Internal-combustion engines – Charge forming device – Supercharger
Patent
1996-07-25
1999-04-06
Koczo, Michael
Internal-combustion engines
Charge forming device
Supercharger
F02B 3906
Patent
active
058904689
DESCRIPTION:
BRIEF SUMMARY
TECHNICAL FIELD
The present invention relates to a differential driving supercharger and a method for controlling the same, and more particularly to a differential driving supercharger for an engine for a vehicle, such as a construction machine, wherein the supply air to the engine is supercharged to increase an engine output, and a method for controlling the supercharger.
BACKGROUND ART
Heretofore, in engines mainly for vehicles capable of running with road wheels, such as automobiles, trucks, wheel loaders, and cranes, superchargers have been employed to reduce the size of the engine and to attain a higher output while ensuring satisfactory acceleration properties. Such superchargers include the mechanical type, which utilizes part of an engine output or power from any other means, and the turbo type, which utilizes a turbocharger which uses exhaust gas. The mechanical supercharger is arranged, as shown in FIG. 72, such that a supercharger 210 is mechanically connected to an engine 211 through gears 212, 213, a belt, or the like, for directly driving the engine 211. This direct driving type supercharger 210 produces air supply states as shown in FIG. 73. Specifically, the supply of air to the engine 211 is in a deficient state in a low-speed, high-load region (HA) of the engine rotational speed, and in an excessive state in a high-speed, low-load region (LB). This increases the loss in the driving of the supercharger 210.
To overcome the above drawback, there is proposed a method of driving the supercharger 210 with a differential driving mechanism as shown in FIG. 74 (see Japanese Patent Publication No. 44-1099).
In this proposed differential driving mechanism S1, a planetary carrier 202 is fixedly coupled to an output shaft 211a of an engine 211, and the planetary gears 214, usually three in number, are rotatably mounted on the planetary carrier 202 with equal angular spacings therebetween. The three planetary gears 214 are each held in mesh with a sun gear 215 on the inner side and with a ring gear 216 on the outer side. The output shaft 211a of the engine 211 is disposed to rotatably penetrate the sun gear 215. Further, a gear 217 is provided at one end of the sun gear 215, and a drive gear 218 for the mechanical supercharger 210 is meshed with the gear 217. A shaft, of a power transmission system 220 for a vehicle, is coupled to the ring gear 216, so that the mechanical supercharger 210 is rotated variably responsive to the load of the power transmission system 220.
In the above prior art differential driving mechanism 200, however, because the vehicle load is large during start-up acceleration from zero speed (i.e., acceleration of the vehicle from a stopped state), the vehicle can start moving merely after the rotational speed of the mechanical supercharger 210 has increased to such an extent that a sufficient amount of air is admitted to enter the engine 211. Therefore, the operator has a slow start-up feeling in the initial stage of depressing an accelerator pedal downwardly, and hence is dissatisfied with a poor response.
Also, another differential driving mechanism 201, having a similar arrangement to the above differential driving mechanism 201, is known as shown in FIG. 75 (see, e.g., Japanese Patent Laid-Open No. 5-180282). In the mechanism 201, the ring gear 216 is provided with a brake 216a, which is actuated in an electric, dry air, hydraulic, or other like manner. The force of rotating the mechanical supercharger 210 is controlled responsive to the magnitude of the dragging resistance produced by the brake 216a.
However, the differential driving mechanism 201 has a problem in that part of the driving force of the engine 211 is uselessly consumed as a heat loss through the dragging resistance produced by the brake 216a, etc., resulting in poor fuel economy.
Construction, conveyance, and other machines have different desired output performance of engines, depending on the type to be applied. Some machines are desired to have a higher output at low and medium rotational speeds, and som
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patent: 1732405 (1929-10-01), Invernizzi
patent: 3296791 (1967-01-01), Richard et al.
patent: 3349759 (1967-10-01), Castelet
patent: 3605522 (1971-09-01), Grosseau
patent: 3665787 (1972-05-01), Wilkinson
patent: 3673797 (1972-07-01), Wilkinson
Koczo Michael
Komatsu Ltd.
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