JPH0223692B2 - - Google Patents
Info
- Publication number
- JPH0223692B2 JPH0223692B2 JP55129831A JP12983180A JPH0223692B2 JP H0223692 B2 JPH0223692 B2 JP H0223692B2 JP 55129831 A JP55129831 A JP 55129831A JP 12983180 A JP12983180 A JP 12983180A JP H0223692 B2 JPH0223692 B2 JP H0223692B2
- Authority
- JP
- Japan
- Prior art keywords
- compressed air
- turbine
- air
- exhaust
- blowing
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Description
【発明の詳細な説明】
本発明は排気タービン過給機付内燃機関の加速
時特性を改良した圧縮空気吹込装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a compressed air blowing device that improves acceleration characteristics of an internal combustion engine with an exhaust turbine supercharger.
排気タービン過給機は機関の排気ガスでタービ
ンを駆動し、該タービン軸に連結されたコンプレ
ツサによつて給気を過給するものとなつている。 The exhaust turbine supercharger drives a turbine using exhaust gas from an engine, and supercharges air by means of a compressor connected to the turbine shaft.
このため、機関に急に負荷が加わり、加速しよ
うとしても、排気ガス量がそれに応答してすぐに
上昇しないので、機関回転数が低下するなど加速
特性が良くないものとなつていた。 For this reason, even if a load is suddenly applied to the engine and an attempt is made to accelerate, the amount of exhaust gas does not increase immediately in response, resulting in poor acceleration characteristics such as a decrease in engine speed.
上記欠点を改良するものとして、機関の加速時
に給気系又は排気系のどちらか一方に圧縮空気を
吹き込む装置も公知である。 To improve the above-mentioned drawbacks, devices are also known that blow compressed air into either the intake system or the exhaust system when the engine accelerates.
第１図を参照して、機関加速検出装置１の信号
を受けて圧縮空気の吹込みノズル２に設けられた
弁３を開閉する。吹込みノズル２は給気系のコン
プレツサ４の位置よりも後流の給気通路５に配置
され、機関の加速時に該給気通路５に圧縮空気を
吹き込む。 Referring to FIG. 1, in response to a signal from an engine acceleration detection device 1, a valve 3 provided in a compressed air blowing nozzle 2 is opened and closed. The blowing nozzle 2 is arranged in an air supply passage 5 downstream of the compressor 4 of the air supply system, and blows compressed air into the air supply passage 5 when the engine is accelerated.
第２図を参照して、圧縮空気の吹込ノズル６は
排気系のタービン７よりも上流の排気通路８に配
置され、加速検出装置９の信号により加速時に排
気通路８に圧縮空気を吹き込む。 Referring to FIG. 2, a compressed air blowing nozzle 6 is arranged in an exhaust passage 8 upstream of a turbine 7 of the exhaust system, and blows compressed air into the exhaust passage 8 during acceleration based on a signal from an acceleration detection device 9.
上記第１，２図に示す圧縮空気の吹込装置はい
ずれも公知のものであるが、次のような欠点を有
する。 Both of the compressed air blowing devices shown in FIGS. 1 and 2 are known, but they have the following drawbacks.
機関の加速時にはそれに応答する排気ガス量が
急速に得られないので、そのかわりとして圧縮空
気を使用する。 When the engine accelerates, a corresponding amount of exhaust gas is not available rapidly, so compressed air is used instead.
したがつて、必要な圧縮空気の量はその加速状
態により定められるわけであるが、一個所に大量
に吹き込むとその効率が低下する傾向にある。 Therefore, the amount of compressed air required is determined by its acceleration state, but if a large amount is blown into one location, its efficiency tends to decrease.
第３図は縦軸に圧縮空気の吹き込みによる出力
アツプの効率（η）を示し、横軸は圧縮空気の吹
込み量（又は圧力）を示す。 In FIG. 3, the vertical axis shows the efficiency (η) of increasing the output by blowing compressed air, and the horizontal axis shows the amount (or pressure) of compressed air blowing.
特性曲線は吹込み量の比較的少ないＴで最高効
率となり、そこを頂点として左右方向に減少す
る。 The characteristic curve has the highest efficiency at T, where the blowing amount is relatively small, and decreases in the horizontal direction with the peak there.
したがつて、Ｔを含む所定範囲（Ｒ−R′）で
吹込み量を選ぶのが最も望ましいが、通常の機関
における加速状態はＴを越えた点が多い。 Therefore, it is most desirable to select the injection amount within a predetermined range (R-R') including T, but the acceleration state in a normal engine often exceeds T.
上記特性は、圧縮空気の吹込みが給気系の場合
も、排気系の場合もほとんど同様である。 The above characteristics are almost the same whether the compressed air is blown into the air supply system or the exhaust system.
今、給気系又は排気系のうち一個所だけに圧縮
空気を吹き込んだとすると、図のＵの吹き込み量
となり効率はＶとなる。このＶの値は最高効率の
Ｍと比べると相当に低い値となる。 Now, if compressed air is blown into only one part of the air supply system or the exhaust system, the amount of air blown will be U in the figure, and the efficiency will be V. This value of V is considerably lower than M, which has the highest efficiency.
そこで、本発明の目的は、上記欠点を改良し、
圧縮空気の吹込み効率を向上させ、圧縮空気の貯
蔵タンクを小型化し、又は圧縮空気圧を低下させ
た加速補助装置を提供せんとするにある。 Therefore, the purpose of the present invention is to improve the above-mentioned drawbacks,
It is an object of the present invention to provide an acceleration assisting device that improves the blowing efficiency of compressed air, reduces the size of a compressed air storage tank, or reduces the compressed air pressure.
以下、本発明の装置を詳細に説明する。 Hereinafter, the apparatus of the present invention will be explained in detail.
前述の第３図に戻つて、圧縮空気の吹込み量は
少ない方が効率はよいが、それでは必要空気量に
満たない。 Returning to FIG. 3 above, it is more efficient to blow in a smaller amount of compressed air, but this does not meet the required amount of air.
そこで、必要空気量Ｕを給気系と排気系の２個
所へ分割して吹き込む。 Therefore, the required amount of air U is divided and blown into two places, the air supply system and the exhaust system.
すなわち、給気系へ１／2U、排気系へ１／2U
ずつ吹き込む訳である。 In other words, 1/2U to the supply air system, 1/2U to the exhaust system
It is meant to be injected one by one.
すると、吹込みによる効率はＮとなり、この値
は少なくともＶよりも大巾によくなる。 Then, the efficiency due to blowing becomes N, which is at least much better than V.
上記の場合、給気系と排気系の効率特性は必ら
ずしも全く一致するものではないので、吹込み量
を丁度１／２とするとは限らない。 In the above case, the efficiency characteristics of the air supply system and the exhaust system do not necessarily match at all, so the blowing amount is not necessarily set to exactly 1/2.
上述の理由により本発明は機関の加速時に給気
系と排気系の両者に圧縮空気を吹込む構成とする
ものである。 For the above-mentioned reasons, the present invention is configured to blow compressed air into both the air supply system and the exhaust system when the engine accelerates.
第４図は本発明の一実施例になる装置を示すも
のである。 FIG. 4 shows an apparatus according to an embodiment of the present invention.
機関１１は排気タービン過給機１２を有し、該
排気タービン過給機１２はコンプレツサ１３及び
タービン１４とからなつている。 The engine 11 has an exhaust turbine supercharger 12, and the exhaust turbine supercharger 12 consists of a compressor 13 and a turbine 14.
給気はコンプレツサ１３の上流に位置する給気
通路１５1を通つてコンプレツサ１３へ入りコン
プレツサ１３の後流の給気通路１５2を通つて給
気マニホルド１６へ導入される。機関１１からの
排気は、排気マニホルド１７を介してタービン上
流の排気通路１８1へ導かれ、タービン１４を駆
動して後、タービン後流の排気通路１８2へ排気
される。 The supply air enters the compressor 13 through an intake passage 15 1 located upstream of the compressor 13 and is introduced into the intake manifold 16 through an intake passage 15 2 downstream of the compressor 13 . Exhaust gas from the engine 11 is guided through the exhaust manifold 17 to an exhaust passage 18 1 upstream of the turbine, drives the turbine 14, and then exhausted to an exhaust passage 18 2 downstream of the turbine.
機関の回転数、負荷等を検知して加速状態を検
出する検出装置１９が設けられ、該検出装置１９
からの信号は圧縮空気の吹込装置の開閉弁２０に
与えられる。 A detection device 19 is provided that detects the acceleration state by detecting the rotation speed, load, etc. of the engine, and the detection device 19
The signal from is given to the on-off valve 20 of the compressed air blowing device.
圧縮空気の吹込装置は圧縮空気を貯蔵するタン
ク２１、弁２０及び吹込みノズル２２，２３から
なつている。 The compressed air blowing device consists of a tank 21 for storing compressed air, a valve 20 and blowing nozzles 22, 23.
吹込みノズル２２は給気通路１５2に開口され、
下流へ向けて圧縮空気を吹込む。給気通路１５2
には、さらに、吹込みノズル２２の先端に対向し
て内径がラツパ状の筒体２４が設けられている。
筒体２４は、第５図に示す如く入口側に半径方向
外側に小さく開く拡開部２４1を有し、開口面積
の最も狭いのど部２４2該のど部２４2よりも下流
側の末広部２４3とからなり、吹込みノズルは拡
開部２４1に臨ませられて配置されている。 The blowing nozzle 22 is opened to the air supply passage 15 2 ,
Blow compressed air downstream. Air supply passage 15 2
Further, a cylindrical body 24 having a rounded inner diameter is provided opposite to the tip of the blowing nozzle 22.
As shown in FIG. 5, the cylindrical body 24 has a widening portion 24 1 that opens slightly outward in the radial direction on the inlet side, and a throat portion 24 2 having the narrowest opening area and a widening portion downstream of the throat portion 24 2 . 24 3 , and the blowing nozzle is arranged so as to face the widened part 24 1 .
吹込みノズル２３は、第６図に示す如くタービ
ン１４のケーシング２５に設けられ、排気ガス流
入室２６内を挿通して直接ブレード２７に向けら
れている。この吹込みノズル２３は、図示のほか
排気ガス流入室２６を軸方向に２室に分割する仕
切壁２８内に設けてもよい。 The blowing nozzle 23 is provided in the casing 25 of the turbine 14 as shown in FIG. The blowing nozzle 23 may be provided in a partition wall 28 that divides the exhaust gas inflow chamber 26 into two chambers in the axial direction, other than as shown in the drawings.
本発明は上記の如く構成されているので、機関
が加速時になると、検出装置１９でこれを検出
し、該検出装置１９からの信号によつて弁２０が
開く。すると、吹込ノズル２２から給気通路１５
２へ、吹込みノズル２３からタービン１４のブレ
ードに夫々圧縮空気が吹き込まれ、又は吹き付け
られる。 Since the present invention is constructed as described above, when the engine accelerates, the detection device 19 detects this, and the valve 20 opens in response to a signal from the detection device 19. Then, from the blow nozzle 22 to the air supply passage 15
2 , compressed air is blown or blown onto the blades of the turbine 14 from the blow nozzle 23, respectively.
吹込みノズル２２から給気通路１５2へ吹き込
まれる場合、第５図の吹き込み空気流Ｊが回りの
空気をＥの如く吸い込み、丁度ここにエゼクタ効
果が生ずる。このため、吹込みノズル２２よりも
上流の給気圧が低下し、コンプレツサ１３による
過給度が単純な吹き込みよりも向上する。又、筒
体の末広部２４3は吹き込まれた空気流の速度エ
ネルギを効率よく静圧に変換するため、圧縮空気
の利用効率を尚一層向上させる。 When the air is blown from the blowing nozzle 22 into the air supply passage 15 2 , the blown air flow J shown in FIG. 5 sucks in the surrounding air as shown in E, and an ejector effect occurs exactly here. Therefore, the supply pressure upstream of the blow nozzle 22 is reduced, and the degree of supercharging by the compressor 13 is improved compared to simple blowing. Furthermore, the diverging portion 24 3 of the cylinder efficiently converts the velocity energy of the blown air flow into static pressure, thereby further improving the utilization efficiency of compressed air.
又、吹込みノズル２３によつてタービン１４の
ブレード２７に直接圧縮空気を吹き付けるもので
は、圧縮空気の持つエネルギを一旦速度エネルギ
に変えて直接タービン１４の回転エネルギに変換
するため、利用効率がタービン１４の上流に吹き
込むものと比べて極めて高い。さらにタービン１
４の上流に吹き込むものでは、排気通路内圧力を
高めるため、機関の排圧が高まり、機関効率を阻
害する恐れもある。これに対し、本発明ではター
ビンブレードに吹き付けるので、この欠点がな
い。 In addition, in the case where compressed air is directly blown onto the blades 27 of the turbine 14 by the blowing nozzle 23, the energy of the compressed air is first converted into velocity energy and then directly converted into the rotational energy of the turbine 14, so the usage efficiency is lower than that of the turbine. This is extremely high compared to what blows into the upper reaches of the 14th. Furthermore, turbine 1
If the exhaust gas is blown into the upstream of 4, the pressure inside the exhaust passage will be increased, which will increase the exhaust pressure of the engine, which may impede engine efficiency. In contrast, the present invention does not have this drawback because it sprays onto the turbine blades.
以上のとおり、本発明によると、加速時の空気
吹込み効率を著しく向上させるので、圧縮空気の
吹込み量の低減をはかることができる。 As described above, according to the present invention, the air blowing efficiency during acceleration is significantly improved, so that the amount of compressed air blowing can be reduced.
又、圧縮空気はタンク内に貯蔵されているので
タンクの小型化を達成しうるものとなり、殊に車
輛用の機関に適したものとなる。 Furthermore, since the compressed air is stored in the tank, the tank can be made smaller, making it particularly suitable for vehicle engines.
さらに、圧縮空気圧を低減しうるので、圧縮空
気吹込み装置の簡素化もはかることができる。 Furthermore, since the compressed air pressure can be reduced, the compressed air blowing device can also be simplified.
第１，２図は公知の加速時補助装置の一例を示
す図、第３図は圧縮空気の吹込み特性を示す線
図、第４図は本発明の一実施例を示す系統図であ
る。第５図は本発明の給気系吹込みの一実施例を
示す断面図、第６図は本発明の排気系吹込みの一
実施例を示す断面図である。
1 and 2 are diagrams showing an example of a known acceleration assist device, FIG. 3 is a line diagram showing compressed air blowing characteristics, and FIG. 4 is a system diagram showing an embodiment of the present invention. FIG. 5 is a cross-sectional view showing one embodiment of the air supply system blowing according to the present invention, and FIG. 6 is a cross-sectional view showing one embodiment of the exhaust system blowing according to the present invention.
Claims (1)
よつてコンプレツサを駆動して給気を過給する排
気タービン過給機付内燃機関において、機関の加
速を検知して給気系と排気系の両者に圧縮空気を
吸い込む加速時補助装置であつて、排気系に圧縮
空気を吸い込むノズルがタービンブレードに圧縮
空気を直接吹き付ける如くタービンのケーシング
に設けられ、給気系に圧縮空気を吸い込むノズル
がコンプレツサの下流の給気通路に設けられ、該
ノズルの先端に内径がラツパ状の筒体を対向設置
し、ノズルから該筒状に吹き込まれた空気流によ
り給気通路内の給気の一部が筒体内に吸い込まれ
るエゼクタを構成することを特徴とする排気ター
ビン過給機付内燃機関における加速時補助装置。1. In an internal combustion engine with an exhaust turbine supercharger that uses exhaust gas to drive a turbine and uses the turbine to drive a compressor to supercharge air supply, engine acceleration is detected and both the air intake system and the exhaust system are This is an acceleration auxiliary device that sucks compressed air into the exhaust system.The nozzle that sucks compressed air into the exhaust system is installed on the turbine casing so as to blow compressed air directly onto the turbine blades, and the nozzle that sucks compressed air into the supply air system is installed on the compressor. A cylinder body with a flat inner diameter is provided in the downstream air supply passage, and a cylinder body with a flat inner diameter is installed oppositely at the tip of the nozzle, and a part of the air supply in the air supply passage is An acceleration auxiliary device for an internal combustion engine with an exhaust turbine supercharger, characterized in that it constitutes an ejector that is sucked into the body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP55129831A JPS5756623A (en) | 1980-09-18 | 1980-09-18 | Acceleration time auxiliary device in internal combustion engine with exhaust gas turbine supercharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP55129831A JPS5756623A (en) | 1980-09-18 | 1980-09-18 | Acceleration time auxiliary device in internal combustion engine with exhaust gas turbine supercharger |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5756623A JPS5756623A (en) | 1982-04-05 |
| JPH0223692B2 true JPH0223692B2 (en) | 1990-05-25 |
Family
ID=15019301
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP55129831A Granted JPS5756623A (en) | 1980-09-18 | 1980-09-18 | Acceleration time auxiliary device in internal combustion engine with exhaust gas turbine supercharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5756623A (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5952134U (en) * | 1982-09-30 | 1984-04-05 | 株式会社新潟鐵工所 | Exhaust turbine accelerator |
| DE3906312C1 (en) * | 1989-02-28 | 1989-12-21 | Man Nutzfahrzeuge Ag, 8000 Muenchen, De | |
| US7076952B1 (en) * | 2005-01-02 | 2006-07-18 | Jan Vetrovec | Supercharged internal combustion engine |
| US7685819B2 (en) | 2006-03-27 | 2010-03-30 | Aqwest Llc | Turbocharged internal combustion engine system |
| DE102007059145A1 (en) * | 2007-12-07 | 2009-06-10 | Deutz Ag | Self-igniting combustion engine comprises a compressed air storage unit connected to a fresh gas line and/or a turbine of an exhaust gas turbocharger |
| GB2523855B (en) * | 2014-03-07 | 2020-04-01 | Cummins Ltd | Turbomachine arrangement |
| GB2552482A (en) * | 2016-07-25 | 2018-01-31 | Jaguar Land Rover Ltd | Direct injection of gas into a turbine volute |
| IT202000000991A1 (en) * | 2020-01-20 | 2021-07-20 | Fpt Ind Spa | VEHICLE ENGINE SYSTEM EQUIPPED WITH A TURBOCHARGER, AND METHOD OF CONTROL TO CONTROL THIS ENGINE SYSTEM |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS53110708A (en) * | 1977-03-10 | 1978-09-27 | Mitsubishi Heavy Ind Ltd | Internal combustion engine |
| JPS5557621A (en) * | 1978-10-24 | 1980-04-28 | Sanzou Okuda | Rapid-acceleration auxiliary device of supercharger utilizing exhaust gas |
-
1980
- 1980-09-18 JP JP55129831A patent/JPS5756623A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5756623A (en) | 1982-04-05 |
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