JPS6170115A - Engine with turbocharger - Google Patents

Abstract

PURPOSE:To prevent a catalyst and a turbine from overheat, by supplying air to the upstream of the catalyst further adjusting a flow of exhaust in the catalyst so as to control an inlet temperature of the turbine, for instance, when an engine is accelerated. CONSTITUTION:Air supplied to the upstream of a catalyst 6, reacts on an unburned material in exhaust mainly in the catalyst 6, rapidly increasing a temperature of exhaust, that is, an inlet temperature of gas to a turbine 4. As a result, the turbine 4 accordingly a compressor 3 is driven at a speed promptly increasing, eliminating a turbo lag. Here the temperature of exhaust reaching the turbine 4 is suitably controlled because a flow of exhaust in the catalyst 6 is controlled bypass passage 5b by detecting a temperature in the afterstrem of the catalyst 6 through a temperature sensor 10 or the like, consequently the catalyst 6 and the turbine 4 are prevented from overheat.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a technique for improving turbo lag in a turbocharged engine.

[Prior Art 1 As a conventional turbocharged engine, for example,
There is one shown in Japanese Utility Model Application Publication No. 59-34033.

This engine is equipped with a turbine that sends intake air into the engine's intake passage, a turbine that drives the engine is installed in the exhaust passage, and a catalyst device is installed upstream of the turbine. With such a configuration, the conventional engine is 81 times more capable of achieving both good Ifr-I engine output performance and exhaust purification performance.

[Problems that the invention seeks to solve] However, in such conventional turbocharger engines, although a catalyst is installed in the first stream of the turbine, the first stream remains unchanged. Since it was configured to lead to a catalyst, it was not necessarily sufficient in terms of eliminating the turbo lag associated with the former engine output.

In other words, in a car equipped with a turbocharged engine,
When starting or accelerating from a low speed, by rapidly increasing the gas (exhaust) temperature at the turbine inlet, the turbocharger rotation can be started quickly, and the problem of so-called turbo lag, where the boost pressure rises slowly, can be solved by 4K <-'l can be used, but in the conventional method, since the u1 gas is guided to the catalyst as a child, there is a shortage of Mj4(02)it for reacting the unburned substances in the 11 gas during acceleration etc. In such cases, it is difficult to rapidly increase the gas temperature of the turbine 1-1, and if the gas temperature becomes too high, Because there is no consideration to
It is difficult to control the temperature control valve 11 to prevent damage to the turbine due to heating.

This is a solution to these conventional problems (141) that supplies air upstream of the catalyst during acceleration, etc., and that allows air to flow through the catalyst. The purpose of this invention is to solve the above-mentioned problems.This invention achieves the above-mentioned objects. ,: M), a turbo-bod which is equipped with a 21-breathing tree that sends intake air to an intake passage, a turbine that drives this 11-breathing tree is interposed in the bleed air passage, and a catalyst is installed in the 1st stream of the turbine. an air supply device that supplies air to the air passage; a bypass passage that bypasses the catalyst; This is the result of the following:

[Operation] The air (acid wood) supplied upstream of the catalyst reacts with unburned substances (Go, etc.) in the exhaust gas in the catalyst at the main end, reducing the temperature of the exhaust gas, that is, the turbine input] -1 gas Rapidly increase temperature 1a.

Therefore, the turbine, and thus the -1 engine speed, promptly increases its rotation by 1 to eliminate the turbo lag. In this case, by detecting the temperature downstream of the catalyst using a temperature sensor, etc., and redirecting the exhaust gas that passes through the catalyst through a bypass passage, the temperature of the air reaching the turbine will be too high. Electrically controlled, this bundle, catalyst and turbine are prevented from overheating.

The present invention will be described in detail below.

FIG. 1 shows an embodiment of the present invention applied to corn gin. First, to explain the configuration, the engine 1 is equipped with a compressor 3 interposed in the intake passage 2 on the nof side. Take it inside. The turbine 4, which is coaxial with the engine 1 and drives it, is installed in the air passage 5 on the right side of the engine 1, and connects the tillage manifold 9 and the exhaust passage 5, which are part of the exhaust passage. It is designed to be driven by the exhaust gas discharged through it.

An oxidation or ternary catalyst 6 is installed upstream of the turbine 5.
i-j, an air pump (air supply device) that injects air IJJ from the injection port 13 into the exhaust manifold 9 upstream of this catalyst 6;
8 is set so that engine 1 drives belt drive 1, IJi.

A bypass passage 5b that bypasses the catalyst side passage 5a is provided in parallel with the catalyst 6, and a branch point 11 downstream of the injection port 13 is provided.
The two branches diverge at J, and merge at a junction 14 upstream of the turbine 4.

Downstream of the catalyst 6 and upstream of the confluence 14 [air passage 5a]
1. :iii! A temperature sensor 10 is provided, this signal is received by a controller 15, and a command is given to the controller 15J: reactor 16 to cover the valve 12 installed at the branch point 11 so that it does not move. These acticoator 16, valve 12
etc. is the valve system v117 that controls the exhaust gas passing through the catalyst 6.
Configure. For example, the set temperature of temperature sensor 1J10 is 75.
0℃, and when this temperature is exceeded, the actuator 16 rotates the valve 11 to the right in response to a command from the rollers 15 to 15, reducing the flow of IJ+ air through the catalyst 6 and bypassing it. aisle 5
Increase the +31 qi flow ml through b.

Alternatively, the controller 15 inputs signals such as the engine rotational speed, throttle opening, and exhaust pipe internal pressure as necessary, and outputs signals other than the exhaust temperature according to engine operating conditions. Jru to do.

Reference numeral 7 designates a waste gate valve, which opens when the intake pressure is above a predetermined value, allowing the exhaust gas to bypass the turbine 4.

Next, the action will be explained.

During engine operation, especially during engine acceleration, many unburned substances (such as Co) are present on the order of several percent i! It is well known that if air is supplied and mixed into the exhaust gas and passed through the catalyst, C0 etc. will be oxidized and an exothermic reaction will occur. There is. In this case, it is preferable to carry out this exothermic reaction to the limit of a-1 because there is a limit to the starvation durability of the catalyst and the high temperature and high electric power of the turbine.
/i <, restrictions naturally arise for products that undergo exothermic reactions.

-1. In order to eliminate the turbo lag, it is necessary to supply the turbine with a large amount of heat energy through the exothermic reaction described above, that is, to supply 1 J of gas at as high a temperature as possible.

From the above-1-, properly set the turbine inlet gas hot stone.
In other words, it is possible to do it within the set temperature range.
[J-ru can be obtained by adjusting the flow rate of the exhaust gas passing through the catalyst with a valve device and allowing the excess 1) 1 gas to flow into the bypass passage.

That is, when the engine 1 is fully accelerated from a relatively low-speed rotation state (below the intercept point), CO, etc. in the exhaust manifold 9 and jets from the air pump 8 i) J D 13
Oxygen in the air supplied via the reactor reacts with the catalyst 6, increasing the gas temperature at the inlet of the turbine 4. Therefore, the turbines 4, 21 and 93 rotate at high speed and reduce the supercharging pressure, thereby eliminating so-called turbo lag.

The temperature sensor 10 detects the above gas temperature and sets the setting candy 75.
When the temperature exceeds 0℃, the controller 15 is actuator 1.
6, the valve 12 is moved in the opposite direction to reduce the flow rate of exhaust gas passing through the catalyst 6, and the flow rate of the bypass passage 5b is increased, so that the amount of reaction hot water decreases and the gas temperature at the turbine inlet is lowered.

In this way, the flow rate of gas passing through the catalyst 6 is controlled by 1 by the valve 12, and the hot water for reaction, which is closely related to this flow rate, is changed, so the gas temperature entering the turbine can be kept within the set temperature range. It is extremely easy to maintain the temperature at a high temperature.
And it can be done reliably.

Also, when accelerating at full speed from medium speed or higher or rotating at high speed,
Originally, the exhaust [IJJ is ^^, so controller 1 to roller 1
5 receives a signal such as the engine speed (1), and operates the valve 12 via the actuator 16 to throttle or close the exhaust flow to the catalyst 6 to prevent excessive rise of the hot stone entering the turbine. At the same time, the exhaust resistance caused by the catalyst 6 is reduced.

FIG. 2 shows another embodiment. In this embodiment, an intake passage 2 is provided in the center (intake manifold 19) of a 6-cylinder engine 1.
The exhaust manifolds 9 on the right are connected to each other so that the air discharged from the air pump 8 is supplied from the injection port 13 to the sub-supply η, and the outlets of the left and right exhaust manifolds 9 are connected with a connecting pipe 5C, and the center is The entrance of the bypass passage 5b is defined as part 1, where the exhaust on the left side exhaust manifold 9 is
A valve 12 is provided so that the outflow is distributed to the catalyst 6 and the catalyst 6.

When the valve 12 is tilted upward, all IJj air from the right exhaust manifold 9 passes through the catalyst 6, so relatively high temperature gas is supplied to the turbine 4. When the valve 12 is raised,
The exhaust manifold 9 on the left side is connected to the bypass passage 5.
b, the turbine inlet gas temperature can be lowered. In this embodiment, the exhaust from the exhaust manifold 9 on the right always passes through the catalyst 6, so it is difficult to adjust if it tends to be muddy. ,iiiI
Suitable for engines with a mixture tendency.

FIG. 3 shows another embodiment. In this embodiment, air is supplied only to the exhaust manifold 9 on the right side [from the pump 8 to the injection port 1].
3, and the flow rate is arranged in the bypass passage 5b and the catalyst 6 by a valve 12 provided at the connection part with the connecting pipe 5C. In this embodiment, only the IJj air that has passed through the exhaust manifold 9 on the right side passes through the catalyst 6, so the turbine inlet gas temperature is lower than in the previous embodiment, but since the entire amount of exhaust gas can be bypassed, a larger amount of components such as co It is suitable for engines that tend to have rich air-fuel mixtures, and can also reduce exhaust L power loss.

FIG. 4 shows another embodiment in which the turbine inlet gas temperature is controlled and regulated in addition to the bypass flow.

That is, the air passage 1 of the air pump 8 is connected to the passage 5a of the catalyst 6.
The injection valves 13 of No. 8 are branched from the upstream side of the air control valve 19 of this passage 18, and the other injection valves 1-. Listen to 121 and get 1-1.

11n I~1]-F15 is temperature [In addition to Ryo Hinri 10, the father-in-law of knock sensor 22 attached to engine 1 is
The setting selection 1-32 is configured so that +3 S'r is output to the actuator 16 of the air control valve 19 and the bypass valve 12 at the time of knock.

J: /=, ■Aposive 8 clutch (electromagnetic type and mechanical type) 23 to 1 to 1] - From 15 to 1 to 1 to 1 to 1] - From 15 to 15 to 1 to 1 to 1 to 1 for apositive 8. In addition, controller 15G and engine t
407') such as the in rotation number or accelerator pedal, etc., is also input.

&! The operation of the embodiment shown in FIG. 4 will be explained using FIG. 5.

When the engine suddenly accelerates from ffi speed rotation (interrupt speed), the 21st []-ra 15 is activated by the im number such as 10, and the actuator 1--ta 16 is activated.
output to operate the valve 12 to fully open the bypass passage 5] 1) (dotted line position 1), and at the same time turn on the air adjustment jj 1
9 at full throttle. Therefore, all ml of the JJI air flow 111 flows to the catalyst 6, and the air of 1 bomb 8 is also mixed into the u1 air, so the unburned substances in the exhaust gas during acceleration are reacted and oxidized, causing a normal temperature rise. At time t1, which is earlier than time t2 of line l), the water temperature rises rapidly like line a and reaches the set hot water temperature T1.

This eliminates turbo lag.

The point in time when the turbine inlet gas temperature reaches the set temperature -1 ([
I) inputs the signal from the temperature sensor 10, and the controller 15 instructs the air control valve 19 to gradually reduce its opening along the line a, and for a time t2 (J During this time, the air from the bomb 8 is supplied to the bypass passage 5b via the relief valve 20 and serves to drive the turbine 4. Therefore, during the time period C111 to C112, the air group passing through the catalyst 6 gradually decreases. The temperature is its limit value (setting (11)
Maintain the state of T1.

Next, when time t2 is reached, the engine 1 to the roller 15 command the actuator 16 to open the bypass valve 12 as shown by the solid line, allowing the exhaust gas to flow into the bypass passage 5b. The turbine population temperature exceeds 1 and rises as the engine output increases, causing the turbine to drive +1 - which is strange! -J. Ii, in this case, connect the catalyst 6 side to JJ.
I ki pass /,, - Ino (, III There is no problem even if the temperature exceeds the set 14 koku (limit value) II.

Ma I, :, 1 engine 1 knocks, 1 engine 9, knocks 48 from 22, 11 nt 1l-715)
131 Manpower, air control valve 19 or bypass pal j12
The rotational speed of the turbine is adjusted to 11i1. In this case, the 1-engine is (I (relatively supercharged at 1i-if rotation)j-
It is easy to calculate the angle of 1/l, but in the past, Jj, (Tue 11.5 period's ν angle J, is troublesome/, I-
In this example,
It has the advantage of being able to adjust the 1st rotation of the additional turbine to avoid knocking.

In addition, the relief valve 20 is used to prevent exhaust gas from flowing backwards due to the engine. IJ upstream of 1M6
Air is injected at the high point of Jj with IJ1, and the valve configuration is as follows.

In an emergency when the clutch 231 of the J-A pump 8 cannot fully adjust the air flow rate control I'7aa1, the commands of the engines 1 to 11-1 (-) are activated and the engine is activated. Power is cut off from 1 to 1 Abonzo 8.

Figure 6 shows an example of Haku. In this embodiment, the air from the J bomb is distributed by the IJ in conjunction with the switching of the IJ bypass valve. That is, the seventh
As shown in the figure, three air injection ports 13 are provided in stages upstream of the bypass valve 12 so as to cross the υll communication path 5, and a throttle 24 is provided in the air path 18 upstream of the three air injection ports 13. Further, the bypass passage 5b is made larger than the catalyst side passage 5a, and the diameter of the one on the right side of the air injection port 13 is made smaller.

As a result, when moving the valve 12 to separately take pictures of n1 air, the air can also be distributed, and in the process of switching the valve 12 from the catalyst side passage 5a to the bypass passage 5b, more air than necessary is sent to the catalyst. It is possible to effectively prevent the flow from burning out.

In addition, in FIG. 6, the control section is omitted and is indicated by C.

By appropriately adjusting the throttle, this embodiment eliminates the need for the air control valve and relief valve of the previous embodiment, and also eliminates the need for valve 1.
It is also useful for air cooling.

FIG. 8 shows another embodiment. In this embodiment, the actuator for driving the bypass valve is powered by suction power.

That is, the catalyst 6 is moved to the right side of the case 25, the bypass passage 5b is provided on the right side, and the valve 12 that performs this switching is connected to the die
6 through the [1] wire 27. In the pressure chamber 28 on the right side of [Acti]-1-E 16] there is [Output 1 of Empressa 3] Sweat h4! : Connected via a conduit 35, and the pressure of the suction pipe downstream of the throttle valve 33 is connected to the pressure chamber 30 on the right side via a conduit 37 via a check valve 34 and a T1 magnetic valve 36. In addition, a spring 31 is installed in the pressure chamber 30, and a sealing hole 32 is installed in the penetrating portion of the rod 27. Touch again! Air 1lJi IJ l'+ 13 is installed immediately upstream of 116GJ
, covered so that air can be supplied by an I-7 bomb/not shown.

Next, the effect will be explained. When the engine is running at a low rotational speed in the negative direction, the throttle valve 33 is closed, so the downstream intake pipe (intake passage) 2 has a negative impact of several 100mV + g. +lE fJ'-(0 to several l
Qms++g). Due to the negative pressure in the intake pipe 2, the check valve 34 opens, and the N magnetic piece 36 blocks the atmosphere, causing the actuator 16 to create a large negative pressure in the pressure chamber 30 on the right side, which overcomes the horn of the spring 31 and becomes 1. 27 to the right and tilt the valve 12 to the right as shown in FIG. Therefore, the exhaust gas flows into the turbine 4 through the bypass passage 5b and resumes normal operation. In this case, air injection port 1
3 is in the closed state.

Next, when the throttle valve 33 is fully opened for acceleration, the pressure in the intake pipe 2 downstream of the throttle valve 33 becomes atmospheric pressure or positive pressure, so the check valve 34 closes, and at the same time, the solenoid valve 36 is opened. The rate of change in pressure or the opening position of the throttle valve 33 is detected to establish communication with the atmosphere.

Therefore, when the pressure chamber 30 on the right side becomes atmospheric pressure, the actuator 1-16 moves the rod 27 to the left side by the spring 31, and tilts the valve 12 to the right side as shown by the dotted line.

Therefore, the exhaust gas passes through the oxidation catalyst 6. At this time,
Since the injection port 13 is opened and the air is injected while exhausting,
CO, etc. in the exhaust reacts with MA in the air -1R- in the catalyst 6, increasing the thermal deflection entering the turbine. This limits the rotation of the turbine 4 and, therefore, the -1 engine 3, increases the engine output by increasing the air flow, and eliminates turbo lag.

Next, the output D of the compressor 3 1. When the f-force increases further and the engine becomes a high load or high rotation speed (the turbocharger also has a high load), the actuator 16 closes the pressure chamber (
As the pressure in the positive pressure chamber 51) increases, the first valve 27 moves to the right against the spring 31, covering the valve 12 to the position shown by the solid line. Under these conditions, the temperature of the air is also high, which prevents the catalyst from burning out and improves its durability. J-3, the injection port 13 is closed when the valve 12 is closed.

When the throttle valve 33 is closed, the solenoid valve 36 is also closed, and the reverse 1 [valve 34
opens and returns to its initial state.

In addition, it is also preferable that the air injection port 13 be kept open all the time without the control U. In addition, in FIG. 8, an air 70-1 meter 38 is provided in the intake passage 2 upstream of the compressor 3 so that an air flow M+it ml-J is provided.

Fig. 10 shows another embodiment.1 In this embodiment, the power source for controlling the bypass valve is only the outlet pressure of the Lombrera, and this is electronically controlled by the temperature of the catalyst, etc. This is what I did.

That is, the actuators 1 and 16 of the valve 12 are connected to a pressure chamber 28 through a conduit 41 to which the outlet pressure of the two-liter cylinder 3 is introduced, and from this conduit 41 to a conduit 42 that branches to the upstream intake passage of the amplifier 3. A solenoid valve 40 is provided at the branch portion.

The engine 1-0-ra 15 inputs the output pressure signal of the engine 1 through the pressure sensor 139, and also measures the internal temperature of the catalyst 6 with the temperature sensor 10 manually. 2. Signals such as engine rotation speed, anorometer or throttle valve opening can be input.

Based on these signals, the valve 15 outputs a duty signal to the solenoid valve 40 to drive it.

The duty signal is as shown in FIG.
If you take it, Dudy's advice is I / 1' onx100
%do<N
It is determined that the control 1E horn decreases as f increases.

In other words, set the warm stone L 10 or the J-f force 39 (as it approaches IC1, make the tee smaller and set the protruding blade ratio to the right hM of the valve body of the electromagnetic valve f'42). Many (reduce the amount of waste flowing from conduit/12 to the entrance of 11 Nzoretsu 1J3, and force chamber 2 B/\1 of Akubut-1-16)
The control pressure of the conduit 41 is controlled.

With this binding, the bulge 12 moves to A as shown in the figure, increases the υF airflow noise in the bypass passage 51), increases the temperature of the catalyst 6, and thus makes it possible to reduce the temperature of the turbine 1-1111 by 1η. In addition to maintaining the high knitting, there is also a loop to maintain the supercharging 1F within the specified value.

1 Effects of the Invention 1 As explained above, according to the present invention, the configuration is such that a catalyst is installed in the exhaust passage upstream of the turbine, and a valve device is installed to bypass this catalyst, and air is mixed. Since the configuration is such that the outflow of air through the catalyst is regulated, the following effects can be obtained.

(1) Since the absolute amount of combustible gas (such as Co) passing through the catalyst is adjusted, the gas flow at the turbine inlet can be adjusted extremely easily and reliably.

(2) Since the bypass passage is provided, it is possible to increase the bypass flow and reduce the increase in engine back pressure when the engine rotates at high speed.

(3) In order to treat CO, etc. in the exhaust, υ [gas and oil purification as well as exhaust] - effective recovery of energy is considered a function.

[Brief explanation of the drawing]

Figure 1 shows a positional embodiment of this invention? I explanatory diagrams and FIGS. 2 to 12 are explanatory diagrams of other embodiments. Explanation of symbols appearing in the drawings 1...] - Engine 2... Intake passage 3...
”Bressor 4...Turbine 5...Exhaust passage
6... Catalyst 8... Air pump (air supply device) 9... Exhaust manifold 10... Temperature sensor 12...
...Ben 13...Yumankou, 15..."
N1~Roller 16... Actico ■-ta 17...
Benkomochi-・2・、1. 〒ζ month? 120 = Figure 1 3: Full 1 piece Figure 2 Figure 3 Figure 4 Figure 10 Figure 9 Centroid

Claims (1)

[Claims] In a turbocharged engine that includes a compressor that pumps intake air into an intake passage, a turbine that drives the compressor is interposed in the exhaust passage, and a catalyst installed upstream of the turbine, air is supplied to the exhaust passage upstream of the catalyst. A turbocharged engine comprising an air supply device, a bypass passage that bypasses the catalyst, and a valve device that controls the flow rate of exhaust gas passing through the catalyst depending on the engine operating state using the bypass passage.