutch 22 is energized or de-energized by shorting and opening the terminals 27 and 28.

As a result, the air pump 4 comes into contact with and separates from the engine power transmission section 29.

Next, the action will be explained.

In FIG. 4, when the vehicle is idling or under partial load, the accelerator pedal (not shown) is pressed weakly, so the opening degree of the throttle valve 13 is small.

As a result, the flow rate of the air-fuel mixture distributed to the intake valve 3 decreases, and the engine intake passage 2 downstream of the throttle valve 13
pressure decreases.

As a result, the diaphragm 26 of the pressure switch 25 is attracted, and the terminals 27 and 28 are opened, so that the electromagnetic clutch 22
The solenoid is de-energized.

Therefore, the input shaft 21 of the air pump 4 is disconnected from the engine power transmission section 29.

On the other hand, most of the air-fuel mixture from the carburetor flows into the supercharging passage 7a.

As a result, the pressure on the suction port 5 side of the air pump 4 is reduced to the discharge port 6.
The air pump 4 is driven by this pressure difference and discharges the air-fuel mixture to the third valve 8.

When the air pump 4 is driven, the alternator 24 is also driven and power generation output is obtained.

The rotational speed of air pump 4 depends on the pressure difference and alternator 2.
4, the opening degree of the throttle valve 13, that is, the distribution ratio of the air-fuel mixture between the engine intake passage 2 and the supercharging passage 7a may be determined.

Therefore, since no engine power is consumed during this period, including during idling, fuel efficiency is improved.

Figure 5 shows a high load situation.

That is, when the opening degree of the throttle valve 13 increases, the air-fuel mixture distributed to the intake valve 3 increases, and the air-fuel mixture flowing into the supercharging road 7a relatively decreases.

The pressure in the engine intake passage 2 increases and the diaphragm 26 of the pressure switch is pressed, shorting out the terminals 27,28.

As a result, the solenoid of the electromagnetic clutch 22 is energized,
An input shaft 21 of the air pump 4 is connected to an engine power transmission section 29 .

Note that the connection between the output shaft 23 of the air pump 4 and the alternator 24 does not need to be coaxial, and may be structured through a belt.

Further, the detection means need not be the pressure switch 25, but may be one that detects the opening degree of the throttle valve 13 or one that detects the suction pressure of the air pump 4.

As explained above, according to this invention, there is provided a clutch that disconnects and connects the engine power transmitted to the supercharger, and a detection means that detects when the engine is idling or under partial load and causes the clutch to perform a disconnecting operation. and an alternator that is directly driven by the supercharger, so power generation output is obtained without consuming engine power, and fuel efficiency is effectively improved.

[Brief explanation of the drawing]

Figure 1 is a block diagram showing the intake system of a supercharged engine proposed by the present applicant, Figures 2 and 3 are illustrations of the operation of the third valve, and Figures 4 and 5 are related to this invention. 1 is a configuration diagram showing an intake system of a supercharged engine. 1... Cylinder (combustion chamber), 2... Engine intake passage, 4... Air pump (supercharger), 7
...Supercharging passageway, bottom...Third valve (supercharging valve), 22...Electromagnetic clutch, 23...
・Output shaft, 24... Alternator, 25...
...Pressure switch (detection means).

Claims (1)

[Scope of utility model registration request] A supercharging air valve that is open from near the end of the intake stroke of the engine to the beginning of the compression stroke, a supercharging air passage that branches from the engine intake passage and communicates with the supercharging air valve, and an intermediate part of the supercharging air passage. In a supercharged engine that has a supercharger installed in the engine and whose rotating shaft is driven by engine power, and in which supercharge air is additionally supplied to the combustion chamber from the supercharge valve, the a detection means for detecting a load state and transmitting a cutoff command; a clutch interposed between the engine and the supercharger and cutting off the engine and the supercharger when receiving a cutoff command from the detection means; an alternator driven by the rotating shaft of the engine, and when the engine is idling or under partial load, the negative pressure generated in the supercharging air passage drives the supercharger,
A supercharged engine characterized by using this power to drive an alternator.