WO2017154090A1

WO2017154090A1 - Supercharging device for internal combustion engine

Info

Publication number: WO2017154090A1
Application number: PCT/JP2016/057096
Authority: WO
Inventors: 正裕井尻
Original assignee: 正裕井尻
Priority date: 2016-03-08
Filing date: 2016-03-08
Publication date: 2017-09-14

Abstract

[Problem] An air flow rate amplifier, which is a supercharging means of a supercharging device for an internal combustion engine, is limited in terms of interval distance between nozzle lips of ring-arrayed nozzles by the restriction of a nozzle opening area through which a driving flow is ejected. Therefore, a problem is presented in that the flow channel area of the nozzles decreases when foreign substances, etc., adhere to the nozzle lips, and the performance of the air flow rate amplifier which is the supercharging means decreases. [Solution] A nozzle of an air flow rate amplifier, which is a supercharging means of a supercharging device for an internal combustion engine, is provided with a nozzle cleaning mechanism equipped with a rotating nozzle that is capable of turning, a rotation drive means that is linked to the rotating nozzle and that generates rotary force through a driving flow or an air intake flow, and a groove-shaped cleaning means provided to the nozzle lip of one or both of the rotary nozzle and a fixed nozzle, the nozzle lip of the air flow rate amplifier being cleaned by the driving flow passing through the groove-shaped cleaning means, and the nozzle lip being cleaned due to the cleaning means or the nozzle lip rotating in a circumferential direction.

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 and accelerates intake air by a driving flow to amplify the flow. This air flow amplifier has a transformer vector (registered trademark), a flow transformer vector (commercial product name), an ejector, etc. in descending order of the flow amplification ratio. Inversely proportional to Also, as a liquid spray nozzle of an air flow amplifier, there is a spray vector (a commercial product name). Due to the structure of the air flow amplifier, which is a supercharging means, the nozzle opening area is made smaller than the cross-sectional area of the driving flow passage serving as an accumulator (accumulator), and the driving flow velocity is increased by the venturi effect. This is a narrowed portion of the flow path. In addition, since the air flow amplifier accelerates the intake air by the driving flow, it is advantageous for the flow rate amplification efficiency etc. that the nozzle shape is a ring nozzle having a large contact area between the driving flow and the intake flow. Since the product of the gap distance of the nozzle lip and the circumference of the ring-shaped nozzle opening is the opening area of the nozzle, the nozzle lip gap of the ring-shaped nozzle is restricted by the restriction of the nozzle opening area, and the ring-shaped nozzle The gap between the nozzle lips is a bottleneck portion of the flow path of the driving flow. When the driving flow is an EGR system, which will be described later, fuel, engine oil, or incomplete combustion products thereof gradually accumulate in the EGR flow path due to soot contained in the EGR gas, and deposits (deposits) are generated. Adhere to. This excessive accumulation of deposits adversely affects the heat dissipation and operating performance of the internal combustion engine. In particular, in the case of the EGR system, the deposits deposited by the EGR gas cause nozzles that are the bottleneck portion of the flow path of the driving flow. There is a problem that the gap of the lip is blocked. Therefore, it is important to maintain the properties of the nozzle lip surface. The present invention (Claim 1) is a nozzle cleaning mechanism for cleaning the nozzle lip surface, and the groove-shaped cleaning means through which the driving flow flows is arranged in the circumferential direction. FIG. 1 is an explanatory view of the concept of the nozzle cleaning mechanism that rotates and cleans, and FIGS. 2 (to 4) show modifications 1 (to 3) corresponding to the air flow amplifiers. *

In addition, a compressor system using compressed air generated by a compressor driven by an internal combustion engine (Patent Documents 1 and 2) is used as a driving flow of an air flow rate amplifier that is a supercharging means of a supercharging device for an internal combustion engine. There is an EGR method (Patent Document 2) using the compressor method or an exhaust gas of an internal combustion engine. The driving flow compressor system requires a compressor driven by an internal combustion engine, and the capacity of this compressor is the capacity obtained by dividing the intake capacity of the boost pressure state of the internal combustion engine by the flow rate amplification ratio of the air flow rate amplifier. Therefore, although the capacity is smaller and smaller than that for the mechanical supercharger that directly pressurizes the intake air, there is a problem of generation of power loss for driving the compressor. Further, in the internal combustion engine, for the purpose of suppressing generation of NOx (nitrogen oxide), EGR (exhaust gas recirculation) is known as a conventional technique in which a part of exhaust gas after combustion is taken out and led to the intake side to be sucked again. . The EGR method of driving flow can perform external EGR capable of cooling the recirculated exhaust gas simultaneously with supercharging. This EGR system has a problem that the supercharging operation cannot be performed depending on the operation state of the internal combustion engine, such as inadequate properties as a driving flow when the EGR gas is overheated, and EGR gas when the EGR gas is driven at a low speed and low load. As shown in FIG. 10, the supercharging device of the present invention (Claim 4) includes a compressor type and EGR type driving flow mechanism and driving flow control means, and the driving flow control according to the operating state of the internal combustion engine. By controlling the switching of the means, the problem of the driving flow method can be improved. *

As a prior art, there is a premixed combustion engine using a carburetor, the liquid fuel supplied from a fuel chamber such as a float chamber by the carburetor, the passage is throttled by a venturi provided in the intake passage, and the flow velocity is increased. The pre-mixed combustion flows out into the intake due to the negative pressure according to Bernoulli's theorem, but the passage resistance increases due to the throttle action of the venturi, causing problems such as the occurrence of pumping loss of the internal combustion engine and the reduction of the charging efficiency of the intake . In addition, the fuel is atomized and evaporated as fine particles due to the outflow of the liquid fuel to the intake air, but this premixing becomes insufficient particularly during cold weather, making it difficult to supply uniform intake air. As a conventional technique for solving this problem, there is an internal combustion engine with a fuel evaporation device (Patent Document 3) shown in FIG. This is because a fuel supply device 101 is provided in the intake passage 104 of the internal combustion engine 1, and a supercharging device 108 and an evaporation chamber 103 are provided downstream thereof, and the compressed air from the compressor 45 is heated by the heating device 102 to enter the evaporation chamber 103. By supplying the air-fuel ratio in a completely vapor state instead of a liquid spray flow, the air-fuel ratio is evenly distributed to each cylinder, enabling stable supercharging operation with a thin air-fuel mixture. To reduce HC and NOx. Further, as conventional techniques, an ignition device for igniting a stratified mixture formed by a fuel injection valve for injecting fuel into intake air and a fuel injection valve for injecting fuel into a combustion chamber, and supply fuel to gasoline in an engine high load region There is a spark ignition type stratified air supply engine provided with a fuel control device that supplies a hydrocarbon-based fuel such as a hydrocarbon-based fuel by switching. *

In the present invention (Claim 2), as shown in the explanatory diagram of the concept of the fluid outflow mechanism 9 shown in FIG. 5, when the fluid flowing out is liquid, the atomization and evaporation are performed. Since the diffusive mixing is performed simultaneously with the acceleration of the intake air by the driving flow that is the air-fuel mixture, the intake air and the fluid are sufficiently premixed. In addition, by adopting the EGR system for the driving flow, supercharging can be performed using high-pressure EGR gas that does not require the heating device 102, and driving is performed when the fluid flowing out of the fluid outflow mechanism is liquid. In the case of fuel, humidification and cooling of the stream can promote recombustion of incompletely combusted matter. Like the supercharging device 4e shown in FIG. 11, two fluid outflow mechanisms are provided to allow two fluids to flow out. Further, the EGR system of the drive flow mechanism is preferentially used (FIG. 12), and depending on the operating conditions, the compressor By using the method in combination, efficient supercharging operation can be performed. In addition, when fuel is flown out by the fluid outflow mechanism of the present invention, a uniform premixed gas can be obtained by fuel flow out of the air flow rate amplifier, and further by using an in-cylinder fuel injection device in combination with the ignitability in the vicinity of the ignition device. A lean burn engine (lean combustion internal combustion engine) by stratified combustion (Fig. 13) can be formed by forming a good air-fuel mixture layer, or by supplying a different fuel, a bi-fuel engine (two-fuel internal combustion engine) You can also

Japanese Utility Model Publication No. 3-47431 Japanese Patent Application No. 2015-144 Japanese Patent Laid-Open No. 51-1827 Japanese Patent Laid-Open No. 57-2439

The nozzle opening area of an air flow amplifier that is a supercharging means of a supercharging device for an internal combustion engine needs to be structurally smaller than the cross-sectional area of the drive flow passage. Since the air flow amplifier accelerates the intake air by the driving flow, a ring nozzle with a large contact area between the driving flow and the intake flow has a good flow amplification efficiency, but due to the restriction of the nozzle opening area, the nozzle lip of this ring nozzle Since this gap is limited, it becomes a bottleneck part of the flow path of the driving flow. When foreign matter or the like adheres to the nozzle lip forming the ring-shaped nozzle of the driving flow that is the bottleneck portion, there is a problem that the flow area of the nozzle is reduced and the performance of the air flow amplifier that is the supercharging means is lowered. In particular, when the driving flow of the air flow amplifier is performed with EGR gas, there is a problem that the nozzle that is the bottleneck portion of the driving flow is blocked due to the deposition of the deposit by the EGR gas.

According to a first aspect of the present invention, a nozzle of an air flow rate amplifier, which is a supercharging means of a supercharging device for an internal combustion engine, is connected to a rotatable rotating nozzle, and a rotational force is generated by a driving flow or an intake flow in conjunction with the rotating nozzle. A nozzle cleaning mechanism comprising: a rotary drive means; and a groove-like cleaning means provided on the nozzle lip of one or both of the rotating nozzle and the fixed nozzle, and the nozzle lip of the air flow amplifier is formed in a groove-like shape. The driving flow flowing through the cleaning means cleans, and the cleaning means or nozzle lip rotates in the circumferential direction to clean the nozzle lip. According to a second aspect of the present invention, there is provided fluid outflow means for flowing out fluid to the driving flow or intake flow of the air flow amplifier, fluid supply means for supplying fluid to the fluid outflow means, and communication between the fluid supply means and the fluid outflow means. And a fluid control mechanism provided in the fluid passage. A fluid outflow mechanism is provided to allow a fluid such as fuel to flow out into the intake air for mixing. According to a third aspect of the present invention, there is provided a fluid outlet of the fluid outlet for discharging the fluid of the fluid outlet mechanism in the groove-like cleaner provided in the nozzle lip of the nozzle cleaning mechanism provided in the air flow amplifier serving as a supercharger. The fluid flows out into a driving flow jet having a strong driving flow. According to a fourth aspect of the present invention, the driving flow supplied to the air flow rate amplifier as the supercharging means is EGR gas from the exhaust gas recirculation passage and compressed air supplied from a compressor driven by the internal combustion engine from the compressed air passage. A driving flow control means for controlling the driving flow provided in the exhaust gas recirculation passage and the compressed air passage is provided, and the supercharging operation is performed by controlling the driving flow in accordance with the operation state of the internal combustion engine.

An internal combustion engine supercharging device using a supercharging means as an air flow rate amplifier can efficiently supercharge with a simple structure, but the nozzle of the air flow rate amplifier is a constriction in the flow path of the drive flow, and to the nozzle lip of the ring-shaped nozzle There is a problem in that the nozzle opening area is reduced due to the attachment of foreign matters and the performance of the air flow amplifier as the supercharging means is deteriorated. The supercharging device according to claim 1 is provided on a nozzle of an air flow rate amplifier that is a supercharging means, a rotating nozzle that is rotated by a rotating driving means, and a nozzle lip of one or both of the rotating nozzle and the fixed nozzle. A nozzle cleaning mechanism provided with a groove-shaped cleaning means automatically cleans the nozzle lip by rotating the drive flow jet flowing through the groove-shaped cleaning means in the circumferential direction through the nozzle lip of the air flow amplifier. It is possible to prevent the performance of the air flow rate amplifier, which is a supercharging means, from being deteriorated due to adhesion of foreign matter or the like to a simple structure that does not require a control means. *

The supercharging device according to claim 2 can sufficiently mix the fluid and the intake air by providing the fluid outflow mechanism including the fluid supply unit, the fluid outflow unit, the fluid passage, and the fluid control unit. The supply method may be a negative pressure according to Bernoulli's theorem of a driving flow or an intake flow that does not require a power supply for supply, or an internal pressure of a fluid tank of a storage fluid. Unlike conventional carburetors, it is not necessary to increase the intake air flow velocity by providing a venturi section, and problems such as pumping loss due to the throttling effect of the venturi section do not occur. The fluid that flows out may be gas, liquid (compressed gas), or fuel such as gasoline, ethanol, LPG, or hydrogen. Further, although the outflow conditions are restricted, a humidifying coolant such as water or a catalyst or additive such as urea water which is a purification catalyst for reducing NOx of EGR gas may be used. When the fluid flowing out is a liquid, it has an action of promoting deposit removal by the cleaning mechanism, a cleaning action of washing away deposits by blowing back when the intake valves overlap, and an action of preventing clogging of the fluid outlet of the fluid outlet mechanism. When the flowing fluid is fuel, combustion in the combustion chamber can be promoted by contacting the fuel with a recombustible material such as PM (particulate material) of a diesel engine. In addition, a special intake air can be obtained by injecting and igniting the fuel from the in-cylinder fuel injection device to the combustible mixture range with the fuel supply amount in the fluid outflow portion being leaner than the theoretical air-fuel ratio or less than the stoichiometric air-fuel ratio. A lean burn engine capable of stratified combustion with a simple intake mechanism and combustion chamber structure that does not require flow control or the like can be achieved. Therefore, reliable ignition and high-speed and uniform premixed combustion of a lean air-fuel mixture are possible, improving combustion efficiency and reducing harmful substances. Also, a bi-fuel engine (a two-fuel internal combustion engine) can be used as a different fuel different from the main fuel. *

According to a third aspect of the present invention, there is provided a supercharging device comprising: a groove-like cleaning means provided in a nozzle lip of the nozzle cleaning mechanism provided in an air flow amplifier serving as a supercharging means; Since the fluid is supplied to the driving flow jet having a strong flow, the negative pressure due to Bernoulli's theorem is increased, and the fluid outlet can be provided on the upstream side of the nozzle. Removal) can be promoted. In addition, when the fluid flows into the strong driving flow, the fluid collides violently with the driving flow, and when the fluid is a liquid, it is atomized by the collision and vaporization is promoted to evaporate. Since the mixing is performed while accelerating, uniform mixing with sufficient diffusion can be performed. According to a fourth aspect of the present invention, the driving flow of the air flow amplifier serving as the supercharging means is a compressor type and an EGR type, and the driving flow control means for controlling the driving flow is adapted to the operating condition of the internal combustion engine. By controlling the EGR system with low output loss and heating of the recirculated exhaust gas, and by performing a supercharging operation that takes advantage of the compressor system that is not restricted by the EGR recirculation amount, the power loss is small and wide A supercharger in the feed operation area is created.

It is explanatory drawing of the concept of the supercharging means of 1st Embodiment (Claim 1 correspondence). (A) is sectional drawing of the transvector type supercharging means of the modification 1 of 1st Embodiment, (B) is M arrow directional view of the cleaning mechanism 8u provided with the rotation drive means by an intake flow. . (C) is sectional drawing of the transvector type supercharging means of the modification 2 of 1st Embodiment, (D) is N arrow view of the cleaning mechanism 8v provided with the rotational drive means by a drive flow. . (E) is sectional drawing of the ejector type supercharging means of the modification 3 of 1st Embodiment, (F) is an enlarged view of the G section. It is explanatory drawing of the concept of the supercharging means and fluid outflow mechanism of 2nd Embodiment (Claim 2 correspondence). It is sectional drawing of the transvector type | mold supercharging means of the modification 1 of 2nd Embodiment, and a block diagram of the gaseous fluid outflow mechanism. It is sectional drawing of the transvector type supercharging means of 3rd Embodiment (corresponding to Claim 3), and the block diagram of the fluid outflow mechanism of a liquid. (G) is a cross-sectional view of an ejector-type supercharging means that is Modification 1 of the third embodiment, and is a configuration diagram of a fluid supply unit and a fluid control unit of a fluid outflow mechanism. It is an enlarged view. It is sectional drawing of the transvector type supercharging means which flows out 2 fluids of the modification 2 of 3rd Embodiment, and the block diagram of the fluid outflow mechanism which flows out 2 fluids. It is explanatory drawing of the concept of the supercharging device provided with the drive flow mechanism of a compressor system and an EGR system of 4th Embodiment (Claim 4 correspondence). It is a block diagram of the supercharging device which flows out 2 fluids of the modification 1 of 4th Embodiment. It is a control flowchart of the supercharging device which flows out 2 fluids of FIG. It is a subroutine flowchart of the fluid outflow control corresponding | compatible calculation (step S080) of the control flowchart of FIG. It is a systematic diagram of the internal combustion engine with a fuel evaporation apparatus of a prior art.

The outline of each embodiment (1 to 4) of the present invention is shown below. (Embodiment 1 (corresponding to claim 1)) In a supercharging device using an air flow amplifier as a supercharging means of an internal combustion engine, a nozzle that is an outflow portion of a driving flow is a constricted portion, and particularly a ring having a large air amplification ratio Since the gap between the nozzle lips is small, there is a problem that the supercharging performance is deteriorated due to adhesion of foreign matters to the nozzle lip. As a countermeasure against this, a supercharging device provided with a nozzle cleaning mechanism comprising a nozzle of an air flow rate amplifier which is a supercharging means, a rotating nozzle which is rotated by a rotational driving means, and a groove-like cleaning means on a nozzle lip constituting the nozzle. This is Embodiment 1 (FIGS. 1 to 4). (Embodiment 2 (corresponding to claim 2))

The EGR method of the driving flow of the air flow amplifier that is a supercharging means has problems such as purification of EGR gas, overheating of the driving flow, deposit accumulation, and the like. Apart from these problems, in order to make the internal combustion engine a lean burn engine by stratified combustion, there are methods of providing an intake mechanism or combustion chamber structure that generates eddy currents (swirl and tumble), but ensuring fuel mixing properties There is a problem that it is difficult to form a stable layered distribution of fuel. As these countermeasures, in order to flow a fluid such as fuel, humidified coolant, etc. into the driving flow or intake flow of the air flow amplifier, the fluid outflow includes a fluid outflow means, a fluid supply means, a fluid passage, and a fluid control means. A supercharging device provided with a mechanism is Embodiment 2 (FIGS. 5 and 6). (Embodiment 3 (corresponding to claim 3))

When supplying the fluid outlet of the fluid outflow mechanism at a negative pressure according to Bernoulli's theorem, a power supply for fluid supply is unnecessary, but the negative pressure is generated due to the pressure drop characteristic of the driving flow. The vicinity of the opening of the nozzle on the downstream side or the opening. Therefore, it is difficult to mix the fluid by the outflow of the fluid to the driving flow itself and to diffuse the fluid to the nozzle lip surface which has an effect of promoting deposit removal. As a countermeasure, a fluid outflow port of the fluid outflow unit for flowing out the fluid of the fluid outflow mechanism is provided in the groove-shaped cleaning unit provided in the nozzle lip of the nozzle cleaning mechanism provided in the air flow rate amplifier which is a supercharging unit. The supercharging device is Embodiment 3 (FIGS. 7 to 9). (Embodiment 4 (corresponding to claim 4))

The driving flow of the air flow rate amplifier, which is a supercharging means, is a compressor system or EGR system. The compressor system corresponds to the entire operating region of the internal combustion engine. Loss occurs, and the EGR system has a problem that the supercharging operation is limited due to the restriction of the EGR gas overheating and the EGR recirculation amount. As a countermeasure against this, the driving flow supplied to the air flow rate amplifier as the supercharging means is EGR gas from the exhaust gas recirculation passage, and further compressed air supplied by the compressor driven by the internal combustion engine from the compressed air passage, By controlling the drive flow control means for controlling the drive flow provided in the exhaust gas recirculation passage and the compressed air passage in accordance with the operation state of the internal combustion engine, the supercharging operation utilizing the advantages of the respective drive flows is performed. The supercharging device to perform is Embodiment 4 (FIGS. 10 to 13). Details of the above embodiments (1 to 4) will be described below in the order of the drawing numbers (1 to 13). (First embodiment (corresponding to claim 1))

FIG. 1 is an explanatory diagram of the concept of supercharging means of the first embodiment. FIG. 1 includes a supercharging means 5k that pressurizes intake air and sends it to a combustion chamber between an intake air inflow passage 22k and an intake air outflow passage 23k that are in the middle of an intake 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 5k includes an air flow rate amplifier 6k and compressed air or exhaust from a compressor (not shown) driven by the air flow rate amplifier 6k by the internal combustion engine. A driving flow passage 41k for supplying EGR gas from a passage (not shown) as a driving flow (40) of the air flow rate amplifier 6k, and a rotatable nozzle 82 that is rotatable to the nozzle 615 of the air flow rate amplifier 6k. , An impeller 87 which is a rotational driving means interlocking with the rotary nozzle 82 which generates a rotational force by an intake air flow, and a rotary nozzle lip which is a nozzle lip of one of the rotary nozzle 82 and the fixed nozzle 81 And a supercharging device for an internal combustion engine using an air flow amplifier 6k as a supercharging means 5k. It is explanatory drawing of the concept of the means 5k. The casing of the air flow amplifier 6k includes a housing 610 and a flange 611. Inside the casing, the rotary nozzle 82 is rotatably provided via a bearing 84 in a nozzle casing 633 supported by the drive flow passage 41k. A seal 85 is provided between the nozzle casing 633 and the rotary nozzle 82. The seal 85 is in contact with the bearing 84, and is a sealing element in which the rotary nozzle 82 is rotatable. The impeller 87, which is a rotational drive means, is fixed to the rotary nozzle 82 and is provided with blades so that a rotational force is generated by the intake air flow. Grooves 882 as groove-shaped cleaning means are provided radially on the rotating nozzle lip 821. In order to efficiently clean the cleaning surface, the relationship between the depth (D) and the width (W) of the groove is W> 1.5D, and further, to equalize the pressure difference between the cleaning drive flow and the nozzle flow The upstream cross-sectional area (Au) and the downstream cross-sectional area (Ad) of the groove are preferably Au ≦ Ad. *

The operation of the supercharging means 5k is that the driving flow (40) supplied from the driving flow passage 41k is guided to the annular space formed by the nozzle casing 633, the rotary nozzle 82, and the seal 85, and the nozzle 615 which is an opening. Outflowing from the downstream of the intake flow, drawing in the intake with negative pressure according to Bernoulli's theorem, and accelerating the intake by the drive flow to amplify the flow rate. Supercharge by sending in. The rotary nozzle lip 821 of the nozzle 615 is radially provided with grooves 882 which are groove-shaped cleaning means, and the groove 882 flows from the nozzle gap formed by the fixed nozzle lip 811 and the rotary nozzle lip 821. Since the channel is wide and the channel resistance is small, a strong driving flow flows. Therefore, the side surface of the fixed nozzle lip 811 which is the flow channel side surface of the groove 882 is cleaned by deposits being washed away by this strong driving flow. Further, the intake air flowing in from the intake air inflow passage 22k is fixed because the rotating nozzle 82 rotates by applying a rotational force to the impeller 85, and the strong driving flow having the cleaning action rotates and moves the fixed nozzle lip 811. The nozzle lip 811 is cleaned all around, and clogging due to deposits on the nozzle 615 that causes a decrease in supercharging performance can be prevented. In addition, the groove | channel which is a groove-shaped cleaning means can also be provided in the fixed nozzle lip 811, and the nozzle lip of both sides can also be cleaned. In addition, each figure used for explanation of the present invention has a large nozzle lip clearance and groove-shaped cleaning means so that the structure can be easily understood, and the impeller blade has a large angle of attack (torsion angle with respect to the flow). Show. (Modification 1 of the first embodiment (corresponding to claim 1))

2A is a cross-sectional view of the transvector type supercharging means 5u according to the first modification of the first embodiment, and FIG. 2B is an M arrow of the cleaning mechanism 8u provided with a rotation driving means by an intake air flow. FIG. FIG. 2A shows a supercharging means 5u that pressurizes intake air and sends it to the combustion chamber between an intake inflow passage 22u and an intake outflow passage 23u that are in the middle of an intake passage for supplying intake air to the combustion chamber of the internal combustion engine. The supercharging device for an internal combustion engine provided with the supercharging means 5u includes a transvector 61u, which is an air flow rate amplifier 6u, and compressed air from a compressor driven by the internal combustion engine in the air flow rate amplifier 6u, or A driving flow passage 41u for supplying EGR gas from the exhaust passage as a driving flow for the air flow rate amplifier 6u, a rotary nozzle 82u that can rotate to the nozzle 615u of the air flow rate amplifier 6u, and a rotational force by the intake flow. An impeller 87u, which is a rotation driving means interlocking with the generated rotating nozzle 82u, and a fixed nozzle nozzle which is a nozzle lip of both the rotating nozzle 82u and the fixed nozzle 81u. The air flow amplifier 6u is provided with a nozzle cleaning mechanism 8u provided with a groove 882u and a groove 88u, which are groove-shaped cleaning means provided on the nozzle 811u and the rotary nozzle lip 821u. It is sectional drawing of the supercharging means 5u of the supercharging device of the internal combustion engine which performs. The casing of the air flow amplifier 6u is composed of a flange 611u that is screwed into the housing 610u, and the rotary nozzle 82u is rotatably provided on the flange 611u via a bearing 84u. A seal 85u is provided between the flange 611u and the rotary nozzle 82u, and the seal 85u is a rotatable sealing element that contacts the bearing 84u and a lip contacts the rotary nozzle 82u. The impeller 87u, which is a rotation driving means, is an axial flow impeller that is fixed to the rotary nozzle 82u and generates a rotational force by the intake air flow. The groove 88u provided in the fixed nozzle lip 811u, which is a groove-shaped cleaning means, and the groove 882u provided in the rotary nozzle lip 821u are provided in a spiral shape, and FIG. As shown in FIG. 4, the twisting directions of the grooves 88u and 882u are reversed, and the number of grooves provided at equal intervals is different from two in the groove 88u and three in the groove 882u. Generation of flow rate interference due to the overlap of grooves can be evenly distributed. *

The supercharging means 5u functions as an annular chamber in which the driving flow supplied from the driving flow passage 41u is formed by the housing 610u, the flange 611u, the rotating nozzle 82u, and the seal 85u by the transformer vector 61u which is an air flow amplifier 6u. It is guided to 614u and flows out from the nozzle 615u, which is an opening communicating with the annular chamber 614u, in the downstream direction of the intake air flow. By accelerating the intake air, the flow rate is amplified and supercharging is performed. The impeller 87u fixed to the rotating nozzle 82u rotates the rotating nozzle 82u fixed by generating a rotational force by the intake air flow. Since the groove 882u provided in the rotary nozzle lip 821u can obtain a rotational driving force by a reaction force that flows the driving flow in the spiral direction, the rotational force can be obtained in the same rotational direction as the impeller 87u. In the case of sufficient rotation by the rotational driving force by the reaction force, the impeller 87u can be omitted by using the groove 882u as the cleaning means as the rotational driving means. The cleaning action of the grooves 88u and 882u, which are groove-shaped cleaning means provided on the nozzle lip on both sides of the nozzle 615u, is the same as the action of the groove 882 described in the air flow amplifier 6k (FIG. 1). Since the grooves are provided on both sides, the entire circumference of both the fixed nozzle lip 811u and the rotating nozzle lip 821u can be cleaned. Note that the inner diameter of the outflow portion intake passage of the nozzle 615u of the transvector 61u, which is the air flow amplifier 6u, is made larger than the inner diameter of the intake inflow passage 22u so that the intake flow velocity is reduced by using a diffuser, and the intake velocity is reduced. Is accelerated by the driving flow that flows out from the nozzle 615u, and the speed is increased by the venturi effect that flows out into the intake flow passage 23u whose diameter is reduced, so that the intake air is further accelerated and supercharging is performed. (Modification 2 of the first embodiment (corresponding to claim 1))

3C is a cross-sectional view of the transvector-type supercharging means 5v according to the second modification of the first embodiment, and FIG. 3D is an N arrow of the cleaning mechanism 8v provided with a rotational driving means using a driving flow. FIG. (C) in FIG. 3 is a supercharging means 5v provided with a transformer vector 61v which is an air flow amplifier 6v, similarly to the supercharging means 5u (FIG. 2). The structure of the casing of the transvector 61v is as follows. Although the left and right sides of the transvector 61u (FIG. 2) are opposite, the flow rate amplification function of the air flow rate amplifier 6v is the same, so the description of the function and the like is omitted. The nozzle cleaning mechanism 8v is provided with two grooves 882v, which are groove-shaped cleaning means, at equal intervals radially on the rotary nozzle lip 821v, and can obtain a rotational driving force by a driving flow flowing out from the annular chamber 614v to the nozzle 615v. 87v is provided. The impeller 87v is provided with the vanes inclined at θv ° with respect to the axis as shown in the arrow N (D), and fixed to the rotary nozzle 82v by press fitting, welding, or the like. The impeller 87v can be manufactured by mass-productive press processing. Since the impeller 87v is not provided in the intake passage portion of the air flow amplifier 6v, the passage resistance of the intake passage is small, and unintended intake acceleration is not performed due to the impeller effect by the impeller when the internal combustion engine is decelerated. (Modification 3 of the first embodiment (corresponding to claim 1))

FIG. 4E is a cross-sectional view of the ejector-type supercharging means of Modification 3 of the first embodiment, and FIG. 4F is an enlarged view of a G portion. FIG. 4E shows a supercharging means 5s that pressurizes the intake air and sends it to the combustion chamber between the intake inflow passage 22s and the intake outflow passage 23s in the middle of the intake passage for supplying intake air to the combustion chamber of the internal combustion engine. The supercharging device for an internal combustion engine provided with the supercharging means 5s includes an ejector 63, which is an air flow rate amplifier 6s, and compressed air or exhaust from a compressor driven by the air flow rate amplifier 6s by the internal combustion engine. A drive flow passage 41s for supplying EGR gas from the passage as a drive flow of the air flow amplifier, a rotatable nozzle 82s to the nozzle 635s of the air flow amplifier 6s, and a rotational force are generated by the drive flow. An impeller 87s which is a rotation driving means interlocking with the rotary nozzle 82s, a fixed nozzle lip 811s which is a nozzle lip of the fixed nozzle 81s and the rotary nozzle 82s, and a rotary nozzle An overflow of an internal combustion engine having an air flow rate amplifier 6s as a supercharging means 5s, which is provided with a nozzle cleaning mechanism 8s provided with grooves 88s and 882s, which are groove-like cleaning means provided in the nozzle 821s. It is sectional drawing of the supercharging means 5s of a feeder. A housing 630 that is a housing of the ejector 63 that is the air flow amplifier 6s has three openings that are joined to the drive flow passage 41s via the intake inflow passage 22s, the intake outflow passage 23s, and the bushing 639. Further, a fixed nozzle 81s that is an opening of a nozzle casing 633s that is screwed into the drive flow passage 41s is provided in a downstream direction. A nozzle shaft 637 is provided at an opening portion upstream of the intake flow of the nozzle casing 633 s via a bearing 84 s, and is fixed to a fixed nozzle 81 s provided at a downstream opening portion and a shaft end on the downstream side of the nozzle shaft 637. A nozzle 635s is constituted by the rotating nozzle 82s. The fixed nozzle lip 811s and the rotating nozzle lip 821s of the nozzle 635s are provided with a groove 88s and a groove 882s which are groove-shaped cleaning means. The nozzle shaft 637 is provided with an impeller 87s in the drive flow passage, a seal 85s on the drive flow passage side of the bearing 84s, and a nut and fixing means (not shown) at the upstream shaft end of the intake flow. . *

The operation of the supercharging means 5s is that the drive flow supplied from the drive flow passage 41s of the ejector 63, which is the air flow amplifier 6s, passes through the passage in the nozzle casing 633s, thereby generating a rotational drive force in the impeller 87s. Then, the rotating nozzle 82s interlocked via the nozzle shaft 637 is rotated, and the drive flow flows out from the nozzle 635s to the intake flow to be amplified and supercharged. The operation of the grooves (88s, 882s) provided in the nozzle lip on both sides of the nozzle 635s is the same as the operation of cleaning the grooves 882 described in the air flow amplifier 6k (FIG. 1). The side surface of the nozzle lip, which is the flow channel side surface), is cleaned by flowing a deposit by a strong driving flow, and the rotation of the rotating nozzle 82s can clean the entire circumference of the nozzle lips on both sides. Note that the inside diameter of the intake passage portion of the housing 630 of the ejector 63 is made larger than the intake inflow passage 22s and the intake outflow passage 23s to prevent the passage resistance from being increased by the nozzle casing 633s and the like. Since no trouble occurs in the intake operation, there is no need to provide a bypass passage. Since the air flow rate amplifier 6s as the supercharging means 5s is the ejector 63, the flow rate amplification ratio is smaller than that of the transvector type air flow rate amplifier (6u, 6v), but it corresponds to a supercharging device that requires a large supercharging pressure. it can. (Second embodiment (corresponding to claim 2))

FIG. 5 is an explanatory diagram of the concept of the supercharging means 5p and the fluid outflow mechanism 9 of the second embodiment. FIG. 5 shows an air flow amplifier 6p that is a supercharging means 5p in the supercharging device, and a fluid outflow portion 95 that is a fluid outflow means for flowing out a fluid provided near the nozzle of the air flow amplifier 6p, A fluid supply unit 91 that is a fluid supply unit that supplies fluid to the fluid outflow unit, a fluid supply unit 91 that is the fluid supply unit, a fluid passage 94 that communicates with the fluid outflow unit 95 that is the fluid outflow unit, and the fluid The supercharging device (5p) and the fluid of the supercharging device for an internal combustion engine according to claim 1, further comprising a fluid outflow mechanism (9) provided with a fluid control section (93) which is a fluid control means provided in the passage (94). It is explanatory drawing of the concept of the outflow mechanism. The fluid outflow mechanism 9 includes a fluid supply unit 91 having a fluid storage or supply function, a fluid control unit 93 such as a control valve (not shown) for controlling a fluid supply amount, and driving of the air flow amplifier 6p. The nozzle is configured to include a nozzle that flows out the driving flow (40) supplied from the flow passage 41p, or a fluid outflow portion 95 provided with a fluid outlet 955 in the vicinity of the nozzle. The fluid supply unit 91 and the fluid control unit 93 are configured to supply and control a conventional carburetor method when the fluid is a liquid, and supply and control a conventional LPG fuel device or the like when the fluid is a gas. A scheme is available. Therefore, in the fluid outflow mechanism in the present invention, description of the fluid supply means to the liquid tank, the fuel pump, etc. is omitted. *

The action of the fluid outflow mechanism 9 is a fluid outflow portion that is a fluid outflow means that outflows the fluid into the driving flow that flows out at high speed from the nozzle of the air flow amplifier 6p that is the supercharging device 5p or the intake air flow that is accelerated to the driving flow. From 95, the fluid flows out of the fluid outlet by the negative pressure generated by Bernoulli's theorem by the driving flow or the intake flow or the internal pressure of the outflow fluid. The discharged fluid collides with the driving flow or the intake flow and is mixed. When the fluid is a liquid, it is atomized by the collision, and the surface area is increased to promote vaporization and evaporate. In this case, evaporation due to vaporization is further promoted by the heat of the driving flow. Further, as in the air flow rate amplifier 6v (FIG. 3), the rotary nozzle 82v is provided downstream, and the fluid outlet 955 is provided upstream in the vicinity of the nozzle. It is possible to solve the problem of fuel adhering to the intake passage. The speed of the intake flow varies with the number of revolutions of the internal combustion engine, and the negative pressure generated by the intake flow is proportional to the square of the flow velocity, and when the fluid is liquid, the outflow amount is proportional to the square root of the negative pressure. The weight mixing ratio is constant. However, the mixing ratio needs to fluctuate depending on the load and operating conditions of the internal combustion engine, and the fluid control unit 93 performs adjustment control of the fluid outflow amount. Further, the flowing fluid may be a fuel such as gasoline, ethanol, LPG, hydrogen, a humidifying coolant such as water, or a purification catalyst such as urea water for reducing NOx of EGR gas, and the fluid may be gas or liquid. . *

When the fluid is fuel, combined with the in-cylinder fuel injection device, the lean gas mixture is supplied to the combustion chamber by the fluid outflow mechanism 9, and the main fuel is supplied by the in-cylinder fuel injection device, so that stratified combustion can be performed. When the driving flow is the EGR system, the fuel comes into contact with recombustible materials such as PM (particulate matter) of diesel engines and unburned materials of gasoline engines, thereby promoting recombustion in the combustion chamber. Can do. When the fluid flowing out is liquid, it has an action of promoting deposit removal by the cleaning mechanism, a cleaning action of washing away deposits by blowing back when the intake valve overlaps, and an action of preventing clogging of the fluid outlet of the fluid outlet mechanism. In addition, by injecting the fuel from the in-cylinder fuel injection device so that the air-fuel ratio has good ignitability by setting the fuel outflow amount of the fluid outflow portion to the lean side of the stoichiometric air-fuel ratio or less than the stoichiometric air-fuel ratio, a special intake air A lean burn engine (FIG. 11) that performs stratified combustion with a simple intake mechanism and combustion chamber structure that does not require flow control or the like can be obtained. Also, the fuel that flows out can be a different fuel different from the main fuel to make a bi-fuel engine. Also, a plurality of fluid outflow mechanisms 9 can be provided to allow a plurality of fluids to flow out. (Modification 1 of the second embodiment (corresponding to claim 2))

FIG. 6 is a cross-sectional view of a transvector supercharger according to a first modification of the second embodiment and a configuration diagram of a gas fluid outflow mechanism. FIG. 6 shows a fluid outflow unit for outflowing a fluid provided in the vicinity of the nozzle 615t of the air flow amplifier 6t as the supercharging unit 5t and the transformer vector 61t as the air flow rate amplifier 6t in the supercharging device. An outflow portion 95t, a fluid supply portion 91t which is a fluid supply means for supplying fluid to the fluid outflow means, a fluid passage 94t communicating with the fluid supply means and the fluid outflow means, and a fluid provided in the fluid passage 94t 2. A cross-sectional view of a transvector type supercharging means 5t of a supercharging device for an internal combustion engine according to claim 1, further comprising a fluid outflow mechanism 9t provided with a fluid control section 93t as a control means. FIG. 6 is a configuration diagram of a gas fluid outflow mechanism 9t. The transformer vector 61t of the air flow rate amplifier 6t, which is the supercharging means 5t, is different in shape from the parts of the transformer vector 61u (FIG. 2) and the nozzle cleaning mechanism 8t, but the structure principle is the same. Omitted. The fluid outflow mechanism 9t includes a fluid supply section 91t, a fluid control section 93t, a fluid passage 94t, and a fluid outflow section 95t from the upstream, and a fluid outlet 955t of the fluid outflow section 95t is provided downstream of the nozzle 615t of the transformer vector 61t. Provide. *

The fluid outflow mechanism 9t functions to store fuel such as LPG, hydrogen, etc. flowing in from the joint 916 with a check valve in the fluid tank 911t, which is a pressure tank. Fluid is supplied to the fluid passage 94t. The fluid control section 93t provided in the fluid passage 94t adjusts the internal pressure of the supplied fluid to a set value by the pressure reducing valve 935, and supplies the fluid by the fluid control valve 932t controlled by the ECU (engine control unit). The amount is controlled and supplied to the fluid outflow portion 95t. The fluid outflow portion 95t stays in the fluid chamber 953, which is an annular space formed by screwing the connection ring 941 and the housing 610t, into the fluid controlled by the fluid control portion 93t supplied from the fluid passage 94t. Through the fluid outflow passages 954 communicating with the fluid chamber 953, the plurality of fluid outflow ports 955 t outflow equally with the same pressure difference due to the negative pressure generated by the fluid internal pressure and the driving flow. When the fluid is a fuel that can supply liquid and gas such as LPG, the liquid fuel can be supplied to the in-cylinder fuel injection device by liquid supply (not shown) from the lower portion of the fluid tank 911t. (Third embodiment (corresponding to claim 3))

FIG. 7 is a cross-sectional view of a transvector type supercharging means of the third embodiment and a configuration diagram of a liquid fluid outflow mechanism. FIG. 7 shows a groove provided in the fixed nozzle lip 811r and the rotating nozzle lip 821r, which are nozzle lips of the nozzle cleaning mechanism 8r provided in the transvector 61r of the air flow amplifier 6r as the supercharging means 5r in the supercharging device. The internal combustion engine according to claim 2, wherein a fluid outlet 955r of a fluid outlet portion 95r, which is a fluid outlet means for discharging the fluid of the fluid outlet mechanism 9r, is provided in the groove 88r, which is a cleaning means having a shape. It is sectional drawing of the supercharging means 5r of a supercharging device, and the block diagram of the fluid outflow mechanism 9r of a liquid. The impeller 87r of the transformer vector 61r is different in shape from the impeller 87v of the transformer vector 61v (FIG. 3) and the nozzle cleaning mechanism 8r except the impeller 87r, although the shape of each part is different from that of the nozzle cleaning mechanism 8t (FIG. 6). Since the principle is the same, description of the configuration and operation of the nozzle cleaning mechanism 8r is omitted. The fluid outflow mechanism 9r is provided with a fuel pump 914r downstream of the fluid tank 911r of the fluid supply unit 91r and a fuel chamber of the fluid control unit 93r downstream thereof, similarly to the carburetor of a conventional premixed internal combustion engine that supplies liquid fuel. A flow chamber (or diaphragm chamber) 931r, a flow rate control valve 932r, and a fluid sensor 934r, a fluid chamber 953r, a fluid outlet passage 954r, and the fluid flow downstream of the fluid passage 94r. An outlet 955r is provided. *

The operation of the fluid outflow mechanism 9t is to control the supply pressure of the fluid sent from the fluid tank 911r by the fuel pump p914 to a constant value by the fuel chamber 931r, and to control the flow rate by the fluid control valve 932r, from the fluid passage 94r to the fluid chamber 953r. Into the fluid chamber 953r through the fluid outflow passages 954r and uniformly outflow with the same pressure difference from the plurality of fluid outlets 955r by the negative pressure according to Bernoulli's theorem of the driving flow flowing through the grooves 88r. The driving flow that flows in the groove 88r is a rapid flow with a small passage resistance of the groove 88r than the nozzle gap between the fixed nozzle 81r and the rotating nozzle 82r, so that a cleaning action occurs, and at the same time, the negative pressure increases. A fluid outlet 955r can be provided in the middle of the groove 88r. Therefore, since fluid can be diffused and flown out to the nozzle lip, the nozzle lip cleaning promoting action by liquid can be performed with a simple structure. When the outflow fluid is a liquid fuel such as gasoline or ethanol, the supply amount of the liquid fuel by the fluid sensor 934r and the intake amount by the intake sensor 24 or the drive flow sensor 43e of the supercharging device 4e (FIG. 11) described later. Is input to the ECU, and the air-fuel ratio control of the premixed intake air can be performed by controlling the fluid control valve 932r by the ECU output. (Modification 1 of the third embodiment (corresponding to claim 3)

(G) of FIG. 8 is a cross-sectional view of an ejector-type supercharging means that is Modification 1 of the third embodiment, and is a configuration diagram of a fluid supply unit and a fluid control unit of a fluid outflow mechanism. (H) is It is an enlarged view of J section. FIG. 8 shows that in the supercharging device, fluid flows into a groove 882f which is a groove-like cleaning means provided on a nozzle lip of the nozzle cleaning mechanism 8f provided on an ejector 63f of an air flow amplifier 6f which is a supercharging means 5f. 3. A cross-sectional view of a supercharging means 5f of a supercharging device for an internal combustion engine according to claim 2, further comprising a fluid outlet 955f of a fluid outflow portion 95f which is a fluid outflow means for flowing out the fluid of the mechanism 9f. FIG. 9 is a configuration diagram of a fluid outflow mechanism 9f. The supercharging means 5f is provided with a fluid outflow portion 95f and a fluid passage 94f of the fluid outflow mechanism 9f in the supercharging means 5s (FIG. 4). Although the shape of each part is different, the structure of the supercharging means is the above supercharging. Since it is the same as the means 5s, description of the effect | action of the nozzle cleaning mechanism 8f is abbreviate | omitted. The fluid outflow mechanism 9f omits the fluid sensor 934r of the fluid control section 93r of the fluid outflow mechanism 9r (FIG. 7), and the fluid outflow section 95f corresponds to the ejector-type supercharging means 5f. The fluid outflow portion 95f communicates the fluid passage 94f with the fluid chamber 953f of the nozzle shaft 637f through the space of the nozzle casing 633f and the two seals 944, and is connected to the fluid outlet 955f provided in the fluid chamber 953f and the groove 882f. A communicating body outflow passage 954f is provided. *

The action of the fluid outflow mechanism 9f is that the liquid supplied from the fluid supply part 91f is flow-controlled by the fluid control part 93f, passes through the fluid passage 94f, and is provided in a nozzle casing 633f of the ejector 63f so as to be rotatable. 637f is supplied to the fluid chamber 953f, and through the fluid outflow passage 954f communicating with the fluid chamber 953f, from the plurality of fluid outlets 955f, the negative pressure generated by the strong flow of the groove 882f causes the same pressure difference. Will flow out evenly. As shown in (H), fluid is supplied from the fluid passage 94f to the outer periphery of the rotating nozzle shaft 637f via the spacer 945, and the communication port communicating with the liquid on the outer periphery and the fluid chamber 953f is connected to the nozzle shaft. Provided at 637f to supply fluid. Since the air flow rate amplifier 6f which is the supercharging means 5f is the ejector 63f, the flow rate amplification ratio is smaller than that of the transvector type air flow rate amplifier (6t, 6r), but it is suitable for a supercharging device which requires a large supercharging pressure. . Also, the fluid outlet 955f provided in the rotary nozzle 82f can be provided in the fixed nozzle 81f. (Modification 2 of the third embodiment (corresponding to claim 3))

FIG. 9 is a cross-sectional view of a transvector type supercharging device that flows out two fluids of Modification 2 of the third embodiment and a configuration diagram of a fluid outflow mechanism that flows out two fluids (fluid A and fluid B). . FIG. 9 shows a groove 88g which is a groove-shaped cleaning means provided in a fixed nozzle lip 811g which is a nozzle lip of the nozzle cleaning mechanism 8g provided in an air flow amplifier 6g which is a supercharging means 5g in the supercharging device. The fluid outlet 955A of the fluid outlet 95A that is the fluid outlet for flowing out the fluid of the fluid outlet mechanism 9A, and the fluid outlet 95B that is the fluid outlet of the fluid outlet mechanism 9B on the downstream side. A sectional view of the supercharging means 5g of the supercharging device for an internal combustion engine according to claim 2, and two sets of fluid outflow mechanisms (9A, It is a block diagram of 9B). In the second modification of the third embodiment, except for the fluid outflow mechanism 9B on the downstream side, the shape and part of the configuration of each part differ, but the third embodiment (FIG. 7) outflows the liquid that is the supply fluid. ) And the basic structure are the same, the description of the action of the nozzle cleaning mechanism 8g and the fluid outflow mechanism 9A will be omitted. The difference from the third embodiment (FIG. 7) except for the shape is that the fluid sensor 934r of the fluid control unit 93r is deleted, and further, the both sides of the nozzle are cleaned to generate a rotational driving force. Is provided with a spiral groove 882g as a cleaning means. The fluid supply unit 91B and the fluid control unit 93B of the fluid outflow mechanism 9B on the downstream side have the same configuration and operation as those of the second embodiment (FIG. 6) that flows out the gas that is the supply fluid. *

The action of the fluid outflow mechanism (9A, 9B) is supplied from each fluid supply part (91A, 91B), the flow rate is controlled by the fluid control part (93A, 93B), and from the fluid passage (94A, 94B). Liquid A and gas B, which are fluids, are supplied to the fluid chambers (953A, 953B) and pass through the fluid outflow passages (954A, 954B). As a result, the gas B flows out of the fluid outlet (954A, 954B) and diffuses into the driving flow by the negative pressure and the internal pressure controlled by the pressure reducing valve 935B of the control unit 935B, and the intake flow is accelerated by the driving flow. Mix evenly. The fluid (A, B) has been described as a liquid and a gas, but may be a gas and a gas or a liquid and a liquid by changing the configuration of the fluid outflow mechanism (9A, 9B). The type of fluid may be a fuel such as gasoline, ethanol, LPG, hydrogen, a humidified coolant, or an additive depending on the purpose. (Fourth embodiment (corresponding to claim 4))

FIG. 10 is an explanatory diagram of a concept of a supercharging device including a compressor type and an EGR type driving flow mechanism according to the fourth embodiment. FIG. 10 shows an exhaust gas recirculation passage 32 for supplying EGR gas from the exhaust passage 31h as a driving flow to a driving flow passage 41h for supplying a driving flow to an air flow rate amplifier 6h as a supercharging means 5h in the supercharging device. Furthermore, the compressor 45h driven by the internal combustion engine, the compressed air passage 412 for supplying the compressed air from the compressor 45h to the driving flow passage 41h, the exhaust gas recirculation passage 32 and the compressed air passage 412 are provided. The control valve 421 and the control valve 422 which are driving flow control means for controlling the driving flow are provided, and the driving flow control means is controlled in accordance with the operating condition of the internal combustion engine 1h. This is the supercharging device 4h of any one of the internal combustion engines 1h. The intake air supplied from the air cleaner 21h to the supercharging means 5h through the intake inflow passage 22h is supercharged by the air flow amplifier 6h by the drive flow supplied from the drive flow passage 41h, and is supplied to the internal combustion engine 1h from the intake outflow passage 23h. Supplied. A supercharging sensor 46 is provided in the intake / outflow passage 23h, an exhaust sensor 34 is provided in the exhaust passage 31h, and a driving flow sensor 43 is provided in the driving flow passage 41h. The measurement results of the sensors according to the respective purposes such as pressure, temperature, and flow velocity. Is input to the ECU. The operation of the compressor 45h corresponding to the capacity obtained by dividing the intake air amount in the boost pressure state of the internal combustion engine 1h by the flow rate amplification ratio of the air flow rate amplifier 6h is performed by transmitting the rotational force of the internal combustion engine 1h by the clutch 455. *

The operation of the supercharging device 4h is to supply the EGR gas from the exhaust gas recirculation passage 32 with a small power loss by turning on the control valve 421 by the output of the ECU for the driving flow supplied to the air flow rate amplifier 6h as the supercharging means 5h. Then perform supercharging operation. When the EGR gas at the time of start-up or low-speed rotation is insufficient as a driving flow, or when it is difficult to supercharge with the EGR gas due to overheating of the exhaust gas of the internal combustion engine 1h, the clutch 455 is turned on by the output of the ECU and compressed. The machine 45h is operated, the control valve 421 is turned off, and the control valve 422 is turned on to perform the supercharging operation using the compressed air of the compressor 45h. It is also possible to control the compressed air of the compressor 45h using a continuously variable transmission instead of the clutch 455. Further, the clutch 455 can be omitted, and the compressor or the pneumatic circuit can be switched to perform an unload (no load) operation. In this way, by switching the driving flow of the supercharging means 5h to the EGR gas and the compressed air of the compressor 45h depending on the operating state of the internal combustion engine, the power loss is small, and supercharging is performed over the entire operating region of the internal combustion engine 1h. A supercharger 4h having good responsiveness can be formed by a simple supercharging means 5h, a small capacity compressor 45h, an exhaust gas recirculation passage 32, a driving flow control means, and the like. (Modification 1 of the fourth embodiment (corresponding to claim 4))

FIG. 11 is a configuration diagram of a supercharging device that discharges two fluids according to Modification 1 of the fourth embodiment. FIG. 11 is similar to the supercharging device 4h (FIG. 10), includes a compressor type and EGR type driving flow mechanism, and further includes a fluid outflow mechanism 9M for flowing out a fluid M (humidified coolant), and a fluid F This is a supercharging device 4e that flows out two fluids and includes a fluid outflow mechanism 9F that flows out (fuel). The compressed air passage 412e is provided with a control valve 422e, a surge tank 48 having a drive flow sensor 432, a drive flow check valve 442, a cooler 492, and a compressor 45e from the downstream, and the exhaust gas recirculation passage 32e. From downstream, a drive flow check valve 441, a control valve 421e, a drive flow sensor 431, a cooler 491, and a filter 495 are provided. A drain circuit of the filter 495 provided for removing foreign substances in the exhaust is communicated with the exhaust passage 31e. In order to supply the intake air from the air cleaner 21e to the compressor 45e through the intake sub-passage 28 and prevent the discharge pressure from rising excessively, a relief valve 47 communicating with the discharge side and the suction side of the compressor 45e is provided. As shown in FIG. 11, the exhaust gas recirculation passage 32e for taking in the dynamic pressure faces the opening upstream, and the drain circuit for discharging the drainage by static pressure is connected to the exhaust passage 31e in parallel with the flow. To do. A driving flow sensor 432 is provided in the compressed air passage 412e, a driving flow sensor 431 is provided in the exhaust recirculation passage 32e, an intake sensor 24 is provided in the intake inflow passage 22e, a supercharge sensor 46e is provided in the intake outflow passage 23e, and an exhaust sensor 34e is provided in the exhaust passage 31e. A drive flow sensor 43e is provided in the path 41e, and the measurement results of the sensors according to the respective purposes, such as pressure, temperature, and flow velocity, are input to the ECU.

Similar to the supercharging device 4h (FIG. 10), the operation of the supercharging device 4e is as follows: the control valve 421e is turned on by the output of the ECU as a driving flow to be supplied to the air flow rate amplifier 6e as the supercharging means 5e, and the exhaust gas is exhausted. EGR gas from the recirculation passage 32e is supplied to perform a supercharging operation with a small power loss. If the EGR gas at the time of start-up or low-speed rotation is insufficient as the driving flow, or if it is difficult to supercharge with the EGR gas due to overheating of the exhaust gas of the internal combustion engine 1e, restrictions on the EGR recirculation amount, etc. The compressor 45e is operated with the 455e turned on, the pressure increase of the drive flow sensor 432 is confirmed, the control valve 422e is turned on, the control valve 421e is turned off, and the compressor 45e is supercharged with compressed air. Further, the control valve 422e for controlling the flow rate of the compressor type driving flow and the control valve 421e for controlling the flow rate of the EGR type driving flow are adjusted and controlled by the output of the ECU, and both driving flows are used simultaneously. Loss is small and the set capacity of the compressor 455e can be reduced. When using both drive flows, the drive flow check valve (442, 441) prevents the drive flow from flowing backward to a lower pressure. In addition, the coolers (492, 491) provided in the compressed air passage 412e and the exhaust gas recirculation passage 32e for air cooling each drive flow stop cooling during cold times and startup, etc. To prevent. Further, the flow rate of the fluid M and the fluid F supplied from the respective fluid supply units (91M, 91F) is controlled by the fluid control unit (93M, 93F) by the two fluid outflow mechanisms (9M, 9F). The fluid passage (94M, 94F) is sent to a fluid chamber (not shown), and passes through the fluid passage by the negative pressure caused by the driving flow, and then flows out of the fluid outlet and collides with the driving flow having a high flow velocity. Then, the driving flow accelerates the intake air, and at the same time, the second diffusion to the intake air is performed to form a homogeneous premixed gas. Therefore, by providing the fluid outflow mechanism (9M, 9F), it is possible to improve the filling efficiency by overhumidity cooling of the driving flow, improve the exhaust property by lowering the combustion temperature, and promote the nozzle cleaning, and more homogeneous. Since premixing is possible, the internal combustion engine 1e can efficiently perform stratified combustion and homogeneous combustion, and a lean burn engine by stratified combustion combined with the in-cylinder fuel injection device 14e, and by supplying different types of fuel by a fluid outflow mechanism, bi-fuel can be obtained. It can also be an engine. *

FIG. 12 is a control flowchart of the supercharging device 4e that flows out the two fluids in FIG. The control flow chart of FIG. 12 includes the compressor type and EGR type driving flow mechanisms, and the fluid outflow mechanisms (9M, 9F) for flowing out two fluids, fluid M (humidified coolant) and fluid F (fuel). 12 is a control flowchart of the supercharging device 4e (FIG. 11) provided with. The supercharging device 4e supercharges the internal combustion engine 1e provided with the in-cylinder fuel injection device 14e, and further performs fluid outflow to the driving flow and intake air, thereby cooling the driving flow with excessive humidity and premixing. By stratified combustion by fuel supply by in-cylinder fuel injection, the internal combustion engine 1e, which is a spark ignition internal combustion engine, is a lean burn engine. The control of the supercharging device 4e will be described with reference to the flowchart shown in FIG. It should be noted that each determination in the flowchart is made based on all input information of the internal combustion engine 1e, the supercharger 4e, and the like input to the ECU (not shown). Further, the control of the supercharging device 4e described below is repeatedly executed from when the ECU (not shown) is started until it is stopped, and this processing routine and each subroutine are processed in parallel. *

First, the ECU determines whether the operation command of the supercharging device 4e is ON (step S010). Here, when it is determined that the operation command is not ON, the supercharging device stop control (step S100) is performed, and this processing routine is temporarily ended. Specifically, the stop control of the oversupply 4e is performed by stopping the supply of fluid by the fluid control unit (93M, 93F), closing the EGR type control valve 421e, 0FF of the clutch 455e, and performing a surge by the drive flow sensor 432. After confirming a decrease in the residual pressure in the tank 48, the compressor type control valve 422e is closed to prevent the fluid from remaining in the intake passage and outflow of the exhaust to the outside of the engine to stop the supercharging device 4e. On the other hand, if it is determined that the operation command is ON, the ECU determines whether supercharging is necessary depending on the operation status (step S020). Here, if it is determined that supercharging is not necessary, this processing routine is temporarily terminated. On the other hand, if it is determined that supercharging is necessary, the ECU determines whether EGR is possible (step S030). Here, if it is determined that EGR is possible, the ECU executes an EGR control corresponding operation (step S040) to determine whether the driving flow is insufficient (step S050). Specifically, the EGR control correspondence calculation is performed in order to supply the driving flow necessary for supercharging, and the opening degree of the EGR control valve 421e corresponding to the operation state of the internal combustion engine 1e, and the EGR at that opening degree. Calculate the reflux rate. *

Whether the driving flow is insufficient is determined as insufficient driving flow when the calculation result indicates that the opening degree exceeds 100% or the EGR recirculation rate exceeds the control value. On the other hand, if it is determined that EGR is not possible, a compressor control corresponding operation (step S060) is executed to determine whether or not fluid outflow is necessary (step S070). Specifically, the compressor control correspondence calculation is performed when the shortage of the EGR drive flow is supplemented or when the supercharge is performed only by the drive flow of the compressor 45e, the compressor method corresponding to the operation state of the internal combustion engine 1e. The opening degree of the control valve 422e is calculated. In addition, whether the fluid outflow is necessary corresponds to whether the driving flow or humidification / cooling of the intake air is necessary, or whether premixing of the fluid F (fuel) is necessary corresponds to the operation state of the internal combustion engine 1e. To judge. Further, when it is determined that the driving flow is insufficient, the control corresponding operation of the compressor (step S060) is performed. On the other hand, when determining that the driving flow is not insufficient, the ECU determines whether or not the fluid outflow is necessary (step S070). Here, if it is determined that fluid outflow is necessary, the fluid outflow control correspondence calculation (step S080) is executed, the operation control of the supercharging device (step S090) is executed, and this processing routine is temporarily ended. To do. Specifically, the calculation corresponding to the control of the fluid outflow is the calculation of the target outflow amount according to the purpose according to the state of the intake air, the driving flow, the supercharging pressure, the internal combustion engine 1e, etc. The opening degree of the control valve of the fluid control unit for flowing out the target outflow amount is calculated. The processing routine of the fluid outflow control correspondence calculation (step S080) will be described separately in a subroutine flowchart (FIG. 13) described later. Next, the operation control of the supercharger is performed by operating each actuator or the like by the output of the ECU according to the calculation result of each calculation (steps 040, 060, 080), the fluid supply unit (91M, 91F), and the fluid control. Part (93M, 93F), each control valve (421e, 422e), and clutch 455e are controlled. On the other hand, if it is determined that fluid outflow is not necessary, the ECU executes the operation control of the supercharging device (step S090), and ends the present processing routine. *

According to the control flowchart of the supercharger 4e, when the operation command is ON, the compressor type and EGR type drive flow mechanisms are optimally operated, and the fluid outflow mechanism (9M, 9F) causes the fluid outflow according to the operation status. If the ECU is activated and the operation command is not ON, stop control of the supercharging device 4e corresponding to engine stop or restart is performed. Therefore, as the optimum operation of the drive flow mechanism, supercharging is performed with priority given to the EGR drive flow, and the compressor drive flow is used in a complementary manner, so that power loss is small and the entire operation region can be handled. Supercharged operation is possible. Further, by the fluid outflow by the fluid outflow mechanism (9M, 9F), the humidification and cooling of the driving flow and the intake air and the supply of the pre-mixed gas having an arbitrary air-fuel ratio corresponding to the operation state of the internal combustion engine 1e can be performed. Next, a subroutine flowchart (FIG. 13) of the fluid outflow control correspondence calculation (step S080) of this processing routine will be described. *

FIG. 13 is a subroutine flowchart of the fluid outflow control corresponding calculation (step S080) of the control flowchart of FIG. The supercharger 4e (FIG. 11) includes a compressor-type and EGR-type drive flow mechanism, and a fluid outflow mechanism (9M, 9) that discharges two fluids, a fluid M (humidified coolant) and a fluid F (fuel). 9F) is a supercharging device for the internal combustion engine 1e. Therefore, by supercharging the internal combustion engine 1e equipped with the in-cylinder fuel injection device 14e and further performing fluid outflow to the drive flow and intake air, the humidified coolant such as the drive flow is discharged and the fuel is discharged. The engine can be a lean burn engine by stratified combustion through premixing and in-cylinder fuel injection, or a premixed combustion engine. It should be noted that the fluid outflow control corresponding subroutine described below is repeatedly executed by executing the control flowchart (FIG. 12). *

First, the ECU determines whether the combustion method of the internal combustion engine 1e is stratified combustion (step S081). Specifically, a simulation of each combustion method is executed based on input information such as the rotational speed, torque, exhaust temperature, throttle position sensor, etc. of the internal combustion engine 1e, and an optimal combustion method corresponding to the operating situation is selected, or A combustion method map based on combustion method selection factors (torque, rotation speed, etc.) is created in advance, and the combustion method is determined according to the map. During low-speed rotation, low load, etc., stratified combustion by fuel injection of the in-cylinder fuel injection device 14e, high-speed rotation, high load, etc., premixed combustion that burns the whole quickly (homogeneous combustion); It is possible to select stratified combustion which is a lean region by mixing and fuel injection by the in-cylinder fuel injection device 14e. Here, if the ECU determines that it is not stratified combustion, it determines whether it is premixed combustion (step S082). On the other hand, if it is determined that stratified combustion is being performed, the ECU calculates the fluid outflow amount (9F) (step S083) and determines whether humidification cooling by the fluid outflow (9M) is necessary (step S083). Step 084). Specifically, the fluid outflow amount (9F) is calculated by calculating the outflow amount of the fluid F (fuel) by Bernoulli's theorem generated from the flow velocity of the driving flow and the control of the fluid control unit 93F, or The flow rate is measured by a flow rate sensor provided in the fluid control unit, and the outflow rate (weight ratio, etc.) of the fluid F to the intake air flowing out to the intake air outflow passage 23e is calculated. *

Here, when the ECU determines that the premixed combustion is not performed, it determines whether the humidification cooling is necessary (step S084). On the other hand, when it is determined that the premixed combustion is performed, the ECU executes the calculation of the fluid outflow amount (9F) (step S083) to determine whether humidification cooling due to the fluid outflow is necessary. ). Here, when the ECU determines that humidification / cooling due to fluid outflow is necessary, calculation of the fluid outflow control (9M) (step S085) is executed, and then the fluid is added to the engine control program of the internal combustion engine 1e. The outflow amount (9M, 9F) is fed back (step S086), and this processing subroutine is temporarily ended. Specifically, in the calculation of the fluid outflow control (9M), when the humidification cooling such as the driving flow due to the outflow of the fluid outflow amount (9F) is insufficient, the calculation of the fluid outflow amount (9M) necessary for the humidification cooling is performed. Next, by feeding back the fluid outflow amount (9M, 9F) to the engine control program of the internal combustion engine 1e (step S086), it is fed back to the fuel injection amount of the in-cylinder fuel injection device 14e, and stratified. Control the air-fuel ratio of combustion. On the other hand, if it is determined that humidification / cooling due to fluid outflow is not necessary, the ECU executes feedback (step S086) of the outflow amount (9M, 9F) and ends the present processing subroutine once.

Devices and auxiliary devices (sensors, filters, surge tanks, coolers, control valves, etc.) provided in the supercharging device shown in the first to fourth embodiments can be added and deleted depending on the operating conditions of the internal combustion engine. The first to fourth embodiments show an example of the present invention and do not limit the present invention, and can be changed and improved by those skilled in the art. Moreover, the supercharging device of the present invention can be provided in the supercharging device described in Document 2, for example, the nozzle cleaning mechanism, the fluid outflow mechanism, etc. of the present invention are provided in the supercharging device described in Document 2. Can do.

This supercharging device using an air flow rate amplifier as a supercharging means has improved the problem of nozzle clogging, which is a constricted portion of the flow path of the driving flow, due to the accumulation of deposits by EGR gas. It can be used as a supercharging device for an internal combustion engine of an automobile in which the output is improved by a turbo-type supercharger that directly pressurizes intake air.

1 Internal combustion engine 4 Supercharging device 5 Supercharging means 6 Air flow amplifier 8 Nozzle cleaning mechanism 9 Fluid outflow mechanism 12 Spark plug 14 In-cylinder fuel injection device 20 Intake 21 Air cleaner 22 Intake inflow passage 23 Intake outflow passage 24 Intake sensor 28 Intake sub Passage 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 (drive flow check valve) 45 compressor 46 supercharge Sensor 47 Relief valve 48 Surge tank 61 Transvector 63 Ejector 81 Fixed nozzle 82 Rotating nozzle 84 Bearing 85 Seal 87 Impeller 88 Groove (for fixed nozzle) 91 Fluid supply Section 93 Fluid control section 94 Fluid passage 95 Fluid outflow section 100 Fuel evaporating device 101 Fuel supply device 102 Heating device 103 Evaporating chamber 104 Intake passage 105 Connecting passage 108 Supercharging device 212 Air cleaner 222 Inlet inflow passage 412 Compressed air passage 421, 422 Control Valve 431, 432 Drive flow sensor 441, 442 Drive flow check valve 455 Clutch 491, 492 Cooler 495 Filter 610 Housing 611 Flange 614 Ring chamber 615 Nozzle 630 Housing 633 Nozzle casing 635 Nozzle 637 Nozzle shaft 638 Nut 639 Bushing Lip 821 Rotating nozzle lip 882 groove (Rotating nozzle ) 911 fluid tank 914 fuel pump 916 with a check valve fitting 931 fuel chamber 932 the fluid control valve 934 fluid sensor 935 pressure reducing valve 941 connecting ring 942 plate 943 bushing 944 seal 945 spacer 953 fluid chamber 954 the fluid outflow passage 955 fluid outlet

Claims

An internal combustion engine supercharging device comprising supercharging means for pressurizing intake air into a combustion chamber in the middle of an intake system duct inlet, an air cleaner, or an intake passage for supplying intake air to the combustion chamber of the internal combustion engine, The supercharging means includes an air flow amplifier, and a drive flow passage for supplying compressed air from a compressor driven by an internal combustion engine or EGR gas from an exhaust passage to the air flow amplifier as a drive flow of the air flow amplifier. And a rotatable rotary nozzle provided in the nozzle of the air flow amplifier, a rotary driving means interlocking with the rotary nozzle that generates a rotational force by a drive flow or an intake flow, and the rotary nozzle fixed An internal combustion engine having a supercharger with an air flow amplifier, characterized in that a nozzle cleaning mechanism provided with a groove-shaped cleaning means provided on the nozzle lip of one or both nozzles is provided. Charging device. *
In the supercharging device, an air flow amplifier as a supercharging means, a fluid outflow means for flowing out a fluid provided in or near the nozzle of the air flow amplifier, and a fluid supply for supplying fluid to the fluid outflow means 2. A fluid outflow mechanism comprising: a means, a fluid passage communicating with the fluid supply means and the fluid outflow means, and a fluid control means provided in the fluid passage. Supercharger for internal combustion engine. *
In the supercharging device, the fluid outlet of the fluid outflow means for flowing out the fluid of the fluid outflow mechanism to the groove-shaped cleaning means provided in the nozzle lip of the nozzle cleaning mechanism provided in the air flow amplifier serving as the supercharging means The supercharging device for an internal combustion engine according to claim 2, wherein *
In the supercharging device, an exhaust gas recirculation passage for supplying EGR gas from the exhaust passage as a driving flow to a driving flow passage for supplying a driving flow to an air flow amplifier serving as a supercharging means, and a compression driven by an internal combustion engine A compressor, a compressed air passage for supplying compressed air from the compressor to the drive flow passage, and an exhaust recirculation passage and drive flow control means for controlling the drive flow provided in the compressed air passage. The supercharging device for an internal combustion engine according to any one of claims 1 to 3, wherein the control means is controlled in accordance with an operating state of the internal combustion engine.