Screw supercharger for vehicle

Abstract: A supercharger arrangement for a vehicle engine equipped with a screw supercharger (11). A bypass pipe (21) extends from a main body of the screw supercharger (11) to an upstream intake air pipe (10a) such that part of the intake air compressed to a certain extent in the supercharger returns to an inlet of the supercharger. A duty solenoid valve (22) is connected to the bypass pipe (21) for controlling a flow rate of the air returning to the inlet of the supercharger through the bypass pipe. The screw supercharger is originally designed to match a low speed condition and to feed an excessive amount of air at a high speed condition. The solenoid valve (22) allows the intake air to return to the upstream intake air pipe through the bypass pipe from the supercharger when the engine is operated at a high speed condition so that an excessive amount of air is not supplied to the engine.

Description: The present invention relates to a screw supercharger connected to an intake air pipe of an engine of an automobile or the like. In recent years, positive displacement screw superchargers are commonly used for automobiles. The screw supercharger generally includes a male screw rotor and a female screw rotor engaged with each other, and these rotors are rotated by an engine to compress an intake air to be supplied to the engine. When the engine does not need a compressed air (e.g., during a partial load condition in a particular transitional period from an idling condition to a constant speed condition) or when the supercharger is designed to suit for low speed condition but the engine is operated at a high speed condition, an excessive amount of air is supplied to the engine from the supercharger. If an excessive amount of air is supplied to the engine, a pressure ratio is raised and knocking likely occurs. Further, it causes lost motion or wasted work. Therefore, a flow rate of air to be supplied to the engine should be controlled. Generally, a screw compressor for industrial use has a slide valve mechanism to adjust the flow rate of the supercharged air. However, the slide valve mechanism has a complicated structure and is expensive. In addition, the slide valve mechanism is not suited for a vehicle since a running condition of the vehicle changes significantly and quickly but the response of the slide valve is not prompt enough. Furthermore, it is difficult to insure decent longevity of sliding parts and associated parts of the valve mechanism. In view of the above drawbacks, there is a proposal to provide a bypass line for returning the compressed air to the inlet of the screw supercharger from the exit of the screw supercharger. However, the air discharged from the supercharger has a high pressure and a high temperature. Thus, if the compressed air expelled from the exit of the supercharger is recirculated to the inlet of the supercharger, the air temperature at the supercharger inlet and in turn supercharger exit are accumulatedly raised by this recirculation. In this case, a certain measure should be taken to prevent knocking. For example, an intercooler should be provided or a compression ratio of the engine should be lowered. However, providing the intercooler raises a manufacturing cost of the supercharger arrangement; and lowering the compression ratio of the engine results in deterioration of the engine performance. One object of the present invention is to propose a screw supercharger for an automobile engine, which can easily adjust a flow rate of compressed air to be supplied to the engine. This object is achieved by the features of claim 1. A supercharger arrangement according to the preamble of claim 1 is known from US 5,090,392. According to a known embodiment, there is provided a supercharger arrangement for a vehicle engine comprising a screw supercharger connected to an intake air pipe, a bypass pipe extending from a body of the screw supercharger to an upstream segment of the intake air pipe such that part of the intake air compressed to a certain extent in the supercharger returns to an inlet of the supercharger, and a duty solenoid valve connected to the bypass pipe for controlling a flow rate of the air returning to the inlet of the supercharger through the bypass pipe. This structure is simple, has a long life and reduces a manufacturing cost. Controlling the air flow rate using the duty solenoid valve enables a delicate air flow rate control since the duty solenoid valve is controllable by an electric signal and/or frequency adjustment. This also contributes to manufacturing cost reduction. The air pressure inside the screw compressor increases from its inlet to outlet. The bypass pipe extends from that position of the supercharger which can extract an air having a pressure higher than an intake air. If the air of negative pressure is extracted from the supercharger (or if the pressure of the air to be recirculated to the intake air pipe is lower than the pressure of the air flowing in the intake air pipe), it is not possible to cause this air to flow into the intake air pipe. However, it should also be noted that if the air recirculated to the intake air pipe from the supercharger has a considerably high pressure, this high pressure air raises the supercharger inlet and exit pressures and temperatures and causes the same problem as the conventional arrangement has. Therefore, the pressure of the air which is forced to return to the inlet of the supercharger should have a particular range of pressure: it should not be too low and too high. The bypass pipe extends from the supercharger at a position which only allows a compressed air having a moderate pressure to be recirculated to the inlet of the supercharger. It is preferred that the bypass pipe extends from the supercharger body such that the air which has a slightly higher pressure than the intake air flowing in the intake air pipe is returned to the intake air pipe. If the recirculated air has a pressure slightly higher than the air flowing in the intake air pipe, the recirculated air does not raise the air temperature at the supercharger exit significantly. Of course, the air temperature at the supercharger inlet is not raised, either. Therefore, the engine does not need an intercooler and it is unnecessary to lower a compression ratio of the engine. The supercharger of the present invention is designed to suit for a low speed condition. In this setting, an excessive amount of air tends to be supplied to the engine from the supercharger when the engine revolution speed is raised. In this invention, however, the first bypass pipe together with a second bypass pipe extending from the downstream intake air pipe to the upstream intake air pipe such that part of the intake air discharged from the outlet of the supercharger returns to the inlet of the supercharger can reduce an amount of air to be supplied to the engine from the supercharger by recirculating part of the intake air to the inlet of the supercharger. Therefore, an appropriate amount of air is also supplied to the engine when the engine is operated at a high speed. In addition, since the supercharger is originally designed to supply a possibly maximum amount of compressed air to the engine without causing knocking when the engine revolution speed is low and the supercharger performance is intentionally deteriorated not to supply a maximum amount of air when the engine revolution speed is raised, an engine torque curve draws a relatively flat curve. Figure 1 illustrates a schematic sectional view of a known screw supercharger and associated parts of an engine; Figure 2 illustrates a schematic plan view of rotors of the known screw supercharger shown in Figure 1; Figures 3A to 3C in combination illustrate the known relationship between the engine, the screw supercharger and a duty solenoid valve when a vehicle equipped with the screw supercharger is operated in a normal manner; specifically, Figure 3A is a diagram showing the relationship between an engine load and an engine revolution speed, Figure 3B is a diagram showing the relationship between a supercharger load and a supercharger revolution speed, and Figure 3C is a diagram showing the relationship between a duty ratio of the duty solenoid valve and the revolution speed of the supercharger and illustrates how the duty solenoid valve is controlled; Figures 4A to 4D depict in combination optimization of an engine output, and specifically Figure 4A depicts the maximum engine load without causing knocking relative to the engine revolution speed, Figure 4B depicts a supercharger characteristic when a pressure ratio is maintained to be constant, Figure 4C depicts a case where an amount of air to be supplied to the engine from the supercharger is designed to suit for a high speed condition, and Figure 4D depicts a case where the amount of air to be supplied from the supercharger is designed to suit for a low speed condition; Figure 5 illustrates the relationship between the duty ratio of the duty solenoid valve (i.e., amount of air allowed to pass through the solenoid valve) and the engine revolution speed when the engine output is optimized; Figure 6 illustrates a schematic cross sectional view of a screw supercharger and associated parts of an engine according to an embodiment of the present invention; Figure 6A diagrammatically illustrates two bypass passages formed in the screw supercharger arrangement shown in Figure 6; Figure 6B illustrates a modification of the embodiment of the present invention in cross section; and Figure 7 illustrates a cross sectional view of a screw supercharger according to another embodiment of the present invention. Like numerals are assigned to like parts in different drawings. Now, a known embodiment will be described with reference to the drawings 1-5 and an embodiment according to the present invention with reference to the figures 6 and 7. Referring to Figure 1, an engine of an automobile or the like (not shown) has an intake air pipe 10 and a screw supercharger 11 connected to the intake air pipe 10. The screw supercharger 11 compresses an intake air to supply a compressed air to the engine 10. A shaft 12 of the screw supercharger 11 is connected to a crankshaft of the engine (not shown) by a connection mechanism 15 including a pulley 13 and a belt 14. Referring also to Figure 2, the screw supercharger 11 has a casing 16 and a couple of male and female screw rotors 17 and 18 engaged with each other. The screw rotors 17 and 18 cooperatively rotate in the casing 16 to compress an intake air entering from an upstream pipe segment 10a of the intake air pipe 10, and eventually discharge a compressed air to a downstream pipe segment 10b. The downstream pipe segment 10b extends from an outlet 19 of the supercharger 11 toward the engine. The screw supercharger 11 also has an intermediate opening 20 at a position slightly spaced leftward from a compression start point "p" of the supercharger 11. The supercharger 11 performs suction and compression inside the casing 16. Suction is necessary to introduce the intake air into the casing 16 from the upstream intake air pipe 10a and compression is necessary to supply a compressed air to the engine via the downstream air pipe 10b. Inside the supercharger 11, therefore, the air pressure increases from its inlet to outlet and there is a compression start point "p". The right side of the point "p" is a suction area. A bypass pipe 21 extends from the recirculation opening 20 to the upstream intake air pipe 10a, and a duty solenoid valve 22 is provided on the bypass pipe 21 for arbitrarily adjusting an air flow rate of the compressed air to be returned to the inlet of the supercharger 11. It is possible to change a duty ratio of the duty solenoid valve 22 between 0% (fully closed) and 100% (always opened). The flow rate of the air allowed to pass the solenoid valve 22 varies in proportion to the duty ratio of the solenoid valve 22. Although not illustrated, there is provided a controller to control the engine, and the duty ratio of the solenoid valve 22 is determined by this controller according to a load of the engine. Thus, the amount of air to be recirculated to the upstream pipe segment 10a is adjusted by the controller based on the running condition of the vehicle. Fine control of the duty solenoid valve 22 is feasible using an electric signal and/or frequency adjustment. In this known embodiment, the screw supercharger 11 is originally designed to suit for a low speed condition of the engine. In other words, the amount of the supercharged air to be supplied from the supercharger 11 matches the low speed condition of the engine. In this case, an excessive amount of air tends to be supplied to the engine when the engine revolution speed becomes higher. However, the known supercharger arrangement has the bypass pipe 21 so that the amount of air to be supplied to the engine from the supercharger 11 is controllable (reducible) by recirculating part of the intake air to the upstream intake air pipe 10a. The duty solenoid valve 22 is adjusted such that an appropriate amount of air is also supplied to the engine when the engine revolution speed is high. In sum, although the supercharger is originally designed to match the low speed condition, the amount of supercharged air to be supplied to the engine is always adjusted to be an appropriate value by combination of the bypass pipe 21 and duty solenoid valve 22 regardless of the engine revolution speed. Now, an operation of the illustrated known embodiment will be described. As the engine 10 is operated, the screw supercharger 11 is driven by the power transmission mechanism 15 so that an intake air flowing from the upstream air pipe 10a is compressed between the male and female rotors 17 and 18 of the supercharger 11 and the compressed air is fed to the engine from the supercharger 10 through the downstream air pipe 10b. It should be assumed here that the engine is operated in a normal manner or an automobile is driven in the following way: idling → acceleration → constant speed → deceleration → idling. Figure 3A shows relationship between an engine load and an engine rotational speed when the vehicle is operated in the normal manner as mentioned above. In this drawing, the black dot "a" indicates the idling condition, the white dot "b" indicates the constant speed driving condition, and the curve "c" indicates the engine load. As understood from Figure 3A, the engine load increases as the vehicle is accelerated from the idling condition "a" until it reaches a peak point. The engine load then decreases gradually until the constant speed driving point "b" while the engine revolution speed is also increasing. A range from the idling point "a" to the maximum engine load point is referred to a full load condition area, and a range from the maximum engine load point to the constant speed point "b" is referred to as a partial load condition area and indicated by "d". Figure 3B illustrates the supercharger load relative to the supercharger revolution speed when the engine is operated in the above mentioned ordinary manner. The supercharger load is basically determined by the air flow rate at the exit of the supercharger 11. The curve "e" indicates a case where the amount of air (air flow rate) to be supplied to the engine is controlled to an optimum value. If the amount of air to be supplied to the engine is not controlled, the supercharger load takes a certain value in a shaded area "f" above the curve "e". This means that the supercharger 11 requires an additional work or energy if the air to be supplied to the engine from the supercharger 11 is not adjusted. The point "a" represents the idling and the point "b" represents the constant speed driving, which is the same as Figure 3A. Figure 3C illustrates a duty ratio of the duty solenoid valve 22 relative to the revolution speed of the supercharger 11. The duty solenoid valve 22 is controlled according to this diagram in this known embodiment. In a certain period during acceleration from the idling condition "a" (or during the full load condition), the duty ratio drops to 0% from 100%. After this period (or during the partial load condition), the duty ratio gradually increases as indicated by the curve "g" until the acceleration is finished and the vehicle is brought into the constant speed condition "b". When the vehicle returns to the idling condition "a" from the point "b", the duty ratio is raised to 100% as indicated by the curve "h". The solenoid valve 22 is closed when its duty ratio is 0% and is always opened when 100%. As understood from Figure 3C, if the amount of air to be supplied to the engine from the supercharger is not controlled, i.e., if the duty ratio of the solenoid valve 22 is maintained to be 0% from the idling condition "a" to the constant speed condition "b", the air of the shaded area "i" is excessively supplied to the engine. Here, the shaded area "i" is dispensed with by feeding back the air to the upstream intake air pipe 10a. Signals used to control the duty ratio of the duty solenoid valve 22 may be: (a) a signal indicating an inclination angle of an accelerator pedal pedaled by a driver of a vehicle or an opening degree of an accelerator in a carburetor (The duty ratio is set to zero while the driver is pedaling the accelerator pedal during the full load range. Both when the engine load condition enters the partial load range (area "d" of Figure 3A) and when reaches a constant speed condition, then the duty ratio is adjusted according to the opening degree of the accelerator); (b) a signal indicating an air flow rate at the supercharger exit (This signal may be acquired from an air flow meter provided at the supercharger exit or on the intake air between the engine and supercharger. In case of gasoline engine, basically the air flow rate = supercharger load x supercharger revolution speed.); (c) a signal indicating an engine revolution speed (An ordinary engine is equipped with an engine revolution speed sensor and a signal from the engine speed sensor is originally used for engine control. However, the supercharger revolution speed is acquired from this signal since the supercharger is rotated by the engine via the pulley-belt mechanism with a fixed ratio.); and (d) other signals indicating, for example, a shift lever position (low, second, third, drive, neutral, reverse, etc), an engine water temperature, activation of a self starting motor (sel-motor), on/off of a clutch between the engine and a transmission (These signals may be additional signals which improve accuracy of the control in addition to the above signals (a) to (c). For instance, the duty solenoid valve is closed (duty ratio is 0%) when the engine is started. When the vehicle is stopped and the driver does not pedal a clutch pedal, the duty ratio of the solenoid valve is raised to 100%). If the duty ratio of the duty solenoid valve 22 is controlled in the above described manner, a lost work or wasted work of the supercharger under the partial load condition (area "d" of Figure 3A) during the normal driving is reduced. Next, optimization of the engine output (engine torque) will be described with reference to Figures 4A, 4B, 4C, 4D and 5. Generally, the engine does not demonstrate its maximum theoretical output in an actual driving. An actual upper limit of the engine output is lower than a theoretical value due to knocking in case of gasoline engine equipped with a supercharger. The maximum output of the engine without causing knocking varies with a running condition of the engine, but it is generally determined by the intake air temperature (or the supercharger exit temperature) and the intake air pressure. It should be assumed here that the engine maximum output without causing knocking draws a curve "j" as shown in Figure 4A in relation to the engine revolution speed. If the pressure ratio is maintained constant, the relationship between the supercharger revolution speed and the air flow rate per one revolution of the supercharger draws a curve "k" as illustrated in Figure 4B. If the supercharger characteristics are designed not to cause knocking under the high speed condition, the engine load relative to the engine revolution speed has relationship as illustrated in Figure 4C. In Figure 4C, the curve "j" indicates the knocking limitation and the curve "k" indicates the supercharger characteristic when the supercharger is designed to match the high speed condition (the curve "j" meets the curve "k" at the right end). As seen in Figure 4C, the engine can demonstrate its possible maximum output when it is operated at a high speed but cannot when it is operated at a slower speed. The maximum engine output ("k") under the low speed condition is considerably below the knocking limitation "j". The shaded area "l" is an area in which the engine output is possibly raised. However, certain measures in addition to the supercharger 11 should be taken to raise the engine output toward the curve "j". Therefore, this supercharger setting is not preferable. Figure 4D illustrates a case where the supercharger has a characteristic curve "k" not to cause knocking under the low speed condition, i.e., the supercharger is designed to match the low speed condition (the curve "k" meets the curve "j" at the left end). Therefore, the engine demonstrates the possible maximum output when it is operated at the low speed. When the engine is operated at a high speed, however, an excessive amount of air tends to be supplied to the engine. To avoid such a undesired situation, some of the air compressed in the supercharger 11 is returned to the supercharge inlet by the bypass line 21. If the intake air is returned to the supercharger inlet from the supercharger body, the supercharger characteristic curve "k" is shifted downward as indicated by the arrows in Figure 4D. In other words, the shaded area (over air feeding area) "m" can be eliminated. Accordingly, the supercharger can assist the engine such that the engine can demonstrate the possible maximum output under both the low and high speed conditions. The intake air is returned to the upstream intake air pipe 10a when it is slightly compressed by the supercharger 11. Therefore, the recirculated intake air does not have a high temperature. As a result, it is possible to prevent elevation of the intake air temperature. Thus, an intercooler is not needed, unlike a conventional arrangement. Figure 5 illustrates the relationship between the duty ratio of the solenoid valve 22 and the engine revolution speed. The duty solenoid valve 22 is controlled according to the curve "n". If a simple ON-OFF valve is employed instead of the duty solenoid valve, the engine output changes stepwise as indicated by the dotted line "o". This is undesirable. Also, knocking likely occurs so that the engine operation may be disabled. Here, on the other hand, the duty solenoid valve 22 is employed and its duty ratio is adjusted according to the control curve "n" so as to appropriately control the flow rate of the air to be supplied to the engine from the supercharger. By such control, occurrence of knocking is prevented and the engine output changes smoothly in accordance with a running condition of the vehicle. As mentioned above, the signals from the engine revolution sensor, air flow meter, accelerator sensor, etc are used in controlling the duty solenoid valve 22. However, the knocking limitation changes with various reasons such as an atmospheric temperature and a kind of fuel (octane number). Thus, it is preferred to provide the engine with a knocking sensor (not shown) and control the duty solenoid valve 22 to have a larger duty ratio if occurrence of knocking is sensed by the knocking sensor. Referring to Figure 6, illustrated is an embodiment of the present invention. Like numerals are assigned to like parts in Figures 1 and 6, and description of such parts may be omitted below. In this embodiment, a second bypass passage 24 is provided extending from the downstream intake air pipe 10b to the upstream intake air pipe 10a in addition to the first bypass passage 21 connecting the screw supercharger 11 to the upstream intake air pipe 10a. A second valve 26 is provided in the second bypass passage 24 for regulating a flow rate of air allowed to be recirculated to the upstream intake air pipe 10a from the downstream intake air pipe 10b. In the illustrated construction, it should be noted that part of the first bypass line 21 serves part of the second bypass line 24 (i.e., the second bypass line 24 merges into the first bypass line 21). The second valve 26 is located in the second bypass line 24 before the second bypass line 24 joins to the first bypass line 21. By opening the first and second valves 22 and 26, the air is bypassed to the upstream intake air pipe 10a from the screw supercharger body 11 and from the downstream air intake pipe 10b. As illustrated in Figure 6A, therefore, two bypass lines X and Y are formed in this embodiment. In Figure 6, since part of the first bypass line 21 is part of the second bypass line 24, piping is simplified (two separate pipes are not needed). Opening/closing operations of the first and second bypass valves 22 and 26 may be performed in the following manner. (1) The first bypass valve 22 opened and the second bypass valve 26 closed. (2) The first and second bypass valves 22 and 26 both opened. (3) The first valve 22 closed and the second valve 26 opened. (4) The first and second bypass valves 22 and 26 both closed. In the case of (1), the intake air is returned to the upper intake air pipe 10a from the screw supercharger 11 only. This is the same as the known embodiment described above. In the case of (2), the two bypass lines 21 and 24 are opened. Consequently, the intake air is returned to the upstream intake air pipe 10a not only from the supercharger 11 but also from the downstream air intake pipe 10b. The amount of the recirculated air is the maximum in this case. In other words, the work needed to drive the supercharger is the minimum. When air recirculation via the first bypass passage 21 does not sufficiently reduce a wasted work of the screw supercharger 11, the second bypass passage 24 is then opened to further reduce the wasted work of the screw supercharger 11. In the case of (3), the second bypass passage 24 is only opened. Since the first valve 22 is located in the first bypass passage 21 after the second bypass passage 24 merges into the first bypass passage 21, the intake air from the downstream intake air pipe 10b is not introduced to the upstream intake air pipe 10a. The intake air is supplied to the screw supercharger 11 from the downstream air pipe 10b. This bypassing way is used when positively elevating the engine intake air temperature. For instance, (3) is employed to make a catalyst reactive soon after the engine is first turned on (i.e., when the engine is cold). In the case of (4), both of the bypass passages are closed. This valve setting is utilized when the engine is operated in a full load condition (i.e., when the engine requires the maximum supercharging). It should be noted that the second bypass passage 24' may be completely separated from the first bypass passage 21 as depicted in Figure 6B. Figure 7 illustrates another embodiment of the present invention. Like numerals are assigned to like parts in Figures 1, 6 and 7, and such parts may not be described in detail below. The supercharger arrangement of this embodiment is similar to that shown in Figure 6, but location of the first valve 22 of the first bypass passage 21 is different. Specifically, the first valve 22 is provided in the first bypass passage 21 before the second bypass passage 24 merges into the first bypass passage 21. Therefore, when the first bypass valve 22 is closed, the intake air is not introduced to the supercharger 11. Opening/closing operations of the first and second bypass valves 22 and 26 may be performed in the following manner. (1') The first bypass valve 22 opened and the second bypass valve 26 closed. (2') Both the first and second bypass valves 22 and 26 opened. (3') The first valve 22 closed and the second valve 26 opened. (4') Both the first and second bypass valves 22 and 26 closed. In the case of (1'), the intake air is returned to the upper intake air pipe 10a from the screw supercharger 11 only. This is the same as the known embodiment described first. In the case of (2'), the two bypass lines 21 and 24 are both opened. Consequently, the intake air is returned to the upstream intake air pipe 10a not only from the supercharger 11 but also from the downstream air intake pipe 10b. The amount of the recirculated air is the maximum in this case. In other words, the work needed to drive the supercharger is the minimum. When air recirculation via the first bypass passage 21 does not sufficiently reduce a wasted work of the screw supercharger 11, the second bypass passage 24 is then opened to further reduce the wasted work of the screw supercharger 11. In the case of (3'), the second bypass passage 24 is only opened. Since the first bypass valve 22 closes the way to the supercharger 11, the intake air from the downstream intake air pipe 10b is not introduced to the supercharger 11 but to the upstream intake air pipe 10a. This bypassing way is also used when positively elevating the engine intake air temperature. For instance, (3') is employed to make a catalyst reactive soon after the engine is first turned on. In the case of (4'), both of the bypass passages are closed. This valve setting is utilized when the engine is operated in a full load condition (i.e., when the engine requires the maximum supercharging). It should be noted that the present invention is not limited to the illustrated embodiments and various modifications and changes may be made without departing from the scope of the present invention defined by the appended claims. For example, any suitable valve such as a valve having a stepping motor may be employed instead of the duty solenoid valve 22/26 as long as the valve can change the flow rate of the air passing therethrough.

Claims: A vehicle engine with a supercharger arrangement, including: a supercharger (11) having a main body (16) with an inlet and an outlet (19) for compressing an intake air introduced therein from the inlet, with an upstream intake air pipe (10a) extending to the inlet of the supercharger to introduce the intake air into the supercharger and a downstream intake air pipe (10b) extending to the engine from the outlet of the supercharger to supply a compressed air to the engine, an intermediate opening (20) formed in the supercharger (11), a first bypass pipe (21) extending from the intermediate opening (20) of the main body of the supercharger to the upstream intake air pipe such that part of the intake air compressed to a certain extent in the supercharger returns to the inlet of the supercharger, and a first valve (22) provided in the first bypass pipe (21) for controlling a flow rate of the air returning to the inlet of the supercharger through the first bypass pipe, characterized in that the supercharger arrangement further includes a second bypass pipe (24) extending from the downstream intake air pipe (10b) to the upstream intake air pipe such that part of the intake air discharged from the outlet of the supercharger returns to the inlet of the supercharger, and a second valve (26) connected to the second bypass pipe (24) for controlling a flow rate of the air returning to the inlet of the supercharger through the second bypass pipe. The supercharger arrangement of claim 1, characterized in that the intermediate opening (20) is formed at a position of the supercharger (11) at which the air moving through the supercharger has a positive pressure. The supercharger arrangement of claim 1, characterized in that the intermediate opening (20) is formed at a position of the supercharger (11) at which the air moving through the supercharger has a pressure higher than that of the air flowing into the upstream intake air pipe (10a). The supercharger arrangement of claim 1, 2 or 3, characterized in that the supercharger (11) is originally designed to feed such an amount of the intake air to the engine that the engine demonstrates a maximum output without causing knocking when the engine is running at a low speed. The supercharger arrangement of claim 1, 2, 3 or 4, characterized in that the intermediate opening (20) is positioned relatively closer to the supercharger inlet rather than the outlet. The supercharger arrangement of any one of foregoing claims, characterized in that the supercharger (11) is a screw supercharger. The supercharger arrangement of any one of foregoing claims, characterized in that the first valve is a duty solenoid valve (22). The supercharger arrangement of claim 7, characterized in that the supercharger arrangement further includes a controller for controlling the duty ratio of the duty solenoid valve (22), and a duty ratio of the duty solenoid valve (22) is changed by the controller between 0% and 100% according to a running condition of a vehicle. The supercharger arrangement of any one of foregoing claims, characterized in that the first valve (22) is opened when the engine is operated in an idling condition. The supercharger arrangement of claim 7 or 8, characterized in that the duty ratio of the duty solenoid valve (22) is 100% when the engine is operated in an idling condition. The supercharger arrangement of any one of foregoing claims, characterized in that the engine is not equipped with an intercooler. The supercharger arrangement of any one of foregoing claims, characterized in that the supercharger arrangement further includes a knocking sensor, and the first valves (22) is opened more if occurrence of knocking is sensed by the knocking sensor. The supercharger arrangement of claim 7 or 8, characterized in that the supercharger arrangement further includes a knocking sensor, and the duty ratio of the duty solenoid valve (22) is raised if occurrence of knocking is sensed by the knocking sensor. The supercharger arrangement of claim 7 or 8, characterized in that the duty solenoid valve (22) adjusts the flow rate of the air returning to the inlet of the supercharger through the first bypass pipe in proportion to its duty ratio. The supercharger arrangement of any one of foregoing claims, characterized in that the first valve (22) adjusts the flow rate of the air returning to the inlet of the supercharger through the first bypass pipe (21) such that the supercharger does not perform a wasted work when an engine load drops while an engine revolution is being raised. The supercharger arrangement of any one of foregoing claims, characterized in that the first valve (22) is closed not to cause the air to return to the inlet of the supercharger through the first bypass pipe (21) when an engine load increases while an engine revolution is being raised. The supercharger arrangement of claim 7 or 8, characterized in that a duty ratio of the duty solenoid valve (22) is 0% so as not to return any air to the inlet of the supercharger through the first bypass pipe (21) when an engine load increases while an engine revolution is being raised. The supercharger arrangement of any one of foregoing claims. characterized in that the first valve (22) is gradually opened to correspondingly raise the flow rate of the air recirculated to the inlet of the supercharger through the first bypass pipe (21) when an engine load drops while an engine revolution is being raised. The supercharger arrangement of claim 7 or 8, characterized in that a duty ratio of the duty solenoid valve (22) is gradually increased to correspondingly raise the flow rate of the air recirculated to the inlet of the supercharger through the first bypass pipe (21) when an engine load drops while an engine revolution is being raised. The supercharger arrangement of any one of foregoing claims, characterized in that the first valve (21) is fully opened to recirculate the air to the inlet of the supercharger through the first bypass pipe (21) when an engine revolution speed is lowered from a constant speed condition. The supercharger arrangement of claim 7 or 8, characterized in that a duty ratio of the first valve (22) is switched to 100% to recirculate the air to the inlet of the supercharger through the first bypass pipe (21) when an engine revolution speed is lowered from a constant speed condition. The supercharger arrangement of any one of foregoing claims, characterized in that an opening degree of the first valve (22) is controlled according to inclination of an accelerator pedal pedaled by a driver of a vehicle, an air flow rate an the exit of the supercharger, an engine revolution speed, a supercharger revolution speed, a shift position, a water temperature and/or activation of a self-starting motor of the engine. The supercharger arrangement of claim 7 or 8, characterized in that a duty ratio of the duty solenoid valve (22) is controlled according to inclination of an accelerator pedal pedaled by a driver of a vehicle, an air flow rate an the exit of the supercharger, an engine revolution speed, a supercharger revolution speed, a shift position, a water temperature and/or activation of a self-starting motor of the engine. The supercharger arrangement of any one of foregoing claims, characterized in that the first valve (22) is a valve having a stepping motor. The supercharger arrangement of any one of the foregoing claims, characterized in that the second bypass pipe (24) merges into the first bypass pipe (21). The supercharger arrangement of claim 25, characterized in that the second bypass valve (26) is located in the second bypass pipe (24) before the second bypass pipe merges into the first bypass pipe (21). The supercharger arrangement of claim 25 or 26 characterized in that the first bypass valve (22) is located in the first bypass pipe (21) after the second bypass pipe (24) merges into the first bypass pipe (21). The supercharger arrangement of claim 25 or 26 characterized in that the first bypass valve (22) is located in the first bypass pipe (21) before the second bypass pipe (24) merges into the first bypass pipe (21). The supercharger arrangement of any one of claims 1 to 24, characterized in that the second bypass valve (26) is a duty solenoid valve. The supercharger arrangement of any one of claims 1 to 24, characterized in that the second bypass valve (26) is a valve having a stepping motor. The supercharger arrangement of any one of claims 1 to 24, characterized in that the first bypass valve (22) is closed and the second bypass valve (26) is opened upon starting up of the engine in order to make a catalyst reactive soon. The supercharger arrangement of any one of claims 1 to 24, characterized in that the first and second bypass valves (22, 26) are opened when the engine load decreases while the engine rotational speed is increasing, so that a wasted work performed by the supercharger is reduced. The supercharger arrangement of any one of claims 1 to 24, characterized in that the first bypass valve (22) is opened when the engine load decreases while the engine rotational speed is increasing, and the second bypass valve (26) is opened if the engine load still decreases in spite of increasing engine rotational speed and full opening of the first bypass valve (22). The supercharger arrangement of any one of claims 1 to 24, characterized in that the first and second bypass valves (22, 26) are closed when the engine load increases with the increasing engine rotational speed so that no intake air is recirculated to the inlet of the supercharger. The supercharger arrangement of any one of claims 1 to 24, characterized in that the first and second bypass valves (22, 26) are fully opened when the engine rotational speed decreases after constant speed driving of the engine. The supercharger arrangement of any one of claims 1 to 24, characterized in that the opening degree of the second bypass valve (26) is controlled in accordance with inclination of an accelerator pedal pedaled by a driver of a vehicle, an air flow rate an the exit of the supercharger, an engine revolution speed, a supercharger revolution speed, a shift position, a water temperature and/or activation of a self-starting motor of the engine.

Inventors: MIYAGI YOSHIYUKI, TAKABE SHIGERU, MIYAGI, YOSHIYUKI, TAKABE, SHIGERU
Applicants: ISHIKAWAJIMA HARIMA HEAVY IND, ISHIKAWAJIMA-HARIMA HEAVY INDUSTRIES CO., LTD.
Application year: 1998
Main classification: F02B33
IPC codes: F16K31, F02B33, F04C18