WO2019172238A1 - ターボ式過給機、ターボ式過給システム及びターボ式過給システムの過給方法 - Google Patents

ターボ式過給機、ターボ式過給システム及びターボ式過給システムの過給方法 Download PDF

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Publication number
WO2019172238A1
WO2019172238A1 PCT/JP2019/008596 JP2019008596W WO2019172238A1 WO 2019172238 A1 WO2019172238 A1 WO 2019172238A1 JP 2019008596 W JP2019008596 W JP 2019008596W WO 2019172238 A1 WO2019172238 A1 WO 2019172238A1
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WIPO (PCT)
Prior art keywords
port
compressor
air
pressure
pump
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Application number
PCT/JP2019/008596
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English (en)
French (fr)
Japanese (ja)
Inventor
直也 石川
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いすゞ自動車株式会社
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Priority to CN201980017086.XA priority Critical patent/CN111868365B/zh
Publication of WO2019172238A1 publication Critical patent/WO2019172238A1/ja

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present disclosure relates to a turbocharger, a turbocharger system, and a turbocharger method for a turbocharger system.
  • Two negative pressure take-out ports are provided in the compressor housing at different positions, and a negative pressure for a diesel engine that supplies negative pressure from one of the two negative pressure take-out ports to the negative pressure tank according to the operating state of the vehicle.
  • a pressure supply device has been proposed (see, for example, Patent Document 1).
  • two negative pressure take-out ports are located at a position upstream of the compressor wheel (compressor impeller) and a pressurized air passage formed by a compressor housing downstream of the compressor wheel. Are provided at each position where the pressurized air circulation area is minimized. That is, a negative pressure take-out port is provided at a position where intake air before and after supercharging passes.
  • the negative pressure take-out port is configured to take out the negative pressure generated before and after the compressor wheel and stably supply the negative pressure to the negative pressure tank. It is not used for pressure control.
  • An object of the present disclosure is to provide a turbocharger, a turbocharger system, and a turbocharging method for a turbocharger system that can control the pressure of intake air during supercharging and improve the flow rate characteristics of the compressor. There is to do.
  • a turbocharger includes a turbocharger having a compressor provided with a compressor impeller inside a compressor housing, wherein the turbocharger is provided between the compressor housing and the compressor impeller.
  • a first port which is a through hole is formed on the inner wall of the compressor housing facing the space to be formed.
  • a turbocharging system for achieving the above object is a turbocharging system including the above turbocharger, which supplies air or sucks air.
  • a pump that performs at least one of the above is connected to the first port.
  • a turbocharging method of a turbocharging system for achieving the above object includes a compressor having a compressor impeller inside a compressor housing, and the compressor housing and the compressor in a rotating state
  • a through hole is formed in an inner wall of the compressor housing facing a space formed between the compressor housing and the compressor impeller.
  • a pump that supplies at least one of supplying air and sucking air is connected to the first port, and the pressure of the intake air upstream of the compressor and the downstream of the compressor Output and rotation during driving of the pump based on the intake air pressure on the side It is a method and performing control for adjusting.
  • the pressure of the intake air during supercharging can be controlled, and the flow rate characteristic of the compressor can be improved.
  • FIG. 1 is a side view illustrating a turbocharger system including a turbocharger according to a first embodiment of the present disclosure.
  • FIG. 2 is a view illustrating the turbocharging system of FIG. 1 in an X sectional view.
  • FIG. 3 is a diagram illustrating a state in which the flow path for the first port is provided in the normal direction.
  • FIG. 4 is a diagram illustrating surge line transition.
  • FIG. 5 is a diagram illustrating a control flow in the supercharging method of the turbocharging system according to the first embodiment of the present disclosure.
  • FIG. 6 is a side view illustrating a turbocharger system including a turbocharger according to the second embodiment of the present disclosure.
  • FIG. 1 is a side view illustrating a turbocharger system including a turbocharger according to a first embodiment of the present disclosure.
  • FIG. 2 is a view illustrating the turbocharging system of FIG. 1 in an X sectional view.
  • FIG. 3 is a diagram illustrating a state
  • FIG. 7 is a side view illustrating a turbocharger system including a turbocharger according to the third embodiment of the present disclosure.
  • FIG. 8 is a side view illustrating a state in which the pressure accumulation tanks of FIG. 7 are unified.
  • FIG. 9 is a side view illustrating a turbocharger system including a turbocharger according to the fourth embodiment of the present disclosure.
  • FIG. 10 is a diagram illustrating the turbocharged system of FIG. 9 in X sectional view, and is a diagram illustrating a swirling flow of intake air from a port.
  • FIG. 11 is a side view illustrating a modification of the turbocharger system including the turbocharger according to the fourth embodiment of the present disclosure.
  • FIG. 12 is a front view illustrating another modified example of the turbocharger system including the turbocharger according to the fourth embodiment of the present disclosure.
  • turbocharger 1 a turbocharger system 2, and a turbocharger supercharging method according to an embodiment of the present disclosure will be described with reference to the drawings.
  • the compressor of the turbocharger 1 is shown, and the turbine is omitted.
  • a turbocharger 1 provided in a turbocharger system 2 includes a compressor housing 3, a shaft 4, a compressor impeller 5, and an intake air.
  • a port 6 and a compressed air port 7 are provided.
  • the compressor housing 3 is a member (housing) that constitutes the outer shape of the compressor and includes various members 4 to 7 therein.
  • the shaft 4 is a member that connects the turbine and the compressor and transmits the rotational power of the turbine by the energy of the exhaust gas of the engine (internal combustion engine) to the compressor side.
  • the compressor impeller 5 is a member that is composed of a plurality of blade-shaped blades having the shaft 4 as a rotation axis and is attached to the outer periphery of the shaft 4.
  • the intake air (fresh air + EGR (Exhaust Gas Recirculation) gas) A flowing into the compressor housing 3 from the intake port 6 is a space between the rotating blades or between the inner wall 3a of the compressor housing 3 and the compressor impeller 5. Compressed when passing through S.
  • the intake port 6 is a passage for intake A from the outside of the compressor housing 3 to the inside thereof.
  • the compressed air port 7 is a passage passage for intake air (compressed intake air) A which is surrounded by only the inner wall 3 b of the compressor housing 3 and is compressed after passing through the compressor impeller 5 in a rotating state.
  • the turbocharger 1 includes an inner wall of the compressor housing 3 that faces a space S formed between the compressor housing 3 and the compressor impeller 5 as illustrated in FIGS. 1 and 2.
  • a first port 8 that is a through hole is formed in 3a (the thick line portion in FIG. 1).
  • the inner wall 3 a is an inner wall of the compressor housing 3 in a region facing the compressor impeller 5 in the radial direction of the compressor impeller 5.
  • the first port 8 is connected to the first valve 10, the pressure accumulating tank 11, the pump 12 and the second valve 13 through the flow path 9 to constitute the turbocharged system 2 of the present embodiment.
  • the first valve 10 is an open / close valve disposed in the flow path 9 upstream of the pressure accumulation tank 11.
  • the second valve 13 is an open / close valve disposed in the flow path 9 on the downstream side of the pump 12.
  • the opening degree of these valves 10 and 13 is set according to the drive output of the pump 12.
  • the pressure accumulation tank 11 is a tank for accumulating a part of the intake air A to the compressor.
  • the pump 12 is a pump that is disposed in the flow path 9 on the downstream side of the pressure accumulation tank 11 and performs at least one (here, both) of supplying air or sucking air. As shown in FIG. 1, when the devices 10 to 13 are arranged in order from the first port 8 side, the transient responsiveness of the turbocharged supercharging system 2 is higher than when the devices 10 to 13 are arranged in the other order. Get better.
  • the inner wall 3b of the compressor housing refers to the entire inner wall on the downstream side of the inner wall 3a.
  • the flow path 9 follows the flow direction of the intake air A (the rotation direction N of the compressor impeller 5) in the space S so that the intake air A easily flows out of the space S. It extends in the direction.
  • the flow path 9 is formed so as to extend in a direction along the normal direction of the compressor impeller 5 so that the intake air A flows into and out of the space S in a well-balanced manner. May be.
  • the first port 8 is located near the intake port 6 in the inner wall 3a with respect to the passage direction of the intake air A (the direction from the intake port 6 toward the compressor impeller 5). That is, it is preferable that the pressure of the intake air A is provided at a relatively low position. Even if the intake air A before compression is already at a low flow rate and high pressure to the extent that surging may occur, the pressure of the intake air A can be quickly increased (the pressure ratio is reduced) via the first port 8. Because it becomes.
  • the first port 8 is located far from the intake port 6 in the inner wall 3a in the passage direction of the intake air A, that is, the pressure of the intake air A is relatively low. It is preferable to provide it at a high position. In order to prevent backflow, it is better to block the flow path 9 with a solenoid valve (first valve 10 in FIG. 1).
  • the turbocharging system 2 of the present embodiment includes an accelerator opening sensor (accelerator opening acquisition device) 15, an engine speed sensor (rotation speed acquisition device) 16, and a fuel injection amount sensor (injection amount acquisition device). 17, a front-stage intake pressure sensor (front-stage pressure acquisition device) 18, and a supercharging pressure sensor (rear-stage pressure acquisition device) 19.
  • the accelerator opening sensor 15 is a device that acquires the accelerator opening (the amount of depression of the accelerator pedal by the driver) of a vehicle having an engine equipped with the turbo-type supercharging system 2.
  • the engine speed sensor 16 is a device that acquires the speed of the engine body.
  • the fuel injection amount sensor 17 is a device that acquires the fuel injection amount into the cylinder of the engine.
  • the front intake pressure sensor 18 is a device that acquires the pressure Pf of the intake air A before passing through the compressor.
  • the supercharging pressure sensor 19 is a device that acquires the pressure Pa of the intake air A after passing through the compressor.
  • the acquired value of the supercharging pressure sensor 19 is also the boost pressure value of the turbo supercharging system 2.
  • the turbo-charging system 2 includes a control device 20.
  • the control device 20 includes a CPU (Central Processing Unit) that performs various types of information processing, an internal storage device that can read and write programs and information processing results used to perform the various types of information processing, and hardware that includes various interfaces. It is.
  • the control device 20 is electrically connected to various sensors 15 to 19 and various devices such as the pump 12 via signal lines.
  • the control device 20 is configured to perform control to start driving the pump 12 based on the change amount ⁇ AO of the acquired value AO of the accelerator opening sensor 15. For example, when the absolute value
  • the set opening degree ⁇ AO1 is an opening degree set in advance by experiments or the like.
  • the first valve 10 is shifted from the closed state to the open state.
  • the internal pressure of the pressure accumulating tank 11 is maintained at a preset pressure (set pressure).
  • set pressure a preset pressure
  • the second valve 13 is changed from the closed state to the open state.
  • the internal pressure of the pressure accumulating tank 11 is maintained at the set pressure by the re-operation of the pump 12.
  • the second valve 13 shifts from the open state to the closed state again.
  • control device 20 starts driving the pump 12 based on the acquired value N of the engine speed sensor 16 and the acquired value Q of the fuel injection amount sensor 17. Configure to perform control.
  • the pump 12 is started to be driven on the assumption that the pressure adjustment of the intake air A inside the compressor housing 3 is necessary.
  • supercharging by the compressor can be performed even in an engine operation region where surging occurs and the compressor cannot be used.
  • former stage intake pressure sensor 18 and the acquired value of the supercharging pressure sensor 19 are the same as the method mentioned above. Adjust based on Pa.
  • a ratio Rp (air pressure ratio Pa / Pf) of the acquired value Pa of the supercharging pressure sensor 19 with respect to the acquired value Pf of the upstream intake pressure sensor 18 is calculated by the control device 20, and based on this air pressure ratio Rp, The output and rotation direction during driving of the pump 12 may be adjusted.
  • the pump 12 being driven corresponds to the change amount ⁇ AO of the acquired value AO of the accelerator opening sensor 15, the elapsed time t from the start of driving of the pump 12, or the acquired value Pa of the supercharging pressure sensor 19.
  • the drive is stopped.
  • of the change amount ⁇ AO of the acquired value AO of the accelerator opening sensor 15 is equal to or less than a preset second set opening ⁇ AO2, or the elapsed time t is equal to or greater than a preset set time t1.
  • the pump 12 is stopped (terminated) when either of the conditions is satisfied, that is, whether the acquired value Pa of the supercharging pressure sensor 19 is equal to or higher than a preset pressure Pa1.
  • the second set opening degree ⁇ AO2, the set time t1, and the set pressure Pa1 are set in advance through experiments or the like.
  • the first valve 10 is shifted from the open state to the closed state.
  • the vertical axis is the air pressure ratio, which is the ratio of the intake pressure before and after passing through the compressor
  • the horizontal axis is the flow rate (air flow rate) of the intake air A before passing through the compressor. Shows the map. This map is created in advance and stored in the control device 20. When the plot point on this map according to the actual air pressure ratio and air flow rate is above the surging threshold line SL1 (low flow rate and high pressure), which is a boundary line for occurrence of surging of the compressor set in advance. The surging may occur.
  • SL1 low flow rate and high pressure
  • the surging threshold line SL1 is controlled by adjusting the pressure of the intake air A flowing into the space S between the compressor housing 3 and the compressor impeller 5 (pressure increase / decrease) by controlling the pump 12.
  • a transition is made to the surging threshold line SL2 above SL1. Due to this transition, the area where surging may occur is reduced by the area between the line SL1 and the line SL2.
  • a pre-surging threshold line SL3 is set in advance below the surging threshold line SL1. Then, when the control device 20 makes the plot point of the actual air pressure ratio and the air flow rate exceed the pre-surging threshold line SL3 toward the surging threshold line SL1 with respect to this map (the surging threshold line SL1 and the pre-surging threshold line) Control may be performed so that the pump 12 starts to be driven and air is supplied from the pump 12 side to the first port 8 (when reaching the area partitioned between the SL3). More specifically, at the time when this time is exceeded, the driving of the pump 12 is started and the first valve 10 is shifted from the closed state to the open state.
  • the second valve 13 is shifted from the closed state to the open state, By re-operation of the pump 12, the internal pressure of the pressure accumulating tank 11 is maintained at the set pressure. After adjusting the internal pressure of the pressure accumulating tank 11, the second valve 13 shifts from the open state to the closed state again. At this time, the control device 20 shifts the second valve 13 from the closed state to the open state immediately before the time when the pressure exceeding the above-described pressureraging threshold line SL3, and the internal pressure of the pressure accumulating tank 11 is set to the second preset value. It is preferable to adjust to the set pressure.
  • the second set pressure is set to a value lower than the set pressure when the acquired values of the accelerator opening sensor 15, the engine speed sensor 16, and the fuel injection amount sensor 17 are used, the second set pressure is set from the pump 12 side. This is preferable because the energy consumption of the pump 12 can be reduced without supplying excessive intake air to the 1 port 8.
  • the pump 12 being driven has a change amount ⁇ AO of the acquired value AO of the accelerator opening sensor 15, an elapsed time t from the start of driving of the pump 12, or the supercharging pressure sensor 19. The drive is stopped according to the acquired value Pa.
  • an air tank used for a foot brake or the like may be substituted.
  • control flow shown in FIG. 5 is a control flow that is periodically performed during engine operation.
  • step S10 When the control flow shown in FIG. 5 is started, it is determined in step S10 whether or not the conditions for starting driving the pump 12 are satisfied. Since this determination method is the same as the method described above, description thereof is omitted here.
  • the process proceeds to return, and this control flow is terminated.
  • the process proceeds to step S20, and the driving of the pump 12 is started in step S20. Simultaneously with the start of driving of the pump 12, the first valve 10 is shifted from the closed state to the open state.
  • the internal pressure of the pressure accumulating tank 11 is maintained at a preset pressure (set pressure).
  • Step S30 when a difference occurs between the actual internal pressure and the set pressure, the second valve 13 is changed from the closed state to the open state. Then, the internal pressure of the pressure accumulating tank 11 is maintained at the set pressure by the re-operation of the pump 12. After adjusting the internal pressure of the pressure accumulating tank 11, the second valve 13 shifts from the open state to the closed state again. After performing Step S20, the process proceeds to Step S30.
  • step S30 it is determined whether or not the conditions for stopping the driving of the pump 12 (driving end) are satisfied. Since this determination method is the same as the method described above, description thereof is omitted here. If the condition for stopping the driving of the pump 12 is not satisfied (NO), the determination in step S30 is performed again after a preset standby time has elapsed. On the other hand, when the condition for ending driving of the pump 12 is satisfied (YES), the process proceeds to step S40, and the driving of the pump 12 is stopped in step S40. At the same time as the pump 12 is stopped, the first valve 10 is shifted from the open state to the closed state. After executing the control in step S40, the process proceeds to return, and this control flow ends.
  • the inner wall 3a of the compressor housing 3 facing the space S formed between the compressor housing 3 and the compressor impeller 5 has a through hole.
  • a first port 8 is formed.
  • first ports 8 are provided on the inner wall 3a, it is possible to further increase the pressure reducing range for the supercharged intake air A. Moreover, in order to switch the direction of the required air flow, a plurality of first ports 8 may be provided on the upstream side and the downstream side of the inner wall 3a, respectively. Further, an on-off valve 10 is provided on the pipe connected to the first port 8 so that the first port 8 can be used properly and not used.
  • the pump 12 that performs at least one of supplying air and sucking air is connected to the first port 8.
  • the pump 12 that performs at least one of supplying air and sucking air is connected to the first port 8.
  • the air can be sent from the first port 8 side to the space S and the rotation speed of the compressor can be increased, so the pressure of the intake air A during supercharging is increased. It is possible to control the turbo lag at the time of acceleration of the vehicle equipped with the engine, and to improve the supercharging characteristic at the time of transition.
  • the pump 12 is started to be driven based on the change amount ⁇ AO of the acquired value of the accelerator opening sensor 15. As a result, when the vehicle suddenly accelerates or suddenly decelerates, the pump 12 starts to increase or decrease the pressure of the intake air A, so that the pressure of the intake air A is reduced to a pressure corresponding to the traveling state of the vehicle. It can be adjusted quickly.
  • the pump 12 starts to be driven based on the acquired value N of the engine speed sensor 16 and the acquired value Q of the fuel injection amount sensor 17.
  • the pump 12 starts to increase / decrease the intake air A. The possibility of doing so can be reduced.
  • the pump 12 is being driven based on the acquired value of the upstream intake pressure sensor 18 and the acquired value of the supercharging pressure sensor 19. Adjust the output and rotation direction. Thereby, the pressure of the intake air A during supercharging can be adjusted accurately and quickly in a direction to suppress the occurrence of turbo lag and surging.
  • a second port 14 which is a through hole formed penetrating toward the inside is provided on the inner wall of the compressor housing 3 upstream of the compressor impeller 5 (inner wall between the intake port 6 and the compressor impeller 5).
  • a reflux path 9 that communicates the second port 14 and the first port 8 is provided, and a pump 12 that moves air to the reflux path 9 located outside the compressor housing 3 is further provided. That is, the pump 12 is provided outside the compressor housing 3.
  • the space in the compressor housing 3 and the second port 14 in the return path 9 are cylindrical spaces, only one pump 12 is provided in the return path 9.
  • the second embodiment is different from the first embodiment in that the pressure storage tank 11 is not provided and the second embodiment is configured as described above.
  • the turbocharger 1 of the third embodiment of the present disclosure as illustrated in FIG. 7, the first port 8, the flow path 9, the first valve 10, the pressure accumulation tank 11, the pump 12, and the first of the first embodiment.
  • the difference from the first embodiment is that two sets of two valves 13 are provided. As shown in FIG. 7, this set is preferably provided as far away as possible.
  • a part of the intake air A flows out to the first port 8 side as A1 using the set arranged on the upper side, and the intake air A2 accumulated in the pressure accumulation tank 11 using the set arranged on the lower side.
  • the present invention is not limited to this configuration.
  • the intake A2 may be caused to flow into the compressor impeller 5 side using a set disposed on the upper side, and the intake A1 may be caused to flow out toward the first port 8 using a set disposed on the lower side. Moreover, you may make it perform the outflow of intake A1, and the inflow of intake A2 using an upper and lower set.
  • the pressure of the intake air A during supercharging can be adjusted by two sets, so that the control accuracy of this pressure can be further improved.
  • the pressure accumulation tank 11 is good also as a structure unified (shared) as the pressure accumulation tank 11 for upper and lower sets.
  • two sets of the first port 8 and the flow path 9 are set with respect to the flow direction of the intake air A from the intake port 6 to the compressor impeller 5. Are provided apart from each other.
  • the first port 8 and the flow path 9 on the side close to the intake port 6 are formed on the lower side, and the first port 8 and the flow path 9 on the side far from the intake port 6 are formed on the upper side.
  • the first port 8 on the side close to and far from the intake port 6 has an inner wall 3a on the upstream side of the center of the inner wall 3a and an inner wall 3a on the downstream side with respect to the flow direction of the intake air A (the axial direction of the shaft 4). It is good to provide.
  • the first port 8 and the flow path 9 (lower side in FIG. 10) on the side close to the intake port 6 are connected to the diameter of the compressor impeller 5 in the X sectional view of FIG. 9 showing the swirling flow SF.
  • the first port 8 and the flow path 9 (upper side in FIG. 10) on the inner side in the direction and far from the intake port 6 are formed on the outer side in the radial direction of the compressor impeller 5.
  • the radially inner side of the compressor impeller 5 is, for example, a region facing the front surface 5 a of the compressor impeller 5 in the X cross-sectional view of FIG. 9, and the radially outer side of the compressor impeller 5 refers to the compressor impeller 5. This is a region facing the side surface 5b.
  • the two first ports 8 are preferably provided in the vicinity of the impeller inlet portion where compressor surging is likely to occur.
  • a pressure accumulation tank 11 and a pump 12 are connected to the two sets of the first port 8 and the flow path 9, respectively.
  • the pressure accumulation tank 11 may be shared by two sets.
  • the pump 12 corresponding to the first port 8 on the side close to the intake port 6 causes the intake (air) A2 to flow (supply) into the space S via the pressure accumulation tank 11 in accordance with a control signal from the control device 20.
  • the pump 12 corresponding to the first port 8 on the side farther from the intake port 6 causes the intake (air) A2 to flow out (suction) from the space S in accordance with a control signal from the control device 20. It is preferable to control the supply and suction of the intake air A2 when the engine is in transition (when the turbocharging system 2 is supercharged).
  • the intake air A2 flowing in from the first port 8 and the flow path 9 on the side close to the intake port 6 (the lower side in FIGS. 9 and 10) by the power of the pump 12 corresponding thereto is It flows backward while turning in the rotational direction of the impeller 5. Then, the flowing intake air A2 flows out from the first port 8 and the flow passage 9 on the side far from the intake port 6 to the corresponding pump 12 side by the power of the pump 12 corresponding thereto.
  • the intake A flowing into the compressor impeller 5 from the intake port 6 is sufficiently mixed with the intake air A2 flowing into the compressor impeller 5 from the first port 8 side to improve the supercharging efficiency. Therefore, the time lag at the time of supercharging of the turbo supercharging system 2 can be improved.
  • the first port 8 on the side close to the intake port 6 is opposed to the inner wall 3a upstream from the center of the inner wall 3a and the front surface 5a of the compressor impeller 5 in front view of the compressor impeller 5. If it is provided in the region, it is preferable because it is easy to generate the swirling flow of the intake air A2 around the shaft 4. Further, if the first port 8 far from the intake port 6 is provided on the inner wall 3a downstream from the center of the inner wall 3a and in a region facing the side surface 5b of the compressor impeller 5 in a front view of the compressor impeller 5, It is preferable because the swirling intake air A2 can easily flow out from the first port 8 on the side farther from the port 6 to the corresponding pump 12 side.
  • only one pump 12 connected to both of the two first ports 8 may be provided as shown in FIG. .
  • the control device 20 controls the pump 12 so that the intake air A2 flows from the first port 8 on the side close to the intake port 6 toward the first port 8 on the side far from the intake port 6.
  • three or more (four in FIG. 12) sets of the first port 8, the flow path 9, the pressure accumulating tank 11 and the pump 12 may be provided.
  • the pressure of the intake air A during supercharging can be controlled more precisely.
  • For each set whether to set only the outflow of the intake air A1, only the inflow of the intake air A2, or both the outflow of the intake air A1 and the inflow of the intake air A2 can be arbitrarily set according to an experiment or the like. It is. However, it is preferable that only the intake air A2 flows in from the port 8 facing the rotation direction rear surface of each blade of the compressor impeller 5 and only the intake air A1 flows out from the port 8 facing the rotation surface front surface of each blade.
  • the engine In an area where there is a possibility that a surge of the compressor may occur in the normal operation state, the amount of air in the compressor can be increased, and the compressor surge can be avoided more reliably.
  • turbocharger the turbocharger system, and the turbocharger system according to the present disclosure described above may be configured as follows.
  • the turbocharger described above is configured by forming a plurality of the first ports on the inner wall of the compressor housing facing the space.
  • a turbocharger system configured by connecting a pump corresponding to each of the plurality of first ports in the turbocharger according to [1] above.
  • the present invention has the effect that the pressure of intake air during supercharging can be controlled and the flow rate characteristics of the compressor can be improved, and the turbocharger, the turbocharger system, and the turbocharger system can be improved. It is useful for the supply method.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
PCT/JP2019/008596 2018-03-05 2019-03-05 ターボ式過給機、ターボ式過給システム及びターボ式過給システムの過給方法 WO2019172238A1 (ja)

Priority Applications (1)

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CN201980017086.XA CN111868365B (zh) 2018-03-05 2019-03-05 涡轮增压器、涡轮增压系统以及涡轮增压系统的增压方法

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