JPS61201833A - Charge throttling device for diesel engine with supercharger - Google Patents
Charge throttling device for diesel engine with superchargerInfo
- Publication number
- JPS61201833A JPS61201833A JP60043210A JP4321085A JPS61201833A JP S61201833 A JPS61201833 A JP S61201833A JP 60043210 A JP60043210 A JP 60043210A JP 4321085 A JP4321085 A JP 4321085A JP S61201833 A JPS61201833 A JP S61201833A
- Authority
- JP
- Japan
- Prior art keywords
- charge
- supercharger
- exhaust gas
- throttle valve
- speed running
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000000779 smoke Substances 0.000 abstract description 9
- 238000002485 combustion reaction Methods 0.000 abstract description 8
- 239000000446 fuel Substances 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D23/00—Controlling engines characterised by their being supercharged
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
- F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
- F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Supercharger (AREA)
Abstract
Description
【発明の詳細な説明】 産業上の利用分野 本発明は過給機付ディーゼル機関に関する。[Detailed description of the invention] Industrial applications The present invention relates to a supercharged diesel engine.
従来の技術
過給機によって給気の密度を高め、機関の出力を増大す
ることを一般に過給と称し、ディーゼル機関では広く用
いられている。この場合、過給機からの給気は、給気道
路を介して燃焼室に供給されることになる。BACKGROUND OF THE INVENTION The process of increasing the density of charge air and increasing the output of an engine using a supercharger is generally referred to as supercharging, and is widely used in diesel engines. In this case, the air supply from the supercharger will be supplied to the combustion chamber via the air supply road.
発明が解決しようとする問題点
しかしながら、過給機付ディーゼル機関は、筒内最高圧
力の制約の面から、圧縮比を高くすることができない。Problems to be Solved by the Invention However, a supercharged diesel engine cannot have a high compression ratio due to restrictions on the maximum cylinder pressure.
従って、低速時に燃焼が悪化して、青白煙が生じるとい
う問題点があった。Therefore, there is a problem in that combustion deteriorates at low speeds and blue-white smoke is produced.
なお、燃料噴射装置のガバナー（調速機構）の−ｍであ
るニューマチックガバナーのように、給気通路（吸気マ
ニホルド）にベンチュリ一部を設け、そのペンチエリ一
部に絞り弁を設けるようにしたものは従来からあるが、
この場合の絞り弁はパルプ開度によって給気量をコント
ロールし、それによって燃料の量を調節して機関出力を
変化させるためのものであり、青白煙の改善を目的とし
てはいない。In addition, like a pneumatic governor, which is a fuel injection device governor (speed control mechanism), a part of the venturi is installed in the air supply passage (intake manifold), and a throttle valve is installed in part of the pentier. Things have been around for a long time, but
The throttle valve in this case is used to control the amount of air supplied by the pulp opening, thereby adjusting the amount of fuel and changing the engine output, and is not intended to improve blue-white smoke.
問題点を解決するための手段
本発明は、給気通路（３）に過給機（２）を設けた過給
機ディーゼル機関において、低速時に前記給気道路（３
）を絞って内部ＥＧＲを発生させるとともに、中高速時
に拡大させるような給気絞り弁（１１）を前記過給機（
２）の下流に設けたことを特徴とする。Means for Solving the Problems The present invention provides a supercharged diesel engine in which a supercharger (2) is provided in an air supply passageway (3), in which the air supply road (3) is closed at low speeds.
) to generate internal EGR, and a supply air throttle valve (11) that expands during medium and high speeds is installed in the supercharger (
It is characterized by being provided downstream of 2).
実施例１
第１図は、過給機付ディーゼル機関の概略平面図を示す
０図において、機関本体＋１）の一方の側部には過給機
（２）が設けられている。そして、給気道路（３）の一
部を構成する給気連絡管（４）が、前記過給機（２）と
給気冷却器＋５１との間に設けられている。即ち、過給
機（２）上流側の給気取入器（６）から取り入れられた
空気が給気連絡管（４）を通って給気冷却器（５）に送
られ、吸気マニホルド（７）を経て供給されるようにな
っている。なお、（８）は、前記給気冷却器（５）に冷
却水を供給する水タンクである。そして、燃焼後の排ガ
スが排気管（９）を経て排気口（１０）から排出される
ようになっている。Embodiment 1 FIG. 1 is a schematic plan view of a supercharged diesel engine, in which a supercharger (2) is provided on one side of the engine body +1). An air supply connecting pipe (4) constituting a part of the air supply road (3) is provided between the supercharger (2) and the air supply cooler +51. That is, air taken in from the charge air intake (6) on the upstream side of the supercharger (2) is sent to the charge air cooler (5) through the supply air communication pipe (4), and is then transferred to the intake manifold (7). ). Note that (8) is a water tank that supplies cooling water to the air supply cooler (5). The exhaust gas after combustion passes through the exhaust pipe (9) and is discharged from the exhaust port (10).
次に、本発明の絞り装置の具体的な説明をする。Next, the aperture device of the present invention will be specifically explained.
第１図のように、過給機（２）と給気冷却器（５）とを
連絡する前記給気連絡管（４）に給気絞り弁（１１）が
設けである。この給気絞り弁（１１）は、円板状のバタ
フライ板（１２）が、前記給気連絡管（４）に回動自在
に取り付けられたレバー軸（１３）を軸として、該給気
連絡管（４）内を回動するようになっている。As shown in FIG. 1, a supply air throttle valve (11) is provided in the supply air communication pipe (4) that connects the supercharger (2) and the supply air cooler (5). This air supply throttle valve (11) has a disc-shaped butterfly plate (12) that connects the air supply with a lever shaft (13) rotatably attached to the air supply communication pipe (4) as an axis. It rotates within the tube (4).
前記、バタフライ板（１２）には、第２図のようにレバ
ー軸（１３）の両側に小孔（１４） （１４）を設
゛けである。レバー軸（１３）を閉弁方向に回
動させ、前記バタフライ板（１２）外周縁を給気連絡管
（４）内壁面に当接させたときには、該給気連絡管（４
）を通って上流から送られてきた空気が前記小孔（１４
）（１４）を通過する際に絞られ、下流側へと流れてい
くことになる。The butterfly plate (12) has small holes (14) (14) on both sides of the lever shaft (13) as shown in Figure 2.
That's it. When the lever shaft (13) is rotated in the valve closing direction and the outer peripheral edge of the butterfly plate (12) is brought into contact with the inner wall surface of the air supply communication pipe (4), the air supply communication pipe (4)
) The air sent from upstream through the small holes (14
)(14), it is constricted and flows downstream.
ところで、この種の過給機付機関においては、第３図の
ように吸気弁（１５）と排気弁（１６）がオーバーラツ
プする状態を長くしている。このような状態で前記バタ
フライ板（１２）を閉ざし、給気量を絞ると前記給気絞
り弁（１１）下流側の給気通路（３）が負圧状態となり
、排気通路（１５）側の排ガスが給気通路（３）へと戻
されるようになる。このような現象は内部ＥＧＲと呼ば
れている。By the way, in this type of supercharged engine, the state in which the intake valve (15) and the exhaust valve (16) overlap is prolonged as shown in FIG. In this state, when the butterfly plate (12) is closed and the air supply amount is throttled, the air supply passage (3) on the downstream side of the air supply throttle valve (11) becomes under negative pressure, and the air supply passage (3) on the downstream side of the air supply throttle valve (11) becomes under negative pressure. Exhaust gas is now returned to the air supply passage (3). This phenomenon is called internal EGR.
そこで、低速時に多量に発生する未燃ガスを排出させな
いために、低速時にのみ給気絞り弁（）を作動させ、給
気量を絞って内部ＥＧＲを発生させて、燃焼の改善を図
ったものである。即ち、未燃ガスを含む排ガスは、内部
ＥＧＲによって燃焼室（１７）及び給気通路（３）にと
どまり、次のサイクルで燃焼に供されることになる。Therefore, in order to prevent the exhaust of unburned gas that is generated in large quantities at low speeds, the intake air throttle valve () is operated only at low speeds to reduce the amount of air intake and generate internal EGR, improving combustion. It is. That is, the exhaust gas containing unburned gas remains in the combustion chamber (17) and the air supply passage (3) due to the internal EGR, and is used for combustion in the next cycle.
試験結果によると、最小通路面積が、全通路面積の５〜
１５％とした場合に、第４図のように、従来点線のよう
に推移していた青白煙濃度が、実線のように変化し、青
白煙が改善されるということが明らかになっている。そ
れ故、給気絞り弁（１１）のバタフライ板（１２）に設
けた前記小孔（１４） （１４）の合針面積が、全通
路断面積の５〜１５％になるようにしである。According to the test results, the minimum passage area is 5 to 50% of the total passage area.
In the case of 15%, as shown in FIG. 4, the blue-white smoke concentration, which had conventionally changed as a dotted line, changes as shown in a solid line, and it has become clear that the blue-white smoke is improved. Therefore, the joint area of the small holes (14) (14) provided in the butterfly plate (12) of the air supply throttle valve (11) is set to be 5 to 15% of the total cross-sectional area of the passage.
一方、中高速時には、第５図のように、バタフライ板（
１２）が給気連絡管（４）と並行する位置までレバー軸
（１３）を回動させ、給気絞り弁（１１）を全開させて
給気通路（３）を拡大させる。従って、過給機（２）に
よって過給された空気は、全開状態で燃焼室（１７）に
押し込まれることになる。On the other hand, at medium to high speeds, the butterfly plate (
12) rotates the lever shaft (13) to a position where it is parallel to the air supply communication pipe (4), and the air supply throttle valve (11) is fully opened to enlarge the air supply passage (3). Therefore, the air supercharged by the supercharger (2) is forced into the combustion chamber (17) in a fully open state.
実施例２
第６図には、本発明の他の実施例を示す。この実施例の
ように、バタフライ板（１２）に切欠き（１８） （
１Ｂ）を設けるようにしても良い。Embodiment 2 FIG. 6 shows another embodiment of the present invention. As in this embodiment, the butterfly plate (12) has a notch (18) (
1B) may be provided.
発明の効果
以上のように、低速時には給気通路を絞って内部ＥＧＲ
を発生させるとともに、中高速時に拡大させるような給
気絞り弁を、過給機の下流側に設けたことにより、簡単
な構造で低速時における青白煙の改善をすることができ
たものである。As shown by the effects of the invention, at low speeds the air supply passage is narrowed down and internal EGR is activated.
By installing an intake air throttle valve on the downstream side of the supercharger that generates smoke and expands it at medium and high speeds, it was possible to improve the blue-white smoke at low speeds with a simple structure. .
第１図は、本発明の一実施例における過給機付ディーゼ
ル機関の概略平面図、第２図はバタフライ板を全閉させ
た状態を示す断面図、第３図は内部ＥＧＲが発生した状
態を示す概念図、第４図は青白煙濃度の時間推移を示す
グラフ、第５図はバタフライ板を全開させた状態を示す
断面図、第６図は他の実施例において、バタフライ板を
全開させた状態を示す断面図である。
（２）・−過給機、（３１−給気通路、（１１）−・・
吸気絞り弁。
特許 出願人 ヤンマーディーゼル株式会社代理人弁理
士 樽 本 久 幸第１図
第２図
第５図
第６図
第３図
第４図Fig. 1 is a schematic plan view of a supercharged diesel engine according to an embodiment of the present invention, Fig. 2 is a sectional view showing a state in which the butterfly plate is fully closed, and Fig. 3 is a state in which internal EGR occurs. Fig. 4 is a graph showing the change in blue-white smoke concentration over time, Fig. 5 is a cross-sectional view showing the state in which the butterfly plate is fully opened, and Fig. 6 is a conceptual diagram showing the state in which the butterfly plate is fully opened in another embodiment. FIG. (2)・-Supercharger, (31-Air supply passage, (11)-・
Intake throttle valve. Patent Applicant: Yanmar Diesel Co., Ltd. Representative Patent Attorney Hisayuki Tarumoto Figure 1 Figure 2 Figure 5 Figure 6 Figure 3 Figure 4
Claims (1)
おいて、低速時に前記給気通路を絞って内部ＥＧＲを発
生させるとともに、中高速時には拡大させるような給気
絞り弁を前記過給機の下流側に設けたことを特徴とする
過給機付ディーゼル機関の給気絞り装置。In a turbocharged diesel engine with a supercharger installed in the air supply passage, the turbocharger is equipped with an intake air throttle valve that throttles the air supply passage at low speeds to generate internal EGR, and expands it at medium and high speeds. A supply air throttling device for a diesel engine with a supercharger, characterized in that it is provided on the downstream side of a turbocharged diesel engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60043210A JPS61201833A (en) | 1985-03-04 | 1985-03-04 | Charge throttling device for diesel engine with supercharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60043210A JPS61201833A (en) | 1985-03-04 | 1985-03-04 | Charge throttling device for diesel engine with supercharger |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS61201833A true JPS61201833A (en) | 1986-09-06 |
Family
ID=12657556
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60043210A Pending JPS61201833A (en) | 1985-03-04 | 1985-03-04 | Charge throttling device for diesel engine with supercharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61201833A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7654086B2 (en) * | 2005-06-30 | 2010-02-02 | Caterpillar Inc. | Air induction system having bypass flow control |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5031307B1 (en) * | 1971-08-02 | 1975-10-09 | ||
| JPS5572646A (en) * | 1978-11-15 | 1980-05-31 | Bosch Gmbh Robert | Device for regulating quantities of returned exhaust gas and injected fuel in selffignited internal combustion engine |
-
1985
- 1985-03-04 JP JP60043210A patent/JPS61201833A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5031307B1 (en) * | 1971-08-02 | 1975-10-09 | ||
| JPS5572646A (en) * | 1978-11-15 | 1980-05-31 | Bosch Gmbh Robert | Device for regulating quantities of returned exhaust gas and injected fuel in selffignited internal combustion engine |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7654086B2 (en) * | 2005-06-30 | 2010-02-02 | Caterpillar Inc. | Air induction system having bypass flow control |
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