WO2017122260A1

WO2017122260A1 - Supercharging device of internal combustion engine

Info

Publication number: WO2017122260A1
Application number: PCT/JP2016/050615
Authority: WO
Inventors: 正裕井尻
Original assignee: 正裕井尻
Priority date: 2016-01-12
Filing date: 2016-01-12
Publication date: 2017-07-20

Abstract

A supercharging device comprises an air flow amplifier (6u) of which a nozzle (70) is constituted by a pair of nozzle lips that can substantially seal the nozzle, the air flow amplifier (6u) having a nozzle adjustment mechanism (7) constituted by a piston (72) that moves one of the nozzle lips so as to freely come in contact with or separate from the other of the nozzle lips, a cylinder (71) which allows the piston to be moved with driving flow pressure, and an elastic body (75) that urges the piston in a direction in which the nozzle is substantially sealed. The supercharging device performs supercharging at a driving flow rate corresponding to an operating condition by moving the nozzle lips to adjust a nozzle opening area in accordance with a change in the driving flow pressure that changes depending on the operating condition.

Description

Supercharger for internal combustion engine

The present invention relates to a supercharging device for an internal combustion engine using an air flow amplifier.

An air flow amplifier, which is different from a mechanical supercharger or turbocharger that directly pressurizes intake air, is used as a supercharging means for an internal combustion engine that increases the pressure of the intake air to an atmospheric pressure or higher due to an increase in the output of the internal combustion engine. Conventionally, there is a supercharging means (Patent Documents 1 and 2) that uses the compressed air that is a driving flow to accelerate intake air and amplify the flow rate. As a conventional technique, as shown in the configuration diagram of FIG. 17, a supercharging device 4 of an internal combustion engine 1 using an air flow rate amplifier 6 as a supercharging unit 5 is an air flow rate amplifier that is a supercharging unit 5 provided in an intake system. 6, a compressor 45 driven by an internal combustion engine, and a drive flow passage 41 that supplies a drive flow from the compressor 45 to the air flow rate amplifier 6. As a conventional supercharging means, as shown in the explanatory diagram of FIG. 18, (A) is provided with an air flow amplifier 6a at the intake duct inlet 291 which is the most upstream of the intake system, and (B) is A tapered intake passage 25b provided with an air flow amplifier 6b is provided in the cylinder head of the internal combustion engine 1b which is the most downstream of the intake system, and (C) is provided with an ejector which is an air flow amplifier 6c in the middle of the intake passage. Is. Air flow amplifiers include Trans Vector (registered trademark), Flow Trans Vector (product name of Niji Gi Co., Ltd.), ejector, etc., in descending order of flow rate amplification ratio. The thrust of the intake flow that has been amplified by the drive flow is the flow rate. The air flow amplifier used for the supercharging means is selected according to the design specification (purpose) of the supercharging device, which is inversely proportional to the amplification ratio.

The air flow amplifier performs flow rate amplification control by adjusting the pressure or flow rate of the driving flow. In the case of a supercharger for an internal combustion engine, the compressor that generates the driving flow uses the driving force or exhaust pressure of the internal combustion engine. The drive flow pressure and flow rate are linked depending on the internal combustion engine's operating conditions due to the load, rotation speed, fuel supply, etc. of the internal combustion engine. You may not have to. The air flow amplifier has a region (hereinafter referred to as NG region) where supercharging control cannot be performed due to insufficient flow rate of the drive flow at low pressure and low flow rate of the drive flow, and there is an upper limit on the high pressure side due to device strength, etc. Supercharging control in the driving flow pressure range. As described above, the pressure range of the driving flow is limited, and supercharging control is performed by the driving flow rate proportional to the driving flow pressure. Therefore, the supercharging control region is supercharged only in a part of the operating region of the internal combustion engine. Control is not possible.

The air flow amplifier can handle low to high drive flow pressure and low to high drive flow. Therefore, when the nozzle opening area is set near the median value in all areas, the drive flow is low and low. However, a sufficient driving flow velocity cannot be obtained due to a pressure drop due to excessive outflow of the driving flow. At the time of high flow and high flow rate of the driving flow, the nozzle opening area is smaller than the cross-sectional area of the driving flow passage, and the nozzle opening area is set near the median value of all the above-mentioned areas. There is a problem that the driving flow rate at the time of a large flow rate of the flow amplifier is limited.

In an internal combustion engine, a part of exhaust gas after combustion is taken out, led to the intake side, and re-intaked to reduce the combustion temperature by reducing the oxygen concentration, thereby suppressing the generation of NOx (nitrogen oxide), etc. Thus, EGR (exhaust gas recirculation) is performed. In this EGR, there is a conventional technique (Patent Documents 3 and 4) in which the nozzle lip of the air flow amplifier is moved in the longitudinal direction to change the nozzle opening area of the EGR gas outlet and adjust the mixing of EGR gas and intake air. .

Japanese Utility Model Publication No. 3-47431 Japanese Utility Model Publication No. 62-180629 Japanese Patent Laid-Open No. 08-326609 Special table 2009-503334

The problem to be solved is that the driving flow of the air flow rate amplifier, which is a supercharging means using compressed air as a driving source by the compressor, is in the NG region where flow rate amplification control cannot be performed due to insufficient flow rate of the driving flow on the low pressure side, and high pressure Since there is an upper pressure limit due to the apparatus strength on the side, the control range of the driving flow pressure is restricted. Since the driving flow velocity is proportional to the above-mentioned restricted driving flow pressure, the change rate of the supercharged intake air flow rate that can be controlled is narrower than the change rate (operation region) of the rotation speed of the internal combustion engine, and the supercharging of the entire operation region of the internal combustion engine is performed. Operation control is not possible.

According to a first aspect of the present invention, there is provided an internal combustion engine provided with a duct inlet of an intake system for supplying intake air to the combustion chamber of the internal combustion engine, an air cleaner, or a supercharging means for pressurizing intake air into the combustion chamber in the middle of the passage of the intake system. In the supercharging device, the supercharging means includes an air flow rate amplifier that performs supercharging by accelerating intake air with a driving flow flowing out from a nozzle, a driving flow passage that supplies the driving flow to the supercharging means, The driving flow is compressed air generated by a compressor driven by the internal combustion engine, or EGR gas recirculated from an exhaust gas recirculation passage communicating with the driving flow passage and the exhaust passage, and the air flow rate The amplifier includes the nozzle that flows the driving flow in the downstream direction of the intake air, and a nozzle adjustment mechanism. The nozzle includes a first nozzle that is a nozzle lip and a second nozzle, and the nozzle adjustment mechanism Before A tubular cylinder that communicates with the drive flow passage and allows the drive flow to flow into the passage of the intake system and has the first nozzle formed on the opening side, and the second cylinder at a portion downstream of the first nozzle. A nozzle is formed, and a piston that detachably moves the second nozzle with respect to the first nozzle by the pressure of the driving flow in the cylinder, and an elasticity that urges the piston in a direction in which the nozzle is substantially sealed And an air gap amplifier between the first nozzle and the second nozzle, which is the nozzle, extends in the downstream direction of the intake air. It is an engine supercharger.

A second invention is an internal combustion engine provided with a duct inlet of an intake system for supplying intake air to the combustion chamber of the internal combustion engine, an air cleaner, or a supercharging means for pressurizing intake air into the combustion chamber in the middle of the passage of the intake system The supercharging device includes an air flow rate amplifier that performs supercharging by accelerating intake air with a driving flow flowing out from a nozzle, and a driving flow passage that supplies the driving flow to the supercharging device. The driving flow is compressed air generated by a compressor driven by the internal combustion engine or EGR gas recirculated from an exhaust gas recirculation passage communicating with the driving flow passage and the exhaust passage, and the air The flow rate amplifier includes the nozzle that flows the driving flow in the downstream direction of the intake air, and a nozzle adjustment mechanism, and the nozzle includes a first nozzle that is a nozzle lip and a second nozzle, and the nozzle adjustment The mechanism is A tubular cylinder in which the first nozzle is formed in a nozzle portion which is an annular convex portion provided on an inner wall of the air passage, and an annular chamber communicating with the driving flow passage is provided between the nozzle portion and the nozzle; The second nozzle is formed on the part side, and a ring-shaped piston that moves the second nozzle so as to be detachable with respect to the first nozzle by the pressure of the driving flow in the cylinder; An annular gap between the first nozzle and the second nozzle, which is the nozzle, is narrowed in the downstream direction of the intake air, and supercharges the air flow amplifier. A supercharging device for an internal combustion engine, characterized by comprising means.

According to a third invention, in addition to the first invention or the second invention, in the supercharging device for an internal combustion engine, a primary air flow amplifier for amplifying a primary flow rate in the middle of a driving flow path of the supercharging means. An ejector having a nozzle opening for flowing out the drive flow, an intake sub-passage communicating with an upstream or another intake system of the air flow amplifier of the supercharging means and an inlet of the primary air flow amplifier; A supercharging device for an internal combustion engine, comprising a supercharging means capable of amplifying the two-stage flow rate provided with the above.

According to a fourth aspect of the present invention, in the supercharger for an internal combustion engine according to any one of the first aspect, the second aspect, and the third aspect, the backflow of the intake air and the backflow flow rate amplification upstream of the nozzle of the air flow rate amplifier A supercharging device for an internal combustion engine comprising a supercharging means provided with a check valve for preventing the engine.

The conventional supercharging means for amplifying the flow rate of the intake air with an air flow amplifier has a small passage resistance, and can operate as a naturally aspirated internal combustion engine when the supercharging device is not used. Therefore, an intake passage that bypasses the supercharging means is provided. Since it is not necessary and has a simple structure without a high-speed rotating part, there are advantages that it is inexpensive, highly reliable, and easy to install in an intake passage or the like. Since the flow rate is amplified by the drive flow, the drive flow to be consumed is the flow rate obtained by dividing the supercharged intake air flow rate by the flow rate amplification ratio, and it is compressed compared to the conventional mechanical turbocharger or turbocharger that directly pressurizes the intake air Since the capacity of the machine is remarkably small, a supercharger for an internal combustion engine having a small size and high responsiveness can be obtained. Although there is the above advantage, there is an operational problem that the supercharging operation control can be performed only in a part of the operating region where the internal combustion engine fluctuates because the supercharging control region is narrow.

In the supercharging device according to the first and second inventions, the supercharging device of the internal combustion engine using the air flow rate amplifier provided with the nozzle adjusting mechanism as the supercharging means can expand the supercharging control range, and the complicated electric control A supercharging device for an internal combustion engine having a simple and reliable structure can be obtained without the need for a device. In the supercharging device of the third aspect of the invention, by performing the two-stage flow rate amplification, the flow rate amplification ratio of the supercharging means is increased and the driving flow rate is reduced, so that the compressor can be miniaturized. Further, when the driving flow is EGR gas, the supercharging control impossible region due to the restriction of the EGR recirculation amount can be reduced. In the supercharging device of the fourth aspect of the invention, the check valve prevents the backflow amplification phenomenon caused by the air flow rate amplifier during the intake backflow that occurs suddenly in the supercharging means, and performs a stable supercharging operation. it can. By using EGR gas as the driving flow of the air flow amplifier, a compressor for driving flow is not required, so that the turbocharging device has a simple structure without a high-speed rotating part, and is inexpensive and highly reliable. Since the exhaust pressure is directly used, the responsiveness of the supercharging is good, the supercharging operation with a small output loss of the internal combustion engine can be performed, and at the same time, the EGR gas can be cooled without providing a separate device for EGR. Cooled EGR by EGR is possible.

It is explanatory drawing of the concept of the supercharging means of 1st Embodiment (Claim 1 correspondence). (1) is a block diagram of the ejector type supercharging means of the modification 1 of 1st Embodiment, (2) is the D section enlarged view. (3) is a cross-sectional view of the supercharging means 5d of FIG. 2, and (4) is an enlarged view of the E section. (5) is a cross-sectional view of the transvector type supercharging means of the second modification of the first embodiment, and (6) is an enlarged view of the F section. (R4) is a characteristic diagram of the driving flow rate by trial calculation of the supercharging means of FIG. (7) is sectional drawing of the supercharging means of the modification 3 of 1st Embodiment, (8) is the R section enlarged view. It is explanatory drawing of the supercharging means of 2nd Embodiment (corresponding to Claim 2). It is a block diagram of the supercharging means of the modification 1 of 2nd Embodiment. It is sectional drawing of the supercharging means 5m of FIG. FIG. 10 is a schematic characteristic diagram based on a trial calculation of a flow rate amplification ratio and an absolute supercharging pressure of the supercharging means in FIG. 9. It is explanatory drawing of the supercharging means of 3rd Embodiment (Claim 3 correspondence). It is sectional drawing of the supercharging means provided with the reed valve of the modification 1 of 3rd Embodiment. It is a block diagram of the 2 step | paragraph flow volume amplification type supercharging means of the modification 2 of 3rd Embodiment. It is sectional drawing of the supercharging means of FIG. 13 provided with the lift check valve. It is explanatory drawing of the supercharging apparatus of 4th Embodiment (Claim 4 correspondence). It is a block diagram of the supercharging device of the modification 1 of 4th Embodiment. It is a block diagram of the supercharging device of the internal combustion engine whose conventional supercharging means is an air flow rate amplifier. FIG. 18 is an explanatory diagram of the supercharging means (air flow amplifier) of FIG. 17, (A) is provided at the duct inlet, (B) is provided with an intake passage provided with an air flow amplifier in the cylinder head, and (C) is It is provided in the middle of the intake passage.

In a supercharging device using an air flow amplifier as a supercharging means of an internal combustion engine, supercharging control is provided by providing a nozzle adjusting mechanism 7 in the air flow amplifier 6u of the first embodiment (FIG. 1) corresponding to claim 1. The range is expanded, and supercharging control can be performed in a wide range of the operating range of the internal combustion engine. The air flow rate amplifier used for this supercharging means is selected according to the characteristics (flow rate amplification ratio, boost pressure, etc.) and ejector type (Figs. 2 and 3) that can obtain a high boost pressure. A super-vector such as a transvector type (FIG. 4) that can be supercharged can be used. The flow rate amplification ratio can be increased by a method of installing the supercharging means in the intake system such as providing a transformer vector in the intake passage (FIG. 6). It can be seen that the supercharging control range is increased by the transvector type (FIG. 4) nozzle adjustment mechanism and the characteristic diagram (FIG. 5) of the calculated driving flow rate of the conventional fixed nozzle. By using the two-stage flow rate amplification (FIG. 7) of the second embodiment corresponding to claim 2 in the supercharging means, the flow rate amplification ratio can be significantly increased. Further, by providing a control valve 421 in the intake sub-passage 28m upstream of the primary air flow amplifier 601m (FIGS. 8 and 9), switching between the first stage flow amplification and the second stage flow amplification can be performed. In the schematic characteristic diagram (FIG. 10) based on the trial calculation of the two-stage flow amplification (FIGS. 8 and 9) by the ejector and the transformer vector, when the driving flow corresponding to claim 4 (fourth embodiment) described later is EGR gas. It can be seen that the EGR recirculation amount of the gasoline engine (less than about 15%) is satisfied.

In the supercharging means, a check valve 8 for preventing the backflow of intake air is provided upstream of the nozzle of the air flow amplifier 6h of the third embodiment corresponding to claim 3 (FIG. 11), so that the operating condition of the internal combustion engine When the intake backflow occurs due to surging or the like due to a sudden change in the airflow, the backflow flow rate amplification phenomenon by the air flow rate amplifier 6h is prevented. A reed valve 85 which is a check valve can be provided in a casing 610n which is a casing of a transvector 61n which is an air flow amplifier 6n (FIG. 12). A check valve (8w, 9) may be provided upstream of the air flow amplifier (6w, 601w) that performs two-stage flow rate amplification (FIG. 13). A lift check valve (81j, 91), which is a check valve, may be provided upstream of the air flow amplifier (6j, 601j) that performs two-stage flow amplification (FIG. 14). In the supercharging means, the EGR gas recirculated from the exhaust gas recirculation passage 32p communicating with the driving flow passage 41p and the exhaust passage 31p in the driving flow of the air flow rate amplifier of the supercharging means 5p of the fourth embodiment corresponding to claim 4 (FIG. 15), the supercharging device 4p that does not require a compressor for driving flow can be obtained. By providing the air flow rate amplifiers (6s1, 6s2) of the supercharging device 4s for all the cylinder rows (FIG. 16), the intake flow rate per air flow rate amplifier is reduced, so that the size can be reduced. When it is necessary to cope with supercharging of the internal combustion engine 1s to a higher speed rotation range, it is possible to easily cope with the increase in size of the air flow amplifiers (6s1, 6s2). Details of the above embodiments (1 to 4) will be described according to the drawing numbers (1 to 16). (First embodiment (corresponding to claims 1 and 2))

FIG. 1 is an explanatory diagram of the concept of supercharging means of the first embodiment. FIG. 1 includes a supercharging means 5u that pressurizes intake air and sends it to a combustion chamber between an intake air inflow passage 22u and an intake air outflow passage 23u that are in the middle of a passage of an intake system that supplies intake air to a combustion chamber of an internal combustion engine. The supercharging device for an internal combustion engine, wherein the supercharging means 5u includes an air flow rate amplifier 6u, a drive flow path 41u for supplying the drive flow to the air flow rate amplifier 6u, and a nozzle 70 of the air flow rate amplifier 6u. The first nozzle 701 and the second nozzle 702 are nozzle lips that can be substantially sealed, and the second nozzle 702 that is one of the nozzle lips is detachably moved to the first nozzle 701 that is the other nozzle lip. Nozzle adjusting machine having a piston 72, a cylinder 71 that moves the piston 72 with the driving flow pressure, and an elastic body 75 that urges the piston 72 in a direction in which the nozzle 70 is substantially sealed. The air flow amplifiers 6u having a seven is an explanatory view of a supercharged in the supercharger means 5u of the supercharging system for an internal combustion engine according to supercharging means 5u. The supercharging means 5u may be installed between the intake air inflow passage 22u and the intake air outflow passage 23u downstream of the air cleaner (not shown) as described above, or in the air cleaner and in the upstream passage of the air cleaner. It may be provided between a certain intake inflow duct (292) and an intake outflow duct (293), or at the duct entrance of the upstream opening of the intake duct (29u). When the driving flow of claim 4 to be described later is EGR, the installation may be restricted due to the possibility that the exhaust gas flows out to the atmosphere. Further, the communication part downstream of the supercharging means 5u needs to be strong enough to withstand the pressure increase due to supercharging.

The operation of the supercharging means 5u is that the driving flow supplied from the driving flow passage 41u flows into the annular space between the cylinder 71 and the piston 72, and the piston 72 is caused to increase the pressure of the elastic body 75 by the pressure increase due to the driving flow. By moving to a balanced position, the driving flow flows out from the nozzle 70 constituted by the second nozzle 702 provided in the piston 72 and the first nozzle 701 provided in the nozzle portion 711 of the cylinder 71. When the elastic body 75 is a spring, the urging force of the elastic body 75 is the product of the amount of displacement from the free length of the spring and the spring constant. Therefore, the driving flow pressure is proportional to the movement distance of the piston 72 from the nozzle closing position. The product of the nozzle gap distance between the first nozzle 701 and the second nozzle 702 and the circumference of the opening of the nozzle 70 is the opening area of the nozzle 70. Therefore, since the nozzle gap distance is proportional to the moving distance of the piston 72 from the nozzle closed position, the nozzle opening area of the nozzle 70 is proportional to the driving flow pressure, so that the driving flow that flows out of the nozzle 70 by the driving flow pressure. The flow rate adjustment control is performed. By making the nozzle opening area smaller than the cross-sectional area of the driving flow passage 41, an annular space formed between the cylinder 71 and the piston 72 becomes an accumulator, and the pressure distribution in the circumferential direction of the nozzle 70 is reduced. It can be made uniform.

When the driving flow is not supplied to the air flow amplifier 6u, the intake air is sent from the intake air inflow passage 22u through the air flow amplifier 6u to the intake air outflow passage 23u due to the negative pressure generated by the intake stroke of the internal combustion engine and is naturally aspirated. Operated as an engine. When the driving flow is supplied to the air flow amplifier 6u, the driving flow flowing out from the nozzle 70 is sent to the intake outflow passage 23u. When the driving flow is earlier than the intake flow, the flow of driving flow from the nozzle 70 causes Bernoulli's flow. Due to the negative pressure according to the theorem, intake air around the drive flow is sucked into this drive flow, merges with the drive flow, is accelerated, and flows out to the intake outlet passage 23u. In this way, when the intake air is accelerated and sent to the intake / outflow passage 23u, the negative pressure in the intake / inflow passage 22u further increases, the intake flow velocity increases, and the intake air flow rate is amplified. The rotational speed and exhaust pressure of the internal combustion engine vary depending on the operating conditions, and the rotational force of the internal combustion engine and the pressure of the compressed air, which is the driving flow generated from the compressor (not shown) driven by the exhaust pressure, etc. Linked to the situation. Therefore, the internal combustion engine is supercharged by the driving flow rate linked to the change in the operating condition by the air flow rate amplifier 6u provided with the nozzle adjusting mechanism 7 in which the opening area of the nozzle is adjusted by the driving flow pressure. Since the drive flow is amplified by the drive flow, the consumed drive flow is a flow rate obtained by dividing the supercharged intake air flow rate by the flow rate amplification ratio, so the compressor may be small, and the type of the compressor is more than the turbo compressor, It is desirable to use a positive displacement compressor that can easily generate the high pressure required for the driving flow and can obtain a flow rate that is linked to the rotational speed of the internal combustion engine with good responsiveness. The air flow amplifier 6u in FIG. 1 is selected according to the supercharging performance required for the supercharging means from the above-described transformer vector, flow transformer vector, ejector, and the like. (Modification 1 of the first embodiment (corresponding to claim 1))

FIGS. 2A and 2B are a configuration diagram (1) and an enlarged view (2) of the D portion of the ejector-type supercharging means according to the first modification of the first embodiment. FIG. 2 includes a supercharging means 5d for pressurizing the intake air and sending it to the combustion chamber between an intake inflow passage 22d and an intake outflow passage 23d, which are in the middle of an intake system passage for supplying intake air to the combustion chamber of the internal combustion engine. The supercharging device for an internal combustion engine, wherein the supercharging means 5d includes an air flow amplifier 6d, a drive flow passage 41d for supplying the drive flow to the air flow amplifier 6d, and a nozzle 70d of the air flow amplifier 6d. The first nozzle 701d and the second nozzle 702d are nozzle lips that can be substantially sealed, and the second nozzle 702d that is one of the nozzle lips is detachably moved to the first nozzle 701d that is the other nozzle lip. A piston 72d, a cylinder 71d that moves the piston 72d with the driving flow pressure, and a spring 75 that is an elastic body that biases the piston in a direction in which the nozzle is substantially sealed. FIG. 2 is a configuration diagram (1) and a D-part enlarged view (2) of a supercharging device 5d of a supercharging device for an internal combustion engine in which an air flow rate amplifier 6d having a nozzle adjustment mechanism 7d having d is a supercharging device 5d. . The urging force of the spring 751d, which is an elastic body, is transmitted by a connecting rod 77 fixed to the piston 72d.

The supercharging means 5d functions as follows: the driving flow supplied from the driving flow passage 41d flows into the cylinder 71d and moves to a position where the piston thrust of the piston 72d due to the pressure of the driving flow balances the urging force of the spring 751d. A nozzle 70d constituted by the second nozzle 702d provided in the piston 72d and the first nozzle 701d provided in the nozzle portion 711d of the cylinder 71d is opened to flow out the driving flow. Although the shape of each part is different from that of the first embodiment (FIG. 1), the principle and the action are the same, and the nozzle opening area of the nozzle 70d is proportional to the driving flow pressure. The internal combustion engine can be supercharged.

FIGS. 3A and 3B are a cross-sectional view (3) and an enlarged view (4) of the E section of FIG. 2 (the ejector-type supercharging means according to the first modification of the first embodiment (corresponding to claim 1)). FIG. 3 is a cross-sectional view (3) of the air flow rate amplifier 6d provided with the nozzle adjusting mechanism 7d, which is the supercharging means 5d of the first modification of the first embodiment (FIG. 2), and a portion E enlarged. It is FIG. (4). A spring 751d for urging the piston 72d is provided between the stopper 771 screwed into the shaft end of the connecting rod 77 and the nozzle casing 74, and can apply a preload to the piston 72d by adjusting the fixing position of the stopper 771. By increasing the intake passage cross-sectional area of the ejector 63 from the intake passage cross-sectional area of the intake inflow passage 22d and the intake outflow passage 23d, the intake passage resistance is reduced.

As described in Modification 1 (FIG. 2) of the first embodiment, the operation of the supercharging means 5d is such that the opening area of the nozzle 70d is proportional to the driving flow pressure, and the nozzle opening area is adjusted by the driving flow pressure. The flow rate of the driving flow is controlled. Therefore, when the driving flow pressure is reduced, the nozzle opening area is reduced, the driving flow outflow amount is reduced to suppress the reduction of the driving flow pressure to suppress the transition to the NG region, and when the driving flow pressure is increased, the nozzle opening is reduced. The area is increased, the driving flow outflow amount is increased, and the increase in the driving flow pressure is suppressed to increase the maximum outflow amount on the high pressure side of the control region. When the flow rate of the driving flow is reduced, the driving flow in the cylinder 71d is reduced and the driving flow pressure is reduced. Therefore, the nozzle opening area is reduced and the outflow amount of the driving flow is reduced, and the reduction in the driving flow pressure is suppressed. When the driving flow rate is increased, the driving flow in the cylinder 71d is increased and the driving flow pressure is increased, so that the nozzle opening area is increased and the outflow amount of the driving flow is increased and the pressure increase of the driving flow is suppressed. The influence on the pressure due to the change in the flow rate of the drive flow is alleviated, and the drive flow flow rate control area is expanded.

As described above, the nozzle adjustment mechanism 7d according to the first aspect of the present invention expands the control area in conjunction with the pressure and flow rate of the drive flow, and the adjustment of the nozzle opening area by the nozzle adjustment mechanism 7d is performed by the drive flow pressure. In addition, with a simple structure that does not require electrical control or the like, stable supercharging can be performed in conjunction with the operation status of the internal combustion engine. The driving flow that flows out from the nozzle 70d flows along the outer periphery of the piston 72d, and the contact area between the outflow driving flow and the intake flow is large. Like the flow transformer vector, acceleration of a large amount of peripheral intake flow around the drive flow is performed. Can do. The biasing force of the spring 751d can apply a preload by adjusting the screwing position of the connecting rod 77d and the stopper 771, and after the adjustment, a nut 772 for preventing loosening and a stopper (not shown) are set. The air flow rate amplifier 6d including the ejector 63 requires a larger amount of drive flow because the flow rate amplification ratio is smaller than that of the transformer vector, but is suitable for supercharging an internal combustion engine that requires a boost pressure higher than that of the transformer vector. (Modification 2 of the first embodiment (corresponding to claim 2))

FIG. 4 is a cross-sectional view (5) and an F-part enlarged view (6) of a transvector type supercharging means of a second modification of the first embodiment. FIG. 4 includes a supercharging means 5f that pressurizes intake air and sends it to the combustion chamber between an intake air inflow passage 22f and an intake air outflow passage 23f that are in the middle of the passage of the intake system that supplies intake air to the combustion chamber of the internal combustion engine. The supercharging device for an internal combustion engine, wherein the supercharging means 5f includes a transformer vector 61 that is an air flow amplifier 6f, a driving flow passage 41f that supplies a driving flow to the transformer vector 61, and a transformer vector 61. The nozzle 70f is composed of a first nozzle 701f and a second nozzle 702f, which are nozzle lips that can be substantially sealed, and the second nozzle 702f that is one of the nozzle lips is detachable from the first nozzle 701f that is the other nozzle lip. A piston 72f to be moved, a cylinder 71f to move the piston 72f with the driving flow pressure, and the piston 72f in a direction in which the nozzle 70f is substantially sealed. Sectional drawing of the supercharging means 5f of the supercharging device of the internal combustion engine which uses the transformer vector 61 which is the air flow amplifier 6f provided with the nozzle adjustment mechanism 7f having the spring 752 which is an elastic body as a supercharging means 5f ( 5) and F section enlarged view (6).

Since the nozzle diameter of the second nozzle 702f of the piston 72f is larger than the inner diameter of the intake inflow passage 22f, the piston thrust of the piston 72f due to the driving flow is large, and since the circumference of the nozzle 70f is long, a large nozzle opening area is obtained even with a small nozzle movement amount. The spring 752, which is an elastic body that biases the piston 72 f, is a disc spring that can obtain a large biasing force (a large spring constant) with a short stroke. The disc spring can change the spring constant depending on the combination, and has a damper effect due to self-damping due to friction or the like. When the wear resistance of the holding portion of the disc spring is low, a pipe-shaped guide (not shown) that prevents misalignment of the spring due to the combined use may be provided between the spring 752 and the piston 72f. The housing of the transformer vector 61 is composed of a cylinder 71f and a flange 78f that is screwed into the cylinder 71f. The piston 72f and the spring 752 that is an elastic body are inserted into the cylinder 71f in this order, and the flange 78f. Screw together. When the flange 78f is screwed into the cylinder 71f, the flange 78f is increased from the compression start position of the spring 752 by a predetermined distance (rotation speed or angle, etc.) obtained from the spring constant of the spring 752, the piston area of the piston 72f, and the like. By tightening, a preload is applied by the spring 752 and fixed by a fixing means (not shown). The spring constant of the spring 752 determines the amount of movement of the piston 72f due to the driving flow pressure, and the outflow angle θ of the nozzle 70f determines the gap of the nozzle 70f due to the amount of movement (the product of the amount of movement of the piston 72f and Sinθ). Since the product of the gap and the nozzle circumference is the nozzle opening area, the relationship between the driving flow pressure and the nozzle opening area can be set by the spring constant of the spring 752. If the outflow angle θ is increased, the longitudinal velocity component of the driving flow decreases. Therefore, a smaller outflow angle θ is advantageous for supercharging, and the outflow angle θ can be further reduced by improving the nozzle lip tip shape. it can.

The operation of the supercharging means 5f is that the driving flow supplied from the driving flow passage 41f is supplied to an annular chamber 614f provided between a cylinder 71f and a piston 72f as a housing, and the driving flow pressure of the annular chamber 614f is The piston 72f moves up to a position where the piston 72f balances with the urging force of the spring 752. Therefore, since the nozzle opening area proportional to the pressure of the driving flow is automatically adjusted, the driving flow flows out of the nozzle at an appropriate speed, and stable supercharging can be performed in conjunction with a change in the operating condition.

The piston 72f can be provided with a sealing element (not shown) such as a packing or an O-ring. Since the nozzle inner diameter of the second nozzle 702f of the piston 72f is larger than the inner diameters of the intake inflow passage 22f and the intake outflow passage 23f, the intake inflow passage 22f to the nozzle 70f becomes a diffuser, and the intake air flow velocity is reduced and the speed is reduced. The driving flow is discharged from the nozzle 70f having an inner diameter larger than that of the intake passage, and the intake air is accelerated. The supercharging capability of the transformer vector 61, which is the air flow amplifier 6f, is increased by increasing the nozzle inner diameter, and the accelerated intake flow is increased in speed due to the venturi effect caused by flowing into the reduced intake intake passage 23f. Inspiration further accelerates. In the present embodiment, the air flow rate amplifier 6f is the transformer vector 61, and the flow rate amplification ratio is larger than that of the ejector.

(R4) in FIG. 5 is a characteristic diagram of the driving flow rate by trial calculation of the supercharging means 5f in FIG. FIG. 5 assumes that the supercharging means 5f of FIG. 4 is “nozzle adjustment”, and for comparison, assuming “fixed H” and “fixed M” of the conventional fixed nozzle air flow amplifier. Estimate the driving flow rate. The nozzle opening area of “fixed H” is the same as the maximum nozzle opening area of “nozzle adjustment”, and the nozzle opening area of “fixed M” is 1/2 of the maximum nozzle opening area of “nozzle adjustment”. Assume that this is the median value of the nozzle opening area that can be adjusted in this embodiment. As described with reference to FIG. 4, a preload can be applied by adjusting the screwing of the flange 78f of the air flow amplifier 6f that is the supercharging means 5f to the cylinder 71f that is the housing, and this preload cannot be controlled in the driving flow pressure. Set to the upper limit of the NG range. (Outline of characteristic diagram)

(R1) is a characteristic diagram of driving flow pressure and piston movement amount, (R2) is a characteristic diagram of driving flow pressure and driving flow velocity, and (R3) is a nozzle opening area according to (R1) and (R2). And (R4) is a characteristic diagram of nozzle adjustment control and driving flow rate obtained from (R3). (R1) is a diagram for explaining the behavior of the piston, in which the horizontal axis is the amount of movement of the piston 72f, and the vertical axis is the driving flow pressure. In (R2), the horizontal axis represents the driving flow velocity, the vertical axis represents the driving flow pressure (same as (R1)), and is a diagram illustrating the relationship between the driving flow pressure and the driving flow velocity. (R3) is the nozzle opening area (scale is equivalent to the (R1) horizontal axis) calculated from the amount of movement of the horizontal axis piston 72f whose horizontal axis is (R1), and the driving flow velocity obtained from (R2) is the vertical axis. FIG. 6 is a diagram illustrating the relationship between the behavior of a piston 72f and the driving flow velocity. (R4) is a nozzle adjustment control area in which the horizontal axis is the vertical projection of the auxiliary line of (R3), and the vertical axis is “nozzle adjustment” obtained from the auxiliary line of (R3) and the equal flow line and the conventional fixed nozzle. FIG. 6 is a characteristic diagram of driving flow rate in a control range of “fixed H” and “fixed M”. (Estimated flow rate)

“Nozzle adjustment” is the control range from the origin of (R4) to the nozzle adjustment control shown in the figure. This control range (maximum flow rate−minimum flow rate) is 1.3 times “fixed H” and 2 of “fixed M”. It becomes the control area of .8 times driving flow rate. When the supercharging control area of “nozzle adjustment” is 100%, “fixed H”, which places importance on driving at high cruising speed, allows supercharging control in the area of 23 to 100% of the driving flow rate. In the case of “Fixed M”, which emphasizes the response to drastic changes in operating conditions (medium / low speed operation), supercharging control in the region of 12% to 48% of the driving flow rate can be performed. The above estimated value varies depending on the driving flow pressure (NG range, control range), etc., but “nozzle adjustment” has a supercharging control range corresponding to the operating range of the internal combustion engine, and the conventional “fixed H” and More efficient than the “fixed M”, and more efficient supercharging control that can suppress waste of the driving flow in the NG region on the small flow rate side by setting the preload. (Explanation of characteristic diagram)

In (R1), the horizontal axis represents the amount of piston movement, and the product of the displacement from the natural length of the spring 752, which is an elastic member of the piston 72f (the sum of the preload tightening distance and the amount of piston movement), and the spring constant The urging force is given, and the vertical axis represents the driving flow pressure that becomes the piston thrust that balances the urging force. The driving flow pressure on the vertical axis for performing the supercharging control has an NG region where the supercharging due to the driving flow cannot be controlled on the low pressure side, and there is an upper limit restriction due to the strength of the engine on the high pressure side, “nozzle adjustment”, “ “Fixed H” and “Fixed M” perform supercharging control in a control region in which the driving flow pressure can be supercharged. The preload of the supercharging means 5f in FIG. 4 is set at a position where the product of the spring constant of the spring 752 and the additional tightening distance is equal to the product of the driving flow pressure at the upper limit of the NG region and the piston area of the piston 72f. Therefore, when the driving flow pressure to which the piston thrust exceeding the preload is applied, that is, the pressure exceeding the NG range, the piston 72f starts to move due to the driving flow pressure. Accordingly, when the driving flow pressure rises from 0 and becomes equal to or higher than the lower limit value of the control region, the piston starts to move, the nozzle opening starts, and the driving flow pressure further increases to reach the upper control region value. When the driving flow pressure rises and reaches the control range upper limit value, the piston 72f can come into contact with the flange 78f to stop the movement of the piston 72f. The displacement of these “nozzle adjustments” is a straight line shown by a solid line because the piston area and the spring constant are constant, and the relationship between the drive flow pressure and the nozzle movement amount is proportional. The conventional fixed nozzle does not move even if the driving flow pressure changes, as shown by “fixed H” indicated by a two-dot chain line and “fixed M” indicated by a broken line. It becomes a straight line parallel to the vertical axis at the position of the area.

(R2) is the driving flow velocity at which the horizontal axis flows out of the nozzle, the vertical axis is the driving flow pressure (same as (R1)), and the driving flow velocity is proportional to the driving flow pressure (there is no influence of heat, etc.) FIG. 6 is a characteristic diagram of driving flow speed and driving flow pressure. (R3) is a diagram in which the driving flow pressure on the vertical axis of (R1) is converted to the driving flow velocity in (R2), and “fixed H” indicated by a two-dot chain line and “fixed M” indicated by a broken line. FIG. 6 is an explanatory diagram of a relationship between a driving flow speed of “nozzle adjustment” and a nozzle opening area indicated by a solid line. The driving flow pressure control area is also converted into a driving flow speed control area and indicated by a dashed line parallel to the horizontal axis. (R3) is the nozzle opening area on the horizontal axis and the driving flow velocity on the vertical axis. The nozzle opening area on the horizontal axis is converted from the amount of piston movement on the horizontal axis in (R1) to the nozzle opening area. The scale is substantially the same (equivalent) in (R1) and (R3). In (R3), since the product of the nozzle opening area on the horizontal axis and the driving flow velocity on the vertical axis is the driving flow rate, the hyperbola (XY = Α (A: flow rate)) shown in the figure has the same driving flow rate. It becomes a flow line. The hyperbola of (R3) indicates the equal flow rate of the maximum and minimum values of the control range of “nozzle adjustment” indicated by a solid line, and the equal flow rate of the maximum and minimum values of the control range of “fixed H” indicated by a two-dot chain line. A maximum flow rate and a minimum flow rate equal flow line in a control area of “fixed M” indicated by a broken line and a broken line are shown. Find the intersection of the maximum and minimum constant flow rates of the "nozzle adjustment", "fixed H", and "fixed M" driving flow velocities and the auxiliary line passing through the origin, and calculate the X value of these intersection coordinates. , (R4). (R4) vertically projects the X coordinate of each point on the auxiliary line of (R3) to the X coordinate of (R4), and the product of the X coordinate value and the Y coordinate value of (R3) of each point It is the characteristic view which calculated | required the drive flow volume. As shown in (R4), from each point on the driving flow rate curve (parabola), the control range of the driving flow rate of “nozzle adjustment”, “fixed H” and “fixed M” is obtained. (Modification 3 of the first embodiment (corresponding to claim 2))

FIG. 6 is a sectional view (7) and an enlarged view (8) of the R portion of the supercharging means of the third modification of the first embodiment. The supercharging means 5k shown in FIG. 6 is provided with a transformer vector 61k inside the casing formed by the housing 603 and the flange 608 of the air flow amplifier 6k, and the nozzle adjusting mechanism 7k of the transformer vector 61k is the first embodiment. Since the configuration is the same as that of the nozzle adjustment mechanism 7f of Modification 2 (FIG. 4), the description of the nozzle adjustment mechanism 7k is omitted. A transformer vector 61k supported by a bushing 609 and a drive flow passage 41k is provided in the housing 603 of the air flow amplifier 6k, and springs 752k (belleville springs), which are elastic bodies of the transformer vector 61k, have different contact surfaces. A washer 758 is disposed to prevent a decrease in urging force and wear of the contact surface due to the disc spring misalignment.

The supercharging means 5k operates by a transvector 61k provided in the housing 603 to accelerate straight intake air flowing in from the intake air inflow passage 22k and to flow out the flow-amplified intake air to the intake air outflow passage 23k. Further, an annular space between the inside of the housing 603 which is the housing of the air flow amplifier 6k and the outside of the transformer vector 61k forms a bypass intake passage, and the intake air in the bypass intake passage is transferred from the transformer vector 61k to the intake outlet passage 23k. The negative pressure (according to Bernoulli's theorem) due to the outflowing intake flow is sucked into the intake flow and mixed and accelerated. Since supercharging is performed by the intake air flow from the lance vector 61k and the intake air flow merged from the bypass intake passage, the air flow rate amplifier 6k increases the flow rate amplification ratio. In this embodiment, since the flow rate amplification ratio is large, the drive flow consumption is small. Therefore, when the drive flow of claim 4 to be described later is EGR gas, or the supercharge means is a small transformer vector 61k with respect to the intake flow rate. Since it can be configured, it is suitable for supercharging large internal combustion engines. (Second embodiment (corresponding to claim 3))

FIG. 7 is an explanatory diagram of the supercharging means of the second embodiment. FIG. 7 shows a primary air flow amplifier that amplifies the intake air between the drive flow passage 41v and the drive flow passage 411v in the middle of the drive flow passage of the air flow amplifier 6v in the supercharging device of the internal combustion engine. 6 is an explanatory diagram of a supercharging means 5v provided with an intake sub-passage 28v provided with an intake inflow passage 22v, which is an intake system upstream of the air flow rate amplifier 6v, and an inlet of the primary air flow rate amplifier 601. . The operation of the supercharging means 5v is to supply the intake air from the intake sub-passage 28, the flow of which is amplified by the primary air flow amplifier 601 by the drive flow supplied from the drive flow passage 41v, as the drive flow of the air flow amplifier 6v. Perform two-stage flow rate amplification. The flow rate amplification ratio of the supercharging means 5v is the product of the flow rate amplification ratio of the primary air flow amplifier 601 and the flow rate amplification ratio of the air flow amplifier 6v, and a larger flow rate amplification ratio than that of the air flow amplifier that performs one-stage flow rate amplification. A supercharging device with a small amount of driving flow consumption can be obtained by the supercharging means 5v. Since the intake air flow amplified by the primary air flow amplifier 601 becomes the driving flow of the air flow amplifier 6v, the primary air flow amplifier 601 is an air flow amplifier with a small flow rate amplification ratio that can secure the thrust of the intake air flow. Become. (Modification 1 of the second embodiment (corresponding to claim 3))

FIG. 8 is a configuration diagram of the supercharging means of Modification 1 of the second embodiment. FIG. 8 shows a primary air flow amplifier that amplifies the intake air between the drive flow passage 41m and the drive flow passage 411m in the middle of the drive flow passage of the air flow amplifier 6m in the supercharging device of the internal combustion engine. An intake sub-passage 28m including a primary ejector 631m that is 601m, a control valve 421 that communicates with the upstream of the transformer vector 61m that is the air flow amplifier 6m and the inlet of the primary ejector 631m that is the primary air flow amplifier. 2 is a configuration diagram of the supercharging means 5m of the supercharging device for an internal combustion engine according to claim 1, further comprising a supercharging means 5m provided with the above. The effect | action of this supercharging means 5m is demonstrated in sectional drawing (FIG. 9) of the supercharging means 5m mentioned later.

FIG. 9 is a cross-sectional view of the supercharging means 5m of FIG. 8 (Modification 1 of the second embodiment (corresponding to claim 3)). FIG. 9 shows a primary ejector 631m for amplifying the primary flow rate of the intake air between the drive flow passage 41m and the drive flow passage 411m, which are in the middle of the drive flow passage of the transformer vector 61m, and upstream and the primary of the transformer vector 61m. FIG. 6 is a cross-sectional view of the supercharging means 5m provided with a control valve 421 communicating with the inlet of the primary ejector 631m, which is an air flow rate amplifier, during supercharging operation (during two-stage flow rate amplification). is there. The transformer vector 61m has the same structure and operation as that of the second modification (FIG. 4) of the first embodiment, and the control valve 421 is a butterfly valve and is operated by an actuator (not shown). As a function of the supercharging means 5m, the transformer vector 61m is provided with a nozzle proportional to the driving flow pressure by the nozzle adjusting mechanism 7m having the same structure as the air flow rate amplifier 6f of the second modification of the first embodiment (FIG. 4). Since the opening area is automatically adjusted, the driving flow flows out of the nozzle at an appropriate speed, and the internal combustion engine can be supercharged at the driving flow rate corresponding to the change in the operating condition.

Further, since the intake air from the intake sub passage 28m whose flow rate is amplified by the primary ejector 631m which is the primary air flow amplifier 601m is supplied as the driving flow of the transformer vector 61m, the two-stage flow rate amplification is performed. The flow rate amplification of 631 m can be switched between the first-stage flow rate amplification and the second-stage flow rate amplification by the control valve 421 provided in the intake sub-passage 28 m. The flow rate amplification ratio at the time of two-stage flow rate amplification of the supercharging means 5m is the product of the flow rate amplification ratio of the transformer vector 61m that performs the secondary air flow rate amplification and the flow rate amplification ratio of the primary ejector 631m that is the primary air flow rate amplifier. Therefore, the control valve 421 can control the flow rate amplification ratio that is intermediate between the first-stage flow rate amplification by the transformer vector 61m and the second-stage flow rate amplification. The control valve 421 can be omitted by moving the primary ejector 631m as an axially movable nozzle 635m by an actuator (not shown). Since the supercharging means 5m has a large flow rate amplification ratio by performing the two-stage flow rate amplification, there is an advantage that the drive flow rate can be reduced, and this increase in the flow rate amplification ratio will be described in a fourth embodiment described later (claim 4). When the driving flow of E) is EGR, the supercharging operation can be performed with a low EGR recirculation amount, so that it can be applied to a gasoline engine.

FIG. 10 is a schematic characteristic diagram of the flow rate amplification ratio and the absolute supercharging pressure of the supercharging means 5m in FIG. 9 (modified example 1 of the second embodiment (corresponding to claim 3)). FIG. 10 is a diagram showing the outline characteristics of the flow rate amplification ratio and the absolute supercharging pressure of the supercharging means 5m of FIG. 9, where the horizontal axis is the absolute supercharging pressure (bar) and the vertical axis is the flow rate amplification ratio (times). . The supercharging means 5m performs two-stage flow rate amplification (solid line) by the primary ejector 631m with the control valve 421 fully opened and the transformer vector 61m (solid line) and one-stage flow rate amplification (broken line) by the transvector 61m with the control valve 421 closed. It is a supercharging means, and a supercharging operation can be performed at an arbitrary flow rate amplification ratio between fully opened and fully closed by the opening of the control valve 421. When the flow rate amplification ratio (two-dot chain line) of the primary ejector 631m of the supercharging means 5m is E, and the flow rate amplification ratio (dashed line) at the time of the first stage flow rate amplification (transformer vector 61m) is T, the flow rate at the time of the second stage flow rate amplification. The amplification ratio (solid line) is E · T. Since the intake flow from the intake sub-passage 28m whose primary flow rate is amplified by the primary ejector 631m is used as the drive flow, the flow rate is amplified but the drive pressure is reduced, so that the secondary flow rate is amplified by the transvector 61m. The flow rate amplification ratio of the supercharging means 5m (solid line) is E · T, and the absolute supercharging pressure decreases as the driving flow pressure flowing out from the primary ejector 631m decreases.

When the internal combustion engine is a gasoline engine, a problem arises that the EGR recirculation amount becomes excessive if the flow rate amplification ratio is small when the drive flow of claim 4 described later is EGRed. The vertical axis on the right side of FIG. 10 is the EGR recirculation amount (%) calculated backward from the flow rate amplification ratio when the drive flow is EGR, and the EGR recirculation amount of the gasoline engine is 15% or less as a guideline. Since the absolute supercharging pressure of the gasoline engine is approximately 2 bar or less, the EGR operation region of the gasoline engine is an upper left rectangular region surrounded by the one-dot chain line in FIG. The area where the supercharging means 5m is amplified at the two-stage flow rate and the area where the EGR recirculation amount is 15% or more are the superchargeable operation areas. FIG. 10 is an explanation of the outline characteristics of the supercharging means 5m, and the absolute supercharging pressure is a calculated value from the flow rate amplification ratio when the driving flow pressure is 8 bar and the flow rate is secured, and the actual value is supercharging. It varies depending on the design specifications (shape, installation location, operating conditions) of the means. (Third embodiment (corresponding to claim 3))

FIG. 11 is an explanatory diagram of the supercharging means of the third embodiment (corresponding to claim 4). FIG. 11 is an explanatory view of the supercharging means 5h provided with a check valve 8 for preventing the backflow of intake air upstream of the nozzle of the air flow amplifier 6h provided with the nozzle adjusting mechanism (not shown). The operation of the supercharging means 5h is that the internal combustion engine can be supercharged at the driving flow pressure corresponding to the change in the operating condition by the nozzle adjusting mechanism, and the operating condition of the internal combustion engine can be controlled by the check valve 8. When intake backflow occurs due to surging due to a sudden change, the intake passage 22h upstream of the nozzle of the air flow amplifier 6h is blocked to prevent the backflow flow rate amplification phenomenon from occurring by the air flow amplifier 6h, and the pressure downstream of the check valve 8 When the air pressure becomes lower than the upstream, the intake air supplied through the intake air inflow passage through the intake air passage 22h flows out to the air outflow passage. Accordingly, the supercharging means 5h supercharges the internal combustion engine at a driving flow pressure corresponding to a change in the operating condition by means of a nozzle adjustment mechanism (not shown), and an air flow amplifier when a reverse flow of intake air is generated by the check valve 8. Since the reverse flow rate amplification phenomenon due to 6h is prevented, stable supercharging operation of the internal combustion engine can be performed. (Modification 1 of the third embodiment (corresponding to claim 4))

FIG. 12 is a cross-sectional view of a supercharging unit including a reed valve according to Modification 1 of the third embodiment. FIG. 12 includes a supercharging means 5n that pressurizes the intake air and sends it to the combustion chamber between the intake inflow passage 22n and the intake outflow passage 23n, which are in the middle of the passage of the intake system for supplying intake air to the combustion chamber of the internal combustion engine. A supercharging device for an internal combustion engine, wherein the supercharging means 5n includes a transformer vector 61n that is an air flow rate amplifier 6n, a driving flow passage 41n that supplies the driving flow to the transformer vector 61n, and a transformer vector 61n. The nozzle 70n is composed of a nozzle lip that can be substantially sealed, and a piston 72n that moves one of the nozzle lips so as to be detachable from the other nozzle lip, a cylinder 71n that moves the piston 72n with the driving flow pressure, and the piston An air flow rate provided with a nozzle adjusting mechanism 7n having a spring 752n that is an elastic body that urges 72n in a direction in which the nozzle 70n is substantially sealed. The supercharger 5n is provided with a transformer vector 61n that is a width device 6n and a reed valve 85 that is a check valve 8n that prevents a reverse flow of intake air upstream of the nozzle 70n of the transformer vector 61n that is the air flow amplifier 6n. It is sectional drawing at the time of feed operation. The casing of the supercharging means 5n includes a flange 853 that is screwed into one opening of the casing 610n and a flange 78n that is screwed into the other opening. The reed valve 85 has a lead 851 that is an elastic body and a stopper 852 that restricts deformation of the lead fixed to the seating surface of the flange 853, and the lead 851 that is an elastic body is attached to the seating surface of the flange 853 by a restoring force. Be energized. The material and thickness of the lead 851 affect the cracking pressure at which the valve opens. The transvector 61n, which is an air flow amplifier 6n, is provided with an annular chamber 614n in a space formed between the casing 610n and the piston 72n, and provided with a drive flow passage 41n communicating with the annular chamber 614n, and is adjusted by the nozzle adjusting mechanism 7n. The driving flow flows out from the nozzle 70n in the direction in which the intake flow is accelerated.

The operation of the supercharging means 5n is to supply a driving flow from the driving flow passage 41n, and flow out into the intake flow from the nozzle 70n of the nozzle adjusting mechanism 7n via the annular chamber 614n of the transformer vector 61n. The internal combustion engine is supercharged at a driving flow rate that is linked to changes in operating conditions. The reed valve 85 which is the check valve 8n is in close contact with the seating surface of the flange 853 by the restoring force of the reed 851 which is an elastic member when stopped, and the reed 851 is flanged by the pressure difference generated by the intake air flow during supercharging operation. The lead valve 85 is opened away from the seat surface 853. At the time of intake backflow due to surging or the like that occurs due to a sudden change in the operating state of the internal combustion engine, the lead 851 is urged toward the seating surface of the flange 853 by the restoring force of the lead 851 and the urging force due to the pressure caused by the backflow intake. The intake passage 22n upstream of the nozzle 70n is blocked to prevent the occurrence of a reverse flow rate amplification phenomenon by the transformer vector 61n. When the pressure downstream of the reed valve 85 becomes lower than upstream and exceeds the cracking pressure, the intake passage The intake air supplied from the intake inflow passage 22n through the 22n flows out to the air outflow passage 23n. By making the nozzle diameter of the nozzle 70n of the transformer vector 61n provided in the casing 610n larger than the inner diameters of the intake inflow passage 22n and the intake outflow passage 23n, the intake flow accelerated by the transformer vector 61n is further accelerated by the venturi effect and supercharged. Since the capacity is increased, the high-speed internal combustion engine can be supercharged, and the check valve 8n can stably supercharge even a sudden change in the operating condition. (Modification 2 of the third embodiment (corresponding to claim 4))

FIG. 13 is a configuration diagram of a two-stage flow rate amplification type supercharging means of a second modification of the third embodiment (corresponding to claim 4). FIG. 13 shows an air flow amplifier 6w provided with the nozzle adjustment mechanism (not shown) in the supercharging device for an internal combustion engine provided with the supercharging means of the second embodiment (corresponding to claim 2) of FIG. It is a block diagram of a supercharging means 5w provided with a check valve 8w for preventing the backflow of intake air upstream of the nozzle and a check valve 9 for preventing a backflow of intake air upstream of the nozzle of the primary air flow amplifier 601w. is there. The supercharging means 5w operates in two stages by supplying the intake air from the intake sub-passage 28w amplified by the primary air flow amplifier 601w by the drive flow supplied from the drive flow passage 41w as the drive flow of the air flow amplifier 6w. Perform flow rate amplification. The check valve 8w shuts off the intake passage 22w upstream of the nozzle of the air flow amplifier 6w provided with the nozzle adjustment mechanism during intake backflow caused by surging or the like generated by a sudden change in the operating state of the internal combustion engine. When the pressure downstream of the check valve 8w is lower than the upstream, the intake air supplied from the intake air inflow passage 22w flows out to the air outflow passage 23w. To do. The check valve 9 shuts off the intake sub-passage 28w upstream of the nozzle of the primary air flow amplifier 601w when a reverse flow occurs in the intake sub-passage 28w due to surging or the like due to a sudden change in the operating state of the internal combustion engine. When the downstream flow rate amplification phenomenon by the air flow rate amplifier 601w is prevented and the pressure downstream of the check valve 9 becomes lower than the upstream level, the intake sub-passage 28w is communicated and the intake air flows into the drive flow passage 411w. Therefore, the supercharging means 5w supercharges the internal combustion engine at a driving flow rate that is linked to the change in the operating state by a nozzle adjustment mechanism (not shown), and performs a two-stage flow rate amplification by the primary flow rate amplifier 601w. By preventing the backflow flow rate amplification phenomenon in the air flow rate amplifier when the backflow of the intake air is generated by the check valve 8w and the check valve 9, the internal combustion engine can be supercharged stably with a small flow rate. (Modification 3 of the third embodiment (corresponding to claim 4))

FIG. 14 is a cross-sectional view of the supercharging means of FIG. 13 (Modification 3 of the third embodiment) provided with a lift check valve. FIG. 14 shows a lift check of the air flow amplifier 6w of the supercharging means 5w (FIG. 13) of the third embodiment, the transformer vector 61j, the primary air flow amplifier 601w the primary ejector 631j, and the check valve 8w. It is sectional drawing in the supercharging operation | movement of the supercharging means 5j which used the valve 81j and the check valve 9 as the lift check valve 91. FIG. The transformer vector 61j includes a nozzle adjustment mechanism 7j similar to that of the first modification of the thirty-second embodiment, and a lift check valve 81j comprising a disk 811j and a spring 812j is provided between the piston 72j and the flange 78j of the nozzle adjustment mechanism 7j. Provide. A lift check valve 91 including a disk 911 and a spring 912 is provided between the intake sub-passage 28j and the intake inflow passage 22j. The lift check valve 81j is provided with a disk 811j and a spring 812j for urging the disk 811j against the seat surface of the cylinder part in a cylinder part provided on the flange 78j, and the disk 811j restricts the stroke to the outer peripheral part. A guide convex portion is provided in the center portion for smoothing the intake flow and reducing the passage resistance. The nozzle 635j of the primary ejector 631j can adjust the flow rate amplification ratio of the primary ejector by moving in the longitudinal direction. The lift check valve 91, which is a check valve, is provided with a disk 911 and a spring 912 that urges the disk 911 against the seat surface of the cylinder part in a cylinder part provided in the intake inflow passage 22j.

The operation of the supercharging means 5j is that the intake air from the intake sub-passage 28j amplified by the primary air flow amplifier 601j by the drive flow supplied from the drive flow passage 41j is used as the drive flow of the transvector 61j which is the air flow amplifier 6j. Supply two-stage flow amplification. The primary ejector 631j, which is the primary air flow amplifier 601w, adjusts the flow rate amplification ratio by detachably moving the nozzle 635j to and from the mixing portion 636j of the housing 633j by an actuator (not shown). The driving flow amplified by the primary flow rate by the primary ejector 631j flows out of the driving flow at a driving flow speed corresponding to the driving flow pressure by the nozzle adjusting mechanism 7j of the transformer vector 61j to perform secondary flow rate amplification. The lift check valve 81j, which is the check valve 8j, allows the disk 811j to come to the seating surface of the flange 78j by the biasing force of the spring 812j and the backflow intake during backflow of intake due to surging or the like generated by a sudden change in the operating condition of the internal combustion engine. Energized to prevent the reverse flow rate amplification phenomenon by the transformer vector 61j, and when the pressure downstream of the lift check valve 81j becomes lower than the upstream, the lift check valve 81j is opened and the intake air supplied from the intake inflow passage 22j. Flows out into the air outflow passage 23j. The lift check valve 91, which is the check valve 9j, causes the disk 911 to move due to the biasing force of the spring 912 and the backflow intake when the backflow of the intake air in the intake sub-passage 28j occurs due to surging or the like that occurs due to a sudden change in the operating state of the internal combustion engine. When the pressure on the downstream side of the lift check valve 91 is lower than that on the upstream side, the lift check valve 91 is prevented from being generated by the primary air flow amplifier 601j. The valve is opened and the intake air flows out into the drive flow passage 411j. Accordingly, the supercharging means 5j supercharges the internal combustion engine at the driving flow rate corresponding to the change in the operating condition by the nozzle adjusting mechanism 7j, performs the two-stage flow rate amplification by the primary ejector 631j and the transvector 61j, and reversely Since the check valve 8j and the check valve 9 prevent the backflow flow rate amplification phenomenon in the air flow rate amplifier when the backflow of the intake air is generated, the internal combustion engine can be supercharged stably with a low flow rate. (Fourth embodiment (corresponding to claims 1 to 4))

FIG. 15 is an explanatory diagram of the supercharging device of the fourth embodiment. FIG. 15 shows that in the supercharging device for an internal combustion engine, the driving flow of an air flow amplifier (not shown) of the supercharging means 5p is recirculated from an exhaust recirculation passage 32p communicating with a drive flow passage 41p and an exhaust passage 31p. This is a supercharging device 4p for an internal combustion engine 1p that uses EGR gas. A control valve 42p is provided in the drive flow passage 41p. The intake / outflow passage 23p, the drive flow passage 41p, and the exhaust passage 31p are provided with a supercharging sensor 46p, a drive flow sensor 43p, and an exhaust sensor 34p according to the respective purposes such as pressure, temperature, flow velocity, etc. Is input to an ECU (not shown). The intake / outflow passage 23p has a relief valve that prevents the boost pressure from exceeding a set value, and the exhaust gas recirculation passage 32p has a filter that removes incompletely combusted materials, a cooler that cools EGR gas, or exhaust pulsation. Install a surge tank, etc. to ease

The operation of the supercharging device 4p in FIG. 15 is to supply a part of the exhaust discharged from the internal combustion engine 1p as a driving flow from the exhaust recirculation passage 32p communicating with the exhaust passage 31p to the driving flow passage 41p. When the control valve 42p provided in the drive flow passage 41p is operated by the output of the ECU to supply a drive flow, the intake air flowing in from the intake inflow passage 22p is amplified by the supercharging means 5p by the exhaust pressure. Then, the refrigerant flows into the intake / outflow passage 23p and is supercharged. When the driving flow becomes excessive, such as when the boost pressure becomes equal to or higher than the target value, or when supercharging is unnecessary, the operation of the control valve 42p is stopped and the driving flow supply is stopped. The internal combustion engine 1p is a four-cycle gasoline engine, but may be a two-cycle engine or a diesel engine. The supercharger 5p supercharges intake air directly with exhaust, so there is no turbo lag as with an exhaust turbine driven compressor, no output loss as with a mechanical supercharger, and a further compressor is required. Therefore, the supercharger 4p is inexpensive, highly reliable, and easy to maintain because it has no rotating part. (Modification 1 of the fourth embodiment (corresponding to claim 4))

FIG. 16 is a configuration diagram of a supercharging device according to Modification 1 of the fourth embodiment. FIG. 16 shows an exhaust gas recirculation passage 32s that communicates a driving flow of a primary air flow amplifier 601s, which is an air flow amplifier of the supercharging means 5s, with a driving flow passage 41s and an exhaust passage 31s in the supercharging device for an internal combustion engine. The supercharging device 4s for the internal combustion engine 1s according to claim 4, wherein the EGR gas is recirculated. A control valve 42s is provided in the drive flow passage 41s. The internal combustion engine 1s is provided with an intake inflow passage 23s1 and an intake inflow passage 23s2 in parallel. Between the intake inflow passage 22s1 and the intake outflow passage 23s1 and in the middle of the intake passage, The air flow rate amplifier 6s1 and the air flow rate amplifier 6s2 having the nozzle adjustment mechanism (not shown) according to claim 1 which are the air flow rate amplifiers are provided, and the drive flow passage 41s1 and the drive flow passage 41s2 are used as the drive flow passage 411s. Communicate. The supercharging means 5s includes a primary air flow amplifier 601s for amplifying the intake air at a primary flow rate between a driving flow path 41s and a driving flow path 411s, which are in the middle of the driving flow path of the supercharging means 5s of claim 2, and a supercharging means 5s. This is a supercharging means 5s provided with a second air cleaner 212s, which is another intake system of the supply means 5s, and an intake sub-passage 44s communicating with the inlet of the primary air flow amplifier 601s. Further, the supercharging means 5s includes a check valve 9s for preventing the backflow of the intake air into the intake sub-passage 44s, the intake inflow passage 22s1, and the intake inflow passage 22s2 upstream of the nozzle of the air flow amplifier according to claim 3. A stop valve 8s1 and a check valve 8s2 are provided. The intake / outflow passage 23s1, the drive flow passage 41s, and the exhaust passage 31s are provided with a supercharging sensor 46s, a drive flow sensor 43s, and an exhaust sensor 34s according to the respective purposes such as pressure, temperature, flow velocity, etc. Is input to an ECU (not shown). The exhaust gas recirculation passage 32s is provided with a filter 492s, a cooler 493s, and a surge tank 491s from the upstream.

The operation of the supercharging device 4s is incomplete by the filter 492s provided in the exhaust gas recirculation passage 32s with the EGR gas that is the driving flow supplied from the exhaust gas recirculation passage 32s communicating with the exhaust passage 31s during the supercharging operation of the internal combustion engine 1s. Combustion materials and the like are separated, the EGR gas is cooled by a cooler 493s, exhaust pulsation is reduced by a surge tank 491s, and supplied to the drive flow passage 41s. The EGR gas which is the driving flow supplied to the driving flow passage 41s is supplied to the primary air flow amplifier 601s to amplify the intake air from the second air cleaner 212s supplied from the intake sub-passage 44s with a primary flow rate. . The primary flow amplified drive flow is supplied from the drive flow passage 411s to the air flow amplifier 6s1 and the air flow amplifier 6s2 through the drive flow passage 41s1 and the drive flow passage 41s2, and from the intake inflow passage 22s to the intake inflow passage. The intake air supplied through 22s1 and the intake inflow passage 22s2 is subjected to secondary flow amplification by the air flow amplifiers 6s1 and 6s2, and flows out into the intake outflow passage 23s1 and the intake outflow passage 23s2 to perform two-stage flow rate amplification supercharging. Do. The boost pressure is leveled by the intake bypass passage 26s communicating with the intake / outflow passage 23s1 and 23s2. When the driving flow becomes excessive, such as when the boost pressure becomes equal to or higher than the target value, or when supercharging is unnecessary, the operation of the control valve 42s is stopped and the driving flow supply is stopped. The check valves (9s, 8s1, 8s2) are provided for the nozzles (not shown) of the air flow amplifiers (601s, 6s1, 6s2) when a backflow of intake air occurs due to surging or the like due to a sudden change in the operating state of the internal combustion engine. The upstream intake passage is blocked to prevent the back flow rate amplification phenomenon from occurring by the air flow rate amplifiers (601s, 6s1, 6s2), and the check valve is opened when the pressure downstream of the check valve becomes lower than the upstream level. Then, the intake air flows out to the downstream passage (drive flow passage 411s, intake outflow passage (23s1, 23s2)). The cooler 493s is air-cooled, and the cooling can be stopped when the internal combustion engine is started by controlling the operation (stopping) of a cooling fan (not shown) according to the operation state.

Since the supercharging device 4s uses EGR gas as a driving flow, it does not require a compressor, and the supercharging means 5s amplifies the two-stage flow rate, so that it is a supercharging device for a gasoline engine having a large flow rate amplification ratio and a small EGR recirculation amount. Can also respond. Since the supercharging means 5s performs supercharging with a plurality of air flow amplifiers provided in parallel, the air flow amplifier can be reduced in size by reducing the intake air flow passing through the air flow amplifier, so that the internal combustion engine rotates at high speed. In this case, it is easy to increase the supercharging capability (flow rate) by expanding the passage diameter of the air flow amplifier. The equipment and auxiliary equipment (sensors, filters, surge tanks, coolers, control valves, etc.) provided in the supercharging device shown in the first to fourth embodiments can be changed according to the operating conditions and specifications of the internal combustion engine. The first to fourth embodiments show examples of the present invention and do not limit the present invention, and can be changed and improved by those skilled in the art.

This is a small and lightweight air flow amplifier that can be operated with a small driving flow. The supercharging control range is increased by the present application, and supercharging can be performed in response to fluctuations in the operating status of the internal combustion engine. It can be used for a supercharging device for an internal combustion engine of an automobile that changes and requires supercharge control with high responsiveness.

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 4 Supercharging device 5 Supercharging means 6 Air flow rate amplifier 7 Nozzle adjustment mechanism 8 Check valve 9 Check valve (primary flow rate amplification) 12 Spark plug 14 In-cylinder fuel injection device 20 Intake 21 Air cleaner 22 Intake inflow passage 23 Intake outflow passage 25 Intake passage 26 Intake bypass passage 28 Intake subpassage 29 Intake duct 31 Exhaust passage 32 Exhaust recirculation passage 34 Exhaust sensor 38 Exhaust purification device 39 Silencer 40 Drive flow 41 Drive flow passage 42 Control valve 43 Drive flow sensor 44 Intake sub-passage 45 Compressor 46 Supercharge sensor 61 Transformer 63 Ejector 70 Nozzle 71 Cylinder 72 Piston 73 Housing 74 Nozzle casing 75 Elastic body 77 Connecting rod 78 Flange 81 Lift check valve 85 Reed valve 91 Lift check valve 212 Second air cleaner 291 Duct Entrance 292 Air inflow duct 293 Intake outflow duct 411 Drive flow path 491 Surge tank 492 Filter 493 Cooler 601 Primary air flow amplifier 603 Housing 608 Flange 609 Bushing 610 Casing 614 Annular chamber 631 Primary ejector 633 Housing 635 Nozzle 636 Mixing unit 701 First Nozzle 702 Second nozzle 711 Nozzle part 751 Spring 752 Spring 758 Washer 771 Stopper 772 811 per nut 775 Disc 812 Spring 851 Lead 852 Stopper 853 Flange 911 Disc 912 Spring

Claims

A supercharging device for an internal combustion engine comprising a duct inlet of an intake system for supplying intake air to the combustion chamber of the internal combustion engine, an air cleaner, or a supercharging means for pressurizing intake air and sending it to the combustion chamber in the middle of the passage of the intake system. The supercharging means comprises an air flow rate amplifier that performs supercharging by accelerating intake air with a driving flow that flows out from a nozzle, and a driving flow passage that supplies the driving flow to the supercharging means, The driving flow is compressed air generated by a compressor driven by the internal combustion engine, or EGR gas recirculated from an exhaust gas recirculation passage communicating with the driving flow passage and the exhaust passage. The nozzle for flowing the driving flow in the downstream direction; and a nozzle adjusting mechanism. The nozzle includes a first nozzle that is a nozzle lip and a second nozzle. The nozzle adjusting mechanism includes the driving flow. Road A tubular cylinder in which the first nozzle is formed on the opening side that communicates and allows the driving flow to flow into the passage of the intake system, and the second nozzle is formed in a portion on the downstream side of the intake air from the first nozzle. A piston for detachably moving the second nozzle with respect to the first nozzle by the pressure of the driving flow in the cylinder; and an elastic body for biasing the piston in a direction in which the nozzle is substantially sealed. And an annular gap between the first nozzle and the second nozzle, which is the nozzle, extends in a downstream direction of intake air, and the air flow amplifier is used as a supercharging means. apparatus.
A supercharging device for an internal combustion engine comprising a duct inlet of an intake system for supplying intake air to the combustion chamber of the internal combustion engine, an air cleaner, or a supercharging means for pressurizing intake air and sending it to the combustion chamber in the middle of the passage of the intake system. The supercharging means comprises an air flow rate amplifier that performs supercharging by accelerating intake air with a driving flow that flows out from a nozzle, and a driving flow passage that supplies the driving flow to the supercharging means, The driving flow is compressed air generated by a compressor driven by the internal combustion engine, or EGR gas recirculated from an exhaust gas recirculation passage communicating with the driving flow passage and the exhaust passage. The nozzle for flowing the driving flow in the downstream direction; and a nozzle adjustment mechanism. The nozzle includes a first nozzle that is a nozzle lip and a second nozzle. inner wall The first nozzle is formed in a nozzle portion which is an annular convex portion provided, a tubular cylinder provided with an annular chamber communicating with the drive flow passage between the nozzle portion, and the first cylinder on the nozzle portion side. Two nozzles are formed, and a ring-shaped piston that moves the second nozzle in a detachable manner relative to the first nozzle by the pressure of the driving flow in the cylinder; and the piston in a direction in which the nozzle is substantially sealed An annular gap between the first nozzle and the second nozzle, which are the nozzles, narrows in the downstream direction of intake air, and the air flow amplifier is used as a supercharging means. An internal combustion engine supercharging device.
In the supercharging device for an internal combustion engine, an ejector provided with a nozzle opening end for flowing out the driving flow, which is a primary air flow amplifier for amplifying intake air at a primary flow rate, in the driving flow path of the supercharging means, A supercharging means capable of performing two-stage flow rate amplification is provided, which is provided with an upstream side of another air flow amplifier of the supercharging means or another intake system and an intake sub passage communicating with the inlet of the primary air flow amplifier. The supercharging device for an internal combustion engine according to claim 1 or 2. *
4. The supercharging device for an internal combustion engine, further comprising a supercharging means provided with a check valve for preventing backflow of intake air and backflow flow rate amplification upstream of a nozzle of the air flow rate amplifier. The supercharging device for an internal combustion engine according to any one of the above.