JPS63201323A - Mechanical supercharging device for engine - Google Patents

Abstract

PURPOSE:To vary the supercharging capacity of a supercharger in the same operating zone of an engine into plural types and enable the fine control of a supercharging characteristic by changing the speed of the rotation of an engine and transmitting it to a supercharger and selectively varying its speed change characteristic. CONSTITUTION:A transmission mechanism 10 having plural gear change stages is provided in between an engine 1 and a supercharger 9. Also, plural types of speed change characteristics of the transmission mechanism 10 are previously set and stored in a memory means 61. And, a selecting means 62 selects a speed change characteristic stored in the memory means 61. Further, a control means 63 controls the transmission mechanism 10 based on the speed change characteristic selected by the selecting means 62. Thereby, the supercharging capacity of the supercharger 9 in the same operating zone of the engine 1 can be varied into plural types, to finely control a supercharging characteristic.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a mechanical supercharging device for an engine, and particularly to one in which a supercharger is driven by an engine via a transmission mechanism.

(Prior Art) Conventionally, as a mechanical supercharging device for an engine, for example, as disclosed in Japanese Patent Application Laid-Open No. 31-28716, a supercharger is connected to an engine output shaft and the supercharger is A bypass passage is provided, and a bypass valve is provided in the bypass passage, and the bypass valve is controlled so as to obtain predetermined supercharging characteristics during steady operation, while during acceleration operation,
A known system is known in which the energy bus valve is controlled so that supercharging is started from a lower load side than during steady operation.

(Problem to be Solved by the Invention) However, in the above-mentioned conventional engine, although the supercharging characteristics change depending on the operating condition, when supercharging is performed in the same operating range, only a single supercharging capacity is used. 4! I can't do it. Therefore, even in the same operating region, the same supercharging capacity is exhibited in, for example, an accelerated state and a steady state, and there is a problem in that the supercharging characteristics cannot be precisely controlled depending on the operating state.

The present invention has been made in view of these points, and its purpose is to enable the supercharging capacity in the same operating range to be changed to multiple stages, thereby adjusting the details of the supercharging characteristics according to the operating conditions. The aim is to enable greater control.

(Means for solving the problem) In order to achieve the above object, in this invention, the speed of the engine is changed and transmitted to the supercharger, and this speed characteristic is changed appropriately, so that Supercharging capacity WI2
& It is to change into kind.

Specifically, as shown in FIG. 1, the solution taken by the present invention includes a transmission mechanism 10 provided between an engine 1 and a supercharger 9 and having a plurality of gears, Storage means 61 that stores in advance a plurality of fI class settings for ten speed change characteristics.
, a selection means 62 for selecting the 'Ii speed characteristic stored in the storage means 61;
! The control means 63 for controlling the transmission mechanism 10 according to the i-speed characteristics is configured so as to control the speed change mechanism 10.

(Function) With the above configuration, in the present invention, the speed change mechanism 10 is controlled by the control means 63 based on the speed change characteristic selected by the selection means 62, so that the supercharging characteristic changes.

In that case, since the transmission mechanism 10 has a plurality of gear stages,
4- In the operating range, the supercharging capacity changes to multiple types depending on the demand, and the supercharging characteristics are finely controlled.

(Example) Embodiments of the present invention will be described below based on the drawings.

FIG. 2 shows an engine equipped with a mechanical supercharging device according to an embodiment of the present invention, in which 1 is an engine, and 2 is a piston 4 that is movably inserted into a cylinder 3 of the engine 1 to have a variable volume. a combustion chamber 5, one end of which communicates with the atmosphere via an air cleaner 6; the other end of which is open to the combustion V2 and an intake passage for supplying intake air to the engine 1; and 7, one end of which is open to the combustion chamber 2; However, the other end is an exhaust passage open to the atmosphere for discharging exhaust gas, and a throttle valve 8 is disposed in the middle of the intake passage 5 to adjust the amount of intake air by IIIIIIl]'rj. Further, a roots-type supercharger 9 is disposed in the intake passage 5 downstream of the throttle valve 8, and the supercharger 1fi9 is connected to the engine via a stepped N-groove 10 of a two-stage shift type, for example. 1 output shaft 18. Furthermore, the above supercharged I! An intercooler 11 for cooling intake air is disposed in the intake passage 5 downstream of the intercooler 19, and a fuel injection valve 12 for injecting and supplying fuel to the engine 1 is disposed downstream of the intercooler 11. Further, the intake passage 5 is provided with a relief passage 13 that bypasses the supercharger 9 and the intercooler 11, and the relief passage 13 is provided with a relief valve 14. EQed. Note that 15 is an intake valve, 16 is an exhaust valve, and 17 is a spark plug for igniting the air-fuel mixture in the combustion chamber 2.

Reference numeral 20 denotes a mode selector switch for switching the supercharging characteristics of the supercharger 9 between a power mode and an economy mode. When desired, the system can be switched to power mode, while when desired to reduce fuel consumption, it can be switched to economy mode.Furthermore, reference numeral 21 is provided in the intake passage 5 upstream of the throttle valve 8 to adjust the amount of intake air. an air flow sensor for detecting 22
23 is a rotational speed sensor that detects the engine rotational speed.
This is a throttle sensor that detects the load based on the opening of the throttle valve 8. Detection signals from the sensors 21 to 23 are inputted to a controller 30, which controls the i-stage transmission mechanism 10, the relief valve 14, the fuel injection valve 12, and the spark plug. 17 are controlled respectively.

Next, the supercharger 9 and the stepped N-groove 10 will be described in detail. In FIG. 3, numeral 31 is a casing for supercharging 1 to 9, and inside the casing 31 is a suction boat 32.
communicates with the upstream intake passage 5 via the
It communicates with the downstream intake passage 5 via the discharge boat 33 . Furthermore, a pair of cocoon-shaped rotors 34, 34 are disposed within the casing 31, and when the rows 934.34 rotate in opposite directions, a rotor is formed between the casing 31 and the rotor 34.34. By moving the intake air from the intake boat 32 side to the discharge boat 33 side using the working chamber 35, the intake air is compressed and supercharged by the backflow of high-pressure air on the discharge side.

Each of the rotors 34 is rotatably supported by the casing 31 via a support shaft 36, and the support shaft 36.
36 is arranged parallel to a.

-till of the support shaft 36.36 (left 111+1 in the figure)
Counter gears 37 and 37 having the same number of m are attached so as to mesh with each other so as to rotate the rotors 34, 34 in mutually opposite directions.

Also, on one side of the supercharging n9 (left side in the figure) is a stepped variable speed I! An I structure 10 is provided. The stepped transmission mechanism 10 includes a hollow W41 human-powered shaft that is rotatably supported by the casing 31 so as to face the support shaft 36 of the lower rotor 34, and a rotation speed of the upper rotor 34 that 1 person axis 41
A pair of reduction gears 42 and 43 are installed between the first internal shaft 41 and the support shaft 36 of the upper rotor 34 so that the rotation speed of the first internal shaft 41 is one half of the rotation speed of the first internal shaft 41. When the rotation speed is higher than the rotation speed of the upper rotor support shaft 36, the first
A one-way clutch 44 disposed between the upper rotor support shaft 36 and the deceleration gear F43 so as to #1ltIl12 when the rotation speed of the inner shaft 41 is lower than the rotation speed of the upper rotor support shaft 36; The lower loaf support shaft 3 is disposed within the first manual shaft 41 so as to be rotatable with respect to the first manual shaft 41 .
6 and a second person horn shaft 45 connected to the second person horn shaft 45. 1st above
A pulley 46 is attached to the human power shaft 41, and the pulley 46
is connected to the engine output J shaft 18 via a belt 47.

On the other hand, on one side of the pulley 46, a magnetic coil 48-sing 31 connected to the controller 30 is fixed. A clutch plate 49 is disposed at an opposing position, and the clutch plate 49 is fixed to the second intrahuman shaft 45. Therefore, when the power to the electromagnetic coil 48 is stopped in order to switch the stepped transmission mechanism 10 to the low speed side,
The clutch plate 49 separates from the pulley 46 and the pulley 46
The rotational force is transmitted from the first manual shaft 41 to the upper rotor support shaft 36 via the reduction gears 42, 42, and the one-way clutch 44 which is connected so that the upper rotor 34 itself does not rotate. 34 and 34 rotate in opposite directions to each other at half the rotation speed of the pulley 46, and on the other hand, when the electromagnetic coil 48 is energized to switch to the high speed side of the stepped transmission mechanism 10ti, the electromagnetic coil 48 1iv induced in the pulley 46 by the magnetic flux of
The clutch plate 49 is coupled to the pulley 46 by the n force, the rotational force of the boo 946 is transmitted to the lower rotor support shaft 36 via the second inner shaft 45, and the rotor 34.34 rotates at the same speed as the pulley 46. The one-way clutch 44 rotates in opposite directions at a rotational speed of t'm1B2, and the reduction gears 42 and 43 are caused to idle.

Next, the operation of the =1 controller 30 will be explained based on the flowchart of FIG. 3. First, at step $1,
The speed change characteristics in the power mode and economy mode are set, and the speed change characteristics during sudden acceleration in each mode and during normal operation other than that are set.

Then, in step S2, signals from various sensors 21 to 23, such as intake air amount and engine speed, are read, and in step S3
It is determined whether the mode changeover switch 20 has been switched to the power mode or not, and when the determination is NO indicating that the mode is the economy mode, step S is performed in order to reduce fuel consumption.
4, select the economy mode shift characteristics. The speed change characteristics for the economy mode are such that the transmission is switched between a high speed side and a low speed side using the large wheel shown in FIG. 5 as a boundary.

On the other hand, Y determined to be in power mode in step S3
In the case of ES, a power mode shift characteristic is selected in step S5 in order to improve the output.

In this power mode shift characteristic, the boundary between the high speed side and the low speed side is shifted toward the high rotation and low load side compared to the 221-conomy mode shift characteristic, as shown by the broken line 1 in Figure 5. It is set.

Next, in step S6, it is determined whether or not it is during sudden acceleration. If the answer is No, indicating that it is not during sudden acceleration but during normal driving, then in step S7, the Select the transmission characteristics for What is the normal speed change characteristic with the solid line in Figure 6 as the boundary? This is for switching between the third speed side and the low speed side.

On the other hand, in step S6, YE determined that the sudden acceleration is "ν"
In the case of S, in order to start supercharging from a lower load side and improve acceleration performance, a rapid acceleration shift characteristic in each mode is selected in step S8. The sudden acceleration shift characteristic is the sixth
As shown by the broken line in the figure, the boundary between the high speed side and the low speed side is set to be shifted to the low load side from the normal a' speed characteristic.

In the above steps, the selected speed change characteristics are applied, and step 8
9 or less, the transmission mechanism 10 is controlled. That is, in step S9 it is determined whether or not the engine 1 is in the high speed region, and if YES in the high speed region, the transmission mechanism 10 is switched to the high speed region in step S9.
If the judgment is No on the low speed side, step SI+
The transmission mechanism 10 is switched to the low speed side and the process returns to step S2.

In the above flow, step S+ causes change 3! !
A selection means 6 constitutes a storage means 61 in which the speed change characteristics of the mechanism 10 are stored in advance in multiple stages, and selects the speed change characteristics stored in the storage means 61 through steps 83 to S8.
2, and through steps 89 to S11,
A control means 63 is configured to control the transmission mechanism 10 based on the transmission characteristics selected by the selection means 62.

Therefore, in the above embodiment, the *speed characteristic is selected by the selection 1 stage 62 according to the mode selected by the mode changeover switch 20, and following this speed change characteristic, the control means 63 changes the speed change mechanism 10 by 11 m. As a result, it is possible to effectively improve output power in power mode and reduce fuel consumption in economy mode.

Furthermore, since the selection means selects the sudden acceleration shift characteristic during sudden acceleration, acceleration performance can be improved in each mode.

In these -1 rabbits, the transmission mechanism 10 is switched between the high speed side and the low speed side, so the supercharging capacity changes to two types according to the demand in the same operating range, allowing fine control of the supercharging characteristics. be able to.

In the above embodiment, the gears of the transmission mechanism 10 are set to two positions, high speed side and low speed side, but if they are set to three or more positions,
Furthermore, fence control is possible.

Also, -F&! In the embodiment, the shift characteristics are changed by operating the mode changeover switch 20, but it is also possible to detect whether or not acceleration is being performed, and change the speed change characteristics accordingly, or to change the transmission to the power side. It is also possible to detect whether the gear is being shifted to the economy side or to the economy side, and change the shift characteristics accordingly.

Furthermore, the speed change characteristics may be switched not only between the power mode and the economy mode, but also between the art platform mode and the lowland mode, or between the uphill mode and the flatland running mode, for example.

(Effects of the Invention) As explained above, according to the mechanical supercharging device for an engine of the present invention, the speed of the engine rotation is changed and transmitted to the supercharger, and this speed change characteristic is selectively changed. So the supercharging capacity in the same operating area is as required? ! Depending on the type of fuel, supercharging characteristics can be finely controlled.

[Brief explanation of the drawing]

Fig. 1 is a block diagram showing the configuration of the present invention, Figs. 2 to 6 show examples, Fig. 2 is a general schematic diagram, and Fig. 3 is a sectional view of the supercharger and transmission mechanism. , FIG. 4 is a flowchart showing the operation of the controller, FIG. 5 is an explanatory diagram showing the shift characteristics in power mode and economy mode, and FIG. 6 is an explanatory diagram showing the shift characteristics in sudden acceleration and normal times. DESCRIPTION OF SYMBOLS 1... Engine, 9... Supercharger, 10... Transmission mechanism, 61... Memory means, 62... Selection means, 63.
・・１． II IIA means. Patent applicant: Mazda Motor Corporation: 2゜[,' Agent Patent attorney: 1) Hiroshi:,;211, Figure 1 Figure 2 Figure 4 :/ji) Turning wheel error

Claims (1)

[Claims] (1) A transmission mechanism provided between the engine and the supercharger and having a plurality of gears, a storage means for presetting and storing a plurality of types of speed change characteristics of the transmission mechanism, and 1. A mechanical supercharging device for an engine, comprising: a selection means for selecting a transmission characteristic selected by the selection means; and a control means for controlling the transmission mechanism based on the transmission characteristic selected by the selection means.