turbocharger

Abstract

The objective is to supercharge by periodically making large changes in the mass of the supplied gas. [Solution] A supercharger provided for each cylinder of an internal combustion engine having a cycle of four strokes, which supercharges that cylinder, comprising a positive displacement compressor having a compression chamber and having alternating periods of fluid discharge and periods of fluid suspension, a driving means for driving the compressor, and a synchronization means for synchronizing the operation of the internal combustion engine and the compressor so that one cycle of the internal combustion engine is performed during one cycle of the compressor, wherein the compressor discharges the combustion gas inside the compression chamber to the outside of the compression chamber by decreasing the volume of the compression chamber, the compressor supplies combustion gas to the internal combustion engine, the compressor discharges combustion gas during the intake stroke of the internal combustion engine, and the compressor has a period of suspension of combustion gas discharge during the continuous period from the start of the next intake stroke to the end of the stroke before the next intake stroke of the internal combustion engine.

Description

Technical Field

[0001] The present invention relates to a supercharger, for example, to a supercharger for a single-cylinder four-stroke reciprocating engine.

Background Art

[0002] Conventional superchargers (roots type, turbine type, rotary type) continuously discharge combustion gas. In a four-stroke engine, the intake valve is open for only one stroke out of four strokes. In other strokes, there is no place for the air coming out of the supercharger to enter the engine. During that time, much of the power for driving the supercharger is lost. In a multi-cylinder engine, one of the cylinders may be in the intake stroke, but the above problem is prominent in a single cylinder. Combustion gas that has come out of the supercharger and has no place to go while the intake valve is closed accumulates in the pipe connecting the supercharger to the internal combustion engine (hereinafter referred to as the connecting pipe). Since the combustion gas (such as the air-fuel mixture) has no place to go, the pressure in the connecting pipe rises rapidly.

[0003] In the conventional technology, in order to solve the problem that the pressure in the connecting pipe rises rapidly and the load on the supercharger increases, a surge tank is provided in the middle of the connecting pipe. Since it is necessary to store the combustion gas discharged by the supercharger during three out of the four strokes of the internal combustion engine, the surge tank has a large capacity and a large shape compared to the displacement. In addition, since the combustion gas temporarily accumulates in the surge tank, there is a risk of a decrease in the throttle response.

[0004] Figure 44 shows a conventional example using a turbocharger as a supercharger. In this system, the turbine is located after the carburetor, and the combustion gas compressed by the turbine is stored in an air chamber (surge tank) before being supplied to the internal combustion engine. Therefore, even when the throttle is closed, the compressed combustion gas is stored in the air chamber and supplied to the internal combustion engine despite the throttle being closed. This causes a decrease in throttle response. Figure 45 shows a conventional example using a supercharger as a supercharger. In this example, the internal combustion engine has a displacement of approximately 100cc, while a 970cc surge tank is provided. Here too, the supercharger is located after the carburetor, and the combustion gas compressed by the supercharger is stored in the surge tank before being supplied to the internal combustion engine. Consequently, even when the throttle is opened, the internal combustion engine will not be supercharged unless the pressure of the combustion gas in the surge tank rises sufficiently. This results in a decrease in throttle response.

[0005] Furthermore, the invention described in Patent Document 2 uses a double-acting reciprocating compressor, and therefore has little advantage over conventional superchargers in terms of surge tank capacity. The invention described in Patent Document 1 uses a three-cylinder in-line engine, so it cannot be applied to a single-cylinder internal combustion engine. Furthermore, while the invention described in Patent Document 1 uses a single common crankshaft, in this invention the crankshafts for the compressor and the supercharger are separate, resulting in a significantly different configuration. The invention described in Patent Document 3 involves natural intake followed by supercharging using a reciprocating compressor, which presents a problem: it requires an additional sub-valve to take the compressed combustion gas from the supercharger into the internal combustion engine. [Prior art documents] [Patent Documents]

[0006] [Patent Document 1] Patent No. 0922206 [Patent Document 2] Japanese Patent Publication No. 2002-303144 [Patent Document 3] Japanese Patent Publication No. 62-131919 [Overview of the Initiative] [Problems that the invention aims to solve]

[0007] The objective is to supercharge by periodically making large changes in the mass of the supplied gas. The objective is to provide a compressor that supplies gas with a periodically large variation in its mass. [Means for solving the problem]

[0008] The problem of the present invention is, [1][Note 1] A supercharger installed for each cylinder of an internal combustion engine with a cycle of four strokes, which provides supercharging to that cylinder. A positive displacement compressor equipped with a compression chamber, in which periods of fluid discharge and periods of discharge pause alternate, A drive means for driving the compressor, The operation of the internal combustion engine and the compressor is synchronized by a synchronization means that synchronizes the operation of the internal combustion engine so that one cycle of the internal combustion engine is performed during one cycle of the compressor's operation. The compressor, by reducing the volume of the compression chamber, discharges the combustion gas inside the compression chamber to the outside of the compression chamber. The compressor supplies the combustion gas to the internal combustion engine. The compressor discharges the combustion gas during the intake stroke of the internal combustion engine. The compressor is a supercharger characterized in that it has a period during which it suspends the discharge of the combustion gas during a continuous period from the start of the next intake stroke of the internal combustion engine to the end of the stroke preceding the next intake stroke; [2] [Note 18] A positive displacement, vane-type rotary compressor, Compression chamber and, A cylindrical rotor that can rotate around the rotor shaft, A cam ring having an inner surface that forms a compression space that extends in one direction from the rotor between the rotor; One vane provided on the rotor, reciprocating so as to advance toward the inner surface of the cam ring, and rotating while slidingly contacting the inner surface of the cam ring; An intake port for sucking fluid into the compression space; A discharge port for discharging fluid from the compression space; And having; The compression chamber is the compression space when the vane does not exist in the compression space, When the vane exists in the compression space, it is the compression space on the advancing direction side of the vane partitioned by the vane and the opposite side thereof, As the vane moves in the compression space, fluid is discharged from the compression space on the advancing direction side of the vane, and fluid is sucked into the compression space on the opposite side of the advancing direction of the vane, When the vane moves to a portion where the compression space of the cam ring does not exist, the discharge of fluid is stopped, A rotary compressor characterized in that the period of discharging fluid and the period of stopping discharge alternate with each other; It can be solved by;

Advantages of the Invention

[0009] Regarding the supercharger, since the compressor has a period of stopping the discharge of the combustion gas during a continuous period from the start of the compression stroke of the internal combustion engine through the explosion stroke to the end of the exhaust stroke, A large pulsation can be imparted to the discharge flow. Regarding the compressor, since it has a configuration without a compression space in the cam ring or has inhibitory means, a compressor capable of imparting a large pulsation to the discharge flow can be provided.

Brief Description of the Drawings

[0010] [Figure 1] Configuration diagram of the supercharger of the first embodiment [Figure 2] Diagram regarding the pressure in the compression chamber, etc. [Figure 3] Extrusion mechanism, etc. [Figure 4] Figure showing the synchronization and supercharging status of an internal combustion engine and a compressor [Figure 5] Figure showing a pressure simulation considering the capacity of a connecting pipe [Figure 6] Example of an offset crank [Figure 7] Slipper-skirt piston [Figure 8] Configuration diagram of a supercharger in the second embodiment [Figure 9] Figure showing the combustion chamber pressure simulation in the second embodiment [Figure 10] Example of a changing means [Figure 11] Example adopting an offset crank [Figure 12] Explanation of the operation when the compressor crank is tilted [Figure 13] Auxiliary diagram for calculation [Figure 14] Configuration diagram of a supercharger in the third embodiment [Figure 15] Explanation of a pushing member, etc. [Figure 16] Configuration diagram of a quick return mechanism [Figure 17] Operation explanation diagram of the quick return mechanism [Figure 18] Figure showing a four-bar link mechanism [Figure 19] Figure showing an example using a lever crank mechanism [Figure 20] Figure showing an example using both crank mechanisms [Figure 21] Figure showing a design example of a quick return mechanism in a rocking slider-crank mechanism [Figure 22] Figure showing a design example of a quick return mechanism in a lever crank mechanism [Figure 23] Figure showing an example where the time of the forward and return strokes can be adjusted by the length of the link in a lever crank mechanism [Figure 24] Configuration diagram of a supercharger in the fourth embodiment [Figure 25] Figure showing a configuration example of a vane pump [Figure 26] Configuration diagram of the supercharger in the fifth embodiment [Figure 27] A diagram showing a non-circular gear used in the fifth embodiment. [Figure 28] Diagram showing a quick return mechanism using non-circular gears. [Figure 29] Configuration diagram of the supercharger in the sixth embodiment [Figure 30] Flowchart of the control unit's operation [Figure 31] Configuration diagram of the supercharger in the seventh embodiment [Figure 32] A diagram showing the synchronization method when using both an electric motor and an internal combustion engine. [Figure 33] A flowchart showing synchronization using a synchronization disk, etc. [Figure 34] Configuration diagram of the supercharger in the eighth embodiment [Figure 35] Diagram showing the quick-return cam groove unfolded. [Figure 36] Configuration diagram of the supercharger in the ninth embodiment [Figure 37] Cross-sectional view of a vane pump cut perpendicular to the rotor shaft. [Figure 38] An example of a pressing member sliding inside a compressor piston. [Figure 39] A configuration in which the compressor piston is driven via an extension rod. [Figure 40] An example of driving a vane pump via non-circular gears. [Figure 41] A configuration in which the compressor piston is driven via an extension rod. [Figure 42] A diagram showing the synchronization method when using both an electric motor and an internal combustion engine. [Figure 43] Flowchart for synchronization using synchronization disks, etc. [Figure 44] A diagram showing an example of conventional technology (an example of a turbocharger). [Figure 45] A diagram showing an example of conventional technology (an example of a supercharger). [Figure 46] Calculation results when S / r = 1.2, 1.5, 2, 3, 4 [Figure 47] Calculation results when S / r = 5, 6, 7, 8, 9 [Figure 48] Calculation results when S / r = 10 and 20 [Modes for carrying out the invention]

[0011] Hereinafter, preferred embodiments of the supercharger of the present invention will be described in detail with reference to Figures 1 to 48. Figures 44 and 45 are conventional examples. The embodiments described in the specification are merely examples for understanding the invention. Therefore, the invention is not limited to these embodiments. An internal combustion engine with four strokes in one cycle is called a four-stroke engine or four-cycle engine. The terms "four-stroke internal combustion engine" and "four-cycle internal combustion engine" are synonymous. Furthermore, this invention can also be applied to engines with four or more strokes per cycle. However, if there is a scavenging stroke, a mechanism that directly takes in outside air without going through the compressor may be necessary. In the embodiments described below, a 50cc four-stroke gasoline engine will be used as an example of an internal combustion engine. Furthermore, when referring to a single-acting reciprocating compressor, if the meaning is clear even without specifying "single-acting reciprocating," the single-acting reciprocating compressor will also be referred to simply as a compressor. Furthermore, in embodiments for carrying out the invention, if there are common names for components of an internal combustion engine and a compressor, the word "engine" will be added to the beginning of the name of the internal combustion engine component. Similarly, the word "compressor" will be added to the beginning of the name of the compressor component. In cases where there is no misunderstanding, the words "engine" or "compressor" may be omitted. First, let me describe the first embodiment. Figures 1 to 7 are diagrams illustrating the first embodiment. Figure 1 is a diagram showing the configuration of the turbocharger in the first embodiment. 1. Assumptions The prerequisites for this invention will be explained below. This invention reduces the rotational speed of an internal combustion engine by half using a reduction gear, drives a single-acting reciprocating compressor, and then boosts the internal combustion engine. A single-acting reciprocating compressor has an intake stroke and a discharge stroke. During these strokes, the input shaft rotates once. This rotation constitutes one cycle. A single-acting reciprocating compressor is simply a compressor with a single-acting reciprocating motion. An internal combustion engine has four strokes: intake, compression, combustion, and exhaust. During these strokes, the output shaft rotates twice. These two rotations constitute one cycle. If the compressor is driven directly by an internal combustion engine without matching the cycle, the following will occur. Internal combustion engine: Intake | Compression | Combustion | Exhaust Compressor: Discharge | Suction | Discharge | Suction However, since the combustion gas cannot be discharged during the explosion stroke, combustion gas remains inside the compressor. In this state, if the compressor's intake valve is opened during the next intake stroke, the compressed combustion gas will be returned to the vaporizer and the pressure will be released into the atmosphere. Therefore, this process is completely wasted.

[0012] Therefore, in order to match the cycle, the rotational speed of the internal combustion engine is reduced by half using a reduction gear to drive the compressor. This allows the exhaust stroke and intake stroke to be used as the expelling stroke, and the compression stroke and explosion stroke to be used as the intake stroke. This can be shown as follows, as before. Internal combustion engine: Exhaust | Intake | Compression | Combustion Compressor: Discharge | Discharge | Suction | Suction During the exhaust stroke, the discharged combustion gas does not enter the internal combustion engine, but in the subsequent intake stroke, the combustion gas inside the compressor is pushed into the internal combustion engine. Therefore, it is not simply a matter of returning compressed gas as before. Therefore, the boost can be concentrated on two of the four strokes of the internal combustion engine.

[0013] 1-1. Explanation of the Figure In Figure 1, to show the synchronized state of the internal combustion engine 200 and the compressor 101, the state when the internal combustion engine 200 has moved from the intake stroke to the exhaust stroke and the engine piston 202 is at bottom dead center is particularly indicated by shading. Note that Figure 1 is close to a cross-sectional view when the cylinders of the internal combustion engine 200 and the compressor 101 are split vertically. Here, the vertical direction refers to the direction in which the engine piston 202 moves. The following explanation will follow the directions shown in the diagram.

[0014] Similarly, the dotted line shows the state when the internal combustion engine 200 has moved from the exhaust stroke to the intake stroke and the engine piston 202 is at top dead center. Furthermore, the position of the compressor piston 12 at bottom dead center is indicated by a dashed line. This corresponds to the state where the internal combustion engine 200 has moved from the combustion stroke to the exhaust stroke and the engine piston 202 has reached bottom dead center. However, the state indicated by the dashed line is not shown in the illustration for the internal combustion engine 200.

[0015] The 200 internal combustion engine is a single-cylinder, four-stroke gasoline engine. The internal combustion engine 200 is installed so that the central axis of the engine cylinder 201 is oriented vertically. The supercharger 100 is positioned such that the compressor cylinder 11 is perpendicular to the engine cylinder 201, so that the compressor discharge port 132 for the combustion gas and the engine intake port 2045 of the internal combustion engine 200 are close together. Therefore, the compressor 101 is installed so that the central axis of the compressor cylinder 11 is oriented in the left-right direction. The compressor discharge port 132 of the compressor 101 and the engine intake port 2045 of the internal combustion engine 200 are connected by a connecting pipe 16. Furthermore, a portion of the connecting pipe 16 serves as a pipe (referred to as the engine intake pipe 2043 in this specification) for taking combustion gas into the internal combustion engine 200. In the embodiments described in the specification, the goal is to add approximately 2 atmospheres of pressure using the supercharger 100, where atmospheric pressure is assumed to be 1 atmosphere.

[0016] The engine-related connecting rod 2034 is pivotably attached to the engine piston 202 by the engine piston pin 2021, although the engine piston pin 2021 is not shown in the illustration. The compressor connecting rod 14 is pivotably attached to the compressor piston 12 by a compressor piston pin 125, but the compressor piston pin 125 is not shown. An engine crank pin 2033 is provided at the rotating end of the engine crank arm 2032, but it is not shown.

[0017] The internal combustion engine 200 to which this embodiment is applied is a single-cylinder, four-stroke gasoline engine. The internal combustion engine 200 comprises an engine cylinder head 204, an engine cylinder 201, an engine piston 202, engine-related connecting rods 2034, and an engine crank mechanism 203.

[0018] The engine piston 202 reciprocates within the engine cylinder 201. The engine crank mechanism 203 converts the linear force acting on the engine piston 202 due to the explosion of the combustion gas into rotational force. The engine cylinder head 204 is equipped with an engine intake valve 2041, an engine intake port 2045, an engine exhaust valve 2042, an engine exhaust port 2046, and a spark plug (not shown). The engine-related connecting rod 2034 is pivotably connected to the engine piston 202 by an engine piston pin 2021 (not shown). The engine-related connecting rod 2034 is rotatably connected to the engine crank arm 2032 by the engine crank pin 2033 (not shown). In other words, the engine-related connecting rod 2034 connects the engine piston 202 to the engine crank mechanism 203 so that the engine crank mechanism 203 can rotate.

[0019] Generally, in a piston and crankshaft configured in this way, there is a point where, even if a force is applied to the piston in the direction of the crankshaft axis, no rotational force is generated in the crankshaft; this point is called the dead point.

[0020] The point at which the crankpin is closest to the cylinder is called top dead center (TDC), and the position of the piston in that case is also called the top dead center. On the other hand, when the crankpin is far from the cylinder, the dead center is called the bottom dead center, and the position of the piston in that case is also called the bottom dead center. This applies not only to the internal combustion engine 200, but also to the compressor 101, which will be discussed later.

[0021] However, the compressor 101 is not always driven by the crank mechanism 3. Therefore, the position where the compressor piston 12 is closest to the compressor cylinder head 13 is called the top dead center, and the position where the compressor piston 12 is furthest from the compressor cylinder head 13 is called the bottom dead center. Furthermore, the position where the compressor piston 12 changes direction of movement, the side closer to the compressor piston 12 is called the top dead center, and the side further away from the compressor piston 12 is called the bottom dead center. The detailed definitions of top dead center and bottom dead center will be explained later.

[0022] An internal combustion engine 200 has an intake stroke, a compression stroke, a combustion stroke, and an exhaust stroke. (1) Intake stroke The intake stroke is the process of drawing combustion gases into the combustion chamber. The combustion chamber is the space in the internal combustion engine 200 where combustion takes place, and is the space enclosed by the engine cylinder 201, the engine cylinder head 204, and the engine piston 202. When the engine piston 202 moves from top dead center to bottom dead center, negative pressure is generated, and combustion gas is drawn into the combustion chamber from the engine intake port 2045. At this time, the engine intake valve 2041 is open and the engine exhaust valve 2042 is closed. The engine intake valve 2041 and the engine exhaust valve 2042 are driven by cams (not shown).

[0023] (2) Compression stroke The compression stroke is the process of compressing the combustion gas inside the combustion chamber. Engine piston 202 moves from bottom dead center to top dead center. The engine intake valve 2041 and the engine exhaust valve 2042 are closed.

[0024] (3) Explosion process The explosion stroke is the process of igniting the combustion gas in the combustion chamber and burning it rapidly, causing the burnt gas to expand. In gasoline engines, ignition is performed by a spark plug, but in diesel engines, ignition occurs when the injected fuel spontaneously ignites due to the heat of compressed air. The exploding gas expands, pushing the engine piston 202 toward the bottom dead center. This causes the internal combustion engine 200 to generate power. This force is stored in a flywheel (not shown), and the force of the flywheel drives the other strokes. Engine piston 202 moves from top dead center to bottom dead center. The engine intake valve 2041 and the engine exhaust valve 2042 are closed.

[0025] (4) Exhaust stroke The exhaust stroke is the process of expelling the combustion gases from the combustion chamber. Engine piston 202 moves from bottom dead center to top dead center. The engine intake valve 2041 is closed, and the engine exhaust valve 2042 is open. After the exhaust stroke, the process moves to the intake stroke, followed by the compression stroke, explosion stroke, and exhaust stroke, which are repeated in that order.

[0026] 1-2. Supercharger 100 Let me briefly explain the configuration of the supercharger 100. The supercharger 100 includes a compressor 101 and a crank mechanism 3. The crank mechanism 3 is a mechanism that receives power from the internal combustion engine 200 and causes the compressor piston 12 to reciprocate within the compressor cylinder 11. The compressor 101 takes in combustion gas from the compressor inlet 133 and discharges it from the compressor discharge port 132, supplying the combustion gas to the internal combustion engine 200.

[0027] If there are common names for components of the internal combustion engine 200 and the compressor 101, the components of the internal combustion engine 200 will be named with the word "engine" preceding them. Similarly, the components of the compressor 101 will be named with the word "compressor" preceding them. In cases where there is no misunderstanding, the words "engine" or "compressor" may be omitted (reiterated).

[0028] 1-3. Power Transmission Next, we will explain the power transmission from the internal combustion engine 200 to the supercharger 100. The engine crankshaft 2031 is equipped with a drive shaft-side sprocket 21 that rotates together with it. Furthermore, the compressor crankshaft 32 is equipped with a driven shaft-side sprocket 22 that rotates together with it. A chain 23 is stretched between the drive shaft sprocket 21 and the driven shaft sprocket 22, and the power from the internal combustion engine 200 is transmitted to the compressor 101 of the supercharger 100 via the chain 23. The diameter and number of teeth of each sprocket are adjusted so that when the drive shaft sprocket 21 rotates twice, the driven shaft sprocket 22 rotates once. The compressor crankshaft 31 is rotated by a driven shaft sprocket 22, which receives power from the internal combustion engine 200. The crank mechanism 3 operates as the driving means 30. The crank mechanism 3 causes the compressor piston 12 to reciprocate within the compressor cylinder 11 via the compressor connecting rod 14.

[0029] The compressor connecting rod 14 is pivotably connected to the compressor piston 12 by a compressor piston pin 125 (not shown), The compressor connecting rod 14 is rotatably connected to the compressor crank arm 33 by a compressor crank pin 34 (not shown). In other words, the compressor connecting rod 14 connects the compressor piston 12 and the compressor crank 31 so that the compressor crank 31 can rotate. Furthermore, when one member is said to be rotatable with respect to another member, it means not only that one member is rotatable with respect to the other member, but also that the other member is rotatable with respect to the first member (the same applies throughout this specification). Similarly, when one member is said to be swingable with respect to another member, it means not only that one member is swingable with respect to the other member, but also that the other member is swingable with respect to the first member (the same applies throughout this specification). The same applies to expressions such as one member being rotatably or swingably attached to or connected to another member (the same applies throughout this specification).

[0030] During the compression stroke and combustion stroke of the internal combustion engine 200, the crank mechanism 3 moves the compressor piston 12 from top dead center to bottom dead center, drawing combustion gas into the space enclosed by the compressor cylinder 11, compressor cylinder head 13, and compressor piston 12 (referred to as the compression chamber 17 in this specification). At this time, the compressor intake valve 131 is open.

[0031] In accordance with the exhaust and intake strokes of the internal combustion engine 200, the crank mechanism 3 moves the compressor piston 12 from bottom dead center to top dead center.

[0032] At this time, the compressor intake valve 131 is closed, pressurizing the combustion gas in the compression chamber 17 and attempting to discharge it from the compressor discharge port 132. During the first half of the discharge period, the internal combustion engine 200 is in the exhaust stroke and the engine intake valve 2041 is closed, but during the second half of the discharge period, the internal combustion engine 200 is in the intake stroke and the engine intake valve 2041 is open. As soon as the engine intake valve 2041 opens, the discharged combustion gas is taken into the internal combustion engine 200 through the connecting pipe 16. When the internal combustion engine 200 enters the compression stroke, the compressor intake valve 131 opens, and the crank mechanism 3 begins to move the compressor piston 12 from top dead center to bottom dead center, and the above operation is repeated thereafter. Furthermore, while the compressor needs to close the discharge port when it is in intake mode, the engine intake valve performs this function, thus eliminating the need for a separate valve at the discharge port.

[0033] 2. Detailed explanation Further details are provided below. 2-1. Notes on Terminology The following are notes regarding terminology. These terms are common throughout this specification, not just in the first embodiment. ★Definition★ (1) A single-acting reciprocating compressor 1 is a single-acting reciprocating compressor 101. Single-acting is defined as a compressor that only compresses when the piston moves in one direction within the cylinder. Compressors that use both the top and bottom surfaces of the piston to compress, or those with multiple pistons where, when one piston is on the return stroke, other pistons compress, thus continuing the compression operation of the compressor 101 as a whole, are excluded. Furthermore, a compressor 101 in which the entire compressor 101 compresses regardless of whether a particular piston is on the forward or return stroke is not included in the definition of a single-acting reciprocating compressor 1. (2) Pulsation is not included in rest. (3) The piston moves from bottom dead center to top dead center so as to discharge combustion gas during the intake stroke of the internal combustion engine 200, which means, for example, that combustion gas is discharged during the intake stroke and exhaust stroke of the internal combustion engine 200.

[0034] (4) The operation of the internal combustion engine 200 and the compressor 101 will be described in terms of how they are synchronized so that one cycle of the internal combustion engine 200 is performed while one cycle of the compressor 101 is performed. One example of this is when the compressor piston 12 is synchronized so that four strokes of the internal combustion engine 200 are performed during one reciprocating motion.

[0035] A stroke is defined as the movement of the compressor piston 12 from bottom dead center to top dead center, or from top dead center to bottom dead center. The four strokes of the internal combustion engine 200 are defined as the intake stroke, compression stroke, combustion stroke, and exhaust stroke. The intake stroke is the stroke in which the internal combustion engine 200 moves the engine piston 202 from top dead center to bottom dead center in order to take in combustion gases. At this time, the engine intake valve 2041 is open. However, as will be described later, there may be some error due to the drive mechanism of the intake valve. At this time, synchronizing so that the four strokes of the internal combustion engine 200 are executed during one round trip does not mean that the start of the compressor 101's stroke is precisely aligned with any of the strokes of the internal combustion engine 200.

[0036] If the compressor piston 12's one reciprocating motion spans the previous four strokes and the next four strokes, then a portion of the previous four strokes and a portion of the next four strokes will be executed during that one reciprocating motion. The combined execution of these two portions should amount to a total of four strokes during the entire reciprocating motion.

[0037] To put it in terms of the movement of a crank, the compressor crankshaft 32 rotates once while the engine crankshaft 2031 rotates twice. When using the quick return mechanism 4 described later, the quick return mechanism crankshaft 411 rotates once while the engine crankshaft 2031 rotates twice. Furthermore, if the non-circular gear 600 described later is used, the drive gear 601 will rotate once while the engine crankshaft 2031 rotates twice. When using the cam mechanism 47 described later, the quick-return cam 471 rotates once while the engine crankshaft 2031 rotates twice.

[0038] (5) The period during which the combustion gas is discharged can be advanced or delayed as appropriate to increase the efficiency of filling the combustion chamber with the combustion gas, the combustion efficiency, and the output of the internal combustion engine 200. In addition, it can be advanced or delayed as appropriate for purposes such as improving fuel efficiency and cleaning up exhaust gases.

[0039] (6) Normally, the engine intake valve 2041 and the engine exhaust valve 2042 are opened and closed by the cam mechanism 47. Therefore, the valves open gradually and close gradually. As a result, even when entering each stroke, valves that should be closed may not be completely closed, and valves that should be open may not be completely open. Specific examples of cases where it is desirable to adjust the duration of combustion gas discharge include the following. These cases are also applicable to other embodiments described herein.

[0040] - When the compression stroke begins, if the engine intake valve 2041 is not fully closed. →In that case, it may be desirable to continue the discharge from the compressor 101 until the compression stroke of the internal combustion engine 200, thereby forcing more combustion gas into the combustion chamber.

[0041] If the internal combustion engine 200 is designed to start closing the engine intake valve 2041 early so that it closes completely when the compression stroke begins, →In that case, since boosting is useless when the engine intake valve 2041 is not fully open, it may be more efficient overall to terminate the discharge from the compressor 101 a little earlier.

[0042] - When it is not possible to instantaneously close one valve and open the other valve when transitioning from the exhaust stroke to the intake stroke. →In this case, there is a period of time when the engine intake valve 2041 and the engine exhaust valve 2042 are open simultaneously. If combustion gas is discharged during this time, it will be discharged outside the internal combustion engine 200 as unburned gas. Therefore, it is sometimes better to refrain from discharge until the engine exhaust valve 2042 closes.

[0043] • If you want to perform scavenging while the engine intake valve 2041 and engine exhaust valve 2042 are open simultaneously. →It is sometimes desirable to take advantage of the fact that the engine intake valve 2041 and the engine exhaust valve 2042 are open simultaneously and use the combustion gas to push the burnt gases remaining in the internal combustion engine 200 out of the combustion chamber, in other words, to perform scavenging. Furthermore, in this embodiment, discharge is initiated during the exhaust stroke, and this is addressed accordingly.

[0044] • When considering the inertia of the combustion gas. →Since combustion gases have inertia, they don't move immediately even when force is applied. Therefore, it is sometimes desirable to start compressing the combustion gases earlier than when the internal combustion engine 200 enters the intake stroke. In this embodiment, the compression and discharge of the combustion gas have been initiated, and this corresponds to that process.

[0045] In reality, the circumstances described above may exist, but for the purposes of the following explanation, the opening and closing of the valve will be described assuming that the valve opens and closes instantaneously (unless otherwise specified, the same applies to the embodiments described herein, except when explaining that the cam mechanism 47 cannot open and close the valve instantaneously). (7) Unless otherwise specified, the engine cylinder head 204 side of the internal combustion engine 200 is considered the upper side, and the engine crankshaft 2031 side is considered the lower side. The upper surface of the engine piston 202 is called the top surface, and the opposite surface is called the bottom surface. (8) Unless otherwise specified, for the compressor 101, the direction in which the compressor piston 12 moves during the discharge stroke is considered upward, and the direction in which the compressor piston 12 moves during the suction stroke is considered downward. The upper surface of the compressor piston 12 is called the top surface, and the opposite surface is called the bottom surface.

[0046] 2-2. Configuration of the supercharger 100 The first embodiment is a supercharger 100 as follows. The corresponding configuration is listed below. Note that the parentheses after the [ ] in the configuration are brief descriptions of the configuration and do not limit the invention or imply any disadvantageous interpretation (the same applies throughout this specification). [Note 1] [Note 2] (Single-acting reciprocating compressor) [Note 5] (Inclined means) [Note 6] (Crank mechanism × Arm) [Note 10] ((Crank or quick return mechanism) × Offset) [Note 11] (Extension rod + (crank or quick return mechanism) × (offset or S / r)) [Note 12] (Extrusion mechanism + first link rotates) [Note 13] (Extrusion mechanism = cam and tappet)

[0047] [Note 1] A supercharger 100 is provided for each cylinder of an internal combustion engine 200 having a cycle of 4 strokes, and supercharges that cylinder. A positive displacement compressor 101 is provided, equipped with a compression chamber 17, and has alternating periods of fluid discharge and periods of fluid discharge cessation. A drive means 30 for driving the compressor 101, The operation of the internal combustion engine 200 and the compressor 101 is synchronized by a synchronization means 20 that synchronizes the operation of the internal combustion engine 200 so that one cycle of the compressor 101 is performed while one cycle of the internal combustion engine 200 is performed. The compressor 101 discharges the combustion gas inside the compression chamber 17 to the outside of the compression chamber 17 due to the reduction in the volume of the compression chamber 17. The compressor 101 supplies the combustion gas to the internal combustion engine 200. The compressor 101 discharges the combustion gas during the intake stroke of the internal combustion engine 200. The supercharger 100 is characterized in that the compressor 101 has a period during which the discharge of the combustion gas is suspended, from the start of the next intake stroke of the internal combustion engine 200 to the end of the stroke preceding the next intake stroke. [Note 2] (Single-acting reciprocating compressor) The compressor 101 is a single-acting reciprocating compressor 1, It comprises a compressor cylinder 11, a compressor cylinder head 13, a compressor piston 12 that slides inside the compressor cylinder 11, and a compressor discharge port 132 provided in the compressor cylinder head 13 for discharging combustion gas. The compression chamber 17 is defined by the compressor cylinder 11, the compressor cylinder head 13, and the compressor piston 12. The period during which the discharge is suspended is characterized in that the combustion gas is drawn in during this period. The supercharger 100 described in Appendix 1. However, the cylinder of the internal combustion engine 200 is referred to as the engine cylinder 201, the cylinder head of the internal combustion engine 200 is referred to as the engine cylinder head 204, the piston of the internal combustion engine 200 is referred to as the engine piston 202, and the intake port of the internal combustion engine 200 is referred to as the engine intake port 2045. [Note 5] (Inclined means) Compared to the case where the first direction 2022, which is the direction of movement of the engine piston 202 during the compression stroke, and the second direction 1211, which is the direction of movement of the compressor piston 12 during the discharge stroke for discharging the combustion gas, are in the same direction, The compressor cylinder 11 is positioned at an angle relative to the engine cylinder 201 such that the center of the compressor discharge port 132 and the center of the engine intake port 2045 are close together. The system is characterized by having a tilting means 18 that allows it to be driven in the aforementioned relatively tilted state. The supercharger 100 described in Appendix 2 or Appendix 3. [Note 6] (Crank mechanism × Arm) The aforementioned drive means 30 has a crank mechanism 3, The crank mechanism 3 comprises a first link 331 and a second link 142. One end of the second link 142 is rotatably attached to one end of the first link 331 around the second shaft 341. The first link 331 is rotatable around the first shaft 321 at the other end. The second link 142 is pivotable around the third shaft 1242 at the other end. The third shaft 1242 is slidable in the direction of the central axis of the compressor cylinder 11. The other end of the second link 142 is characterized in that it drives the compressor piston 12. A supercharger 100 as described in any one of the appendices 2 to 5. [Note 10] ((Crank or quick return mechanism) × Offset) When the first link 331 rotates around the first shaft 321, The second link 142 is 1 to 8 times the length of the first link 331. The first axis 321 is characterized in that, when viewed in its axial direction, it is offset from the trajectory of movement of the third axis 1242. The supercharger 100 described in Appendix 6 or Appendix 9. [Note 11] (Extension rod + (crank or quick return mechanism) × (offset or S / r)) The compressor piston 12 is connected to the second link 142 via an extension rod 124. The other end of the second link 142 is attached to one end of the extension rod 124 so as to be able to swing around the third shaft 1242. The other end of the extension rod 124 is fixed to the compressor piston 12. The first link 331 is characterized in that, when it rotates about the first shaft 321, it is (1) or (2) as follows: The supercharger 100 described in Appendix 6 or Appendix 9. (1) If the first shaft 321 is offset from the trajectory of the movement of the third shaft 1242 when viewed in its axial direction, the second link 142 is 1 to 8 times the length of the first link 331. (2) If the first shaft 321 is not offset from the trajectory of the movement of the third shaft 1242 when viewed in its axial direction, the second link 142 is 1 to 4 times the length of the first link 331. [Note 12] (Extrusion mechanism + first link rotates) The compressor 101 is characterized by having a push mechanism 1412 that applies a force toward the top dead center to the compressor piston 12 during the transition from the stroke of drawing in the combustion gas to the stroke of discharging the combustion gas, until the stroke of discharging the combustion gas is completed. The supercharger 100 described in Appendix 6, Appendix 10, or Appendix 11. [Note 13] (Extrusion mechanism = cam and tappet) The extrusion mechanism 1412 has a cam and a tappet 1411, and is either (1) or (2) below, The compressor 101 is characterized in that, from the time it starts transitioning from the stroke of drawing in the combustion gas to the stroke of discharging the combustion gas until the stroke of discharging the combustion gas is completed, the lobe of the cam contacts the tappet 1411. The supercharger 100 described in Appendix 12. (1) The cam is provided at the other end of the first link 331 and rotates together with the first link 331, and the tappet 1411 is provided at the other end of the second link 142 or is provided on a member that moves together with the other end of the second link 142. (2) The cam is provided at the other end of the second link 142 and rotates together with the second link 142, and the tappet 1411 is provided on a member whose position is fixed relative to the first shaft 321.

[0048] Please refer to Figure 1 for further explanation. The supercharger 100 comprises a single-acting reciprocating compressor 1, a drive means 30, and a synchronization means 20. [Internal combustion engine with 4 strokes per cycle, 200] An internal combustion engine 200 with four strokes per cycle is commonly known as a four-stroke internal combustion engine 200 or four-stroke engine. An internal combustion engine 200 with more than four strokes per cycle is one with six strokes: intake → compression → expansion → exhaust → intake → scavenging. A six-stroke engine, which adds intake and scavenging strokes after the exhaust of a four-stroke engine, is mainly found in engines used for fuel efficiency competitions. The intake and scavenging strokes are primarily provided to cool the combustion chamber from the inside. Furthermore, an internal combustion engine 200 has been proposed that uses six strokes per cycle at low load and switches to four strokes per cycle at high load. [Engine Cylinder 201] [Engine Cylinder Head 204] [Engine Piston 202] [Engine Intake Port 2045] This designation uses the characters for "engine" to indicate the components of an internal combustion engine 200, such as the cylinder, cylinder head, piston, and intake port. [Compressor 101] The compressor 101 is a positive displacement type. A positive displacement compressor increases the pressure of the fluid inside by changing the volume of the compression chamber 17. Positive displacement compressors come in reciprocating and rotary types. The compressor 101 also includes a blower or pump that moves the fluid.

[0049] [Synchronization means 20] In the 4-stroke internal combustion engine 200, the engine crankshaft rotates twice during one cycle. In contrast, in the single-acting reciprocating compressor 1, the compressor crankshaft 32 rotates once during one cycle. The compressor 101 performs the same operation each time during one rotation, while the 4-stroke internal combustion engine 200 performs different operations during one rotation and the next. Therefore, it is necessary to match the cycle of the 4-stroke internal combustion engine 200 with the cycle of the single-acting reciprocating compressor 1. In order to synchronize one cycle of the 4-stroke internal combustion engine 200 with one cycle of the single-acting reciprocating compressor 1, it is necessary not only to ensure that the discharge stroke overlaps with the intake stroke, but also to reduce the rotation of the engine crankshaft by half and transmit it to the compressor crankshaft 32. The synchronization means 20 does this. [Combustion gas] The combustion gas is the gas used to burn the fuel in the internal combustion engine 200. In the embodiments described herein, it is a mixture of fuel and air. If the internal combustion engine 200 employs a fuel injection system, the gas up to the point where the fuel is injected is air.

[0050] [The stroke following the inhalation stroke] [The stroke preceding the next inhalation stroke] [The continuous period from the start of the stroke following the inhalation stroke to the end of the stroke preceding the next inhalation stroke] In the case of a 4-stroke internal combustion engine (200), the stroke following the intake stroke is the compression stroke. In the case of a 4-stroke internal combustion engine (200), the stroke preceding the next intake stroke is the exhaust stroke. Therefore, in the case of a 4-stroke internal combustion engine (200), the continuous period from the start of the stroke following the intake stroke to the end of the stroke preceding the next intake stroke is the continuous period from the start of the compression stroke to the end of the exhaust stroke. [Engine Cylinder 201] [Engine Cylinder Head 204] [Engine Piston 202] [Engine Intake Port 2045] Cylinders, cylinder heads, pistons, etc., are components that exist in both the internal combustion engine 200 and the compressor 101. Therefore, the components of the internal combustion engine 200 are indicated with the word "engine" preceding them. Components of the compressor 101 are indicated with the word "compressor 101" preceding them. In cases where there is no confusion, the words "engine" or "compressor 101" may be omitted. [Single-acting reciprocating compressor 1] This is a single-acting, reciprocating compressor 101. Single-acting means that compression only occurs when the piston moves in one direction within the cylinder. See also the definition mentioned above. While this includes compressors that use the lower surface of the compressor piston 12, considering the ratio of the lengths of the compressor crank arm 33 and the compressor connecting rod 14 (described later), it is preferable to use a compressor that uses the upper surface of the compressor piston 12 for compression. The single-acting reciprocating compressor 1 comprises a compressor cylinder 11, a compressor piston 12, a compressor cylinder head 13, a compressor intake pipe 15, and a connecting pipe 16. Reciprocating compressors include piston type and diaphragm type. In this embodiment, the piston type will be used as an example, but the method can also be applied to the diaphragm type.

[0051] [Compression chamber 17] [Compressor cylinder 11] [Compressor piston 12] [Compressor cylinder head 13] The compression chamber 17 is the space enclosed by the compressor cylinder 11, the compressor piston 12, and the compressor cylinder head 13. The compressor cylinder 11, compressor piston 12, and compressor cylinder head 13 ensure a certain volume inside the compressor 101. ★Definition★ (Ideal Compressor) In the embodiments described in this specification, the compressor 101 (referred to as an ideal compressor in this specification) is described as having zero volume in the compression chamber 17 when the compressor piston 12 is at top dead center. However, it goes without saying that some clearance must be provided so that the compressor piston 12 does not collide with the compressor cylinder head 13 when it is at top dead center. ★Definition★ (Compressor displacement) The difference between the volume of the compression chamber 17 when the compressor piston 12 is at bottom dead center and the volume of the compression chamber 17 when the compressor piston 12 is at top dead center (referred to as the compressor exhaust volume in this specification) will be explained using 100 cc as an example.

[0052] [Compressor cylinder head 13] The compressor cylinder head 13 includes a compressor intake valve 131, a compressor discharge port 132, and a compressor intake port 133. The compressor intake port 133 is a hole that penetrates the cylinder head from the inside to the outside. The compressor intake pipe 15 is connected to the end of the compressor intake port 133. A vaporizer is connected to the end of the compressor intake pipe 15, and the vaporizer takes in atmospheric air through an air cleaner (not shown). The compressor intake valve 131 is openable and closable, and when the compressor intake valve 131 is opened, combustion gas can be drawn into the compression chamber 17 from the compressor intake port 133.

[0053] [Intake valve drive unit] The intake valve drive unit comprises a cam and a spring. Note that the intake valve drive unit is not shown in the illustration. A compressor intake valve 131 is provided at the compressor intake port 133, and the compressor intake valve 131 is driven by a cam and a spring. When the intake valve is pushed by the cam's lobe, it overcomes the spring's elastic force, and the intake valve opens. At the valley of the cam, the compressive force on the spring is lost, and the spring closes the intake valve due to its elastic force.

[0054] The intake valve drive unit drives the intake valve to open when the compressor piston 12 moves away from the compressor cylinder head 13, and to close when the compressor piston 12 approaches the compressor cylinder head 13. Alternatively, a reed valve may be used instead of the combination of the intake valve drive unit and the compressor intake valve 131.

[0055] [Compressor discharge port 132] The compressor discharge port 132 is a hole that penetrates the cylinder head from the inside of the compression chamber 17 to the outside. A connecting pipe 16 is connected to the end of the compressor discharge port 132. The connecting pipe 16 is a pipe that connects the compressor 101 and the internal combustion engine 200, but a portion of it also serves as the engine intake pipe 2043. The engine intake pipe 2043 is a pipe that leads combustion gas to the engine intake valve 2041.

[0056] [Synchronization means 20] [Reducer 2] The reduction gear 2 functions as a synchronization means 20. The reduction gear 2 comprises a drive shaft side sprocket 21, a driven shaft side sprocket 22, and a chain 23. The drive shaft sprocket 21 and the driven shaft sprocket 22 are connected via a chain 23. When the drive shaft sprocket 21 rotates twice, the driven shaft sprocket 22 rotates once. This is the same except for the vane pump 500 having multiple vanes 502 in the ninth embodiment. By shifting the teeth of the sprocket on which the chain 23 is mounted, the timing of the operation of the compressor 101 and the internal combustion engine 200 can be adjusted. Therefore, the synchronization means 20 also functions as a means for adjusting the timing of the operation so that the compressor 101 discharges the combustion gas during the intake stroke of the internal combustion engine 200. This is the same in other embodiments. [Drive shaft side sprocket 21] The drive shaft sprocket 21 is connected to the engine crankshaft 2031 and driven by the internal combustion engine 200.

[0057] [Driven shaft side sprocket 22] The driven shaft sprocket 22 is connected to the compressor crankshaft 32 and drives the crank mechanism 3. The crank mechanism 3 drives the compressor piston 12. When the internal combustion engine 200 moves from the intake stroke to the compression stroke, the engine piston 202 reaches bottom dead center. At that time, the engagement position of the chain 23 and the sprocket is adjusted so that the compressor piston 12 is at top dead center. [Driving means 30] The drive means 30 reciprocates the compressor piston 12. In this embodiment, it includes a compressor connecting rod 14 and a compressor crank 31.

[0058] [Crank mechanism 3] [First link 331] [Second link 142] [Second shaft 341] [First shaft 321] [Third shaft 1242] The crank mechanism 3 converts rotational motion into reciprocating motion. The crank mechanism 3 includes a compressor crank 31 and a compressor connecting rod 14. The linkage mechanism 46 is a combination of mechanical elements used to convert input motion into different motions, such as converting rotational motion into linear motion. On the other hand, the crank mechanism 3 is one of the linkage mechanisms 46 that performs rotational motion or reciprocating motion. The compressor crank arm 33 functions as the first link 331, the compressor connecting rod 14 functions as the second link 142, the compressor crankshaft 32 functions as the first shaft 321, the compressor crankpin 34 functions as the second shaft 341, and if the extension rod 124 described later is not present, the compressor histon pin 101 functions as the third shaft 1242. If an extension rod 124 is present, the extension rod pin 1241 functions as a third shaft 1242. For definitions of the first link 331, the second link 142, and their respective ends, please refer to Figure 2C. In this specification, for explanatory purposes, the terms "one end" and "other end" are sometimes interchangeable. In this embodiment, the second link 142 is one to four times the length of the first link 331. [Compressor crank 31] [Compressor crankshaft 32] [Compressor crank arm 33] [Compressor crank pin 34] A crank is a rotating shaft with curved arms that converts reciprocating motion into rotational motion, and vice versa. The compressor crank 31 comprises a compressor crankshaft 32, a compressor crank arm 33, and a compressor crank pin 34.

[0059] The compressor crank arm 33 connects the compressor crankshaft 32 and the compressor crankpin 34, but the compressor crank arm 33 is not shown in the illustration. The compressor crank arm 33 drives the compressor piston 12 via the compressor connecting rod 14.

[0060] [Compressor connecting rod 14] Please refer to Figure 1 for further explanation. The compressor connecting rod 14 is a rod that connects the compressor piston 12 and the compressor crank arm 33. One end of the compressor connecting rod 14 is connected to the compressor piston 12 by a compressor piston pin 125. The compressor connecting rod 14 is pivotable relative to the compressor piston 12. The other end of the compressor connecting rod 14 is connected to the compressor crank arm 33 by a compressor crank pin 34. The compressor connecting rod 14 is rotatable relative to the compressor crank arm 33. [Looking along that axis] This means looking in the axial direction of the first shaft 321. In this case, it means looking in the direction of the compressor crankshaft 32. [Trajectory of movement of the third axis 1242] If the extension rod 124 is not present, the result will be the trajectory of the movement of the center of the compressor piston pin 125 when viewed in the axial direction of the compressor crankshaft 32. If an extension rod 124 is present, it represents the trajectory of the movement of the center of the extension rod pin 1241 when viewed in the axial direction of the compressor crankshaft 32. 〔offset〕 This corresponds to the case where the crank is tilted (described later). When the crank is tilted, the center of the compressor crankshaft 32 shifts from the trajectory of the movement of the third shaft 1242 when viewed in the axial direction of the compressor crankshaft 32. This applies when an offset crank is used in the compressor 101. An offset crank configuration is also called an offset cylinder configuration. [When rotating around the first axis 321] This is the case when the compressor crank arm 33 rotates around the crankshaft. When using the quick return mechanism 4 described later, the first link 331 may not rotate 360 ​​degrees around the first shaft 321, so it is designed this way. [If not offset from the trajectory of movement of the third axis 1242] This applies if the compressor 101 does not employ an offset crank. [Cam] [Tappet 1411] [First shaft 321] [Second link 142] The extrusion cam 141 and tappet 1411 are used in the extrusion mechanism 1412, which will be described later. The tappet 1411 is a component that transmits linear motion between the cam and the component driven by the cam. For example, the extrusion cam 141 is provided on the compressor crankshaft 32, which is the first shaft 321, and the tappet 1411 is provided near the opposite end of the crankpin of the compressor connecting rod 14, which is the second link 142. See the explanation of Figure 3 for details.

[0061] Explanations of other terms will be provided. [That one cylinder] This refers to the cylinder of the internal combustion engine 200 to which the supercharger 100 is connected. The compressor discharge port 132 of one compressor 101 is connected to the engine intake port 2045 of one internal combustion engine 200. [Volume type] Compressor 101 can be broadly classified into positive displacement (PAD) and turbo (impeller) types. A PAD is a method of obtaining pressure by confining a gas in a certain space and reducing its volume by an external force, while a turbo is a compression method that gives the gas a flow velocity and converts that velocity into pressure. PADs are further classified into reciprocating (reciprocating) and rotary types. Rotary types include vane (rotary blade) types, etc. [Period during which dispensing is suspended] The single-acting reciprocating compressor 1 has a stroke for drawing in fluid and a stroke for discharging fluid. In the case of a single-acting reciprocating compressor 1, the period during which discharge is suspended is the period during which fluid is being drawn in.

[0062] [One cycle of compressor 101] A single-acting reciprocating compressor 1 repeatedly performs an intake stroke and a discharge stroke. One repetition is called one cycle. In the case of a single-acting reciprocating compressor 1, one cycle consists of one intake stroke and one discharge stroke. [One cycle of a 200-liter internal combustion engine] In the case of a four-stroke internal combustion engine 200, one cycle consists of four strokes: intake stroke, compression stroke, combustion stroke, and exhaust stroke. Some internal combustion engines 200 have more than four strokes. In the case of a six-stroke engine, in addition to the four basic strokes of intake, compression, combustion, and exhaust, there are two other strokes: scavenging intake and scavenging exhaust. The supercharger 100 of this embodiment can also be applied to a six-stroke engine by adjusting the synchronization means 20, but if fuel-free outside air is used for scavenging intake and scavenging exhaust, a separate passage for introducing outside air must be provided. For example, by providing an outside air intake hole in the connecting pipe 16 and installing a reed valve there, it is possible to configure the system to draw in outside air from the outside air intake hole during scavenging intake. [Duration of inhalation] In the case of a single-acting reciprocating compressor 1, the period during which discharge is suspended is the period during which the combustion gas is drawn in. In other words, it is the period of the intake stroke. [First Direction 2022] The first direction 2022 is the direction of movement of the engine piston 202 during the compression stroke. In other words, it is the direction of the engine cylinder head 204 relative to the axis of the engine cylinder 201. [Second direction 1211] The second direction 1211 is the direction of movement of the compressor piston 12 during the discharge stroke in which the combustion gas is discharged. In other words, it is the direction of the compressor cylinder head 13 relative to the axis of the compressor cylinder 11.

[0063] [A relatively tilted state] This means that when the first direction 2022 and the second direction 1211 are viewed as vectors, the angle between the two vectors is not zero. For example, this applies when the compressor cylinder head 13 is facing the engine cylinder 201, compared to when the compressor cylinder 11 and the engine cylinder 201 are placed parallel to each other. Furthermore, even if the compressor 101 and the internal combustion engine 200 are positioned vertically so that the shafts of the compressor cylinder 11 and the engine cylinder 201 overlap, if the compressor cylinder head 13 and the engine cylinder head 204 are installed facing each other, the angle between the two vectors becomes 180 degrees, resulting in the compressor cylinder 11 being positioned at an angle relative to the engine cylinder 201. [Tilt means 18] As explained earlier, in order to arrange the components at a relative inclination, it is often necessary to separate the engine crank mechanism 203 that drives the engine piston 202 from the drive means 30, such as the crank mechanism 3 or quick return mechanism 4 of the compressor 101. Furthermore, when the compressor 101 is driven by the power of the internal combustion engine 200, the transmission method must be devised to accommodate the inclination. In this embodiment, these issues are addressed by using a chain 23 and sprockets to transmit power to a location away from the engine crank, and by inclining the compressor cylinder 11 around the axis of the driven shaft sprocket 22. The inclination means 18 consists of the chain 23, the drive shaft sprocket 21, and the driven shaft sprocket 22. These also function as a reduction gear 2. Note that it is also possible to separate the drive means 30 from the engine crank by using an external power source such as a motor 91 (see the embodiment described later). Alternatively, instead of using a chain drive 23, the direction of rotation can be changed using bevel gears or the like, and a drive shaft extending in the direction of the paper may be provided as shown in the illustration. [One end of the first link 331] [One end of the second link 142] [The other end of the first link 331] [The other end of the second link 142] Please also refer to Figure 2C as appropriate.

[0064] These are used to show the connection between the compressor crank arm 33 and the compressor piston 12. The first link 331 is the compressor crank arm 33. The second link 142 is the compressor connecting rod 14. The first link 331 is referred to as the "other end," which means the other end of the first link 331. The second link 142 is referred to as the "other end," which means the other end of the second link 142. The first shaft 321 is the center of the compressor crankshaft 32, and the second shaft 341 is the center of the compressor crankpin 34. The third shaft 1242 is the center of the compressor piston pin 125 if there is no extension rod 124 (described later), and the center of the extension rod pin 1241 if there is an extension rod 124. ★Definition★ (In the description of operation, the expression "center" is omitted when referring to axes or pins.) Furthermore, regarding rotation and oscillation, if a component is named an axis or pin, and the rotation or oscillation occurs around the center of that component, then "rotating or oscillating around the center of the XX axis" or "rotating or oscillating around the center of the XX pin" may simply be expressed as "rotating or oscillating around the XX axis" or "rotating or oscillating around the XX pin" (the same applies throughout this specification).

[0065] When the extension rod 124, which will be described later, is not present, the connections are as follows: compressor piston 12 → other end of compressor connecting rod 14 → one end of compressor connecting rod 14 → one end of compressor crank arm 33. When the extension rod 124 is present, the connections are as follows: compressor piston 12 → other end of extension rod 124 → one end of extension rod 124 → other end of compressor connecting rod 14 → one end of compressor connecting rod 14 → one end of compressor crank arm 33. These are used to show the connection between the compressor crank arm 33 and the compressor piston 12. In this embodiment, the compressor connecting rod 14 is 1 to 4 times the length of the compressor crank arm 33.

[0066] [Extension rod 124] The extension rod 124 is a rod that, when the compressor connecting rod 14 is short, moves the compressor piston 12 out of the rotation range of the compressor crank arm 33 so that the compressor crank arm 33 does not hit the compressor piston 12. The other end of the extension rod 124 is fixed below the compressor piston 12. In this embodiment, the compressor connecting rod 14 is 1 to 4 times the length of the compressor crank arm 33 (see Appendix 11).

[0067] [Discharge process] This is the stroke in which the compressor 101 is discharging fluid. [Extrusion mechanism 1412] Figure 3 shows the extrusion mechanism 1412, etc. If the compressor connecting rod 14 is too short, the force will be distributed more to the lateral component, raising concerns that the compressor piston 12 may not move properly upward. Therefore, it is intended to assist the drive means 30. In addition to the extrusion cam 141 and tappet 1411 described later, other electrically operated mechanisms using electromagnets or hydraulically operated mechanisms are also conceivable. These include, for example, solenoid actuators and hydraulic cylinders. In Figure 1, the extrusion mechanism 1412 is omitted for illustrative purposes, but it is also possible to include the extrusion mechanism 1412 as will be explained later. [During the period from when the compressor 101 starts transitioning from the stroke of drawing in the combustion gas to the stroke of discharging the combustion gas until the stroke of discharging the combustion gas is completed] To assist the drive mechanism 30, it might seem beneficial to, for example, use the push-out cam 141 to push the bottom of the extension rod 124 when the compressor piston 12 has passed its bottom dead center, thereby applying an upward force to the compressor piston 12. However, when the compressor piston 12 has passed its bottom dead center, the compressor connecting rod 14 is likely to be extending almost entirely in the vertical direction. Therefore, the force from the compressor connecting rod 14 is not distributed very much in the lateral direction. Consequently, when the compressor piston 12 has passed its bottom dead center, there appears to be no particular problem in moving the compressor piston 12 upward with the compressor connecting rod 14. The problem is likely to occur particularly when the compressor crank arm 33 has rotated 90 degrees counterclockwise from bottom dead center. Please refer to Figures 3D and 3E as appropriate. In this position, the force of the compressor connecting rod 14 is distributed more in the lateral direction than in the vertical direction. Also, the rotation angle of the compressor crank arm 33 when assistance from the driving means 30 is required differs depending on the ratio of the length of the compressor connecting rod 14 to the length of the compressor crank arm 33. Therefore, in order to allow for some flexibility, the period is set to be from the time the compressor 101 starts transitioning from the stroke in which it inhales the combustion gas to the stroke in which it discharges the combustion gas until the stroke in which it discharges the combustion gas is completed. In other words, it means that the drive means 30 is assisted at the necessary time during the period when the compressor piston 12 moves from bottom dead center to top dead center.

[0068] 2-3. Operation and Principle of Supercharger 100 Next, the operation of the first embodiment configured as described above will be explained. In the embodiments described herein, the supercharger 100 is described as being driven by the power of the internal combustion engine 200, but it may also be driven by an external power source, such as an electric motor 91. In that case, it is necessary to synchronize the operation of the internal combustion engine 200 and the operation of the compressor 101 using control equipment. These will be described in later embodiments.

[0069] 2-3-1. Internal pressure of compressor 101 Figure 2 is a diagram relating to the pressure inside the compression chamber 17, etc. Figure 2A is a graph of the internal pressure of the compressor 101 when the compressor crank 31 is rotated 90 degrees from bottom dead center. [Right Angle State] ★Definition★ During the discharge stroke, when the compressor crank 31 rotates another 90 degrees, the state in which the compressor piston 12 reaches top dead center is called the right-angle state of the compressor 101 (the same term is used throughout this specification). The direction of the 90-degree rotation is the direction in which the compressor crankshaft 32 is driven to rotate. In other words, the right-angle state can also be described as the state in which the compressor crank 31 has been rotated 90 degrees from top dead center in the opposite direction to the driving direction of the compressor piston 12. Furthermore, the compressor 101 is assumed to be in an ideal compression state, where the volume of the compression chamber 17 is zero when the compressor piston 12 is at top dead center.

[0070] ★Definition★ (Length of compressor crank arm 33, length of compressor connecting rod 14) r is the length from the center of the compressor crankshaft 32 to the center of the compressor crankpin 34 (which may also be described herein as the length of the compressor crank arm 33). S is the length from the center of the compressor crankpin 34 to the center of the compressor piston pin 125 (which may also be described herein as the length of the compressor connecting rod 14). (See Figure 2B). Note that for the quick return mechanism described later, please substitute the corresponding component. When the compressor crankshaft 31 is rotated 90 degrees from bottom dead center, the distance x from the crankshaft to one end of the compressor connecting rod 14 on the compressor piston 12 side is x = (S^2 - r^2)^0.5. Note that the symbol "^" represents exponentiation, and the symbol "*" represents multiplication. When the compressor piston 12 is at top dead center and the compressor connecting rod 14 and the compressor crank arm 33 are in a straight line, their length is S + r. Note that this is a right-angle position. In this case, when the piston is perpendicular, the compressor piston 12 has a distance of S+rx remaining to reach top dead center. Furthermore, the distance over which the compressor piston 12 oscillates is 2*r. Assuming the cross-sectional area of ​​the compressor cylinder 11 is 1, the volume, which was originally 2*r, has been reduced to S+rx. Therefore, when the compressor 101 is in a right-angle position, the pressure P inside the compressor 101 is: P = 2*r / (S+rx). If we consider the ratio of S to r and set r=1, then P=2 / (S+1-x). Also, if we consider r=1, then x=(S^2-1)^0.5.

[0071] If the compressor piston 12 has reached the midpoint between the top dead center and bottom dead center of the compressor cylinder 11 (hereinafter referred to as the midpoint), the internal pressure of the compressor 101 will be 2. However, as can be seen from the graph, the internal pressure of the compressor 101 when it is in a right-angle position is less than 2. Therefore, even when combustion gas is discharged during the exhaust stroke of the internal combustion engine 200, there is a remarkable effect in that the load on the compressor 101 due to the combustion gas having nowhere to go is unexpectedly reduced. This is because when the crankshaft rotates 90 degrees from bottom dead center, the compressor crank arm 33 extends laterally as shown in the diagram (see Figure 2B). As a result, the compressor connecting rod 14 tilts diagonally before extending so that the compressor crank arm 33 and the compressor connecting rod 14 are in a straight line, but the initial diagonal tilt delays the movement of the piston. Therefore, theoretically, this effect can be observed in all single-acting reciprocating compressors 1, which use a first link 331 and a second link 142 to drive the compressor piston 12 from below, causing the compressor piston 12 to reciprocate and compressing the combustion gas on the upper surface of the compressor piston 12.

[0072] Please refer to Figure 2A for further explanation. S / r is preferably in the range of 1 to 10. If S / r is 2 or greater, it can take values ​​such as 2, 3, 4, 6, 7, 8, 9, and 10 in increments of 1. If S / r is less than 2, it can take values ​​such as 1, 1.1, 1.2, 1.3, 1.4, 1.5, 1.6, 1.7, 1.8, and 1.9 in increments of 0.1. The smaller the S / r value, the better. Furthermore, if S / r becomes less than 2, the trajectory of the compressor crank arm 33 will be outside the compressor piston 12. Therefore, measures such as connecting it to the compressor connecting rod 14 via a rod extending from the compressor piston 12 in the direction of the compressor crankshaft 32 (hereinafter referred to as extension rod 124) are necessary (see Figure 3C). [The cam is located at the other end of the first link 331 and rotates with the first link 331, and the tappet 1411 is located at the other end of the second link 142, or is located on a member that moves together with the other end of the second link 142.] [The cam is located at the other end of the second link 142 and rotates together with the second link 142, while the tappet 1411 is mounted on a member whose position is fixed relative to the first shaft 321.] Figure 3D shows an example in which an extrusion cam 141 is attached to one end of the compressor connecting rod 14 opposite the crankpin. A tappet 1411 that corresponds to the extrusion cam 141 is provided in the case that supports the compressor crank 31. The end of the compressor connecting rod 14 opposite the crankpin becomes the other end of the second link 142. The case supporting the compressor crank 31 is a member whose position is fixed relative to the first shaft 321. The extrusion cam 141 rotates together with the compressor connecting rod 14, which is the second link 142. Therefore, the extrusion cam 141 is provided at the other end of the second link 142 and rotates together with the second link 142, and the tappet 1411 is provided on a member whose position is fixed relative to the first shaft 321. In a typical cam mechanism 47, the tappet 1411 is driven by the cam, but in this mechanism, the tappet 1411 is stationary, and the extrusion cam 141 is the one that moves. An example of a configuration in which the extrusion cam 141 is provided at the other end of the first link 331 and rotates together with the first link 331, and the tappet 1411 is provided at the other end of the second link 142, or is provided on a member that moves together with the other end of the second link 142, is as follows. The extrusion cam 141 is mounted on the compressor crankshaft 32, which is located at the other end of the compressor crank arm 33, which is the first link 331. The tappet 1411 is provided at the other end of the second link 142, which is the end of the compressor connecting rod 14 opposite to the compressor crankpin 34. Alternatively, the tappet 1411 is located at the bottom of the extension rod 124, which moves together with the other end of the second link 142, the end of the compressor connecting rod 14 opposite to the compressor crankpin 34. The extrusion cam 141 is the first link 331, which rotates together with the compressor crank arm 33.

[0073] Furthermore, the position of the tappet 1411 must be such that, for example, it does not interfere with the shaft of the extrusion cam 141 even when the compressor piston 12 is at bottom dead center, and the extrusion cam 141 does not interfere with other components. Furthermore, the extrusion cam 141 and tappet 1411 must be positioned so that the compressor crank arm 33 can rotate around the compressor crankshaft 32 and the compressor piston 12 can slide up and down, that is, in a position that does not hinder these movements.

[0074] When S / r=1, S and r are equal. In this case, the connecting rod and crank arm rotate 360 ​​degrees while remaining in the same position. However, if the compressor connecting rod 14 and the compressor crank arm 33 are separated once when the compressor crank 31 is rotated 90 degrees from bottom dead center, the compressor connecting rod 14 can move in the direction of pushing up the compressor piston 12 as shown in the diagram (see Figures 3D and 3E). To separate the overlapping parts, an extrusion cam 141 is provided on the extension rod pin 1241, which is the shaft that rotatably connects the extension rod 124 and the compressor connecting rod 14. The extrusion cam 141 is fixed so as to rotate together with the compressor connecting rod 14 around this shaft. This is an example of an extrusion mechanism 1412. Any mechanism that separates the overlapping parts will suffice, so other methods such as using springs or actuators can also be considered. Although the position of the compressor cylinder 11 relative to the crank is not shown in Figure 3, it is possible to not offset the crank, or to use an offset crank as described below. In this embodiment, the second link 142 is 1 to 4 times the length of the first link 331 (see Appendix 11).

[0075] Furthermore, even if S / r is not 1, when S / r is close to 1, stress may be placed on the crankshaft rotation around the time it rotates 90 degrees from bottom dead center. This is because the direction of force transmission of the compressor connecting rod 14 is almost perpendicular to the axis of the compressor cylinder 11. However, the push mechanism 1412 can assist in reducing rotational stress.

[0076] Furthermore, when S / r is 2 or greater, reducing S / r may necessitate preventing the compressor crank arm 33 from hitting the side of the compressor cylinder 11 when it rotates. This can be achieved by providing a notch 1121 on the lower side of the compressor piston 12 (see Figure 7). Such a piston is called a slipper-skirt piston. Furthermore, even with this cutout, the side surface of the compressor piston 12 remains in the direction that suppresses the rotational movement around the histone pin, so it can be expected that the compressor piston 12 will slide smoothly inside the compressor cylinder 114. The descriptions of S / r and the extrusion mechanism 1412, etc., are the same when the first link 331 rotates in the quick return mechanism 4 described later.

[0077] Let's go back to Figure 2 to explain. When the compressor piston 12 compresses the combustion gas, it receives a reaction force from the combustion gas. This force can be divided into two directions: one that causes the compressor piston 12 to slide, and another that presses the compressor piston 12 against the cylinder. As S / r increases, the proportion of the force pressing the compressor piston 12 against the compressor cylinder 11 decreases, which is advantageous in that it reduces friction between the compressor piston 12 and the compressor cylinder 11. This is also true in embodiments described herein where the first link 331 rotates around the first shaft 321.

[0078] Figure 6 shows an example of an offset crank. Generally, a crankshaft configuration in which the center of the crankshaft is located outside the centerline of the cylinder is called an offset crank. Since the cylinder is offset relative to the crankshaft, it is also called an offset cylinder. The same thing happens if the piston pin is offset from the center of the piston, so these are also collectively called offset cranks. Let me explain in more detail.

[0079] The trajectory traced by the pivot axis on the piston side of the connecting rod is called the pivot axis trajectory (the same applies throughout this specification). When the compressor piston 12 is at top dead center, the line connecting the pivot axis of the connecting rod on the compressor piston 12 side and the rotation axis of the compressor crank arm 33 is called the dual axis line (the same applies throughout this specification). As shown in the diagram, when the compressor crankshaft 32 is moved upward from the oscillating axis trajectory, the oscillating axis trajectory and the two axes form an angle θ. This is referred to as tilting the compressor crankshaft 31 by θ. When the quick-return mechanism 4 described later is adopted, if the oscillating rod 43 is present, the oscillating rod 43 will operate in the same manner as the compressor crank arm 33. If the oscillating rod 43 is absent, the quick-return mechanism crank arm 412 will operate in the same manner as the compressor crank arm 33. ★Definition★ (Tilt the crank by θ) In the case where there is a rocking rod 43, The center of the quick-return mechanism pivot point 42 operates in the same manner as the rotation axis of the compressor crank arm 33. When the center of the quick-return mechanism pivot point 42 is moved upward from the oscillating axis trajectory, the oscillating axis trajectory and the two axes form an angle θ. This is referred to as tilting the quick-return mechanism crank 41 by θ. In the case where the oscillating rod 43 is not present, The rotation axis of the quick-return mechanism crank arm 412 operates in the same manner as the rotation axis of the compressor crank arm 33. When the quick-return mechanism crankshaft 411 is moved upward from the oscillating axis trajectory, the oscillating axis trajectory and the two axes form an angle θ. This is referred to as tilting the quick-return mechanism crankshaft 41 by θ (the same term is used throughout this specification). In cases where there is no misunderstanding, the terms "compressor" and "return" may be omitted, and these may simply be referred to as "the crank tilted by θ." Furthermore, when θ is not specified, these may also be referred to as "tilting the crank" (the same applies throughout this specification).

[0080] ★Definition★ (Offset crank) Furthermore, a crankshaft with an inclined configuration is called an offset crankshaft or offset cylinder (the same applies throughout this specification). However, devices that are not intended to change the time it takes for the piston to travel forward and backward can be excluded from the definition of an offset crank. For example, devices that do not aim to change the time it takes for the piston to travel forward and backward include those that reduce cylinder side pressure and those that eliminate piston slap. For example, to reduce cylinder side pressure, the distance between the first shaft 321 and the oscillating shaft trajectory can be set to 0% to 30% of the length of the compressor crank arm 33. The same considerations can be applied when an extension rod 124 is present.

[0081] ★Definition★ (Offset piston) When a piston moves back and forth inside a cylinder, the piston oscillates due to the clearance between the piston and the cylinder, producing a rattling sound (called "piston slap"). To prevent this, the center of the piston pin is sometimes offset from the cylinder's central axis when viewed in the axial direction of the third shaft 1242. This is called piston pin offset, and a piston with a piston pin offset is called an offset piston. To eliminate piston slap and other issues, the amount by which the center of the piston pin is offset from the cylinder center axis, when viewed in the axial direction of the third shaft 1242, can be set to 0% to 5% of the cylinder's inner diameter. The same reasoning can be applied when extension rod 124 is present; in this case, the center of the piston pin is replaced with the center of extension rod pin 1241.

[0082] The compressor crank arm 33 functions as the first link 331. The rotation axis of the compressor crank arm 33 functions as the first shaft 321. Furthermore, the compressor connecting rod 14 functions as a second link 142.

[0083] If the quick return mechanism 4 has a rocking rod 43, The oscillating rod 43 functions as the first link 331. The center of the pivot point 42 of the quick return mechanism functions as the first axis 321. The compressor connecting rod 14 functions as the second link 142.

[0084] If the quick return mechanism 4 does not have a rocking rod 43, The quick-return mechanism crank arm 412 functions as the first link 331. The rotation axis of the quick-return mechanism crank arm 412 functions as the first axis 321. Furthermore, the compressor connecting rod 14 functions as a second link 142. Furthermore, when using the fast return mechanism 4 as the driving means 30 for the compressor connecting rod 14, the connecting rod may be labeled as a fast return mechanism connecting rod and used as such, instead of a compressor 101, as needed.

[0085] Furthermore, by tilting the crank, the time required for the forward and return movements can be changed when the compressor crank 31 is rotating at a constant speed. This will be explained later. Figure 4 shows the synchronization and supercharging conditions of the internal combustion engine 200 and the compressor 101. Figure 4A shows the rotation angle of the crankshaft and the position of the pistons of the internal combustion engine 200 and the compressor 101. E indicates the piston position of the internal combustion engine 200. C indicates the piston position of the compressor 101. Thus, it can be seen that the piston movement period of the compressor 101 is half that of the internal combustion engine 200.

[0086] Figure 4B shows the rotation angle of the crankshaft of the internal combustion engine 200 and the compressor 101, and the pressure in the compression chamber 17. P1 is defined as having a compressor 101 with a displacement twice that of the internal combustion engine 200. P2 is defined as having a compressor 101 with a displacement 1.5 times that of the internal combustion engine 200. Compressor 101 is assumed to be an ideal compressor. For simplicity, this calculation assumes that the piston reciprocates in proportion to the rotation angle of the crankshaft of compressor 101 from its bottom dead center. In both cases, with the intake valve of the internal combustion engine 200 closed, a blockage occurs, but it can be seen that the internal pressure of the compressor 101 is displaced without the internal pressure of the compressor 101 rising significantly.

[0087] At 360 degrees, the pressure drops sharply, but at that point, the compressor piston 12 is at top dead center, so there is no combustion gas remaining in the compression chamber 17. Subsequently, the compressor intake valve 131 opens, but no combustion gas escapes. This is because it is an ideal compressor, but even if some combustion gas escapes, it is only a very small amount. Furthermore, when the compressor intake valve 131 opens, the pressure inside the compression chamber 17 becomes atmospheric pressure.

[0088] Figure 5 shows a pressure simulation considering the volume of the connecting pipe 16. Only the parts corresponding to the intake and exhaust strokes are described, and the rest are omitted. Compressor 101 is assumed to be an ideal compressor. This is the case where the internal combustion engine 200 has a displacement of 50cc, the intake manifold volume is 10cc, and the compressor 101 has a displacement of 120cc. The volume of the intake manifold acts as a surge tank. For reference, commercially available systems that use a 100cc internal combustion engine with a 100cc supercharger typically have a surge tank with a displacement of around 970cc (see Figure 30). Thus, this embodiment operates even when the volume to be used as a surge tank is small.

[0089] 3. Variant Figure 6 shows an example of an offset crank. This is also known as a biased piston-crank mechanism. The compressor piston 12 and compressor crank arm 33 are drawn with solid lines when the compressor piston 12 is at top dead center, and the compressor piston 12 and compressor crank arm 33 are drawn with dotted lines when the compressor piston 12 is at bottom dead center. The compressor crank arm 33 rotates clockwise. As can be seen in the diagram, β > α. Therefore, when the compressor crankshaft 32 is moving in a uniform circular motion, the time it takes for the piston to move from bottom dead center to top dead center is shorter than the time it takes to move in the reverse direction. This allows for quick-motion operation, enabling the internal combustion engine 200 to discharge more combustion gas from the compressor 101 during the intake stroke than during the exhaust stroke. The offset crank shall not be included in the quick return mechanism 4 described in the claim. Note that the discharge of the compressor 101 is as described when the compressor outlet 132 is open; this may not necessarily be the case when the compressor 101 is connected to the internal combustion engine 200. This is the same in embodiments using a single-acting reciprocating compressor 1 as described herein.

[0090] The specific operation of the offset crank will be described in more detail in the second embodiment. Furthermore, a vane pump 500 can be used instead of the single-acting reciprocating compressor 1. This will be explained as a fourth embodiment. A reed valve or the like may be provided at the compressor discharge port 132 to prevent the combustion gas in the connecting pipe 16 from returning to the compression chamber 17.

[0091] 4. Supplement In addition, the invention described in Patent Document 1 uses the central cylinder of the inline three-cylinder engine as a supercharger. The gas compressed by the supercharger is supplied alternately to the cylinders at both ends. This is achieved by opening the intake valve on one of the cylinders at each end, while closing the intake valve on the other end. This means there is a long pipe connecting the cylinders at both ends. Compressed combustion gas accumulates inside that long tube, and the pressure escapes due to its volume. In other words, there was a problem where combustion gas and pressure escaped through the connecting pipe of the cylinder that was not being boosted.

[0092] Therefore, in this configuration, it is not possible to efficiently supercharge the internal combustion engine. Furthermore, because the compressor's position is fixed, there was a problem in that the length of the connecting pipe could not be shortened. However, in this invention, since each cylinder is boosted by a single-acting reciprocating compressor, combustion gas does not escape into the connecting pipe on the non-boosted side. Therefore, it has the effect of boosting efficiently. Furthermore, since the position of the single-acting and reciprocating compressors can be freely set, it has the effect of allowing for a configuration that shortens the length of the connecting pipes. Simply using a reduction gear to halve the compressor's rotation speed compared to an internal combustion engine could result in boosting during both the intake and exhaust strokes, potentially overloading the supercharger. However, by adjusting the S / r ratio or offsetting the compressor crankshaft from the central axis of the compressor cylinder, it's possible to allocate more of the discharge volume to the intake stroke. This is also easier to implement because the compressor is separated from the internal combustion engine, increasing the degree of freedom. By positioning the single-acting reciprocating compressor in an appropriate location, it is possible to provide the pushing member 122. For details on the pushing member, please refer to the third embodiment.

[0093] Furthermore, the invention described in Patent Document 2 uses a double-acting reciprocating compressor. Therefore, a pressure accumulator is an essential component of this configuration. In this invention, a single-acting reciprocating compressor is used, which has the effect of making the accumulator chamber smaller or unnecessary compared to the invention of Patent Document 2. Furthermore, in the invention of Patent Document 2, it is not necessary to adjust the compressor discharge timing so that the discharge timing coincides with the intake stroke, i.e., to adjust the timing. The compressor synchronization means of this embodiment also has a timing adjustment function.

[0094] In a double-acting reciprocating compressor, the direction of combustion gas discharge is basically opposite depending on whether the combustion gas is discharged from the upper or lower side of the piston. On the other hand, with a single-acting reciprocating compressor, the combustion gas is discharged in only one direction, and the kinetic energy gained from the combustion gas molecules striking the piston can be used effectively. Therefore, it can be expected that the combustion gas flowing into the internal combustion engine will create a faster flow. Furthermore, when using a double-acting reciprocating compressor, the direction of combustion gas discharge is basically opposite depending on whether the combustion gas is discharged from the upper side of the piston or the lower side of the piston. Therefore, it is necessary to combine the combustion gas discharged from the upper side of the piston with the combustion gas discharged from the lower side of the piston, which makes the piping complex. As a result, there are many bends in the piping. However, in this invention, a single-acting reciprocating compressor is used, so the number of bends in the piping can be minimized.

[0095] Furthermore, when using a double-acting reciprocating compressor, discharge occurs during both the compression and explosion strokes, requiring a check valve at the discharge port. However, in this embodiment, discharge is suspended during the compression and explosion strokes. Therefore, there is the advantage of being able to omit the check valve. Furthermore, by using the closed state of the engine intake valve, combustion gases can be drawn in. This is the same in other embodiments as well. This crank mechanism, which operates a single-acting reciprocating compressor, has a simple configuration but offers various advantages. Because of its simple configuration, it has the effect of eliminating complex mechanisms, especially in small-displacement internal combustion engines.

[0096] As explained above, the supercharger 100 of the first embodiment can solve the problem of supercharging by periodically making large changes in the mass of the supplied gas.

[0097] ★Definition★ (Compression chamber 17, compressor displacement, ideal compressor displacement) In this specification, the following terms are used: The combustion gas of the internal combustion engine 200 is the gas used to burn the fuel in the internal combustion engine 200. In the embodiments described herein, it is a mixture of fuel and air. If the internal combustion engine 200 employs a fuel injection system, the gas up to the point where the fuel is injected is air. The combustion gas of the internal combustion engine 200 is sometimes abbreviated as "combustion gas".

[0098] • Single-acting reciprocating compressor 1 may sometimes be abbreviated as compressor 101. Many parts of the single-acting reciprocating compressor 1 and the internal combustion engine 200 share common names. Therefore, the part XX of the single-acting reciprocating compressor 1 is written as "compressor XX," and the part XX of the internal combustion engine 200 is written as "engine XX." However, in cases where it does not cause misunderstanding, the words "compressor 101" and "engine" may be omitted. The space enclosed by the engine cylinder 201, engine cylinder head 204, and engine piston 202 is called the combustion chamber, and the side of the internal combustion engine 200 that faces the combustion chamber is called the inside or interior of the internal combustion engine 200, and the opposite side is called the outside or exterior of the internal combustion engine 200. The space enclosed by the compressor cylinder 11, the compressor cylinder head 13, and the compressor piston 12 is called the compression chamber 17. The side of the compressor 101 facing the compression chamber 17 is considered the inside or interior of the compressor 101, and the opposite side is considered the outside or exterior of the compressor 101. The difference between the volume of the compression chamber 17 when the compressor piston 12 is at bottom dead center and the volume of the compression chamber 17 when the compressor piston 12 is at top dead center is called the compressor exhaust volume. In other words, it is the volume of gas that a single-acting reciprocating compressor 1 can discharge in one cycle. A compressor 101 in which the volume of the compression chamber 17 is zero when the compressor piston 12 is at top dead center is called an ideal compressor, and its exhaust volume is called the ideal compressor exhaust volume.

[0099] Next, a second embodiment will be described. Figures 8 to 13 are diagrams illustrating the second embodiment. Figure 8 is a diagram showing the configuration of the supercharger 100 according to the second embodiment. 1. Assumptions The prerequisites for this invention will be explained below. In the second embodiment, the valve mechanism, including the compressor intake valve 131 and the intake valve drive unit, is omitted. In addition, instead of the compressor intake port 133, a compressor intake port 113 is provided on the side of the compressor cylinder 11. The valve mechanism is substituted by either blocking or not blocking the compressor intake port 113 with the side of the compressor piston 12.

[0100] 1-1. Explanation of the Figure Figure 8 shows the configuration diagram of the supercharger 100 in the second embodiment. The shaded, dotted, and dashed line states are the same as in Figure 1. Similar to Figure 1, the engine crank arm 2032, engine crank pin 2033, engine piston pin 2021, compressor piston pin 125, etc., are omitted from the illustration.

[0101] 2. Detailed explanation The second embodiment is a supercharger 100 as follows. The corresponding configuration is listed below. ★[Note 1] ★[Note 2] (Single-acting reciprocating compressor) [Note 3] (Side air intake) [Note 4] (Method of modification) ★[Note 5] (Inclined means) ★[Note 6] (Crank mechanism × Arm) ★[Note 10] ((Crank or quick return mechanism) × Offset) [Note 11] (Extension rod + (crank or quick return mechanism) × (offset or S / r)) [Note 14] (Push-in mechanism) [Note 15] (Push-in mechanism = push-in member) Items marked with a ★ are as described in the previous embodiment. [Note 1] A supercharger 100 is provided for each cylinder of an internal combustion engine 200 having a cycle of 4 strokes, and supercharges that cylinder. A positive displacement compressor 101 is provided, equipped with a compression chamber 17, and has alternating periods of fluid discharge and periods of fluid discharge cessation. Drive means 30 for driving the compressor 101, Synchronization means 20 for synchronizing the operations of the internal combustion engine 200 and the compressor 101 such that one cycle of the internal combustion engine 200 is performed while one cycle of the compressor 101 is being performed, The compressor 101 discharges the combustion gas in the compression chamber 17 to the outside of the compression chamber 17 due to the reduction of the volume of the compression chamber 17, The compressor 101 supplies the combustion gas to the internal combustion engine 200, The compressor 101 discharges the combustion gas during the intake stroke of the internal combustion engine 200, The compressor 101 has a period during which the discharge of the combustion gas is stopped during a continuous period from the start of the stroke following the intake stroke of the internal combustion engine 200 to the end of the stroke preceding the next intake stroke. The supercharger 100 is characterized by this. [Appendix 2] (Single-acting reciprocating compressor) The compressor 101 is a single-acting reciprocating compressor 1, It has a compressor cylinder 11, a compressor cylinder head 13, a compressor piston 12 that slides inside the compressor cylinder 11, and a compressor discharge port 132 provided in the compressor cylinder head 13 for discharging the combustion gas. The compression chamber 17 is defined by the compressor cylinder 11, the compressor cylinder head 13, and the compressor piston 12, The period during which the discharge is stopped is a period for inhaling the combustion gas, which is characterized by this. The supercharger 100 according to Appendix 1. However, the cylinder of the internal combustion engine 200 is called the engine cylinder 201, the cylinder head of the internal combustion engine 200 is called the engine cylinder head 204, the piston of the internal combustion engine 200 is called the engine piston 202, and the intake port of the internal combustion engine 200 is called the engine intake port 2045. [Appendix 3] (Side intake port) The compressor cylinder 11 has a compressor intake port 113 provided on its side surface, The compressor intake port 113 can be either blocked by the compressor piston 12 or open, depending on the position of the compressor piston 12. In the blocked state, the inflow and outflow of the combustion gas into the compressor cylinder interior 114 is blocked. In the state where it is not blocked, the combustion gas can flow in and out of the compressor cylinder interior 114. The maximum capacity of the compression chamber 17 in the blocked state is greater than the displacement of the internal combustion engine 200, Supercharger 100 as described in Appendix 2. [Note 4] (Method of modification) When the direction in which the compressor piston 12 moves is defined as the vertical direction, and the direction of top dead center is defined as upward when viewed from bottom dead center, The compressor intake port 113 has a changing means 1132 for changing the upper end position 1131, The modification means 1132 changes the capacity of the compressor 101 by changing the upper end position 1131 of the compressor intake port 113. When the capacity is maximized, the maximum capacity in the blocked state is characterized in that it is greater than the displacement. Supercharger 100 as described in Appendix 3. [Note 5] (Inclined means) Compared to the case where the first direction 2022, which is the direction of movement of the engine piston 202 during the compression stroke, and the second direction 1211, which is the direction of movement of the compressor piston 12 during the discharge stroke for discharging the combustion gas, are in the same direction, The compressor cylinder 11 is positioned at an angle relative to the engine cylinder 201 such that the center of the compressor discharge port 132 and the center of the engine intake port 2045 are close together. The system is characterized by having a tilting means 18 that allows it to be driven in the aforementioned relatively tilted state. The supercharger 100 described in Appendix 2 or Appendix 3. [Note 6] (Crank mechanism × Arm) The aforementioned drive means 30 has a crank mechanism 3, The crank mechanism 3 comprises a first link 331 and a second link 142. One end of the second link 142 is rotatably attached to one end of the first link 331 around the second shaft 341. The first link 331 is rotatable around the first shaft 321 at the other end. The second link 142 is pivotable around the third shaft 1242 at the other end. The third shaft 1242 is slidable in the direction of the central axis of the compressor cylinder 11. The other end of the second link 142 is characterized in that it drives the compressor piston 12. A supercharger 100 as described in any one of the appendices 2 to 5. [Note 10] ((Crank or quick return mechanism) × Offset) When the first link 331 rotates around the first shaft 321, The second link 142 is 1 to 8 times the length of the first link 331. The first axis 321 is characterized in that, when viewed in its axial direction, it is offset from the trajectory of movement of the third axis 1242. The supercharger 100 described in Appendix 6 or Appendix 9. [Note 11] (Extension rod + (crank or quick return mechanism) × (offset or S / r)) The compressor piston 12 is connected to the second link 142 via an extension rod 124. The other end of the second link 142 is attached to one end of the extension rod 124 so as to be able to swing around the third shaft 1242. The other end of the extension rod 124 is fixed to the compressor piston 12. The first link 331 is characterized in that, when it rotates about the first shaft 321, it is (1) or (2) as follows: The supercharger 100 described in Appendix 6 or Appendix 9. (1) If the first shaft 321 is offset from the trajectory of the movement of the third shaft 1242 when viewed in its axial direction, the second link 142 is 1 to 8 times the length of the first link 331. (2) When the first shaft 321 is not offset from the locus of movement of the third shaft 1242 when viewed in the axial direction thereof, the second link 142 has a length that is 1 to 4 times that of the first link 331. [Appendix 14] (Pushing-in mechanism) The supercharger 100 is characterized by having a pushing-in mechanism 1221 for pushing the combustion gas in the flow path of the combustion gas connecting the compression chamber 17 and the internal combustion engine 200 into the engine cylinder 201. The supercharger 100 according to any one of Appendices 2 to 13. [Appendix 15] (Pushing-in mechanism = Pushing-in member) The pushing-in mechanism 1221 is a pushing-in member 122. The pushing-in member 122 includes a protrusion 1222 extending from the compressor piston 12 toward the compressor discharge port 132 side. The pushing-in member 122 is characterized in that the protrusion 1222 enters toward the flow path side to push the combustion gas into the engine cylinder 201. The supercharger 100 according to Appendix 14.

[0102] 2-1. Configuration of the supercharger 100 This will be described with reference to FIG. 8. The compressor cylinder 11 includes a compressor intake port 113. [Compressor intake port 113] The compressor intake port 113 is provided on the side of the compressor crank 31 on the side surface of the compressor cylinder 11 and is a hole that penetrates the inside and outside of the compressor 101. A compressor intake pipe 15 is connected to the end where the compressor intake port 113 penetrates, and a carburetor or the like is connected to the end thereof. The compressor intake port 113 has a sufficient opening area for taking the combustion gas into the compressor 101.

[0103] Note that the valve mechanism such as the compressor intake valve 131 and the intake valve drive unit in the first embodiment is omitted. During the intake stroke, when the piston moves towards the bottom dead center, a negative pressure is created inside the cylinder, which may increase the load on the compressor 101. In this case, a reed valve or the like may be provided in the compressor cylinder head 13 as an auxiliary measure. [Blocked state] This describes a state where the compressor piston 12 completely blocks the compressor intake port 113 with its side. However, this also includes a state where the entire compressor piston 12 is located on the side of the compressor cylinder head 13 that is greater than the upper end position 1131 of the compressor intake port 113, so that combustion gas cannot enter the compression chamber 17 from the compressor intake port 113. The compressor piston 12 in Figure 8 falls into this case. In this case, combustion gas would enter the crankcase, but the actual compressor piston 12 has sufficient thickness and does not have this problem. If there are multiple compressor intake ports 113, combustion gas cannot enter the compression chamber 17 from any of the compressor intake ports 113. [Not blocked] This refers to a state where the intake port is not blocked. Specifically, this means that combustion gas can enter the compression chamber 17 from all or part of the compressor intake port 113. If there are multiple compressor intake ports 113, this also includes a state where combustion gas can enter the compression chamber 17 from all or part of any of the compressor intake ports 113. [Maximum capacity] The volume of the compression chamber 17 changes depending on the position of the compressor piston 12. During the discharge stroke, the compressor piston 12 moves from bottom dead center to top dead center, and reaches its maximum volume at the moment the compressor piston 12 closes the compressor intake port 113. However, this is the case for an ideal compressor, and there may be some volume remaining in the compression chamber 17 when the compressor piston 12 reaches top dead center. If the maximum capacity of the compression chamber 17 in the blocked state is smaller than the displacement of the internal combustion engine 200, supercharging cannot be performed. Therefore, the maximum capacity of the compression chamber 17 in the blocked state is assumed to be larger than the displacement of the internal combustion engine 200.

[0104] [Upper Dead Center] [Lower Dead Center] ★Definition★ The position where the compressor piston 12 is closest to the compressor cylinder head 13 is called the top dead center, and the position where the compressor piston 12 is furthest from the compressor cylinder head 13 is called the bottom dead center. More precisely, the top dead center is the position of the compressor cylinder 11 when the third shaft 1242 is at the end of the oscillating axis trajectory on the compressor cylinder head 13 side, and the bottom dead center is the position of the compressor cylinder 11 when the third shaft 1242 is at the end of the oscillating axis trajectory on the opposite side of the compressor cylinder head 13 side. The term "dead point" is used in various devices that use cranks, such as unicycles, bicycles, tricycles, and steam engine locomotives, to indicate the "point where no rotational force is generated." However, when using the quick-return mechanism described later, doubts arise, so it has been defined in this way. Furthermore, if the cylinder is offset, the position where the compressor piston 12 is closest to the compressor cylinder head 13, or the position where the compressor piston 12 is furthest from the compressor cylinder head 13, may not be the "point where no rotational force is generated." [Top position 1131] This is the position of the upper end of the opening 5071 of the compressor intake port 113 when the direction of movement of the compressor piston 12 is defined as vertical, and the direction of top dead center is defined as upward when viewed from bottom dead center. The compressor intake port 113 can have various shapes, but this is the geometrically highest position. In the diagram, the compressor intake port 113 is rectangular, and the position of the right side is the upper end position 1131. [Method of modification 1132] Figure 10 shows an example of a modification method. In this embodiment, the modification means 1132 is a plate that covers a portion of the compressor intake port 113. The plate can slide in the axial direction of the cylinder. In the illustration, the left short side of the modification means 1132 is at the upper end position 1131. [Capacity]★Definition★ The capacity is the discharge volume per discharge stroke of the compressor 101. When a compressor intake port 113 is provided on the side of the compressor cylinder 11, the combustion gas that was initially drawn into the cylinder escapes to the outside of the cylinder before the compressor intake port 113 is closed during the discharge stroke, so it differs from the compressor exhaust volume. [Inhalation procedure] Please refer to Figure 8 for further explanation. This is the step in which the compressor 101 draws in combustion gas. [Discharge process] This is the process in which the compressor 101 discharges the combustion gas. [Extrusion mechanism 1412] This mechanism assists the drive mechanism 30 by applying force to the compressor piston 12 as it moves from the suction stroke to the discharge stroke, thereby directing the compressor piston 12 toward top dead center. For example, it is useful when the force of the compressor connecting rod 14, which functions as the drive mechanism 30, is not transmitted very effectively in the vertical direction. [Cam, tappet 1411] This is an example of the components that make up the extrusion mechanism 1412. The tappet 1411 is a component that transmits linear motion between the extrusion cam 141 and the component driven by the extrusion cam 141.

[0105] [Flow path for combustion gases] This is the path through which combustion gas flows from the compressor 101 into the engine cylinder 201. The flow path includes a hole through which the compressor discharge port 132 passes, a pipe connecting the compressor 101 and the internal combustion engine 200, a through hole in the cylinder head located upstream of the compressor intake port 113 of the compressor 101, an intake manifold, and the like. [Protrusion 1222] Figure 15 shows an explanation of the push-in member, etc. The projection 1222 is a projection provided on the upper surface of the compressor piston 12. It is shaped to fit into the discharge port and the connecting pipe 16 that connects the discharge port to the internal combustion engine 200. The tip of the projection 1222 is provided with a groove that accommodates the intake valve, matching the shape of the intake valve shaft 2047 of the internal combustion engine 200. Alternatively, the inside of the compressor cylinder head 13 may be shaped like a mortar, and the compressor piston 12 may be shaped like a cone that fits into the compressor cylinder head 13. This is equivalent to integrating the projection 1222 and the compressor piston 12. By doing so, the combustion gas can be smoothly delivered to the internal combustion engine 200. Alternatively, the engine cylinder head 204 and the compressor cylinder head 13 may be formed as a single unit, and the inside of the compressor cylinder head 13 may be shaped like a mortar. This allows the tip of the pushing member 122 to be optimized to be even closer to the engine air intake port 2045.

[0106] Furthermore, as shown in Figure 38, a portion of the pushing member 122 may move while touching the inside of the compressor cylinder 11. By doing so, even when the crank is tilted and subjected to an upward force as shown in the figure, the compressor cylinder 11 can move smoothly without rattling. In that case, it is preferable to provide a skirt extension portion 1225, which is an extension of the skirt, at the bottom of the cylinder on the opposite side of the pushing member 122.

[0107] 2-2. Operation of Supercharger 100 Next, the operation of the second embodiment configured as described above will be explained. Please refer to Figure 8 for further explanation. Hereinafter, when the compressor intake port 113 is blocked by the side of the compressor piston 12, and combustion gas can no longer flow into the compression chamber 17, this is referred to as the compressor intake port 113 being closed. Conversely, when there is a portion of the compressor intake port 113 that is not blocked by the side of the compressor piston 12, and combustion gas can flow into the compression chamber 17, this is referred to as the compressor intake port 113 being open.

[0108] In this embodiment, the compressor intake port 113 can be broadly classified into two forms based on its length in the cylinder direction. 2-2-1. When the compressor intake port 113 is near the bottom dead center of the compressor piston 12 Firstly, the compressor intake port 113 is located on the side of the compressor cylinder 11, near the bottom dead center position of the compressor piston 12, on the lower side of the compressor cylinder 11 in the height direction.

[0109] The first case will be explained by taking the example where the compressor piston 12 moves from top dead center to bottom dead center, and then moves from bottom dead center to top dead center. (1) Initially, the compressor intake port 113 is closed, so when the compressor piston 12 moves from top dead center to bottom dead center, the inside of the compression chamber 17 becomes negative pressure. When the compressor piston 12 approaches bottom dead center, the compressor intake port 113 opens, and combustion gas is drawn in by the negative pressure inside the compression chamber 17. Note that the engine intake valve 2041 is closed until (4). (2) When the compressor piston 12 moves slightly from near the bottom dead center towards the top dead center, the compressor intake port 113 closes, and preparations for the compression and discharge of the combustion gas are complete. (3) When the compressor piston 12 moves further toward the top dead center from near the top dead center, the compression of the combustion gas begins in the compression chamber 17. (4) When the intake stroke begins and the engine intake valve 2041 opens, the combustion gas discharged from the compressor 101 flows into the combustion chamber. (5) When the compressor piston 12 reaches top dead center, the compression and discharge of the combustion gases are completed. The intake stroke of the internal combustion engine 200 is completed, and the compression stroke begins. (6) The compressor piston 12 begins to move from top dead center to bottom dead center. The compressor intake port 113 is already closed. From here on, return to (1) and repeat steps (1) through (6).

[0110] This configuration eliminates the need for a valve mechanism, resulting in a simpler design, which is particularly advantageous when applied to small-displacement internal combustion engines (200cc).

[0111] 2-2-2. When the compressor intake port 113 is open from near the bottom dead center to near the middle of the compressor piston 12. Secondly, a hole is provided on the side of the compressor cylinder 11 as a compressor intake port 113, extending from its center downwards in the height direction of the compressor cylinder 11. The diagram shows this case. The second case will be explained by taking the example of the compressor piston 12 moving from top dead center to bottom dead center. (1) Initially, the compressor intake port 113 is closed, so when the compressor piston 12 moves from top dead center to bottom dead center, the inside of the compression chamber 17 becomes negative pressure. When the compressor piston 12 reaches a position approximately midway between top dead center and bottom dead center, the compressor intake port 113 opens. Then, the combustion gas is drawn into the compression chamber 17 by the negative pressure inside the compression chamber 17.

[0112] (2) The compressor piston 12 starts moving from bottom dead center towards top dead center. The compressor intake port 113 is about half the height of the compressor cylinder 11, so the combustion gas that has been drawn in is expelled back through the intake port until the side of the piston blocks the compressor intake port 113. During this time, the internal combustion engine 200 is still in the exhaust stroke, and the engine intake valve 2041 is closed. Therefore, the combustion gas accumulates only in the connecting pipe 16 and does not enter the combustion chamber. In this case, the compressor 101 will be running almost idly, so the load on the supercharger 100 will not be very high.

[0113] (3) When the compressor piston 12 reaches about halfway up the height of the compressor cylinder 11, the compressor intake port 113 closes. At that time, the internal combustion engine 200 enters the intake stroke. The engine intake valve 2041 opens, and the combustion gas flows into the combustion chamber through the connecting pipe 16. By adjusting the timing of the compressor intake port 113 closing, the pressure inside the compression chamber 17 does not rise until the intake stroke begins, thereby reducing the load on the supercharger 100 caused by compressed gas that has nowhere to go. (5) When the compressor piston 12 reaches top dead center, the compression and discharge of the combustion gases are completed. The intake stroke of the internal combustion engine 200 is completed, and the compression stroke begins. (6) The compressor piston 12 begins to move from top dead center to bottom dead center. The compressor intake port 113 is already closed. From here on, return to (1) and repeat steps (1) through (6).

[0114] To determine which of the two options is better, choose the one that results in less load and energy loss on the supercharger (100). In the case of the second option, the amount of fuel returned to the carburetor increases, so if fuel return is a practical problem, the first option should be chosen. Of course, intermediate forms between the first and second embodiments are also possible. As in the first embodiment, a compressor intake port 133 can be provided on the compressor cylinder head 13, and a reed valve can be installed there. In that case, the compressor intake port 113 will mainly be used to adjust the timing of discharge. Furthermore, in the first case, considering the return of air to the vaporizer, a reed valve can be provided between the compressor intake port 113 and the vaporizer. In this case, the compressor intake port 113 and the reed valve will replace the valve mechanism of the previous embodiment.

[0115] 2-2-3. Internal pressure of compressor 101 Figure 9 shows a simulation of the combustion chamber pressure in the second embodiment. The simulation was performed under the following conditions. • Compressor 101 is assumed to be an ideal compressor. For the sake of simplifying calculations, let's assume that the piston moves in proportion to the rotation angle of the crankshaft of the supercharger 100 from its bottom dead center. When the compressor crankshaft 31 rotates 90 degrees from bottom dead center, the compressor intake port 113 closes. The compressor displacement is four times that of the internal combustion engine 200. In other words, when the compressor intake port 113 is closed, a volume twice the displacement of the internal combustion engine 200 is secured inside the compression chamber 17.

[0116] As can be seen from the diagram, the target boost pressure is 2, but the engine does not exceed the target pressure and gradually approaches it after entering the intake stroke. Generally, when a gas is pressurized and then released, the difference between the pressure during storage and the pressure after release leads to energy loss. However, this problem is not present in this embodiment.

[0117] 3. Variant Figure 10 shows an example of the modification means 1132. [Method of modification 1132] In this embodiment, the modification means 1132 is a plate that covers a portion of the compressor intake port 113. The plate can slide in the axial direction of the cylinder. The plate is in close contact with the cylinder. In the illustration, the left short side of the modification means 1132 is at the upper end position 1131. By providing the changing mechanism 1132, the capacity of the compressor 101 can be made variable. This allows the mass of the combustion gas entering the internal combustion engine 200 to be changed by the changing mechanism 1132, and can be used as a substitute for a throttle. In a typical configuration, the throttle is positioned upstream of the supercharger 100, that is, further upstream of the combustion gas flow path. The throttle normally narrows the flow path for the combustion gas, adjusting the amount of combustion gas entering the internal combustion engine 200. However, since the supercharger 100 draws in combustion gas under negative pressure, restricting the throttle ultimately results in energy loss. The modification means 1132 can reduce this loss by acting as a substitute for the throttle. As mentioned earlier, in order to reduce the load on the supercharger 100, it is desirable to release the combustion gas from the intake port and allow the compressor 101 to idle during the exhaust stroke of the internal combustion engine 200. However, in order to obtain maximum output, it is desirable to increase the capacity of the supercharger 100 and provide more boost. By providing the modification means 1132, it is possible to satisfy both of these requirements. In addition, in the first embodiment, the compressor capacity can be adjusted by adjusting the timing of opening and closing the compressor suction valve 131, thereby achieving the same function.

[0118] Figure 11 shows an example where an offset crank is used. In this embodiment, the second link 142 is 1 to 4 times the length of the first link 331 (see Appendix 11). The illustration of the internal combustion engine 200 has been omitted, and the illustration of the compressor 101 has also been omitted except for the components necessary for explanation. In this embodiment, since a pressing member 122 is provided, the tip of the compressor connecting rod 14 is connected close to the pressing member 122 so that force is applied to it efficiently. Figure 11 shows the modification means 1132 and the push-in mechanism 1221. [Push-in mechanism 1221] The pushing mechanism 1221 is a mechanism that pushes the combustion gas in the combustion gas flow path connecting the compression chamber 17 and the internal combustion engine 200 into the engine cylinder 201. The pushing mechanism 1221 includes a pushing member 122, a compressor piston 12, and a drive mechanism. The flow path includes a hole through which the compressor discharge port 132 passes, a pipe connecting the compressor 101 and the internal combustion engine 200, a through hole provided in the cylinder head located upstream of the intake port of the compressor 101, an intake manifold, and the like. A diaphragm driven by a solenoid may be provided in the connecting pipe 16. Alternatively, ions or the like may be generated, and the combustion gas may be moved to the internal combustion engine 200 by electromagnetic force. [Relief section 1223 that provides clearance for components of the internal combustion engine 200 located at the connection point] The components of the internal combustion engine 200 include the intake valve shaft 2047, various sensors, and fuel injection nozzles. The relief section 1223 is shaped to correspond to the components of the internal combustion engine 200. In the case of the intake valve shaft 2047, the relief section 1223 is, for example, a groove. Please also refer to Figure 15 as appropriate. [Push-in member 122] Figure 38 shows an example in which the pushing member 122 slides inside the compressor piston 12. A projection extending upward (to the right in the illustration) is attached to the upper surface of the compressor piston 12. This is the pushing member 122. The push-in member 122 is shaped to fit into this trapezoid. Please also refer to Figure 15 for details on the push-in member 122. The compressor piston 12 is cylindrical and has a projection on its upper surface. The projection may be integrally formed with the compressor piston 12, press-formed from the bottom side, or prepared separately and connected to the compressor piston 12. The pushing member 122 is shaped to fit into the compressor discharge port 132 and the connecting pipe 16. If the cross-sectional shape and area of ​​the connecting pipe 16 were to be the same when it is cut into sections, the discharge of compressed gas would be blocked when the tip of the (for example, cylindrical) pushing member 122 is fitted into the connecting pipe 16. To prevent this, the cross-section of the connecting pipe 16 when it is cut lengthwise is made trapezoidal.

[0119] Figure 12 illustrates the operation when the compressor crank 31 is tilted. This allows the compressor cylinder 11 to move quickly during discharge. The position of the compressor piston 12 when it reaches top dead center is represented by A3, and the position of the compressor connecting rod 14 is represented by a3. The position of the compressor piston 12 in the perpendicular position is represented by A2, and the position of the compressor connecting rod 14 is represented by a2. The position of the compressor piston 12 when it reaches bottom dead center is represented by A1, and the position of the compressor connecting rod 14 is represented by a1. Furthermore, a1' represents the position of the compressor connecting rod 14 when the compressor crank arm 33 has rotated 180 degrees from the time the compressor piston 12 reaches top dead center.

[0120] The compressor connecting rod 14 moves in the order a1'→a1→a2→a3, but it can be seen that the compressor piston 12 hardly moves between a1' and a1. The exhaust stroke of the internal combustion engine 200 is completed between a1'→a1→a2. However, at the end of the exhaust stroke, the compressor piston 12 has not moved to A4, which is between A1 and A3, and the compressor 101 is not operating very much. Between a2 and a3, the internal combustion engine 200 performs the intake stroke. During this time, the compressor piston 12 moves significantly from A2 to A3, and it can be seen that the work of the compressor 101 is mainly performed during the intake stroke of the internal combustion engine 200. This has the advantage of efficient operation, as more combustion gas is supplied to the internal combustion engine 200 during the intake stroke than during the exhaust stroke. Note that the positions of the compressor piston 12 at a1 and a1' are almost the same. This is because α is greater than β. As a result, the compressor piston 12 starts moving to top dead center later. The fact that position A2 is on the left side in the diagram means that the period during which the compressor 101 discharges combustion gas can be reduced. In other words, the upper end position 1131 can be moved to the left side in the diagram compared to the case where the crank is not tilted. Furthermore, since the capacity required for supercharging is secured when the compressor intake port 113 is closed, the compressor exhaust volume can be reduced accordingly.

[0121] Let's consider the range of angle the crank can be tilted. Figure 13 is an auxiliary diagram for calculations. The explanation will be based on the orientation of the drawing. Let's assume that the compressor piston 12 was removed, the compressor crank arm 33 and compressor connecting rod 14 were extended, and the compressor was placed on a horizontal surface. This corresponds to the state when the compressor piston 12 is at top dead center.

[0122] Refer to Figure 13B for further explanation. When viewed from the direction of the compressor crankshaft 32, the tip of the compressor connecting rod 14 to which the compressor piston 12 was connected is considered the origin, and the horizontal plane is considered the x-axis. However, the positive direction of the x-axis is shown as the left side in the diagram. Let r be the length of the compressor crank arm 33. Let c be the length of the compressor connecting rod 14. Let δ be the angle that the compressor connecting rod 14 makes with respect to the x-axis when it is in a right-angle position. Let Lo be the third shaft 1242 at bottom dead center when not tilted, and Mo be the third shaft 1242 in a perpendicular position (Lo is not shown in the illustration). In this explanation, the tip of the compressor connecting rod 14 corresponds to the third shaft 1242. Let r be the length of the compressor crank arm 33. Let c be the length of the compressor connecting rod 14. In that state, rotate the X-axis clockwise by θ (referred to as the X' axis in the diagram). Then, fix it at A and B so that it can swing, and move the tip of the compressor connecting rod 14 to the X-axis (intuitively, it is easier to understand if you imagine it hanging down on the X-axis). Let Lm be the third axis 1242 at the bottom dead center when tilted, and Mm be the third axis 1242 when perpendicular. This corresponds to the case where the crank is tilted by θ. Let r be the length of the compressor crank arm 33 (reiterated). Let c be the length of the compressor connecting rod 14 (reiterated). Let As be the length of the perpendicular line drawn from A to the x-axis. Let Bs be the length of the perpendicular line drawn from B to the x-axis.

[0123] Then, Lo = 2 * r Mo = r + c - (c^2 - r^2)^0.5 Lm=(2*r+c)*cosθ-(c^2-Bs^2)^0.5 Mm=(r^2*+(r+c)^2)^0.5*cos(θ+δ)-(c^2-As^2)^0.5 This is the result. (r^2+(r+c)^2)^0.5*sinδ=r δ=arcsin(r / (r^2+(r+c)^2)^0.5) This is the result. Also, As=(r^2+(r+c)^2)^0.5*sin(θ+δ) Bs = (2*r+c)*sinθ This is the result. Exponentiation is indicated by the symbol "^", and multiplication by the symbol "*". Also, arcsin is the inverse function of sin. We simulated the process by setting r=1 and varying c from 1 to 10. The larger the Mm / Lm ratio, the more advantageous it is for delayed discharge. If Mm / Lm is greater than Mo / Lo, then tilting can be said to be effective. The simulation results showed that if the S / r ratio is within 9, tilting within the allowed range is more effective. Following the previous notation, the ratio of the length of the compressor connecting rod 14 to the length of the compressor crank arm 33 was defined as S / r.

[0124] Figure 46 shows the results when S / r = 1.2, 1.5, 2, 3, 4. Figure 47 shows the values ​​when S / r = 5, 6, 7, 8, 9. Figure 48 summarizes the cases when S / r = 10 and 20.

[0125] The horizontal ratio in the table represents the position of the piston from top dead center when the compressor 101 is perpendicular to the crank, with the distance from top dead center to bottom dead center being defined as 1 when the crank tilt is 0. Therefore, if the horizontal ratio is greater than 0.5, it means that the compressor piston 12 has not reached the midpoint between top dead center and bottom dead center when perpendicular to the crank. In this case, the compressor 101 is advantageous because it discharges more combustion gas during the intake stroke than during the exhaust stroke (this may be conveniently referred to as delaying discharge below). The slope ratio in the table is the horizontal ratio when the crank's inclination is θ. In other words, when the crank is tilted at θ, and the distance from top dead center to bottom dead center is defined as 1, this represents the position of the piston relative to the top dead center when the compressor 101 is in a perpendicular position. Here, we can see that if the slope ratio is greater than the horizontal ratio, there is an effect from tilting the crank. In the diagram, the comparison column shows the results of comparing the slope ratio to the horizontal ratio. Rows where the slope ratio is greater than the horizontal ratio are marked with a circle (○). The presence of the letters #NUM! indicates that tilting the crankshaft would prevent the compressor connecting rod 14 from reaching the compressor piston 12, thus making it impossible to tilt the crankshaft at that angle. The table shows that if S / r = 8 or less, tilting the crank as much as possible has the effect of delaying discharge more than not tilting the crank. Furthermore, even when S / r = 9, 10, and 20, it can be seen that tilting the crank is more effective in delaying discharge than not tilting the crank, as long as the angle is within 51.75 degrees.

[0126] The reason for the limited range of tilt is that if the crank is tilted too much, when the compressor crankpin 34 is at position A, the compressor connecting rod 14 will not reach the X-axis.

[0127] As explained above, the supercharger 100 of the second embodiment can solve the problem of supercharging by periodically making large changes in the mass of the supplied gas.

[0128] Next, a third embodiment will be described. Figures 14 to 23 are diagrams illustrating a third embodiment. Figure 14 shows the configuration diagram of the supercharger 100 in the third embodiment. 1. Assumptions The prerequisites for this invention will be explained below. In the third embodiment, a quick return mechanism 4 is used instead of the crank mechanism 3, and the combustion gas is selectively discharged from the compressor 101 during the intake stroke of the internal combustion engine 200. Ideally, this could be done as follows: Internal Combustion Engine 200: Exhaust | Intake | Compression | Combustion Compressor 101: Intake | Discharge | Intake | Intake

[0129] In other words, selectively means that while discharge may occur during other strokes, a larger amount of discharge is allocated during the intake stroke. Note that a larger discharge amount is based on the case where the compressor discharge port 132 is open. If connected to an internal combustion engine 200, it goes without saying that discharge will be inhibited if the engine intake valve 2041 is closed.

[0130] 1-1. Explanation of the Figure Figure 14 shows the configuration diagram of the supercharger 100 in the third embodiment. Note that the shaded and dashed-dotted line states shown in Figure 1 have been omitted, but the dotted line state is the same as in Figure 1. In the third embodiment, the crank mechanism 3 is omitted, and instead, a quick return mechanism 4 is provided. Furthermore, a push member 122 is provided to improve the supercharging efficiency of the internal combustion engine 200. ★Definition★ The quick return mechanism 4 is a mechanism that converts rotational motion into reciprocating motion, and if the input is constant-velocity rotational motion, the return path completes the operation faster than the outward path.

[0131] 1-2. Power transmission, etc. Next, we will briefly explain the configuration of the supercharger 100 and then describe the power transmission. The supercharger 100 comprises a single-acting reciprocating compressor 1, a synchronization means 20 (reduction gear 2), and a drive means 30 (return mechanism 4). The quick return mechanism 4 receives power from the internal combustion engine 200 and causes the compressor piston 12 to reciprocate within the compressor cylinder 11. The quick return mechanism 4, when subjected to constant-speed rotational power, causes the compressor piston 12 to complete its movement from bottom dead center to top dead center faster than it completes its movement in the reverse direction (referred to as quick motion in this specification). The configuration and operation of the quick return mechanism 4 will be explained in detail later. The compressor 101 takes in combustion gas from the compressor inlet 133 and discharges it from the compressor discharge port 132, supplying the combustion gas to the internal combustion engine 200.

[0132] The engine crankshaft 2031 is equipped with a drive shaft-side sprocket 21 that rotates together with it. Furthermore, the quick-return mechanism crankshaft 411 is equipped with a driven shaft-side sprocket 22 that rotates together with it. A chain 23 is stretched between the drive shaft sprocket 21 and the driven shaft sprocket 22, and the power from the internal combustion engine 200 is transmitted to the supercharger 100 via the chain 23. The diameter and number of teeth of each sprocket are adjusted so that when the drive shaft sprocket 21 rotates twice, the driven shaft sprocket 22 rotates once. The drive shaft sprocket 21, the driven shaft sprocket 22, and the chain 23 constitute the reduction gear 2 and function as a synchronization means 20. The quick-return mechanism crank 41 is rotated by the driven shaft side sprocket 22, which receives power from the internal combustion engine 200. In other words, the quick-return mechanism 4 is driven by the internal combustion engine 200. The quick return mechanism 4 causes the compressor piston 12 to reciprocate within the compressor cylinder 11.

[0133] (1) Between the compression stroke, explosion stroke, and exhaust stroke of the internal combustion engine 200, the quick return mechanism 4 moves the compressor piston 12 from top dead center to bottom dead center, drawing combustion gas into the compression chamber 17. At this time, the compressor intake valve 131 is open. (2) In conjunction with the intake stroke of the internal combustion engine 200, the quick return mechanism 4 causes the compressor piston 12 to move quickly from bottom dead center to top dead center. At that time, the engine intake valve 2041 is open, and the discharged combustion gas is taken into the internal combustion engine 200 through the connecting pipe 16. (3) When the internal combustion engine 200 enters the compression stroke, the compressor intake valve 131 opens, and the quick return mechanism 4 begins to move the compressor piston 12 from top dead center to bottom dead center more slowly than the previous quick motion. From this point onward, the process returns to (1), and steps (1) through (3) are repeated.

[0134] 2. Detailed explanation The third embodiment is a supercharger 100 as follows. The corresponding configuration is listed below. ★[Note 1] ★[Note 2] (Single-acting reciprocating compressor) ★[Note 5] (Inclined means) [Note 7] (Return Mechanism) [Note 8] (Variations of the quick return mechanism) [Note 9] (Variations of quick return mechanism × arm) ★[Note 14] (Push-in mechanism) ★[Note 15] (Push-in mechanism = Push-in component) [Note 16] (Push-in mechanism = Push-in member × Relief part) [Note 17] (Push-in mechanism = Push-in member × Relief part × Groove) Note that ★ was mentioned in the previous embodiment.

[0135] [Note 1] A supercharger 100 is provided for each cylinder of an internal combustion engine 200 having a cycle of 4 strokes, and supercharges that cylinder. A positive displacement compressor 101 is provided, equipped with a compression chamber 17, and has alternating periods of fluid discharge and periods of fluid discharge cessation. A drive means 30 for driving the compressor 101, The operation of the internal combustion engine 200 and the compressor 101 is synchronized by a synchronization means 20 that synchronizes the operation of the internal combustion engine 200 so that one cycle of the compressor 101 is performed while one cycle of the internal combustion engine 200 is performed. The compressor 101 discharges the combustion gas inside the compression chamber 17 to the outside of the compression chamber 17 due to the reduction in the volume of the compression chamber 17. The compressor 101 supplies the combustion gas to the internal combustion engine 200. The compressor 101 discharges the combustion gas during the intake stroke of the internal combustion engine 200. The supercharger 100 is characterized in that the compressor 101 has a period during which the discharge of the combustion gas is suspended, from the start of the next intake stroke of the internal combustion engine 200 to the end of the stroke preceding the next intake stroke. [Note 2] (Single-acting reciprocating compressor) The compressor 101 is a single-acting reciprocating compressor 1, It comprises a compressor cylinder 11, a compressor cylinder head 13, a compressor piston 12 that slides inside the compressor cylinder 11, and a compressor discharge port 132 provided in the compressor cylinder head 13 for discharging combustion gas. The compression chamber 17 is defined by the compressor cylinder 11, the compressor cylinder head 13, and the compressor piston 12. The period during which the discharge is suspended is characterized in that the combustion gas is drawn in during this period. The supercharger 100 described in Appendix 1. However, the cylinder of the internal combustion engine 200 is referred to as the engine cylinder 201, the cylinder head of the internal combustion engine 200 is referred to as the engine cylinder head 204, the piston of the internal combustion engine 200 is referred to as the engine piston 202, and the intake port of the internal combustion engine 200 is referred to as the engine intake port 2045. [Note 5] (Inclined means) Compared to the case where the first direction 2022, which is the direction of movement of the engine piston 202 during the compression stroke, and the second direction 1211, which is the direction of movement of the compressor piston 12 during the discharge stroke for discharging the combustion gas, are in the same direction, The compressor cylinder 11 is positioned at an angle relative to the engine cylinder 201 such that the center of the compressor discharge port 132 and the center of the engine intake port 2045 are close together. The system is characterized by having a tilting means 18 that allows it to be driven in the aforementioned relatively tilted state. The supercharger 100 described in Appendix 2 or Appendix 3. [Note 7] (Return Mechanism) The drive means 30 includes a quick return mechanism 4, The drive means 30 converts rotational motion into reciprocating motion, and drives the compressor 101 so that, when the rotational motion is at a constant speed, the return path of the reciprocating motion completes faster than the forward path, thereby enabling a quick return. The return path is the direction in which the compressor piston 12 moves when the compressor 101 is in the process of discharging the combustion gas, and the forward path is the direction in which the compressor piston 12 moves when the compressor 101 is in the process of drawing in the combustion gas. A supercharger 100 as described in any one of the appendices 2 to 5. [Note 8] (Variations of the quick return mechanism) The quick return mechanism 4 is characterized by having at least one of the following: a link mechanism 46, a non-circular gear 600, a crank mechanism 3, and a cam mechanism 47. The supercharger 100 described in Appendix 7. [Note 9] (Variations of quick return mechanism × arm) The drive means 30 comprises a first link 331 and a second link 142. One end of the second link 142 is attached to one end of the first link 331 so as to be able to swing or rotate around the second shaft 341. The first link 331 is pivotable or rotatable around the first shaft 321 at the other end. The second link 142 is pivotable around the third shaft 1242 at the other end. The third shaft 1242 is slidable in the direction of the central axis of the compressor cylinder 11. The other end of the second link 142 is characterized in that it drives the compressor piston 12. Supercharger 100 as described in Appendix 8. [Note 14] (Push-in mechanism) The device is characterized by having a pushing mechanism 1221 that pushes the combustion gas in the combustion gas flow path connecting the compression chamber 17 and the internal combustion engine 200 into the engine cylinder 201. A supercharger 100 as described in any one of the appendices 2 to 13. [Note 15] (Push-in mechanism = push-in member) The aforementioned push-in mechanism 1221 is a push-in member 122, The pushing member 122 is provided with a projection 1222 extending from the compressor piston 12 toward the compressor discharge port 132 side, The pushing member 122 is characterized in that the projection 1222 moves toward the flow path side, thereby pushing the combustion gas into the engine cylinder 201. Supercharger 100 as described in Appendix 14. [Note 16] (Push-in mechanism = Push-in member × Relief part) The pushing member 122 is characterized by having a relief portion 1223 that allows relief from the components of the internal combustion engine 200 located at the connection between the compressor discharge port 132 and the engine intake port 2045. Supercharger 100 as described in Appendix 15. [Note 17] (Push-in mechanism = Push-in member × Relief part × Groove) The member includes the shaft 2047 of the intake valve of the internal combustion engine 200, and the relief portion 1223 includes a groove to avoid the member. The supercharger 100 described in Appendix 16.

[0136] 2-1. Notes on Terminology The aforementioned selective discharge of combustion gas means that, during the intake stroke of the internal combustion engine 200, the single-acting reciprocating compressor 1 discharges at least half, preferably at least two-thirds, of the gas mass it has drawn in. Note that this discharge occurs when the compressor outlet 132 is open; it does not necessarily occur this way when the compressor 101 is connected to the internal combustion engine 200. The statement that the internal combustion engine 200 performs a quick motion during the intake stroke does not mean that the quick motion is performed only during the intake stroke. The start and end times of the period during which combustion gas is discharged can be appropriately adjusted to maximize the efficiency of filling the combustion chamber with combustion gas, the combustion efficiency, and the output of the internal combustion engine 200. In addition, the start and end dates of the period can be adjusted as appropriate for purposes such as improving fuel efficiency and cleaning up exhaust emissions. The engine intake valve 2041 and engine exhaust valve 2042 are opened and closed by a cam mechanism 47. Therefore, the valves open gradually and close gradually. Even when entering each stroke, it is possible that valves that should be closed are not completely closed, or valves that should be open are not completely open. For specific examples of this, please refer to the description of the first embodiment.

[0137] In the following explanation, the valve opening and closing will be described assuming that the valve opens and closes instantaneously, disregarding the characteristics of the cam mechanism 47 (unless otherwise specified, the same applies throughout this specification, except when explaining that the cam mechanism 47 cannot open and close the valve instantaneously).

[0138] 2-2. Configuration of the supercharger 100 [Push-in member 122] The compressor piston 12 is equipped with a pushing member 122.

[0139] Figure 15 shows an explanation of the push-in member 122, etc. Figure 15A shows the compressor piston 12 and the pushing member 122. A projection extending upward (to the right in the illustration) is attached to the upper surface of the compressor piston 12. This is the pushing member 122. The compressor piston 12 is cylindrical and has a projection on its upper surface. The projection may be integrally formed with the compressor piston 12, press-formed from the bottom side of the compressor piston 12, or prepared separately and attached to the compressor piston 12. The pushing member 122 is shaped to fit into the compressor discharge port 132 and the connecting pipe 16. If the cross-sectional shape and area of ​​the connecting pipe 16 were to be the same when it is cut into sections, then when the tip of the (for example, cylindrical) pushing member 122 is fitted into the connecting pipe 16, the discharge port would be blocked and the discharge of compressed gas would be interrupted. To prevent this, the cross-section of the connecting pipe 16 when it is cut vertically is made trapezoidal. The push-in member 122 is shaped to fit into this trapezoid.

[0140] Figure 15B shows the tip of the push member 122. A groove is carved in the axial direction of the engine intake valve 2041 at the tip of the push member 122 so that it does not hit the shaft of the engine intake valve 2041 when the push member 122 moves to the engine intake valve 2041 as viewed from the compressor 101.

[0141] Let's go back to Figure 14 and explain. The supercharger 100 is equipped with a drive means 30. [Driving means 30] The quick return mechanism 4 functions as the drive means 30. [Return Mechanism 4] ★Definition★ The quick return mechanism 4 is a mechanism that converts rotational motion into reciprocating motion, and if the input is constant-velocity rotational motion, the return path completes the operation faster than the forward path. The return path is the direction in which the compressor piston 12 is pushed toward the compressor cylinder head 13, and the reverse is the forward path. This is because the quick return mechanism 4 is a technical term, and this is to match it. The quick return mechanism 4 includes at least one of the following: a link mechanism 46, a non-circular gear 600, a crank mechanism 3, and a cam mechanism 47. The quick return mechanism 4 can have multiple configurations. In this embodiment, the quick return mechanism 4 includes a link mechanism 46. The non-circular gear 600 and cam mechanism 47 will be described later. Furthermore, since the quick return mechanism 4 of this embodiment has a swinging slider-crank mechanism, it can also be said to be equipped with a crank mechanism 3. [Crank mechanism 3] This is a linkage device in which a link adjacent to the shortest link is fixed in a 4-bar linkage mechanism 45, the link relative to the shortest link is removed, and one end of the link relative to the fixed link slides along the fixed link. It is used to convert reciprocating motion to rotational motion, or vice versa.

[0142] The quick return mechanism 4 comprises a quick return mechanism crank 41, a quick return mechanism pivot 42, a rocking rod 43, and a compressor connecting rod 14. [Quick return mechanism crank 41] The quick-return mechanism crank 41 comprises a quick-return mechanism crank shaft 411, a quick-return mechanism crank arm 412, and a quick-return mechanism crank pin 413. The quick-return mechanism crank 41 rotates around the quick-return mechanism crank shaft 411. The quick-return mechanism crank 41 is rotatably mounted on the housing of the supercharger 100 (not shown) around the quick-return mechanism crankshaft 411.

[0143] [Quick return mechanism crankshaft 411] The quick-return mechanism crankshaft 411 is connected to the driven shaft side sprocket 22. The drive shaft side sprocket 21, chain 23, and driven shaft side sprocket 22 constitute the reduction gear 2. The number of teeth on the driven shaft sprocket 22 is adjusted so that it rotates once for every two rotations of the drive shaft sprocket 21. Therefore, similar to the first embodiment, it is driven by the internal combustion engine 200 via the reduction gear 2.

[0144] The quick return mechanism 4 causes the compressor piston 12 to move from left to right in the diagram when the internal combustion engine 200 enters the intake stroke, that is, when the engine intake valve 2041 opens and the engine piston 202 reaches top dead center, and begins to discharge combustion gas. Then, when the internal combustion engine 200 finishes its intake stroke, that is, when the engine intake valve 2041 closes and the engine piston 202 reaches bottom dead center, the quick return mechanism 4 causes the compressor piston 12 to reach top dead center and terminates the discharge of gas.

[0145] This is the ideal scenario where the intake valve opens the moment the intake stroke begins. In some cases, it may be necessary to adjust the start and end times of the combustion gas discharge to coincide with the opening of the intake valve of the internal combustion engine 200. Furthermore, if it is desirable to utilize the inertia of the combustion gas, it is acceptable for the compressor piston 12 to start moving before the intake stroke of the internal combustion engine 200 begins.

[0146] Figure 16 is a diagram showing the configuration of the quick return mechanism 4. The trajectory of the quick-return mechanism crankpin 413 is shown by the dotted line. [Quick return mechanism crank arm 412] [Quick return mechanism crank pin 413] [Quick return mechanism pivot point 42] A quick-return mechanism crank pin 413 is provided at the rotating end of the quick-return mechanism crank arm 412. The quick-return mechanism crankpin 413 fits into the slide groove 431 and slides within the groove, causing the oscillating rod 43 to oscillate around the quick-return mechanism pivot point 42. The pivot point 42 of the quick return mechanism is fixed to the housing (not shown) of the supercharger 100.

[0147] [Oscillating rod 43, compressor connecting rod 14, connecting pin 441] The oscillating rod 43 is a rectangular rod. A sliding groove 431 is provided along its length. The oscillating rod 43 transmits the force of the quick-return mechanism 4 to the compressor connecting rod 14. The compressor connecting rod 14 is attached to the oscillating rod 43 by a connecting pin 441, and the compressor connecting rod 14 and the oscillating rod 43 can swing relative to each other around the connecting pin 441. The compressor connecting rod 14 causes the compressor piston 12 to slide inside the compressor cylinder 114.

[0148] [Slide groove 431] The slide groove 431 is an elongated hole into which the crankpin fits. In the diagram, the elongated hole is represented as a rectangular prism, not an oval. The quick-return mechanism crankpin 413 slides within the elongated hole in accordance with the rotation of the crank. The oscillating rod 43 is secured at one end by a quick-return mechanism pivot point 42, and its other end is pivotable. The other end is connected to the compressor connecting rod 14. The compressor connecting rod 14 is pivotable around a connecting pin 441, which is the connection point with the oscillating rod 43.

[0149] [Synchronization means 20] The synchronization means 20 synchronizes the operation of the internal combustion engine 200 and the quick return mechanism 4. In the third embodiment, the reduction gear 2 is composed of a drive shaft sprocket 21, a chain 23, and a driven shaft sprocket 22, and this reduction gear 2 functions as the synchronization means 20. [Inhalation stroke] [Discharge stroke] To avoid confusion with the intake and exhaust strokes of the 200mm internal combustion engine, different terminology is used. [Link mechanism 46] This will be used in the modified examples described later. A link is a mechanical element in which multiple combined objects move relative to each other. The two connecting parts are called "pairs," and the combination of these pairs is called a "link mechanism 46." A contrapositive is one of the linkage mechanisms 46 that make up the system, in which two pairs of links are connected while retaining degrees of freedom of motion (directions in which they can move). Each contrapositive has a defined direction in which it can move, and this is called a "degree of freedom." Contrapositives can be broadly classified into three types: plane contrapositives, line contrapositives, and point contrapositives. Surface-to-surface pairs are classified into "rotational pairs," "sliding pairs," "spherical pairs," and "screw pairs" based on the contact between their surfaces. Rotational pairs are used in everyday objects such as doors and gates, and in machinery such as shafts and bearings. Sliding pairs slide along a straight line and are also called sliders; they are used in machine tools and the like. [Non-circular gear 600] This will be used in the modified examples described later. Some gears are not circular in shape. These are called non-circular gears, or 600-grade gears. The advantage of non-circular gears 600 is that they can provide uneven speed transmission, which is not possible with conventional circular gears. Non-circular gears 600 also include stepped gears, scroll gears, elliptical gears, etc. [Cam mechanism 47] This will be used in the modified examples described later. The cam mechanism 47 consists of a driving link 452 called a cam and a driven link 454 that slides or rolls into contact with it. The shape of the cam's outer contour (shape curve) can create complex motions such as rotation, reciprocation, and oscillation. Cams can be classified into "planar cams" and "three-dimensional cams" based on the shape of the cam body. Planar cams are classified into linear and rotary types, while three-dimensional cams are classified into end-face, cylindrical, conical, and drum-shaped types. A roller gear cam is a type of drum-shaped three-dimensional cam. Furthermore, the actuated part (driven link 454) also has different types depending on its operation and the shape of its counterpart. The combination of the shapes of the cam (driven link 452), driven link 454, and follower (counterpart) determines the cam mechanism 47. Methods of restraining the cam body and follower include "restraint by the cam's own shape (groove guide, rib guide, conjugate mechanism)" and "external restraint (spring, gravity, etc.)".

[0150] [First link 331] [Second link 142] [Second shaft 341] [First shaft 321] [Oscillating or rotating] [Third shaft 1242] The oscillating rod 43 functions as the first link 331, The compressor connecting rod 14 functions as the second link 142. The pivot point 42 of the quick return mechanism functions as the first shaft 321. Connection pin 441 functions as the second axis 341. If the extension rod 124 is not present, the compressor piston pin 125 functions as the third shaft 1242; if the extension rod 124 is present, the extension rod pin 1241 functions as the third shaft 1242. The terms "oscillating" and "rotating" refer to the fact that, due to the configuration of the quick-return mechanism 4, the first link 331 may oscillate without rotating 360 degrees, or it may rotate 360 ​​degrees. In this embodiment, a quick-return mechanism crank 41 is used to oscillate the oscillating rod 43. However, In some cases, the quick return mechanism 4 can be constructed even without a swinging component. In that case, the correspondence between the first link 331, the second link 142, etc. and the components will be as follows. The quick-return mechanism crank arm 412 functions as the first link 331, The compressor connecting rod 14 functions as the second link 142. The quick-return mechanism crankshaft 411 functions as the first shaft 321, The quick-return mechanism crankpin 413 functions as the second shaft 341, If the extension rod 124 is not present, the compressor piston pin 125 functions as the third shaft 1242; if the extension rod 124 is present, the extension rod pin 1241 functions as the third shaft 1242. [Protrusion 1222] This is a projection provided on the upper surface of the compressor piston 12. It is shaped to fit into the discharge port and the connecting pipe 16 that connects the discharge port to the internal combustion engine 200. The tip of the projection 1222 is provided with a groove that accommodates the intake valve, matching the shape of the intake valve shaft 2047 of the internal combustion engine 200. Alternatively, the inside of the compressor cylinder head 13 may be shaped like a mortar, and the compressor piston 12 may be shaped like a cone that fits into the compressor cylinder head 13. This is equivalent to integrating the projection 1222 and the compressor cylinder 11. By doing so, the combustion gas can be smoothly delivered to the internal combustion engine 200. Alternatively, the engine cylinder head 204 and the compressor cylinder head 13 may be formed as a single unit, and the inside of the compressor cylinder head 13 may be shaped like a mortar. This optimizes the pushing of combustion gas into the inside of the compressor cylinder 114. [Components of the internal combustion engine 200] [Relief section 1223] [Shaft 2047 of the intake valve of the internal combustion engine 200] [Relief groove] Figure 15C shows the condition near the intake port of the internal combustion engine 200. Components of the internal combustion engine 200 include the intake valve shaft 2047, various sensors, and fuel injection nozzles. The intake valve of the 200 internal combustion engine is trumpet-shaped, with a shaft extending from the flared end.

[0151] The shaft transmits the force of the engine intake valve cam spring 2049 and the engine intake valve cam 2048 to the extended portion. The engine intake valve cam spring 2049 and the engine intake valve cam 2048 are outside the flow path, but the intake valve shaft 2047 is usually located inside the flow path. The relief section 1223 is shaped to correspond to the components of the internal combustion engine 200. In the case of the intake valve shaft 2047, for example, it becomes a groove.

[0152] 2-2-1. Operation of the quick return mechanism 4 Figure 17 is an explanatory diagram of the operation of the quick return mechanism 4. The explanation will be based on the orientation of the drawing. The quick-return mechanism crank 41 rotates counterclockwise. For illustrative purposes, only the quick-return mechanism crankpin 413, the oscillating rod 43, and the quick-return mechanism pivot point 42 are shown, and the trajectory of the quick-return mechanism crankpin 413 is shown as a circle. The point when the quick-return mechanism crankpin 413 is to the right of the quick-return mechanism crank shaft 411 in the diagram and the quick-return mechanism crank arm 412 is horizontal is defined as 0 degrees.

[0153] Figure 17A shows the position when the quick-return mechanism crank arm 412 is at a 90-degree angle. Figure 17B shows the position when the quick-return mechanism crank arm 412 is at 135 degrees. Figure 17C shows the position when the quick-return mechanism crank arm 412 is at 0 degrees. Figure 17D shows the position when the quick-return mechanism crank arm 412 is at a 45-degree angle. Note that after Figure 17D, you return to Figure 17A. Between Figures 17A and 17C, the end of the oscillating rod 43 oscillates counterclockwise. During this time, the quick-return mechanism crank arm 412 rotates 270 degrees. The trajectory of the quick-return mechanism crank arm 412 during this movement is shown in shaded areas. Then, between Figure 17C and Figure 17A, the end of the oscillating rod 43 swings clockwise. During this time, the quick-return mechanism crank arm 412 rotates 90 degrees. In other words, when the tip of the oscillating rod 43 rotates clockwise, it oscillates in 1 / 4 the time it takes when rotating counterclockwise. By connecting the compressor connecting rod 14 to the opposite end of the pivot point of the oscillating rod 43, and connecting the other end of the compressor connecting rod 14 to the piston via a histon pin, the compressor piston 12 reciprocates within the compressor cylinder 11 as the quick-return mechanism crank arm 412 rotates. Then, the internal combustion engine 200 drives the quick return mechanism 4, and if the time shown in Figures 17C to 17A is the intake stroke of the internal combustion engine 200, the supercharger 100 discharges combustion gas during the intake stroke and takes combustion gas into the compression chamber 17 during other strokes.

[0154] 2-3. Operation of Supercharger 100 Next, the operation of the third embodiment configured as described above will be explained. Please refer to Figure 14 for further explanation. Figure 14 shows the engine piston 202 at bottom dead center. This shows the internal combustion engine 200 at the completion of its intake stroke. Furthermore, to aid understanding, the dotted line represents the point when the piston of the internal combustion engine 200 is at top dead center. This is when the intake stroke of the internal combustion engine 200 begins.

[0155] Let's start the explanation from the point where the intake stroke begins. (1) The engine intake valve 2041 opens. Combustion gas can now flow into the internal combustion engine 200. The compressor intake valve 131 is closed, and the compression chamber 17 is already filled with combustion gas. (2) The engine piston 202 moves downward in the diagram. The compressor piston 12 moves to the right in the diagram, and the combustion gas from the compression chamber 17 moves into the internal combustion engine 200 and begins to fill the combustion chamber. (3) The intake stroke of the internal combustion engine 200 is completed. All of the combustion gas from the compressor 101 moves into the internal combustion engine 200 (except for the amount remaining in the connecting pipe 16). In this embodiment, the compressor displacement is twice the displacement of the internal combustion engine 200. If there is no gas remaining in the connecting pipe 16, the pressure inside the cylinder of the internal combustion engine 200 will be 2 atmospheres (if atmospheric pressure is 1 atmosphere, the same applies throughout this specification). (4) The engine intake valve 2041 is closed and the compression stroke begins. (5) The compressor intake valve 131 opens, and the compressor piston 12 begins to move to the left in the diagram. Combustion gas is drawn into the compressor 101 during the compression stroke, explosion stroke, and exhaust stroke of the internal combustion engine 200. The process then returns to (1), and this action is repeated thereafter.

[0156] In other words, at the start of the intake stroke of the internal combustion engine 200, the compressor 101 pushes the combustion gas inside the compressor 101 into the engine cylinder 201. Subsequently, the internal combustion engine 200 undergoes a compression stroke, a combustion stroke, and an exhaust stroke, during which the compressor 101 operates to draw in combustion gases. Furthermore, the quick return mechanism 4 is designed to operate in this manner.

[0157] 2-3-1. Internal pressure of compressor 101 The internal pressure of the internal combustion engine 200 is expected to be the same as in the second embodiment (see Figure 9). Note that the volume of the connecting pipe 16 is not considered in Figure 9.

[0158] 3. Variant The embodiment utilizes a swing slider-crank mechanism. Furthermore, the quick-return mechanism 4 can also be constructed using a rotary slider-crank mechanism. Whitworth's quick-return mechanism is an example of a mechanism that utilizes a rotary slider-crank mechanism. However, as shown in Figures 19 and 20, a suitable quick-return mechanism 4 can also be created using a lever crank or a double crank utilizing a four-bar linkage mechanism 45. Figure 18 shows a four-bar linkage mechanism 46. A link is a mechanical element in which multiple combined objects move relative to each other. The two connecting parts are called "pairs," and the combination of these pairs is called a "link mechanism 46." A four-bar linkage mechanism 45 is a mechanism obtained by fixing one of four rotational pairs 455 that are connected on a plane.

[0159] The following fixed nodes are referred to as stationary nodes 451, The section to which power is applied and rotated is the driving section 452. A driven section 454 is a section that is not the driving section 452 and is swingably connected to the stationary section 451. The link connecting the drive link 452 and the driven link 454, on the opposite end of drive link 452, is called the intermediate link 453. The stationary link 451 and the driving link 452 are connected by a rotational pair 455 so that they can rotate relative to each other. The same applies to the driving link 452 and the intermediate link 453, the intermediate link 453 and the driven link 454, and the driven link 454 and the stationary link 451.

[0160] In Figure 18, the diagram is horizontal, and the longest node is the stationary node 451. In the diagram of the stationary link 451, starting from the left and moving clockwise, we have the driving link 452, the intermediate link 453, and the driven link 454.

[0161] Figure 19 shows an example using a lever-crank mechanism. The ratio of the lengths of each section is: stationary section 451: driving section 452: intermediate section 453: driven section 454 = 9.0:5.25:14.1:11.9 That is the case. The four-bar linkage mechanism 45 is displaced in the order shown in Figures 19A to 19E. Note that Figure 19E is the same as Figure 19A. Fixed links are shown with thick lines, and links rotated by the internal combustion engine 200, i.e., the driving links 452, are shown with dashed lines. In the diagram, the driving links 452 rotate counterclockwise. The driving links 452 are driven by the chain 23 by the internal combustion engine 200 and rotate at half the speed of the internal combustion engine 200.

[0162] The driving link 452 corresponds to the quick-return mechanism crank arm 412, and the rotational pair 455 between the stationary link 451 and the driving link 452 corresponds to the quick-return mechanism crank shaft 411. Furthermore, the rotational pair 455 between the driving link 452 and the intermediate link 453 corresponds to the quick-return mechanism crank pin 413.

[0163] In the explanation of Figures 19 and 20, the point where the compressor piston 12 is furthest from the compressor cylinder head 13 is called the lowest point, and the point where the compressor piston 12 is closest to the compressor cylinder head 13 is called the highest point. In Figure 19, the point where the compressor piston 12 is at its highest point in the diagram is the highest point, and the point where it is at its lowest point is the lowest point.

[0164] In the explanations of Figures 19 and 20, the direction of the figures will be used as the basis for the explanation. The compressor connecting rod 14 is drawn with solid lines even in its hidden portion. The compressor piston pin 125 is omitted from the illustration. In Figure 19A, the compressor piston 12 is at its highest point; in Figure 19C, the compressor piston 12 has reached its lowest point; and in Figure 19E, the compressor piston 12 has returned to its highest point. First, it can be seen that the compressor piston 12 hardly moves between Figure 19B and Figure 19D. The compressor piston 12 reaches its lowest point when the quick-return mechanism crank arm 412 has rotated 120 degrees clockwise from the 12 o'clock position. Furthermore, Figure 19C shows the state between Figure 19D and the state where the compressor piston 12 has reached its lowest point, superimposed on Figure 19C (hereinafter referred to as the reference right-angle state). The reference right-angle position is when the quick-return mechanism crank arm 412 has rotated 90 degrees clockwise from the 12 o'clock position. Although the compressor piston 12 reaches its lowest point when the crank arm has rotated 120 degrees clockwise from the 12 o'clock position, the compressor piston 12 hardly moves until the crank arm has rotated approximately 90 degrees clockwise from the 12 o'clock position, passing through the state shown in Figure 19D and rapidly reaching its highest point as shown in Figure 19E. In this way, if the rapid movement of the compressor piston 12 for the discharge of combustion gas corresponds to the intake stroke, then it is not a problem if the compressor piston 12 starts moving upward a little earlier than the intake stroke. Therefore, this configuration also operates in a manner similar to the third embodiment described earlier.

[0165] Figure 20 shows an example using both cranks. Directions will be explained based on the directions shown in the diagram. Both cranks rotate at the driving link 452 and the driven link 454. The rotational speed of the driven link 454 changes periodically relative to the rotational speed of the driving link 452. In the diagram, the shortest node is the stationary node 451. The stationary node 451 is shown horizontally in the diagram. Furthermore, in Figures 20A, 20B, and 20C, the drive link 452 is connected to the right end of the stationary link 451, and the driven link 454 is connected to the left end. The intermediate link 453 connects the end of the drive link 452 on the opposite side of the stationary link 451 to the end of the driven link 454 on the opposite side of the stationary link 451. Furthermore, the subordinate clause 454 is indicated with a dashed line, and the driving clause 452 is indicated with a dotted line. The driving link 452 corresponds to the quick-return mechanism crank arm 412, and the rotational pair 455 between the stationary link 451 and the driving link 452 corresponds to the quick-return mechanism crank shaft 411. Furthermore, the rotational pair 455 between the driving link 452 and the intermediate link 453 corresponds to the quick-return mechanism crank pin 413. The ratio of the lengths of each section is: stationary section 451: driving section 452: intermediate section 453: driven section 454 = 5.4:14.1:10.6:10.55 That is the case.

[0166] Let's assume that the driving link 452 rotates clockwise. The driving link 452 is driven by the chain 23 by the internal combustion engine 200 and rotates at half the speed of the internal combustion engine 200. The driven link 454 rotates 180 degrees when moving from Figure 20A to Figure 20B. However, the driving link 452 only rotates about 120 degrees. Figure 20C is a diagram that overlays Figures 20A and 20B for easier understanding. Here, θ = approximately 120 degrees and δ = 180 degrees. Therefore, when transitioning from Figure 20A to Figure 20B, the driven link 454 rotates faster than the driving link 452. Conversely, when transitioning from Figure 20B to Figure 20A, the driven link 454 rotates slower than the driving link 452.

[0167] Therefore, by rotatably mounting the compressor connecting rod 14 relative to the driven link 454 and connecting the compressor piston 12 with the compressor connecting rod 14, it is possible to configure the compressor 101 to perform a quick motion of the compressor piston 12 during the intake stroke and selectively discharge combustion gas during the intake stroke. However, the discharge is described assuming that the compressor discharge port 132 is open. Furthermore, the compressor connecting rod 14 is positioned so that it overlaps with the extended dashed line, so that in Figure 20A, the compressor piston 12 is furthest from the compressor cylinder head 13, and in Figure 20B, the compressor piston 12 is closest to the compressor cylinder head 13. Furthermore, in order to align the shaft of the compressor cylinder 11 laterally as shown in Figure 14, the stationary section 451 must be rotated approximately 40 degrees clockwise in the diagram to install both crank mechanisms 3.

[0168] Furthermore, since 360 ​​degrees is divided into four 90-degree sections, it is ideal for the driven section 454 to rotate 180 degrees while the driving section 452 rotates 90 degrees. Therefore, both cranks should be designed to behave in this way. Even if this design is difficult, the only consequence is that the compressed gas is compressed to some extent during the exhaust stroke, thus reducing the load on the supercharger 100 caused by the compressed gas having nowhere to go, compared to a system without this mechanism.

[0169] 3-1. Design of the quick return mechanism 4 Figure 21 shows an example of the design of the quick return mechanism 4 in the oscillating slider-crank mechanism 3. The trajectories of the quick-return mechanism crank 41 and the oscillating rod 43 are shown by the dashed lines. When the direction of oscillation of the oscillating rod 43 changes, the quick-return mechanism crank arm 412 becomes perpendicular to the oscillating rod 43. From this, the ratio of the forward and return times can be calculated as (π - α) / α (in radians). This can be determined from the fact that the trajectory of the oscillating rod 43 and the trajectory of the quick-return mechanism crank arm 412 are symmetrical.

[0170] Figure 22 shows an example of a design for a quick return mechanism 4 using a lever-crank mechanism 3. PO1 occurs when the driven shaft and the driving shaft are aligned in a straight line, and PO2 occurs when the driving link 452 overlaps with the intermediate link 453. When the driving link 452 rotates clockwise, the angle of rotation from PO1 to PO2 can be represented by β. Furthermore, the angle of rotation from PO2 to PO1 can be represented by α. When the driving link 452 rotates at a constant velocity, the time it takes for the driven link 454 to rotate counterclockwise versus clockwise is β versus α. Therefore, the time required for the outward and return journeys can be calculated using the cases where the driven shaft and the driving shaft are aligned in a straight line, and where the driving link 452 overlaps with the intermediate link 453.

[0171] Figure 23 shows an example in which the length of the joints in the lever-crank mechanism 3 can be adjusted to control the time for the forward and return journeys. In both cases, the shortest joint is driven. Therefore, the shortest joint is the driving joint 452. Also, the joints that are placed horizontally in the drawing are fixed. The shortest node is the node that is not directly connected via a joint, which becomes the driven node 454. When the shortest node is in uniform circular motion, the following occurs.

[0172] In Figure 23A, the time it takes for the upper end of the driven link 454 to swing clockwise is twice the time it takes to swing counterclockwise. In Figure 23B, the time it takes for the upper end of the driven link 454 to swing clockwise is equal to the time it takes to swing counterclockwise. Thus, it can be seen that an appropriate quick-return mechanism 4 can be designed depending on the length of each link in the four-bar linkage mechanism 45.

[0173] Furthermore, the quick return mechanism 4, or an equivalent function thereof, can also be constructed using a non-circular gear 600. This will be described separately as a fifth embodiment.

[0174] Thus, the quick return mechanism 4 can have various configurations. Therefore, the supercharger 100 of the third embodiment can also have various configurations. Furthermore, although the above description uses a valve mechanism such as the compressor intake valve 131, a reed valve can be used, or, as in the second embodiment, a compressor intake port 113 can be provided on the side of the compressor cylinder 11, thereby omitting the valve mechanism.

[0175] As explained above, the supercharger 100 of the third embodiment can selectively discharge combustion gas during the intake stroke of the internal combustion engine 200, thus solving the problem of supercharging by periodically making large changes in the mass of the supplied gas.

[0176] Next, a fourth embodiment will be described. Figures 24 and 25 are diagrams illustrating the fourth embodiment. Figure 24 shows the configuration diagram of the supercharger 100 in the fourth embodiment.

[0177] 1. Assumptions The prerequisites for this invention will be explained below. The fourth embodiment is similar to a modification of the first embodiment. This system utilizes a vane pump 500 instead of a single-acting reciprocating compressor 1. Therefore, in the fourth embodiment, the single-acting reciprocating compressor 1 is omitted.

[0178] 1-1. Explanation of the Figure Figure 24 is a diagram showing the configuration of the supercharger 100 in the fourth embodiment. The rotating shaft of the vane pump 500 is positioned parallel to the engine crankshaft 2031. The diagram shows the vane pump 500 viewed in the axial direction of its rotating shaft. This then shows the internal combustion engine 200 viewed in the axial direction with respect to the engine crankshaft 2031. A sprocket is provided on the rotating shaft of the vane pump 500 and the engine crankshaft 2031, and the vane pump 500 is driven by the internal combustion engine 200. Furthermore, the discharge port 505 of the vane pump 500 is connected to the engine intake port 2045 via the vane pump exhaust pipe 5051 and the connecting pipe 16. A shorter connecting pipe 16 would be advantageous in that no combustion gas would remain inside, but for the sake of drawing, the connecting pipe 16 is bent into an inverted L shape to connect the discharge port 505 and the engine intake port 2045. The diagram shows the engine piston 202 at bottom dead center during the intake stroke. Therefore, the engine intake valve 2041 is open, the vanes 502 of the vane pump 500 reach the discharge port 505, and the discharge of combustion gases is completed.

[0179] 1-2. Supercharger 100 Let me briefly explain the configuration of the supercharger 100. The supercharger 100 includes a vane pump 500 and a reduction gear 2. The vane pump 500 is driven by the internal combustion engine 200 via the reduction gear 2. Gear reducer 2 is used to synchronize the cycles of the internal combustion engine 200 and the vane pump 500. Therefore, the strokes of the internal combustion engine 200 and the discharge and intake of the vane pump 500 can be allocated as follows. Internal Combustion Engine 200: Exhaust | Intake | Compression | Combustion Vane pump 500: Discharge | Discharge | Suction | Suction Depending on the design of the vane pump 500, it may also be possible to allocate the power as follows. Internal Combustion Engine 200: Exhaust | Intake | Compression | Combustion Vane pump 500: Suction | Discharge | Suction | Suction

[0180] The vane pump 500 consists of a cam ring 503 which acts as the housing, and vanes 502 and a rotor 501 inside the cam ring 503. The cam ring 503 has a space for drawing in and pushing out combustion gas, and this space is partitioned by the vane 502. The vane 502 moves within the space in accordance with the rotation of the rotor 501. As the vane 502 moves within the space, it discharges combustion gas from the discharge port 505 in the direction of its movement and draws in combustion gas from the intake port 504 in the opposite direction of its movement.

[0181] 1-3. Power Transmission The vane pump 500 is driven by the internal combustion engine 200 via a chain 23. The tooth ratio of the drive shaft sprocket 21 and the driven shaft sprocket 22 is 1:2, so the input shaft of the vane pump 500 is reduced to rotate once while the output shaft of the internal combustion engine 200 rotates twice.

[0182] 2. Detailed explanation The fourth embodiment is a supercharger 100 as follows. The corresponding configuration is listed below. ★[Note 1] [Note 18] (Single-vane pump) [Note 20] (Compressor × Rotary type) [Note 21] (Compressor × Rotary type + Drive mechanism × Uneven speed) [Note 22] (Compressor × Rotary type + Drive mechanism × Uneven speed variations) Note that ★ was mentioned in the previous embodiment.

[0183] [Note 1] A supercharger 100 is provided for each cylinder of an internal combustion engine 200 having a cycle of 4 strokes, and supercharges that cylinder. A positive displacement compressor 101 is provided, equipped with a compression chamber 17, and has alternating periods of fluid discharge and periods of fluid discharge cessation. A drive means 30 for driving the compressor 101, The operation of the internal combustion engine 200 and the compressor 101 is synchronized by a synchronization means 20 that synchronizes the operation of the internal combustion engine 200 so that one cycle of the compressor 101 is performed while one cycle of the internal combustion engine 200 is performed. The compressor 101 discharges the combustion gas inside the compression chamber 17 to the outside of the compression chamber 17 due to the reduction in the volume of the compression chamber 17. The compressor 101 supplies the combustion gas to the internal combustion engine 200. The compressor 101 discharges the combustion gas during the intake stroke of the internal combustion engine 200. The supercharger 100 is characterized in that the compressor 101 has a period during which the discharge of the combustion gas is suspended, from the start of the next intake stroke of the internal combustion engine 200 to the end of the stroke preceding the next intake stroke. [Note 18] (Single-vane pump) It is a positive displacement rotary compressor of type 502 vanes, Compression chamber 17 and A cylindrical rotor 501 that can rotate around the rotor shaft 5011, A cam ring 503 having an inner surface that forms a compression space 506 extending in one direction from the rotor 501 between itself and the rotor 501, A vane 502 is provided on the rotor 501, reciprocates to advance toward the inner surface of the cam ring 503, and rotates while sliding against the inner surface of the cam ring 503, An intake port 504 for drawing fluid into the compression space 506, A discharge port 505 for discharging fluid from within the compression space 506, It has, The compression chamber 17 is the compression space 506 when the vane 502 is not present in the compression space 506. When the vane 502 is present in the compression space 506, the compression space 506 is divided by the vane 502 on the side in the direction of travel of the vane 502 and on the opposite side. As the vane 502 moves through the compression space 506, fluid is discharged from the compression space 506 on the side of the vane 502's direction of travel, and fluid is drawn into the compression space 506 on the side opposite to the vane 502's direction of travel. When the vane 502 moves over a portion of the cam ring 503 where the compression space 506 does not exist, the discharge of the fluid is suspended. It is characterized by alternating periods of fluid discharge and periods of fluid cessation. Rotary compressor. [Note 20] (Compressor × Rotary type) The compressor 101 is a rotary compressor as described in Appendix 18 or Appendix 19. The fluid is the aforementioned combustion gas, One cycle of the compressor 101 consists of a stroke in which the combustion gas is discharged and a stroke in which the discharge is paused. The synchronization means 20 is characterized by synchronizing the operation of the compressor 101 so that one cycle of the internal combustion engine 200 is performed while one cycle of the compressor 101 is performed. The supercharger 100 described in Appendix 1. [Note 21] (Compressor × Rotary type + Drive mechanism × Uneven speed) The driving means 30 is characterized by driving the compressor 101 at an uneven speed such that the discharge stroke is completed in a shorter time than the pause stroke compared to when the compressor 101 is driven at a constant speed. Supercharger 100 as described in Appendix 20. [Note 22] (Compressor × Rotary type + Drive mechanism × Uneven speed variations) The drive means 30 is characterized by having at least one of a link mechanism 46 and a non-circular gear 600. The supercharger 100 described in Appendix 21.

[0184] 2-1. Configuration of the supercharger 100 The configuration of the supercharger 100 will be explained. The supercharger 100 is equipped with a vane pump 500 and a reduction gear 2. [Compressor 101] In the previous embodiment, the compressor 101 was a single-acting reciprocating compressor 1, but in this embodiment, a vane pump 500 with one vane 502 is used as a positive displacement compressor 101 equipped with a compression chamber 17, in which periods of fluid discharge and periods of fluid discharge pause alternate. The vane pump 500 belongs to the category of positive displacement rotary compressors. In the supercharger 100 of this embodiment, one cycle of the vane pump 500 consists of a stroke in which combustion gas is discharged and a stroke in which discharge is paused, and the synchronization means 20 synchronizes the operation of the compressor 101 so that one cycle of the internal combustion engine 200 is performed while one cycle of the compressor 101 is performed. [Vane pump 500] Figure 25 shows an example configuration of the vane pump 500. Figure 25D shows an example of a typical existing vane pump 510, which is a cross-sectional view of this vane pump 500. Inside the cam ring 503 there is a space with an elliptical cross-section. The rotor 501 is cylindrical, but the circle of its cross-section is inscribed within the aforementioned ellipse.

[0185] Since the rotor 501 is inscribed within the cam ring 503, there are two spaces within the cam ring 503, separated by the rotor 501. In this embodiment, the vane pump 500 is obtained by eliminating one of these two spaces and reducing the number of vanes 502 to one. This configuration allows for periods of suspension of discharge.

[0186] Please refer to Figure 25A for further explanation. The vane pump 500 includes a cam ring 503, an inner surface of the cam ring 5031, a rotor 501, a rotor shaft 5011, vanes 502, vane grooves 5021, an intake port 504, and a discharge port 505.

[0187] [Cam ring 503], [Compression space 506], [Inner surface of cam ring 503], [Part where compression space 506 does not exist], [Occurring alternately] The cam ring 503 is a guide wheel that restricts the movement of the vane 502. A space is provided inside it. This space is a column with an egg shape as its base and top surface. The side of the column is the inner surface 5031 of the cam ring. In the following explanation, the axial direction of the column will be referred to as the axial direction, and the bottom surface of the column as the bottom surface direction. Note that the axial direction is equal to the axial direction of the rotor 501. The cross-section of the cam ring 503 in the direction of the bottom surface is a shape formed by joining a half-ellipse and a semicircle, cut between the two foci of an ellipse. In simple terms, it has an egg-like shape. In the semicircular portion, the outer circumference of the rotor 501 is inscribed within the cam ring 503, while a space is created in the half-ellipse portion. This space is the compression space 506. The compression space 506 extends in one direction from the rotor 501. In the opposite direction from the rotor 501, i.e., the other direction, the compression space 506 does not exist.

[0188] The cross-section of the compressed space 506 in the direction of the bottom surface is ideally crescent-shaped. Figure 25C corresponds to the internal combustion engine 200 completing the intake stroke, at which point the vane 502 must not be in contact with the discharge port 505. If the gas is applied to the discharge port 505, the partition inside the compression space 506 will disappear, and the combustion gas that has been supplied to the internal combustion engine 200 will return to the compression space 506 and even to the intake port 504. However, this problem is less common at the intake port 504. This is because even when the vane 502 is over the intake port 504, that is, when the partition of the compression space 506 is removed, the internal combustion engine 200 is in the exhaust stroke and the engine intake valve 2041 is closed. The cross-section of the compressed space 506 is shown in the diagram and is symmetrical. Therefore, the cross-section of the compression space 506 in the direction of the bottom surface has a shape like a crescent moon that has been slightly thickened and extended.

[0189] Furthermore, the cross-section of the compression space 506 is shown in the figure, and it is preferable that the shape be such that supercharging to the internal combustion engine 200 can be performed efficiently, even if it is not symmetrical. The volume of the compression space 506 will be explained assuming it is 100cc as an example. The compression space 506 is only provided in the upward direction of the rotor 501 in the illustration. In the lower part of the rotor 501 in the illustration, the side surface of the rotor 501 is in contact with the inner surface of the vane 502, and the compression space 506 does not exist. If the vane 502 rotates further clockwise from the state shown in Figure 25C, it enters a section where there is no compression space 506. In this case, the vane 502 enters the back of the vane groove 5021, and the rotor 501 rotates with the vane 502 compressed. Since there is no space for the vane 502 to push out the combustion gas, when the vane 502 moves along the lower side in the diagram, fluid discharge is suspended. The period when the vane 502 moves along the upper side of the rotor 501 in the diagram is the period when fluid is discharged, and the period when the vane 502 moves along the lower side of the rotor 501 in the diagram is the period when fluid discharge is suspended. In other words, the vane pump 500 operates in a manner where periods of fluid discharge and periods of pause in discharge alternate. [Compression chamber 17] Depending on the position of the vane 502, there are times when the vane 502 is present in the compressed space 506 and times when it is not. The compression chamber 17 is the compression space 506 when there are no vanes 502 in the compression space 506. Furthermore, when vanes 502 are present in the compression space 506, the compression chamber 17 is the compression space 506 on the side of the vane 502's direction of travel and the side opposite to it, separated by the vane 502. [Rotor 501] [Rotor shaft 5011] The rotor 501 is cylindrical, and vane grooves 5021 are provided on the outer circumference of the cylinder in the axial direction. The rotor shaft 5011 is the axis of rotation of the rotor 501. The rotor shaft 5011 is rotated by the internal combustion engine 200 via the reduction gear 2.

[0190] [Vane 502] [Vane groove 5021] The vane 502 is a plate provided on the rotor 501. The vane groove 5021 is a guide groove provided on the side surface of the rotor 501 and extends in the axial direction. The vane groove 5021 has a depth in which the vane 502 fits completely in the radial direction. The vane 502 fits into the vane groove 5021 and is able to slide radially on the rotor 501. A spring is provided in the vane groove 5021, and the end of the vane 502 is pressed against the cam ring 503 by the elastic force of the spring and the centrifugal force of the rotor 501's rotation.

[0191] [Inhalation port 504] [Discharge port 505] An intake port 504 and a discharge port 505 are provided near the junction of the semicircle and the half-ellipse. The cam ring 503 has surfaces that sandwich the cylindrical top and bottom surfaces of the rotor 501 (hereinafter referred to as the upper and lower surfaces of the cam ring 503), but the intake port 504 and discharge port 505 are located on the back side of the upper and lower surfaces of the cam ring 503 in the illustration. A vaporizer and the like (not shown) are provided at the end of the intake port 504 via the vane pump intake pipe 5041. The discharge port 505 is connected to the engine intake port 2045 via the vane pump exhaust pipe 5051, connecting pipe 16, etc. [Driving means 30] The driving means 30 is a driven shaft sprocket 22, etc., that drives the vane pump 500. The driving means 30 rotates the rotor shaft 5011. [Synchronization means 20] The synchronization means 20 consists of a driven shaft sprocket 22, a drive shaft sprocket 21, and a chain 23. The rotor 501 rotates once while the engine crankshaft rotates twice, and the operation of the internal combustion engine 200 and the compressor 101 are synchronized so that one cycle of the internal combustion engine 200 is completed while one cycle of the compressor 101 is completed. The compressor 101 discharges combustion gas during the intake stroke of the internal combustion engine 200. The timing of the discharge of combustion gas from the compressor 101 is adjusted so that there is a period during which the discharge of combustion gas is suspended between the start of the next intake stroke of the internal combustion engine 200 and the end of the stroke preceding the next intake stroke.

[0192] Next, the operation of the vane pump 500 in this embodiment will be described. Rotor 501 rotates clockwise. Figure 25A shows the state near the start of suction, Figure 25C shows the state near the end of discharge, and Figure 25B shows an intermediate state between these two.

[0193] The vanes 502 move within the compression space 506 as the rotor 501 rotates. In the diagram, when the vanes 502 are located on the upper half of the cam ring 503, the vanes 502 divide the compression space 506. From the perspective of the discharge port 505, as the vane 502 moves, the volume of the space partitioned by the vane 502 decreases. As a result, as the vane 502 approaches the discharge port 505, the combustion gas inside the compressed space 506 is discharged from the discharge port 505. Conversely, from the perspective of the intake port 504, as the vane 502 moves, the volume of the space partitioned by the vane 502 increases. As a result, negative pressure is generated, drawing combustion gas into the compression chamber 17.

[0194] Subsequently, the vane 502 comes into contact with the hemispherical portion of the cam ring 503 (the lower half of the cam ring 503 in the diagram). After contact with the hemispherical portion, the discharge of combustion gas from the pump is temporarily suspended while the rotor 501 rotates half a turn. Afterward, the system returns to the state shown in Figure 25A, but since combustion gas has already been taken into the compression chamber 17, discharge is resumed from this state. Furthermore, a reed valve may be provided in the intake port 504 to prevent the intake combustion gas from returning to the vaporizer. Furthermore, if it is difficult to design the rotor 501 to be in contact with the cam ring 503, a roller in contact with the rotor 501 can be provided at the bottom of the rotor 501, as shown in Figure 25B, to separate the right and left sides of the compression chamber 17. Alternatively, a leaf spring or the like can be provided separately as a seal that rubs against the rotor 501, with its side surface rubbing against the rotor 501. In this way, the right and left sides of the compression chamber 17 can be separated as shown in the figure. This configuration allows the discharge from the pump to be temporarily paused, resulting in operation similar to that of a single-acting reciprocating compressor 1.

[0195] 3. Variant In the diagram, approximately the lower half of the cam ring 503 is in contact with the rotor 501. However, by increasing this contact area and making the cross-section of the compression space 506 in the direction of the bottom surface a shorter crescent shape, it is possible to discharge the combustion gas more concentratedly during the intake stroke. In this case, the space inside the cam ring 503 becomes a column with a top and bottom surface that resembles a convex shape or a keyhole. In that case, as mentioned earlier, the strokes of the internal combustion engine 200 and the discharge and intake of the vane pump 500 can be allocated as follows. Internal Combustion Engine 200: Exhaust | Intake | Compression | Combustion Vane pump 500: Suction | Discharge | Suction | Suction

[0196] Figure 40 shows an example of a vane pump 500 being driven via a non-circular gear 600. The internal combustion engine 200 is omitted from the illustration. Regarding the non-circular gear 600, the term "gear" is a general term for gears that are not circular. This will be explained in detail in the fifth embodiment. In this example, the vane pump 500 described earlier is driven via a non-circular gear 600 attached to the end of the driven shaft sprocket 22. The non-circular gear 600 can have sections that rotate quickly and sections that rotate slowly during one rotation, depending on its shape. The non-circular gear 600 functions as the driving means 30. In this manner, the driving means 30 drives the compressor 101 at an uneven speed such that the discharge stroke is completed in a shorter time than the pause stroke compared to when the compressor 101 is driven at a constant speed. In this example, the driving means 30 is a non-circular gear 600, but the link mechanism 46 described earlier, in particular the double crank mechanism 3, can also be used. For example, if the link mechanism 46 and the non-circular gear 600 alone cannot make the parts that rotate quickly rotate much faster than the parts that rotate slowly, then combining the link mechanism 46 and the non-circular gear 600 can be considered.

[0197] In this way, by utilizing the non-circular gear 600 and the linkage mechanism 46, the intake stroke can be boosted more efficiently. In that case, as mentioned earlier, the strokes of the internal combustion engine 200 and the discharge and intake of the vane pump 500 can be allocated as follows. Internal Combustion Engine 200: Exhaust | Intake | Compression | Combustion Vane pump 500: Suction | Discharge | Suction | Suction

[0198] As explained above, the supercharger 100 of the fourth embodiment solves the problem of supercharging by periodically changing the mass of the supplied gas, since the vane pump 500 has a state in which it stops discharging. According to the vane pump 500 of the fourth embodiment, a compressor 101 can be provided that supplies gas with a periodically large change in the supplied gas mass.

[0199] Next, a fifth embodiment will be described. Figures 26, 27, and 28 are diagrams illustrating the fifth embodiment. Figure 26 shows the configuration diagram of the supercharger 100 in the fifth embodiment.

[0200] 1. Assumptions The prerequisites for this invention will be explained below. The fifth embodiment can also be considered a variation of the third embodiment. The fifth embodiment is a configuration in which the quick return mechanism 4 of the third embodiment is made using a non-circular gear 600. The outer circumference of the non-circular gear 600 is non-circular, allowing one part to rotate faster than another. By providing a pin on the side of the non-circular gear 600, the entire shaft of the non-circular gear 600 functions as a crank, thus enabling the quick return mechanism 4.

[0201] 1-1. Explanation of the Figure Figure 26 shows an example configuration of the supercharger 100 with a non-circular gear 600. In the third embodiment, the oscillating rod 43 of the quick-return mechanism 4 drove the compressor connecting rod 14, causing the compressor piston 12 to reciprocate. However, in the fifth embodiment, the non-circular gear 600 directly drives the compressor connecting rod 14. The diagram shows the engine piston 202 at bottom dead center during the intake stroke. Therefore, the engine intake valve 2041 is open, the compressor piston 12 has reached top dead center, and the discharge of combustion gases has been completed. Note that in Figure 8, the dotted line indicates when the engine piston 202 has reached top dead center and the intake stroke has begun, but this state is omitted in Figure 26. Also, please disregard the non-circular gear 600, as the drawing in question depicts a thickness portion that is not actually visible.

[0202] 1-2. Supercharger 100 Let me briefly explain the configuration of the supercharger 100. The supercharger 100 comprises a reduction gear 2, a single-acting reciprocating compressor 1, and a quick-return mechanism 4 that drives it. The quick return mechanism 4 is driven by the internal combustion engine 200 via the reduction gear 2. The quick return mechanism 4 comprises a non-circular gear 600 and a compressor connecting rod 14. The non-circular gear 600 has a driving gear 601 and a driven gear 602 that meshes with it. The drive gear 601 is driven by the internal combustion engine 200 via the reduction gear 2. The driven gear 602 has a pin on its side, and via a compressor connecting rod 14, which is rotatably connected to the pin, it causes the compressor piston 12 to reciprocate. The combination of the non-circular gear 600 and the compressor connecting rod 14 converts rotational motion into reciprocating motion, and when the rotational motion is at a constant speed, it makes the return movement faster than the forward movement, resulting in quick motion. The reduction gear 2 is used to synchronize the cycles of the internal combustion engine 200 and the single-acting reciprocating compressor 1. Therefore, if the non-circular gear 600 is properly designed, the strokes of the internal combustion engine 200 and the discharge and intake of the single-acting reciprocating compressor 1 can be allocated as follows. Internal Combustion Engine 200: Exhaust | Intake | Compression | Combustion Compressor 101: Intake | Discharge | Intake | Intake

[0203] 1-3. Power Transmission The drive gear 601 is driven by the internal combustion engine 200 via the chain 23. The tooth ratio of the drive shaft sprocket 21 and the driven shaft sprocket 22 is 1:2, so the drive gear 601 is reduced to rotate once while the output shaft of the internal combustion engine 200 rotates twice.

[0204] 2. Detailed explanation Next, the configuration, operation, etc., of the supercharger 100 will be explained in detail. 2-1. Notes on Terminology The fifth embodiment is described as implementing the quick return mechanism 4 of the third embodiment using a non-circular gear 600, and will be explained using terminology common to the third embodiment as much as possible. 2-2. Configuration of the supercharger 100 The fifth embodiment is a supercharger 100 as follows. The corresponding configuration is listed below. ★[Note 1] ★[Note 2] (Single-acting reciprocating compressor) ★[Note 5] (Inclined means) ★[Note 7] (Return Mechanism) ★[Note 8] (Variations of the quick return mechanism) ★[Note 9] (Variations of quick return mechanism × arm) ★[Note 10] ((Crank or quick return mechanism) × Offset) ★[Note 11] (Extension rod + (crank or quick return mechanism) × (offset or S / r)) ★[Note 12] (Extrusion mechanism + first link rotates) ★[Note 13] (Extrusion mechanism = cam and tappet) ★[Note 14] (Push-in mechanism) ★[Note 15] (Push-in mechanism = Push-in component) ★[Note 16] (Push-in mechanism = Push-in component × Relief part) ★[Note 17] (Push-in mechanism = Push-in component × Relief part × Groove) Note that ★ was mentioned in the previous embodiment. [Note 1] A supercharger 100 is provided for each cylinder of an internal combustion engine 200 having a cycle of 4 strokes, and supercharges that cylinder. A positive displacement compressor 101 is provided, equipped with a compression chamber 17, and has alternating periods of fluid discharge and periods of fluid discharge cessation. A drive means 30 for driving the compressor 101, The operation of the internal combustion engine 200 and the compressor 101 is synchronized by a synchronization means 20 that synchronizes the operation of the internal combustion engine 200 so that one cycle of the compressor 101 is performed while one cycle of the internal combustion engine 200 is performed. The compressor 101 discharges the combustion gas inside the compression chamber 17 to the outside of the compression chamber 17 due to the reduction in the volume of the compression chamber 17. The compressor 101 supplies the combustion gas to the internal combustion engine 200. The compressor 101 discharges the combustion gas during the intake stroke of the internal combustion engine 200. The supercharger 100 is characterized in that the compressor 101 has a period during which the discharge of the combustion gas is suspended, from the start of the next intake stroke of the internal combustion engine 200 to the end of the stroke preceding the next intake stroke. [Note 2] (Single-acting reciprocating compressor) The compressor 101 is a single-acting reciprocating compressor 1, It comprises a compressor cylinder 11, a compressor cylinder head 13, a compressor piston 12 that slides inside the compressor cylinder 11, and a compressor discharge port 132 provided in the compressor cylinder head 13 for discharging combustion gas. The compression chamber 17 is defined by the compressor cylinder 11, the compressor cylinder head 13, and the compressor piston 12. The period during which the discharge is suspended is characterized in that the combustion gas is drawn in during this period. The supercharger 100 described in Appendix 1. However, the cylinder of the internal combustion engine 200 is referred to as the engine cylinder 201, the cylinder head of the internal combustion engine 200 is referred to as the engine cylinder head 204, the piston of the internal combustion engine 200 is referred to as the engine piston 202, and the intake port of the internal combustion engine 200 is referred to as the engine intake port 2045. [Note 5] (Inclined means) Compared to the case where the first direction 2022, which is the direction of movement of the engine piston 202 during the compression stroke, and the second direction 1211, which is the direction of movement of the compressor piston 12 during the discharge stroke for discharging the combustion gas, are in the same direction, The compressor cylinder 11 is positioned at an angle relative to the engine cylinder 201 such that the center of the compressor discharge port 132 and the center of the engine intake port 2045 are close together. The system is characterized by having a tilting means 18 that allows it to be driven in the aforementioned relatively tilted state. The supercharger 100 described in Appendix 2 or Appendix 3. [Note 7] (Return Mechanism) The drive means 30 includes a quick return mechanism 4, The drive means 30 converts rotational motion into reciprocating motion, and drives the compressor 101 so that, when the rotational motion is at a constant speed, the return path of the reciprocating motion completes faster than the forward path, thereby enabling a quick return. The return path is the direction in which the compressor piston 12 moves when the compressor 101 is in the process of discharging the combustion gas, and the forward path is the direction in which the compressor piston 12 moves when the compressor 101 is in the process of drawing in the combustion gas. A supercharger 100 as described in any one of the appendices 2 to 5. [Note 8] (Variations of the quick return mechanism) The quick return mechanism 4 is characterized by having at least one of the following: a link mechanism 46, a non-circular gear 600, a crank mechanism 3, and a cam mechanism 47. The supercharger 100 described in Appendix 7. [Note 9] (Variations of quick return mechanism × arm) The drive means 30 comprises a first link 331 and a second link 142. One end of the second link 142 is attached to one end of the first link 331 so as to be able to swing or rotate around the second shaft 341. The first link 331 is pivotable or rotatable around the first shaft 321 at the other end. The second link 142 is pivotable around the third shaft 1242 at the other end. The third shaft 1242 is slidable in the direction of the central axis of the compressor cylinder 11. The other end of the second link 142 is characterized in that it drives the compressor piston 12. Supercharger 100 as described in Appendix 8. [Note 10] ((Crank or quick return mechanism) × Offset) When the first link 331 rotates around the first shaft 321, The second link 142 is 1 to 8 times the length of the first link 331. The first axis 321 is characterized in that, when viewed in its axial direction, it is offset from the trajectory of movement of the third axis 1242. The supercharger 100 described in Appendix 6 or Appendix 9. [Note 11] (Extension rod + (crank or quick return mechanism) × (offset or S / r)) The compressor piston 12 is connected to the second link 142 via an extension rod 124. The other end of the second link 142 is attached to one end of the extension rod 124 so as to be able to swing around the third shaft 1242. The other end of the extension rod 124 is fixed to the compressor piston 12. The first link 331 is characterized in that, when it rotates about the first shaft 321, it is (1) or (2) as follows: The supercharger 100 described in Appendix 6 or Appendix 9. (1) If the first shaft 321 is offset from the trajectory of the movement of the third shaft 1242 when viewed in its axial direction, the second link 142 is 1 to 8 times the length of the first link 331. (2) If the first shaft 321 is not offset from the trajectory of the movement of the third shaft 1242 when viewed in its axial direction, the second link 142 is 1 to 4 times the length of the first link 331. [Note 12] (Extrusion mechanism + first link rotates) The compressor 101 is characterized by having a push mechanism 1412 that applies a force toward the top dead center to the compressor piston 12 during the transition from the stroke of drawing in the combustion gas to the stroke of discharging the combustion gas, until the stroke of discharging the combustion gas is completed. The supercharger 100 described in Appendix 6, Appendix 10, or Appendix 11. [Note 13] (Extrusion mechanism = cam and tappet) The extrusion mechanism 1412 has a cam and a tappet 1411, and is either (1) or (2) below, The compressor 101 is characterized in that, from the time it starts transitioning from the stroke of drawing in the combustion gas to the stroke of discharging the combustion gas until the stroke of discharging the combustion gas is completed, the lobe of the cam contacts the tappet 1411. The supercharger 100 described in Appendix 12. (1) The cam is provided at the other end of the first link 331 and rotates together with the first link 331, and the tappet 1411 is provided at the other end of the second link 142 or is provided on a member that moves together with the other end of the second link 142. (2) The cam is provided at the other end of the second link 142 and rotates together with the second link 142, and the tappet 1411 is provided on a member whose position is fixed relative to the first shaft 321. [Note 14] (Push-in mechanism) The device is characterized by having a pushing mechanism 1221 that pushes the combustion gas in the combustion gas flow path connecting the compression chamber 17 and the internal combustion engine 200 into the engine cylinder 201. A supercharger 100 as described in any one of the appendices 2 to 13. [Note 15] (Push-in mechanism = push-in member) The aforementioned push-in mechanism 1221 is a push-in member 122, The pushing member 122 is provided with a projection 1222 extending from the compressor piston 12 toward the compressor discharge port 132 side, The pushing member 122 is characterized in that the projection 1222 moves toward the flow path side, thereby pushing the combustion gas into the engine cylinder 201. Supercharger 100 as described in Appendix 14. [Note 16] (Push-in mechanism = Push-in member × Relief part) The pushing member 122 is characterized by having a relief portion 1223 that allows relief from the components of the internal combustion engine 200 located at the connection between the compressor discharge port 132 and the engine intake port 2045. Supercharger 100 as described in Appendix 15. [Note 17] (Push-in mechanism = Push-in member × Relief part × Groove) The member includes the shaft 2047 of the intake valve of the internal combustion engine 200, and the relief portion 1223 includes a groove to avoid the member. The supercharger 100 described in Appendix 16.

[0205] The supercharger 100 comprises a single-acting reciprocating compressor 1, a quick return mechanism 4, and a synchronization means 20. The quick return mechanism 4 comprises a non-circular gear 600, a quick return mechanism crankpin 413, and a compressor connecting rod 14. [Driving means 30] The driven gear 602 and the compressor connecting rod 14 function as a driving means 30. The side of the driving means 30 functions as a quick-return mechanism crank arm 412. In other words, the driving means 30 has a quick-return mechanism crank arm 412 and a compressor connecting rod 14, one end of the compressor connecting rod 14 is pivotably attached to one end of the quick-return mechanism crank arm 412, and the other end of the compressor connecting rod 14 drives the compressor piston 12. One end of the quick-return mechanism crank arm 412 rotates around the other end of the quick-return mechanism crank arm 412. In this embodiment, the compressor connecting rod 14 is 1 to 4 times the length of the quick-return mechanism crank arm 412. [Synchronization means 20] The reduction gear 2 functions as a synchronization means 20. The reduction gear 2 comprises a drive shaft side sprocket 21, a chain 23, and a driven shaft side sprocket 22.

[0206] [Compressor 101] [Single-acting reciprocating compressor 1] The single-acting reciprocating compressor 1 is the same as in the first embodiment. [Quick return mechanism 4] [Non-circular gear 600] [Crank mechanism 3] The non-circular gear 600, the quick-return mechanism crankpin 413, and the compressor connecting rod 14 function as the quick-return mechanism 4.

[0207] The non-circular gear 600 comprises a driving gear 601 and a driven gear 602 that meshes with it. The drive-side gear 601 is primarily driven by the internal combustion engine 200 via the drive shaft-side sprocket 21, chain 23, and driven shaft-side sprocket 22. The driven shaft sprocket 22 is fixed to the drive side gear shaft 6011 and rotates the drive side gear shaft 6011 together with the drive side gear 601. The non-circular gear 600 will be explained in more detail later.

[0208] A quick-return mechanism crankpin 413 is provided on the side of the driven gear 602. The driven gear 602 causes the compressor piston 12 to reciprocate via the compressor connecting rod 14, which is rotatably connected to the quick-return mechanism crankpin 413. In other words, the quick-return mechanism 4 has a crank mechanism 3 in order to convert rotational motion into reciprocating motion. The combination of the non-circular gear 600 and the compressor connecting rod 14 converts rotational motion into reciprocating motion, and when the rotational motion is at a constant speed, it makes the return movement faster than the forward movement, resulting in quick motion. The combination of the non-circular gear 600 and the compressor connecting rod 14 performs quick motion during the intake stroke of the internal combustion engine 200 and selectively discharges combustion gas during the intake stroke.

[0209] In the third embodiment, the compressor connecting rod 14 was pivotably connected to the oscillating rod 43, but in the fifth embodiment, the compressor connecting rod 14 is rotatably connected to the driven gear 602. In other words, the compressor connecting rod 14 is rotatably connected to the driven gear 602 around the quick-return mechanism crankpin 413. The quick-return mechanism crankpin 413 is located on the side of the driven gear 602 and is positioned perpendicular to that side.

[0210] [Quick return mechanism connecting rod 44] [Quick return mechanism crankpin 413] The connecting rod receives force from the driven gear 602, causing the compressor piston 12 to reciprocate. The compressor connecting rod 14 is rotatably connected to the driven gear 602 by a quick-return mechanism crankpin 413 provided on its side surface, with the quick-return mechanism crankpin 413 acting as a pivot point. The quick-return mechanism crankpin 413 is positioned so that its axis is perpendicular to the side surface of the driven gear 602. The compressor piston 12 is reciprocated by the driven gear 602 via the compressor connecting rod 14. The compressor piston 12 and the compressor connecting rod 14 are pivotably connected by the compressor piston pin 125. In other words, the compressor connecting rod 14 can pivot around the compressor piston pin 125. A portion of the side surface of the driven gear 602 functions as the quick-return mechanism crank arm 412.

[0211] [Non-circular gear 600] Some gears are not circular in shape. These are called non-circular gears, or 600-grade gears. Non-circular gears 600 also include gears with unequal speed ratios. Unequal-ratio gears are used when it is desired to periodically change the angular velocity ratio between the drive shaft gear and the driven shaft gear during rotation. When the distance between the centers of both gears is constant, the pitch curve of the gear (the intersection of the pitch plane and the front surface) is a non-circular curve. Elliptic gears and eccentric gears are typical examples, and eccentric gears are generally used more often. Gears with small eccentricity exhibit the same angular velocity ratio as elliptic gears in practical terms.

[0212] If we ignore the irregularities of the gear teeth, the circumference of the non-circular gear 600 can be represented using polar coordinates as a set of pairs (r,θ) where r is the distance from the origin and θ is the angle of deviation from the initial line (positive x-axis).

[0213] If the shape of one gear is determined, the shape of the other gear can be determined by using the following conditions. (1) The distance between the centers of both gears is constant. (2) One gear and the other gear are in contact at their circumferential portions. Suppose that when one gear rotates, the point of contact changes from point A to point A'. Furthermore, suppose that the other gear, which was previously in contact at point B, now makes contact at point B'. Then, the lengths of the perimeter sections A-A' and B-B', which were touching each other as they went around, are equal. From (1) and (2), the shape of one gear is determined, and the shape of the other gear can be determined from that.

[0214] Figure 26 shows an example using a quick-return mechanism 4 with a non-circular gear 600. The quick-return mechanism 4, which uses a non-circular gear 600, comprises a driven gear 602, a driven gear shaft 6021, a drive gear 601, a drive gear shaft 6011, a compressor connecting rod 14, and a quick-return mechanism crankpin 413.

[0215] [Driven gear 602] [Driven gear shaft 6021] [Driven gear 601] [Driven gear shaft 6011] The drive gear 601 has an oval shape, and the drive gear 601 has a shape that is close to a fan shape. The drive gear 601 is rotated by the internal combustion engine 200 via the reduction gear 2.

[0216] The driven gear 602 meshes with the driving gear 601 and is rotated by the driving gear 601. The driven gear 602 rotates around the driven gear shaft 6021. The driven gear shaft 6021 is rotatably fixed to the housing (not shown) of the quick-return mechanism 4. The drive gear 601 rotates around the drive gear shaft 6011. The drive gear shaft 6011 is rotatably fixed to the housing (not shown) of the quick return mechanism 4.

[0217] The rotation axis of the drive gear 601 is eccentric to one of the axes of longitudinal symmetry, resulting in a long and short section from the rotation axis to the teeth. When the longer portion engages with the driven gear 602, the driving gear 601 causes the driven gear 602 to rotate rapidly. Furthermore, when the shorter portion engages with the driven gear 602, the driving gear 601 causes the driven gear 602 to rotate slowly.

[0218] Figure 27 shows a non-circular gear 600 used in the fifth embodiment. In the diagram, the gear on the right is the driving gear 601, and the gear on the left is the driven gear 602. In this specification, the line connecting the valleys of the teeth of a gear is referred to as the root circle. Draw a line of axis of symmetry for the driven gear 602. Let A1 be the distance from the center of the driven axis to the upper root circle in the diagram, and A3 be the distance from the center of the driven axis to the lower root circle in the diagram. Furthermore, for the driven gear 602, draw a line of intersection perpendicular to the axis of symmetry at the center of the driven axis. Let A4 be the distance from the center of the driven gear shaft 6021 to the root circle on the right side in the diagram, and let A2 be the distance from the center of the driving gear shaft 6011 to the root circle on the left side in the diagram. Similarly, B1 to B4 are determined for the drive gear 601. If D is the distance between the centers of the driven gear shaft 6021 and the drive gear shaft 6011, then the ratio of D to A1 to A4 is D:A1:A2:A3:A4 = 10.7:4.8:5.1:2.9:5.1. The ratio of the distance A5, which connects two points on the root circle that protrudes furthest from the axis of symmetry of the driven gear 602, to A2 + A4 is: The ratio of A5 to A2 to A4 is 15:10. Similarly, the ratio of D to B1-B4 is D:B1:B2:B3:B4 = 10.7:3.3:3.9:6.1:3.9. Please also refer to the following for dimensions. http: / / karakurist.jp / ?p=34

[0219] Furthermore, even with stepped gears, the angular velocity ratio between the drive shaft gear and the driven shaft gear can be periodically changed during rotation, making this embodiment applicable. Please refer to the following for details on stepped gears. http: / / karakurist.jp / ?p=51

[0220] Similar to the third embodiment, the non-circular gear 600 can be designed such that when the internal combustion engine 200 is in the intake stroke, the compressor connecting rod 14 quick-motions the compressor piston 12, causing the supercharger 100 to discharge combustion gases, and when the internal combustion engine 200 is in other strokes, it returns the compressor piston 12 to the opposite side of the cylinder head, causing the compressor 101 to draw in combustion gases.

[0221] [First link 331] [Second link 142] [Second shaft 341] [First shaft 321] [Third shaft 1242] [Oscillating or rotating] A portion of the driven gear 602 functions as a quick-return mechanism crank arm 412 and acts as the first link 331. The compressor connecting rod 14 functions as the second link 142. The driven gear shaft 6021 functions as the first shaft 321. A quick-return mechanism crankpin 413, provided on the side of the driven gear 602, functions as the second shaft 341. The compressor piston pin 125 functions as the third shaft 1242. Then, one end of the second link 142 is rotatably attached to one end of the first link 331 around the second shaft 341. The first link 331 also rotates around the first shaft 321. In this embodiment, the second link 142 is one to four times the length of the first link 331. The extension rod 124 and offset, etc., were explained in detail in the previous embodiment, so their explanation will be omitted here.

[0222] 2-3. Operation of Supercharger 100 Next, the operation of the fifth embodiment configured as described above will be explained. Figure 28 shows a quick return mechanism 4 using a non-circular gear 600. Figure 28A shows the compressor piston 12 at its bottom dead center. Figure 28B shows the compressor piston 12 at top dead center. The driving gear 601 rotates counterclockwise, and the driven gear 602 rotates clockwise. For clarity, the axes of symmetry for each gear are indicated by dashed lines. Furthermore, in Figure 28B, the axis of symmetry of the drive gear 601 as in Figure 28A is indicated by a dashed line.

[0223] The driven gear 602 meshes with the driving gear 601 and is rotated by the driving gear 601. The driving gear 601 rotates counterclockwise. Therefore, the driven gear 602 rotates clockwise. Since the drive gear 601 rotates counterclockwise, the drive gear 601 rotates approximately 100 degrees between Figure 28A and Figure 28B (see ε in Figure 23B). On the other hand, between Figure 28A and Figure 28B, the driven gear 602 rotates 180 degrees, indicating that the compressor piston 12 undergoes quick motion during this time.

[0224] Ideally, while the driving gear 601 rotates 90 degrees, the driven gear 602 should rotate 180 degrees. In this case, the following ideal operation occurs. Internal Combustion Engine 200: Exhaust | Intake | Compression | Combustion Compressor 101: Intake | Discharge | Intake | Intake

[0225] However, the 10-degree difference between 90 and 100 degrees simply corresponds to the exhaust stroke of the internal combustion engine 200. In other words, when the internal combustion engine 200 enters the intake stroke, the 10-degree rotation of the crank arm corresponds to the compressor piston 12 moving from its bottom dead center. In this case, since the engine intake valve 2041 is closed, some blockage may occur, potentially placing a slight extra load on the supercharger 100. However, considering the inertia of the combustion gas, it is possible that pressurizing the combustion gas may result in better supercharging efficiency.

[0226] Thus, the timing of the compressor connecting rod 14 quick-motion of the compressor piston 12 does not have to perfectly coincide with the intake stroke of the internal combustion engine 200. It is sufficient that the supercharger 100 selectively discharges combustion gas and supplies it to the internal combustion engine 200 during the intake stroke.

[0227] The supercharger 100 has a reduction gear 2 that reduces the rotational speed of the internal combustion engine 200 to half, and the reduction gear 2 rotates the drive-side gear 601, so it operates in much the same way as the third embodiment. Using the non-circular gear 600 offers greater design flexibility and allows for more precise control over its movement compared to using a four-bar linkage.

[0228] It was stated that by appropriately determining the S / r ratio, the discharge can be shifted to the later stages. The compressor piston 12 can also be driven via the extension rod 124. In this case in particular, the S / r ratio has the effect of shifting the discharge to the later stages, so the design can be made to gradually change the rotational speed of the non-circular gear 600. An extrusion mechanism 1412 may also be provided as appropriate. As the extrusion mechanism 1412, one consisting of an extrusion cam 141 and a tappet 1411, etc., as shown in Figure 3 may be used.

[0229] Please refer to Figure 26 for further explanation. In this embodiment, the quick-return mechanism crank arm 412 rotates relative to the compressor connecting rod 14. The quick-return mechanism crank arm 412, that is, a part of the side of the driven gear 602, functions as the first link 331. The quick-return mechanism connecting rod 44 functions as the second link 142. The second link 142 is one to four times the length of the first link 331. Furthermore, the driven gear shaft 6021 functions as the first shaft 321, and the quick-return mechanism crank pin 413 functions as the second shaft 341. If the extension rod 124 is absent, the compressor piston pin 125 functions as the third shaft 1242. If the extension rod 124 is present, the extension rod pin 1241 functions as the third shaft 1242.

[0230] One end of the second link 142 is rotatably attached to one end of the first link 331 around the second shaft 341. The first link 331 rotates around the first shaft 321.

[0231] The structure of Appendix 10 will be explained below. The first link 331 rotates around the first shaft 321. The second link 142 is 1 to 8 times the length of the first link 331 (in this embodiment, the second link is 1 to 4 times the length of the first link 331). The first axis 321 can also be offset from the trajectory of the third axis 1242 when viewed in its axial direction, and if done so, The first axis 321 is offset from the trajectory of the movement of the third axis 1242 when viewed in its axial direction.

[0232] Next, I will explain the structure of Appendix 11. Figure 41 shows a configuration in which the compressor piston 12 is driven via an extension rod 124. Figure 41 omits elements other than those necessary for explanation. Instead of using the side of the driven gear 602 as a quick-return crank arm, a separate quick-return crank arm was provided. The compressor piston 12 is connected to the second link 142 via an extension rod 124. The compressor piston 12 is connected to the second link 142 via an extension rod 124. The other end of the second link 142 is pivotably attached to one end of the extension rod 124 around the third shaft 1242. The other end of the extension rod 124 is fixed to the compressor piston 12. The first link 331 rotates around the first shaft 321. The first axis 321 can be configured so that, when viewed in its axial direction, it is not offset from the trajectory of movement of the third axis 1242. In that case, it will be as follows: The first axis 321 is not offset from the trajectory of the movement of the third axis 1242 when viewed in its axial direction. The second link 142 is 1 to 4 times the length of the first link 331.

[0233] Furthermore, when the compressor piston 12 is connected to the second link 142 via the extension rod 124, The first axis 321 can be configured to be offset from the trajectory of the movement of the third axis 1242 when viewed in its axial direction. In that case, it will be as follows. The first axis 321 is offset from the trajectory of movement of the third axis 1242 when viewed in its axial direction. The second link 142 is 1 to 8 times the length of the first link 331 (in this embodiment, the second link is 1 to 4 times the length of the first link 331). The extension rod 124 and offset, etc., were explained in detail in the previous embodiment, so their explanation will be omitted here. Furthermore, an extrusion mechanism 1412 can be provided as shown in Figure 3. The extrusion mechanism 1412 may consist of an extrusion cam 141 and a tappet 1411, as shown in Figure 3.

[0234] 3. Variant A modified example of the fifth embodiment is the following supercharger 100. The corresponding appended configuration is given below. [Note 20] (Compressor × Rotary type) [Note 21] (Compressor × Rotary type + Drive mechanism × Uneven speed) [Note 22] (Compressor × Rotary type + Drive mechanism × Uneven speed variations)

[0235] [Note 20] (Compressor × Rotary type) The compressor 101 is a rotary compressor as described in Appendix 18 or Appendix 19. The fluid is the aforementioned combustion gas, One cycle of the compressor 101 consists of a stroke in which the combustion gas is discharged and a stroke in which the discharge is paused. The synchronization means 20 is characterized by synchronizing the operation of the compressor 101 so that one cycle of the internal combustion engine 200 is performed while one cycle of the compressor 101 is performed. The supercharger 100 described in Appendix 1. [Note 21] (Compressor × Rotary type + Drive mechanism × Uneven speed) The driving means 30 is characterized by driving the compressor 101 at an uneven speed such that the discharge stroke is completed in a shorter time than the pause stroke compared to when the compressor 101 is driven at a constant speed. Supercharger 100 as described in Appendix 20. [Note 22] (Compressor × Rotary type + Drive mechanism × Uneven speed variations) The drive means 30 is characterized by having at least one of a link mechanism 46 and a non-circular gear 600. The supercharger 100 described in Appendix 21.

[0236] Alternatively, instead of the single-acting reciprocating compressor 1, the vane pump 500 shown in Figure 25 (see the fourth embodiment) can be used, and the vane pump 500 can be operated using a non-circular gear 600. Figure 40 shows an example of driving a vane pump 500 via a non-circular gear 600. [Driving means 30] The non-circular gear 600 functions as the driving means 30. The driven gear 602 is fitted onto the rotor shaft 5011 and rotates together with the rotor shaft 5011. In other words, the driven gear shaft 6021 and the rotor shaft 5011 are identical. A driven sprocket 22 is fitted onto the driven gear shaft 6021, and the driven sprocket 22 and the driven gear 602 rotate together. The drive gear 601 is driven at a reduced speed so that it rotates once while the engine crankshaft 2031 rotates twice. With this configuration, the following ideal operation can be achieved. Internal Combustion Engine 200: Exhaust | Intake | Compression | Combustion Compressor 101: Intake | Discharge | Intake | Intake Therefore, combustion gas can be efficiently supplied to the intake stroke.

[0237] 4. Supplement Furthermore, it is conceivable to use it in combination with a non-circular gear 600 to compensate for the operation of the quick return mechanism 4 mentioned earlier. For example, in the third embodiment, the forward journey was assumed to take 1 / 4 the time of the return journey. However, with the mechanism of the third embodiment (see Figure 14) alone, a load is placed on a part of the mechanism, and there are cases where the forward journey cannot be made significantly faster than the return journey. In that case, for example, the driving link 452 of the four-bar linkage mechanism 45 can be driven by a non-circular gear 600.

[0238] As explained above, the supercharger 100 of the fifth embodiment can selectively discharge combustion gas during the intake stroke of the internal combustion engine 200, thus solving the problem of supercharging by periodically making large changes in the mass of the supplied gas.

[0239] Next, the sixth embodiment will be described. Figures 29 and 30 are diagrams illustrating the sixth embodiment. Figure 29 is a diagram showing the configuration of the turbocharger 100 in the sixth embodiment.

[0240] 1. Assumptions The prerequisites for this invention will be explained below. The sixth embodiment can also be considered a modification of the first embodiment. In the first embodiment, the single-acting reciprocating compressor 1 was driven by the power of the internal combustion engine 200 via a sprocket and chain 23, whereas in the sixth embodiment, it is driven by a motor 91 as an external power source 9. A rotary encoder and a control unit 93 are provided to synchronize the rotation of the internal combustion engine 200 and the rotation of the motor 91.

[0241] Therefore, compared to Figure 1, the chain 23, drive shaft sprocket 21, and driven shaft sprocket 22 have been omitted, and instead a motor 91, a rotary encoder, a pulley that transmits the rotation of the engine crankshaft 2031 to the rotary encoder, a belt 231, and a control unit 93 that controls the rotation of the motor 91 have been added. Furthermore, a pushing member 122 is provided on the upper surface of the compressor piston 12, similar to the arrangement shown in Figure 9.

[0242] 1-1. Explanation of the Figure Figure 29 shows the configuration diagram of the turbocharger 100 in the sixth embodiment.

[0243] The arrangement of the internal combustion engine 200 and the compressor 101 is basically the same as in Figure 1. A pressing member 122 is provided on the upper surface of the compressor piston 12, similar to Figure 9. Therefore, the shape of the connecting pipe 16 is also funnel-shaped, similar to Figure 9.

[0244] The motor 91 is located on the bottom side of the compressor piston 12 and rotates the compressor crank 31. The motor 91 is a double-shaft motor 91, and a motor-side rotary encoder 921 is provided on the rear side of the motor 91. The motor 91 is installed so that the motor shaft 911 faces from the back of the page towards the front.

[0245] The engine crankshaft 2031 is equipped with a drive shaft pulley 211 instead of a drive shaft sprocket 21. An internal combustion engine-side rotary encoder 922 is provided near the bottom of the cylinder of the internal combustion engine 200. The rotary encoder 922 on the internal combustion engine side is installed so that the rotary encoder shaft 9221 on the internal combustion engine side faces from the back of the page towards the front. A driven shaft pulley 221 is provided at the end of the rotary encoder shaft 9221 on the internal combustion engine side. A belt 231 is attached to the drive shaft pulley 211 and the driven shaft pulley 221. Since the shafts of both rotary encoders extend towards the front of the paper, their rotation directions are the same.

[0246] A power supply line is connected from the control unit 93 to the motor 91, and signal acquisition lines are connected from the control unit 93 to the motor-side rotary encoder 921 and the internal combustion engine-side rotary encoder 922. A power supply line from the power supply unit 933 is connected to the control unit 93.

[0247] In the embodiments described so far, the compressor 101 has been driven by the internal combustion engine 200, but here we will describe a case where it is driven by an external power source, such as a motor 91. Figure 29 shows the first embodiment in which a motor 91 is used as the power source for the compressor 101. However, a pushing member 122 is used.

[0248] 1-2. Power Transmission Next, we will explain the power transmission from the motor 91 to the supercharger 100. The motor 91 is controlled by the control unit 93 so that the rotary encoder 922 on the internal combustion engine side and the rotary encoder 921 on the motor side rotate at the same speed. The rotational speed of the engine crankshaft 2031 is reduced by half by the drive shaft pulley 211, the driven shaft pulley 221, and the belt 231. Therefore, the motor 91 is controlled to rotate once for every two rotations of the engine crankshaft 2031. The motor 91 rotates the compressor crank 31, which in turn causes the compressor piston 12 to reciprocate within the compressor cylinder 11 via the compressor connecting rod 14. Alternatively, the motor 91 and the internal combustion engine 200 may be set to rotate at the same speed, and the reduction gear 2 may be used to reduce the rotation speed of the motor 91 to half the speed to drive the compressor 101.

[0249] 2. Detailed explanation Next, the configuration, operation, etc., of the supercharger 100 will be explained in detail. ★[Note 1] ★[Note 2] (Single-acting reciprocating compressor) ★[Note 5] (Inclined means) ★[Note 6] (Crank mechanism × Arm) ★[Note 14] (Push-in mechanism) ★[Note 15] (Push-in mechanism = Push-in component) ★[Note 16] (Push-in mechanism = Push-in component × Relief part) ★[Note 17] (Push-in mechanism = Push-in component × Relief part × Groove) Note that ★ was mentioned in the previous embodiment.

[0250] [Note 1] A supercharger 100 is provided for each cylinder of an internal combustion engine 200 having a cycle of 4 strokes, and supercharges that cylinder. A positive displacement compressor 101 is provided, equipped with a compression chamber 17, and has alternating periods of fluid discharge and periods of fluid discharge cessation. A drive means 30 for driving the compressor 101, The operation of the internal combustion engine 200 and the compressor 101 is synchronized by a synchronization means 20 that synchronizes the operation of the internal combustion engine 200 so that one cycle of the compressor 101 is performed while one cycle of the internal combustion engine 200 is performed. The compressor 101 discharges the combustion gas inside the compression chamber 17 to the outside of the compression chamber 17 due to the reduction in the volume of the compression chamber 17. The compressor 101 supplies the combustion gas to the internal combustion engine 200. The compressor 101 discharges the combustion gas during the intake stroke of the internal combustion engine 200. The supercharger 100 is characterized in that the compressor 101 has a period during which the discharge of the combustion gas is suspended, from the start of the next intake stroke of the internal combustion engine 200 to the end of the stroke preceding the next intake stroke. [Note 2] (Single-acting reciprocating compressor) The compressor 101 is a single-acting reciprocating compressor 1, It comprises a compressor cylinder 11, a compressor cylinder head 13, a compressor piston 12 that slides inside the compressor cylinder 11, and a compressor discharge port 132 provided in the compressor cylinder head 13 for discharging combustion gas. The compression chamber 17 is defined by the compressor cylinder 11, the compressor cylinder head 13, and the compressor piston 12. The period during which the discharge is suspended is characterized in that the combustion gas is drawn in during this period. The supercharger 100 described in Appendix 1. However, the cylinder of the internal combustion engine 200 is referred to as the engine cylinder 201, the cylinder head of the internal combustion engine 200 is referred to as the engine cylinder head 204, the piston of the internal combustion engine 200 is referred to as the engine piston 202, and the intake port of the internal combustion engine 200 is referred to as the engine intake port 2045. [Note 5] (Inclined means) Compared to the case where the first direction 2022, which is the direction of movement of the engine piston 202 during the compression stroke, and the second direction 1211, which is the direction of movement of the compressor piston 12 during the discharge stroke for discharging the combustion gas, are in the same direction, The compressor cylinder 11 is positioned at an angle relative to the engine cylinder 201 such that the center of the compressor discharge port 132 and the center of the engine intake port 2045 are close together. The system is characterized by having a tilting means 18 that allows it to be driven in the aforementioned relatively tilted state. The supercharger 100 described in Appendix 2 or Appendix 3. [Note 6] (Crank mechanism × Arm) The aforementioned drive means 30 has a crank mechanism 3, The crank mechanism 3 comprises a first link 331 and a second link 142. One end of the second link 142 is rotatably attached to one end of the first link 331 around the second shaft 341. The first link 331 is rotatable around the first shaft 321 at the other end. The second link 142 is pivotable around the third shaft 1242 at the other end. The third shaft 1242 is slidable in the direction of the central axis of the compressor cylinder 11. The other end of the second link 142 is characterized in that it drives the compressor piston 12. A supercharger 100 as described in any one of the appendices 2 to 5. [Note 14] (Push-in mechanism) The device is characterized by having a pushing mechanism 1221 that pushes the combustion gas in the combustion gas flow path connecting the compression chamber 17 and the internal combustion engine 200 into the engine cylinder 201. A supercharger 100 as described in any one of the appendices 2 to 13. [Note 15] (Push-in mechanism = push-in member) The aforementioned push-in mechanism 1221 is a push-in member 122, The pushing member 122 is provided with a projection 1222 extending from the compressor piston 12 toward the compressor discharge port 132 side, The pushing member 122 is characterized in that the projection 1222 moves toward the flow path side, thereby pushing the combustion gas into the engine cylinder 201. Supercharger 100 as described in Appendix 14. [Note 16] (Push-in mechanism = Push-in member × Relief part) The pushing member 122 is characterized by having a relief portion 1223 that allows relief from the components of the internal combustion engine 200 located at the connection between the compressor discharge port 132 and the engine intake port 2045. Supercharger 100 as described in Appendix 15. [Note 17] (Push-in mechanism = Push-in member × Relief part × Groove) The member includes the shaft 2047 of the intake valve of the internal combustion engine 200, and the relief portion 1223 includes a groove to avoid the member. The supercharger 100 described in Appendix 16.

[0251] 2-1. Configuration of the supercharger 100 [Tilt means 18] The motor 91, acting as an external power source, functions as a tilting mechanism 18. This allows the compressor's drive shaft, i.e., the compressor crankshaft 32, to be moved significantly away from the internal combustion engine 200. By using an external power source to drive the compressor 101, the degree of freedom in installing the supercharger 100 is increased, and a simpler mechanism can be implemented. [Driving means 30] The compressor crank 31 functions as the drive mechanism 30. The compressor crank arm 33 is mounted to rotate together with the motor shaft 911.

[0252] [Driving means 30] [Crank mechanism 3] [First link 331] [Second link 142] [Second shaft 341] [First shaft 321] [Third shaft 1242] In this embodiment, the driving means 30 has a crank mechanism 3 that converts rotational motion into reciprocating motion. Motor shaft 911 functions as the first shaft 321. The compressor crankpin 34 functions as the second shaft 341. The compressor piston pin 125 functions as the third shaft 1242. The compressor crank arm 33 functions as the first link 331. The compressor connecting rod 14 functions as the second link 142. The second link 142 is 1 to 4 times the length of the first link 331. As in the previous embodiment, the compressor piston 12 can also be connected to the second link 142 via the extension rod 124. In this embodiment, the first axis 321 is not offset from the trajectory of movement of the third axis 1242 when viewed in its axial direction, but a configuration in which it is offset is also possible. The compressor crank arm 33 is mounted to rotate together with the motor shaft 911. A linear motor can be used as the motor 91, and the crank mechanism 3 can be omitted.

[0253] [Synchronization means 20] The motor-side rotary encoder 921, the internal combustion engine-side rotary encoder 922, the drive shaft-side pulley 211, the driven shaft-side pulley 221, the belt 231, the control unit 93, etc., function as the synchronization means 20.

[0254] [Motor-side rotary encoder 921, internal combustion engine-side rotary encoder 922] The rotary encoder 922 on the internal combustion engine side is fixed to the housing of the internal combustion engine 200. The two rotary encoders are the same product. The motor-side rotary encoder 921 and the internal combustion engine-side rotary encoder 922 function as part of the synchronization means 20. A rotary encoder converts the rotation angle into a binary signal. Rotary encoders use an absolute type. Therefore, by making the signal values ​​output from two rotary encoders identical, the rotation angles of the two rotary encoders will be the same.

[0255] Rotary encoders are provided on the internal combustion engine 200 side and the motor 91 side. The motor-side rotary encoder 921 is fixed to the housing of the compressor 101, and the internal combustion engine-side rotary encoder 922 is fixed to the housing of the internal combustion engine 200.

[0256] The rotary encoder 922 on the internal combustion engine side is rotated by the engine crankshaft 2031 via the drive shaft side pulley 211, belt 231, and driven shaft side pulley 221. The driven shaft side pulley 221 is fixed to the internal combustion engine side rotary encoder shaft 9221 and rotates together with the internal combustion engine side rotary encoder shaft 9221 around the internal combustion engine side rotary encoder shaft 9221. The engine crankshaft 2031 rotates twice, while the internal combustion engine-side rotary encoder 922 rotates once, due to the reduction in speed achieved by the drive shaft-side pulley 211, belt 231, and driven shaft-side pulley 221. The motor-side rotary encoder shaft 9211 is identical to the motor shaft 911.

[0257] [Motor 91] Motor 91 functions as an external power source 9. The motor 91 is a double-shaft motor, with one shaft driving the compressor 101 and the other shaft driving the motor-side rotary encoder 921. One of the motor shafts, 911, is connected to the compressor crankshaft 32 and drives the compressor 101. [Power supply section 933] The power supply unit 933 supplies power to the control unit 93. This power drives the motor 91.

[0258] [Control Unit 93] The control unit 93 functions as part of the synchronization means 20. The control unit 93 receives signals from the motor-side rotary encoder 921 and the internal combustion engine-side rotary encoder 922, and controls the motor 91 so that the values ​​of the two rotary encoders become the same. In other words, the control unit 93 rotates the motor 91 in a way that synchronizes the rotation of the internal combustion engine 200 with the rotation of the motor 91. The control unit 93 includes a subtraction unit 931 and an amplification unit 932.

[0259] The control method is as follows, for example. Figure 30 is a flowchart of the operation of the control unit 93. In S1, the values ​​of the rotary encoder 922 on the internal combustion engine side and the rotary encoder 921 on the motor side are obtained. In S2, the subtraction unit 931 takes the difference between the values ​​of the internal combustion engine side rotary encoder 922 and the motor side rotary encoder 921. In S3, if the difference exceeds a predetermined value (S3:Yes), the process proceeds to S5, and the subtraction unit 931 outputs an error signal, notifying the user via a warning device (not shown). In S6, the operator stops the internal combustion engine 200. This is because the synchronization between the motor 91 and the engine crankshaft is out of sync and cannot be repaired. If the difference is within the specified value (S3: No), proceed to S4. In S4, the amplification unit 932 converts the difference between the values ​​of the internal combustion engine-side rotary encoder 922 and the motor-side rotary encoder 921 into a voltage using digital-to-analog conversion, and drives the motor 91. The above actions will be repeated thereafter.

[0260] In this configuration, if the difference between the values ​​of the rotary encoder 922 on the internal combustion engine side and the rotary encoder 921 on the motor side is large, the motor 91 is rotated with greater force to try to reduce the difference between the values ​​of the two rotary encoders. It is assumed that the rotation of the motor 91 is always slower than half the rotation of the internal combustion engine 200. On the other hand, if the difference between the values ​​of the two rotary encoders is small, the motor 91 will not operate very strongly, so it will operate at a level that maintains the current state, and the rotation of the internal combustion engine 200 and the compressor 101 will be synchronized. Furthermore, since the rotary encoder 922 on the internal combustion engine side is rotated at a reduced speed via the drive shaft side pulley 211, belt 231, and drive shaft side pulley 211, it synchronizes so that when the engine crankshaft 2031 rotates twice, the compressor crankshaft 32 rotates once.

[0261] 2-2. Operation of Supercharger 100 In terms of operation, it is the same as the first embodiment, as only the power source driving the supercharger 100 has been changed. Because the pushing member 122 is provided, the combustion gas remaining in the connecting pipe 16 can be pushed into the engine cylinder 201.

[0262] In addition to the first embodiment, in all other embodiments described herein, instead of driving the crank mechanism 3 or rotor 501 with the internal combustion engine 200 via the sprocket and chain 23, a motor 91 can be used as an external power source 9 in the same way, and the crank mechanism 3, the quick return mechanism 4, or rotor 501 can be driven using the power of the motor 91. Furthermore, quick motion may be achieved by electronic control to discharge combustion gas in conjunction with the intake stroke of the internal combustion engine 200. In that case, a target value for the motor-side rotary encoder 921 should be mapped to the value of the internal combustion engine-side rotary encoder 922, and the rotation of the motor 91 should be controlled to approach that target value.

[0263] Furthermore, if a rotary encoder that outputs a minimum to maximum value every half rotation is used as the motor-side rotary encoder 921, the engine crankshaft 2031 and the motor-side rotary encoder shaft 9211 can be directly connected, eliminating the driven shaft pulley 221, the drive shaft pulley 211, and the belt 231. Additionally, by changing the control unit 93, an incremental type rotary encoder can also be used. In that case, the control unit 93 controls the motor 91 so that the waveforms from both rotary encoders overlap.

[0264] As explained above, the supercharger 100 of the sixth embodiment can selectively discharge combustion gas during the intake stroke of the internal combustion engine 200, thus solving the problem of supercharging by periodically making large changes in the mass of the supplied gas.

[0265] Next, the seventh embodiment will be described. Figures 31 and 32 are diagrams illustrating the seventh embodiment. Figure 31 is a diagram showing the configuration of the turbocharger 100 in the seventh embodiment. Figure 32 shows a synchronization method when using the motor 91 and the internal combustion engine 200 together.

[0266] Compared to Figure 1, the motor 91 and a synchronization disc 94 for synchronization have been added. In this embodiment, the supercharger 100 is basically driven by an external power source, and when the driving force of the external power source becomes insufficient, the compressor 101 is driven with the help of the internal combustion engine 200. It can also be said that the internal combustion engine 200 assists the external power source in driving the compressor 101. Although nothing is omitted compared to Figure 1, the drive shaft sprocket 21 is mounted on the motor shaft 911, which is connected to the engine crankshaft 2031. A driven shaft sprocket 22 is provided on the compressor crankshaft 32, and the driven shaft sprocket 22 drives the compressor 101. This is the same as in Figure 1. Furthermore, a pushing member 122 is provided on the upper surface of the compressor piston 12, similar to the arrangement shown in Figure 9. 1-1. Explanation of the Figure Please refer to Figure 31 for further explanation. The motor 91 is located on the extension of the engine crankshaft 2031. The motor shaft 911 is in a straight line with the engine crankshaft 2031. A synchronous disc 94 is sandwiched between the motor 91 and the engine crank mechanism 203. A driven shaft sprocket 22 is provided on the compressor crankshaft 32, and the driven shaft sprocket 22 drives the compressor 101.

[0267] 1-2. Power Transmission Figure 32 shows a synchronization method when using the motor 91 and the internal combustion engine 200 together. Figure 32 is a perspective view showing an enlarged view of the area around the motor 91 in Figure 31. The motor 91 is equipped with a motor shaft 911. The motor shaft 911 passes through the drive shaft side sprocket 21, and the drive shaft side sprocket 21 is fixed so as to rotate together with the motor shaft 911. The motor shaft 911 passes through the center of the synchronous disk 94, but rotates freely relative to the synchronous disk 94. A rotating rod 95 extends radially from the synchronous disc 94, perpendicular to the motor shaft 911. The rotating rod 95 is fixed to the motor shaft 911 and rotates together with the motor shaft 911. The tip of the rotating rod 95 is positioned between the advance limiting member 942 and the delay limiting member 941. Between the advance limiting member 942 and the delay limiting member 941, the rotating rod 95 is pivotable. A switch 943 is provided on the radially inward side of the synchronization disc 94 relative to the delay limiting member 941. Switch 943 is pressed on the right side of the rotating rod 95 in the diagram. When switch 943 is pressed, it allows current to flow. The advance limiting member 942, the delay limiting member 941, and the switch 943 are fixed to the synchronization disc 94. An engine crank mechanism 203 is connected to the center of the synchronization disc 94, perpendicular to the surface of the synchronization disc 94. The synchronization disc 94 rotates together with the engine crank mechanism 203. The engine crankshaft 2031 is provided with a hole in the axial direction into which the motor shaft 911 is fitted, and a motor bearing hole 2035. The motor bearing hole 2035 functions as a bearing for the motor shaft 911, allowing the motor shaft 911 to rotate freely relative to the engine crankshaft 2031. The drive shaft sprocket 21 rotates the driven shaft sprocket 22 via the chain 23.

[0268] Next, we will explain how the rotation of the motor 91 and the engine crank mechanism 203 are synchronized. Refer to Figure 32 for details. Let's assume that the engine crankshaft 2031 rotates counterclockwise. 1. The synchronization disc 94 is rotated by the engine crankshaft 2031. 2. When the switch 943 reaches the position of the rotating rod 95, the side of the rotating rod 95 presses the switch 943, and current flows to the motor 91. 3. The motor 91 rotates the drive shaft sprocket 21 and the rotating rod 95. 4. The rotating rod 95 and the switch 943 separate, and the current to the motor 91 is cut off. 5. Repeat steps 1 through 4 below.

[0269] When the rotating rod 95 pushes the switch 943 further, the rotating rod 95 hits the delay limiting member 941. Therefore, if the driving force of the motor 91 is insufficient, the rotating rod 95 will strike the delay limiting member 941, and the power of the internal combustion engine 200 will also be transmitted to the drive shaft side sprocket 21 via the delay limiting member 941 and the rotating rod 95. In this case, the power from the motor 91 and the internal combustion engine 200 will be used in combination.

[0270] The forward movement limiting member 942 is provided to prevent loss of synchronization when the driving force of the motor 91 is too strong, or when the motor is still moving even after the power is turned off. When the driving force of the motor 91 is too strong, the rotating rod 95 comes into contact with the forward movement limiting member 942, and the rotational force is absorbed by the internal combustion engine 200. Regarding the wiring from switch 943 to motor 91, rotating electrodes and brushes are provided because the synchronous disc 94 is rotating, but these are omitted from the illustration. Simply connecting the motor 91 and the internal combustion engine 200 would raise the suspicion that a vehicle such as a motorcycle equipped with the internal combustion engine 200 is driven by the combined force of the internal combustion engine 200 and the motor 91. In other words, this configuration prevents the power driving the supercharger 100 from being incorporated into the power that moves the vehicle. For example, this is to avoid a situation where a vehicle with only an internal combustion engine (200cc) could be registered as a moped, but the addition of a motor (91cc) changes its classification and prevents it from being registered as a moped. By using the synchronous disc 94 as in this configuration, the external power can be used exclusively to drive the compressor 101 and not to power a motorcycle or the like. Other external power sources may be used instead of the motor 91.

[0271] 2. Detailed explanation The seventh embodiment is a supercharger 100 as follows. The corresponding appendix configuration is given below. ★[Note 1] ★[Note 2] (Single-acting reciprocating compressor) ★[Note 5] (Inclined means) ★[Note 6] (Crank mechanism × Arm) ★[Note 14] (Push-in mechanism) ★[Note 15] (Push-in mechanism = Push-in component) ★[Note 16] (Push-in mechanism = Push-in component × Relief part) ★[Note 17] (Push-in mechanism = Push-in component × Relief part × Groove) Note that ★ was mentioned in the previous embodiment.

[0272] [Note 1] A supercharger 100 is provided for each cylinder of an internal combustion engine 200 having a cycle of 4 strokes, and supercharges that cylinder. A positive displacement compressor 101 is provided, equipped with a compression chamber 17, and has alternating periods of fluid discharge and periods of fluid discharge cessation. A drive means 30 for driving the compressor 101, The operation of the internal combustion engine 200 and the compressor 101 is synchronized by a synchronization means 20 that synchronizes the operation of the internal combustion engine 200 so that one cycle of the compressor 101 is performed while one cycle of the internal combustion engine 200 is performed. The compressor 101 discharges the combustion gas inside the compression chamber 17 to the outside of the compression chamber 17 due to the reduction in the volume of the compression chamber 17. The compressor 101 supplies the combustion gas to the internal combustion engine 200. The compressor 101 discharges the combustion gas during the intake stroke of the internal combustion engine 200. The supercharger 100 is characterized in that the compressor 101 has a period during which the discharge of the combustion gas is suspended, from the start of the next intake stroke of the internal combustion engine 200 to the end of the stroke preceding the next intake stroke. [Note 2] (Single-acting reciprocating compressor) The compressor 101 is a single-acting reciprocating compressor 1, It comprises a compressor cylinder 11, a compressor cylinder head 13, a compressor piston 12 that slides inside the compressor cylinder 11, and a compressor discharge port 132 provided in the compressor cylinder head 13 for discharging combustion gas. The compression chamber 17 is defined by the compressor cylinder 11, the compressor cylinder head 13, and the compressor piston 12. The period during which the discharge is suspended is characterized in that the combustion gas is drawn in during this period. The supercharger 100 described in Appendix 1. However, the cylinder of the internal combustion engine 200 is referred to as the engine cylinder 201, the cylinder head of the internal combustion engine 200 is referred to as the engine cylinder head 204, the piston of the internal combustion engine 200 is referred to as the engine piston 202, and the intake port of the internal combustion engine 200 is referred to as the engine intake port 2045. [Note 5] (Inclined means) Compared to the case where the first direction 2022, which is the direction of movement of the engine piston 202 during the compression stroke, and the second direction 1211, which is the direction of movement of the compressor piston 12 during the discharge stroke for discharging the combustion gas, are in the same direction, The compressor cylinder 11 is positioned at an angle relative to the engine cylinder 201 such that the center of the compressor discharge port 132 and the center of the engine intake port 2045 are close together. The system is characterized by having a tilting means 18 that allows it to be driven in the aforementioned relatively tilted state. The supercharger 100 described in Appendix 2 or Appendix 3. [Note 6] (Crank mechanism × Arm) The aforementioned drive means 30 has a crank mechanism 3, The crank mechanism 3 comprises a first link 331 and a second link 142. One end of the second link 142 is rotatably attached to one end of the first link 331 around the second shaft 341. The first link 331 is rotatable around the first shaft 321 at the other end. The second link 142 is pivotable around the third shaft 1242 at the other end. The third shaft 1242 is slidable in the direction of the central axis of the compressor cylinder 11. The other end of the second link 142 is characterized in that it drives the compressor piston 12. A supercharger 100 as described in any one of the appendices 2 to 5. [Note 14] (Push-in mechanism) The device is characterized by having a pushing mechanism 1221 that pushes the combustion gas in the combustion gas flow path connecting the compression chamber 17 and the internal combustion engine 200 into the engine cylinder 201. A supercharger 100 as described in any one of the appendices 2 to 13. [Note 15] (Push-in mechanism = push-in member) The aforementioned push-in mechanism 1221 is a push-in member 122, The pushing member 122 is provided with a projection 1222 extending from the compressor piston 12 toward the compressor discharge port 132 side, The pushing member 122 is characterized in that the projection 1222 moves toward the flow path side, thereby pushing the combustion gas into the engine cylinder 201. Supercharger 100 as described in Appendix 14. [Note 16] (Push-in mechanism = Push-in member × Relief part) The pushing member 122 is characterized by having a relief portion 1223 that allows relief from the components of the internal combustion engine 200 located at the connection between the compressor discharge port 132 and the engine intake port 2045. Supercharger 100 as described in Appendix 15. [Note 17] (Push-in mechanism = Push-in member × Relief part × Groove) The member includes the shaft 2047 of the intake valve of the internal combustion engine 200, and the relief portion 1223 includes a groove to avoid the member. The supercharger 100 described in Appendix 16.

[0273] 2-1. Configuration of the supercharger 100 [Tilt means 18] The tilting mechanism 18 includes a chain 23, a drive shaft side sprocket 21, and a driven shaft side sprocket 22. [Driving means 30] [Crank mechanism 3] [First link 331] [Second link 142] [Second shaft 341] [First shaft 321] [Third shaft 1242] In this embodiment, the driving means 30 has a crank mechanism 3 that converts rotational motion into reciprocating motion. The compressor crankshaft 32 functions as the first shaft 321. The compressor crankpin 34 functions as the second shaft 341. The compressor piston pin 125 functions as the third shaft 1242. The compressor crank 31 functions as the first link 331. The compressor connecting rod 14 functions as the second link 142. The second link 142 is 1 to 4 times the length of the first link 331. As in the previous embodiment, the compressor piston 12 can also be connected to the second link 142 via the extension rod 124. In this embodiment, the first axis 321 is not offset from the trajectory of movement of the third axis 1242 when viewed in its axial direction, but a configuration in which it is offset is also possible.

[0274] [Synchronization means 20] The synchronization disc 94, advance limiting member 942, delay limiting member 941, rotating rod 95, switch 943, drive shaft side sprocket 21, driven shaft side sprocket 22, chain 23, etc., function as the synchronization means 20. The drive shaft sprocket 21 is driven by the internal combustion engine 200 and the motor 91.

[0275] [Drive shaft sprocket 21, driven shaft sprocket 22, chain 23] The drive shaft sprocket 21, the driven shaft sprocket 22, and the chain 23 function as a reduction gear 2 and as part of the synchronization means 20. The drive shaft sprocket 21 is mounted on the motor shaft 911, not the engine crankshaft 2031, and rotates together with the motor shaft 911. The diameter and number of teeth of the drive shaft sprocket 21 and the driven shaft sprocket 22 are adjusted so that when the drive shaft sprocket 21 rotates twice, the driven shaft sprocket 22 rotates once.

[0276] [Rotating rod 95] The rotating rod 95 functions as part of the synchronization means 20. The rotating rod 95 is a rod that extends perpendicularly to the motor shaft 911 and rotates together with the motor shaft 911. The rotating rod 95 transmits the rotational force of the engine crank mechanism 203 to the motor shaft 911 via the lag limiting member 941. If the rotation of the motor 91 is faster than that of the engine crank mechanism 203, the rotational force is released to the engine crank mechanism 203 via the advance limiting member 942, preventing the motor 91 from losing synchronization. [Synchronization disk 94] The synchronization disk 94 functions as part of the synchronization means 20. The synchronization disc 94 is disc-shaped and fixed to the end of the engine crankshaft 2031 such that its center aligns with the axis of the engine crankshaft 2031. The synchronization disc 94 rotates together with the engine crankshaft 2031. The synchronous disc 94 includes a forward limiting member 942, a lag limiting member 941, and a switch 943 on the opposite side of the engine crankshaft 2031. These are fixed to the synchronous disc 94 and rotate together with the synchronous disc 94. A hole is provided in the center of the synchronization disc 94 through which the motor shaft 911 passes. If there were no advance limiting member 942 or lag limiting member 941, the synchronization disc 94 and the motor shaft 911 would rotate freely relative to each other.

[0277] [Advance limiting member 942] [Delay limiting member 941] The advance limiting member 942 and the delay limiting member 941 function as part of the synchronization means 20. The advance limiting member 942 and the delay limiting member 941 are projections provided on the surface of the synchronization disc 94. The rotating rod 95 is sandwiched between the advancing limiting member 942 and the lagging limiting member 941, thereby restricting the movement of the rotating rod 95. As a result, the difference in rotation angles between the engine crankshaft 2031 and the motor shaft 911 is kept within a certain range. [Switch 943] Switch 943 functions as part of the synchronization means 20. Switch 943 is a push-button switch 943 that turns the power to the motor 91 on and off. When the button is pressed by the side of the rotating rod 95, the power is turned on, and when the force to press the button is released, the button returns and the power is turned off. The power supplied to the motor 91 may also be controlled via the control unit 93. [Motor bearing hole 2035] The motor bearing hole 2035 is a hole located at the end of the engine crankshaft 2031, positioned axially. It functions as a bearing for the motor shaft 911, but the motor bearing hole 2035 and the engine crankshaft 2031 rotate freely relative to each other.

[0278] Figure 33 shows a flowchart illustrating the synchronization process using the synchronization disk 94, etc. In S1, if the button on switch 943 is pressed (S1: Yes), proceed to S2. If the button on switch 943 is not pressed (S1: No), proceed to S3. In S2, switch 943 supplies current to motor 91. If current is already flowing, switch 943 maintains the state of supplying current to motor 91. In S3, switch 943 cuts off the current to motor 91. If no current is already flowing, switch 943 maintains the state of stopping the current to motor 91. Repeat this process until the internal combustion engine 200 stops.

[0279] 2-2. Operation of Supercharger 100 In terms of operation, it is the same as the first embodiment, as only the power source driving the supercharger 100 has been changed. Because the pushing member 122 is provided, the combustion gas remaining in the connecting pipe 16 can be pushed into the engine cylinder 201.

[0280] 2-3. Variations A modified example of the fifth embodiment is the supercharger 100 shown below. The following are the additional configurations that differ from those of the fifth embodiment. [Note 23] (Combined methods) The supercharger 100 has a combined means 900, The driving means 30 is driven by the force of the combined means 900. The aforementioned combined means 900 is A control unit 93 rotates the second power output shaft 9111 in synchronization with the first power output shaft 2036, The employing means 96 uses as part of the driving force a force corresponding to the reciprocal of the value obtained by subtracting the value corresponding to the rotation angle of the first power output shaft 2036 from the value corresponding to the rotation angle of the second power output shaft 9111, When the rotation of the second power output shaft 9111 lags behind the rotation of the first power output shaft 2036 by a predetermined angle or more, a delay limiting unit 9411 transmits power from the first power to the second power and prevents further delay in the rotation of the second power output shaft 9111. The system includes a forward limiting unit 9421 that releases the force of the second power to the first power when the rotation of the second power output shaft 9111 advances by a predetermined angle or more compared to the rotation of the first power output shaft 2036, The aforementioned adoption means 96 is, The elastic body 9441 that receives the force of the first power output shaft 2036 and It has a transmission part 951 that receives force from the elastic body 9441, The control unit 93 increases the rotation of the second power output shaft 9111 when the value corresponding to the subtracted value is less than or equal to the reference value. The control unit 93, when the value corresponding to the subtracted value exceeds the reference value, reduces the rotation of the second power output shaft 9111. The combined means 900, in the event that there is no transmission of force from the second power output shaft 9111 to the advance limiting portion 9421, The total force of the second power output shaft 9111 and the force received by the transmission unit 951 are combined and output. Characterized by, The supercharger 100 described in Appendix 1. Figure 42 shows the synchronization method when using the motor 91 and the internal combustion engine 200 together.

[0281] Since this is a modified example, only the differences from the previous embodiment will be explained. A delay limiting member spring 944 is provided between the tip of the rotating rod 95 and the delay limiting member 941. One end of the delay limiting member spring 944 is connected to the tip of the rotating rod 95, but the other end of the delay limiting member spring 944 is not connected to the rotating rod 95. However, the other end of the delay limiting member spring 944 may come into contact with the rotating rod 95. When the other end of the delay limiting member spring 944 touches the rotating rod 95, the force of the internal combustion engine 200 is transmitted to the drive shaft side sprocket 21 via the motor shaft 911. A pressure sensor 945 is provided on a synchronization disc 94 near the base of the rotating rod 95. The pressure sensor 945 rotates together with the synchronization disk 94. The tip of the pressure sensor 945 is connected to the tip of the rotating rod 95, and the pressure sensor 945 also detects the pressure being pushed and pulled at its tip, i.e., negative pressure. This is done in order to detect the full range of where the rotating rod 95 is located between the advance limiting member 942 and the lag limiting member 941.

[0282] [First power] The primary power source is an internal combustion engine, 200. [Second power] The second power source is an external power source to the internal combustion engine 200. In this embodiment, it is a motor 91. The second power source may be, for example, another internal combustion engine 200. [The reciprocal of the value obtained by subtracting the value corresponding to the rotation angle of the first power output shaft 2036 from the value corresponding to the rotation angle of the second power output shaft 9111] [The corresponding force] Assume that the rotation direction of the second power shaft and the rotation direction of the first power output shaft 2036 are the same. Assume that the rotation angle of the second power shaft is θ degrees ahead of the rotation angle of the first power output shaft 2036. In that case, it would be the reciprocal of θ, which is 1 / θ. A corresponding force, in one example, means applying a force inversely proportional to θ. However, it is not limited to this; it is sufficient if the proportion of the first power used increases when θ decreases, and decreases when θ increases. [Value corresponding to the subtracted value] [When the value corresponding to the subtracted value is less than or equal to the standard value] [When the value corresponding to the subtracted value exceeds the standard value] In the previous example, the subtracted value is θ. In this embodiment, a pressure sensor 945 is used to capture θ. If the force applied to the pressure sensor 945 is P, then the relationship P = 1 / θ holds. Then the value corresponding to the subtracted value is, for example, 1 / P. As in the previous example, θ can be directly captured by using a rotary encoder or the like. If we let S be the reference value, then when the value obtained by subtracting it is less than or equal to the reference value, This occurs when 1 / P ≤ S, or P ≥ 1 / S. Furthermore, when the value corresponding to the subtracted value exceeds the standard value, This occurs when 1 / P > S, or P < 1 / S. [First power output shaft 2036] [Second power output shaft 9111] The first power output shaft 2036 is the engine crankshaft 2031. The second power output shaft 9111 is the motor shaft 911. If these are reduced in speed by the reduction gear 2, they become the shafts whose rotations should be matched. For example, if the reduction gear 2 is installed on the motor 91 to drive the driven shaft side sprocket 22, the output shaft of the reduction gear 2 becomes the second power output shaft 9111. [Combination means 900] [Synchronization means 20] The combined means 900 includes a control unit 93, an adoption means 96, a forward limiting unit 9421, and a delay limiting unit 9411. The combined means 900 uses the first power to assist the power of the second power to drive the drive means 30. Furthermore, in order to prevent the synchronization with the internal combustion engine 200 from being lost, the combined means 900 functions as part of the synchronization means 20. [Control Unit 93] In this embodiment, the control unit 933 has a built-in storage unit 934. The storage unit 934 may be provided externally. [Recruitment means 96] The employing means 96 has an elastic body 9441 and a transmission part 951. [Elastic body 9441] The delay limiting member spring 944 functions as an elastic body 9441. In the illustration, the left end of the delay limiting member spring 944 is not connected to the rotating rod 95, but it can be configured to be connected. In that case, before the rotating rod 95 moves forward and touches the limiting member 942, some of the force of the second power will escape to the first power through the delay limiting member spring 944.

[0283] [Rotating rod 95] [Transmission section 951] The rotating rod 95 functions as a transmission unit 951. The rotating rod 95 is a rod that extends perpendicularly to the motor shaft 911 and rotates together with the motor shaft 911. The force of the engine crankshaft 2031 is transmitted to the rotating rod 95 via a delay limiting member spring 944, which is an elastic body 9441. Therefore, if the angle between the line connecting the delay limiting member 941 and the motor shaft 911 and the rotating rod 95 is small, a large force is transmitted to the rotating rod 95. Conversely, if the angle is small, a small force is transmitted to the rotating rod 95. In other words, the force transmitted to the rotation angle corresponds to the reciprocal of the value obtained by subtracting the value corresponding to the rotation angle of the first power output shaft 2036 from the value corresponding to the rotation angle of the second power output shaft 9111. Therefore, the transmission unit 951 and the elastic body 9441 receive a force corresponding to the reciprocal of the value obtained by subtracting the value corresponding to the rotation angle of the first power output shaft 2036 from the value corresponding to the rotation angle of the second power output shaft 9111, and use this force as part of the driving force. [Advance limiting unit 9421] [Delay limiting unit 9411] The advance limiting member 942 functions as an advance limiting section 9421. The delay limiting member 941 functions as a delay limiting unit 9411. These prevent the motor 91 from losing synchronization when the load is too high. An example of an excessive load is when the throttle is suddenly opened to full, causing a large amount of combustion gas to be drawn into the compressor 101. In this case, the delay limiting member spring 944 is fully compressed, and the force of the first power is transmitted as much as possible through the delay limiting section 9411. Because of the delay limiting unit 9411, the power supply to the motor 91 can be intentionally cut off. In this way, when not much output is needed, the supercharger 100 can be driven by the power of the first power unit. It is even preferable to use a supercharger 100 that has a changing means 1132. One example of when the advance limiting member 942 is activated is when a very small amount of combustion gas is drawn into the compressor 101 relative to the capacity of the motor 91. Even in this case, the force of the motor 91 is released to the first power source through the rotating rod 95 and the advance limiting member 942, so synchronization is not lost. [Pressure sensor 945] Unlike the previous embodiment, the lag or lead in the rotation angle of the second power output shaft 9111 relative to the first power output shaft 2036 is detected by the pressure sensor 945. When the rotation angle of the second power output shaft 9111 lags behind that of the first power output shaft 2036, the pressure applied to the pressure sensor 945 increases, and the pressure sensor 945 outputs a value corresponding to that pressure. As the rotation angle of the second power output shaft 9111 advances relative to the first power output shaft 2036, the pressure on the pressure sensor 945 decreases, and the pressure sensor 945 outputs a value corresponding to that pressure. The tip of the pressure sensor 945 is fixed to the rotating rod 95, and when the tip is pulled, it outputs a value with the opposite polarity to when the tip is pushed. This value with the opposite polarity is processed as a negative value by the control unit 93.

[0284] Figure 43 is a flowchart of the synchronization process using the synchronization disk 94, etc. In S1, if the pressure detected by the pressure sensor 945 is less than the reference value (S1: Yes), proceed to S2. If the pressure detected by the pressure sensor 945 exceeds the reference value (S1: No), proceed to S3. • A pressure detected by the sensor being lower than the reference value indicates that the rotation of the motor 91 is slightly ahead of the rotation of the internal combustion engine 200 (S2). The fact that the pressure detected by the sensor is above the reference value indicates that the rotation of the motor 91 is lagging slightly behind the rotation of the internal combustion engine 200 (S3). In S2, the control unit 93 calculates the difference between the reference value and the detected pressure, and reduces the current from the current drive current by the amount corresponding to that difference. If it is necessary to reduce the current to less than 0, it can also supply a current with the polarity reversed. The control unit 93 stores the increased drive current value as the current drive current in the storage unit 934. In S3, the control unit 93 takes the difference between the reference value and the detected pressure and increases the current from the current drive current according to that difference. The control unit 93 stores the reduced drive current value as the current drive current in the storage unit 934. This process is repeated until the internal combustion engine 200 stops. In this context, "passing an electric current" means that power corresponding to the current is consumed by the motor 91. In this embodiment, the storage unit 934 is part of the control unit 93, but it may be provided externally. This process allows the motor 91 to be controlled so that a predetermined pressure is applied to the pressure sensor 945. In this configuration, the delay limiting member spring 944 ensures that only a predetermined torque is received from the first power output shaft 2036, while the remaining torque necessary to drive the compressor 101 is received from the second power output shaft 9111. In this case, the compressor 101 will be driven using the power of the motor 91 and a portion of the power of the internal combustion engine 200. The standard value can be determined by how much of the internal combustion engine 200's power you want to use to drive the compressor 101. Therefore, if the predetermined pressure corresponding to the reference value is set to zero, the compressor 101 can be driven solely by the power of the motor 91 without relying on the power of the internal combustion engine 200. This is the same as in the previous example. Furthermore, if the motor 91 does not provide sufficient driving force, the rotating rod 95 will hit the delay limiting member 941, and the compressor 101 will be driven using the power of the internal combustion engine 200 as well. Furthermore, if for some reason the process of slowing down the rotational speed of the motor 91 is not completed in time, the rotating rod 95 will advance and hit the limiting member 942, and the internal combustion engine 200 will absorb the force of the motor 91, so that the rotational angle of the motor 91 does not advance too far beyond the engine crankshaft 2031. Furthermore, in the seventh embodiment, including the modified version, it is possible to not use external power under normal circumstances. It is also possible to use the system in a way that only energizes the motor 91 when a large output is required.

[0285] In addition to the first embodiment, in all other embodiments as well, instead of driving the crank mechanism 3 or rotor 501 with the intern...

Claims

1. A supercharger installed for each cylinder of an internal combustion engine with a cycle of four strokes, which provides supercharging to that cylinder. A positive displacement compressor equipped with a compression chamber, in which periods of fluid discharge and periods of discharge pause alternate, A drive means for driving the compressor, The operation of the internal combustion engine and the compressor is synchronized so that one cycle of the internal combustion engine is performed during one cycle of the compressor's operation. The compressor, by reducing the volume of the compression chamber, discharges the combustion gas inside the compression chamber to the outside of the compression chamber. The compressor supplies the combustion gas to the internal combustion engine. The compressor discharges the combustion gas during the intake stroke of the internal combustion engine. The compressor is characterized in that it has a period during which it suspends the discharge of the combustion gas during a continuous period from the start of the next intake stroke of the internal combustion engine to the end of the stroke preceding the next intake stroke.

2. The compressor is a single-acting reciprocating compressor. It comprises a compressor cylinder, a compressor cylinder head, a compressor piston that slides inside the compressor cylinder, and a compressor discharge port provided in the compressor cylinder head for discharging the combustion gas. The compression chamber is defined by the compressor cylinder, the compressor cylinder head, and the compressor piston. The period during which the discharge is suspended is characterized in that the combustion gas is drawn in during this period. A supercharger according to claim 1. However, the cylinder of the internal combustion engine is referred to as the engine cylinder, the cylinder head of the internal combustion engine is referred to as the engine cylinder head, the piston of the internal combustion engine is referred to as the engine piston, and the intake port of the internal combustion engine is referred to as the engine intake port.

3. The compressor cylinder has a compressor intake port provided on its side, The compressor intake port can be either blocked or open depending on the position of the compressor piston. In the blocked state, the inflow and outflow of the combustion gas into the compressor cylinder is blocked. In the state where it is not blocked, the combustion gas can flow in and out of the compressor cylinder. The maximum volume of the compression chamber in the blocked state is greater than the displacement of the internal combustion engine, The supercharger according to claim 2.

4. When the direction in which the compressor piston moves is defined as the vertical direction, and the direction of top dead center is defined as upward when viewed from bottom dead center, The compressor has a means for changing the upper end position of the intake port, The modification means changes the capacity of the compressor by changing the upper end position of the compressor intake port. When the capacity is maximized, the maximum capacity in the blocked state is characterized in that it is greater than the displacement. The supercharger according to claim 3.

5. Compared to the case where the first direction of movement of the engine piston during the compression stroke and the second direction of movement of the compressor piston during the discharge stroke for discharging the combustion gas are the same, The compressor cylinder is positioned at an angle relative to the engine cylinder such that the center of the compressor discharge port and the center of the engine intake port are close together. The system is characterized by having a tilting mechanism that allows it to be driven in the aforementioned relatively tilted state. A supercharger according to claim 2 or claim 3.

6. The aforementioned drive means has a crank mechanism, The crank mechanism comprises a first link and a second link, One end of the second link is rotatably attached to one end of the first link around the second axis. The first link is rotatable around the first axis at the other end. The aforementioned second link is pivotable around the third axis at the other end. The third shaft is slidable in the direction of the central axis of the compressor cylinder. The other end of the second link is characterized by driving the compressor piston. A supercharger according to any one of claims 2 to 5.

7. The aforementioned drive means includes a quick return mechanism, The driving means converts rotational motion into reciprocating motion, and drives the compressor such that, when the rotational motion is at a constant speed, the return path of the reciprocating motion completes faster than the forward path, thereby enabling a quick return. The return path is the direction in which the compressor piston moves when the compressor is in the stroke of discharging the combustion gas, and the forward path is the direction in which the compressor piston moves when the compressor is in the stroke of drawing in the combustion gas. A supercharger according to any one of claims 2 to 5.

8. The aforementioned quick return mechanism is characterized by having at least one of a link mechanism, a non-circular gear, a crank mechanism, and a cam mechanism. The supercharger according to claim 7.

9. The drive means comprises a first link and a second link. One end of the second link is attached to one end of the first link so as to be able to swing or rotate about the second axis, The first link is pivotable or rotatable about the first axis at the other end. The aforementioned second link is pivotable around the third axis at the other end. The third shaft is slidable in the direction of the central axis of the compressor cylinder. The other end of the second link is characterized by driving the compressor piston. The supercharger according to claim 8.

10. When the first link rotates around the first axis, The second link is 1 to 8 times the length of the first link. The first axis is characterized in that, when viewed in its axial direction, it is offset from the trajectory of movement of the third axis. A supercharger according to claim 6 or claim 9.

11. The compressor piston is connected to the second link via an extension rod. The other end of the second link is attached to one end of the extension rod so as to be able to swing around the third axis. The other end of the extension rod is fixed to the compressor piston. The first link is characterized in that, when it rotates about the first axis, it is (1) or (2) as follows: A supercharger according to claim 6 or claim 9. (1) If the first axis is offset from the trajectory of the movement of the third axis when viewed in the axial direction, the second link is 1 to 8 times the length of the first link. (2) If the first axis is not offset from the trajectory of the movement of the third axis when viewed in its axial direction, the second link is one to four times the length of the first link.

12. The compressor is characterized by having a push mechanism that applies a force toward the top dead center to the compressor piston during the transition from the stroke in which the compressor draws in the combustion gas to the stroke in which the combustion gas is discharged, until the stroke in which the combustion gas is discharged is completed. A supercharger according to claim 6, claim 10, or claim 11.

13. The extrusion mechanism has a cam and a tappet, and is either (1) or (2) below, The compressor is characterized in that, from the time it starts transitioning from the stroke of drawing in the combustion gas to the stroke of discharging the combustion gas until the stroke of discharging the combustion gas is completed, the lobe of the cam comes into contact with the tappet. The supercharger according to claim 12. (1) The cam is provided at the other end of the first link and rotates together with the first link, and the tappet is provided at the other end of the second link or on a member that moves together with the other end of the second link. (2) The cam is provided at the other end of the second link and rotates together with the second link, and the tappet is provided on a member whose position is fixed relative to the first shaft.

14. The invention is characterized by having a pushing mechanism that pushes the combustion gas in the combustion gas flow path connecting the compression chamber and the internal combustion engine into the engine cylinder. A supercharger according to any one of claims 2 to 13.

15. The aforementioned pushing mechanism is a pushing member, The pushing member has a projection extending from the compressor piston toward the compressor discharge port side, The pushing member is characterized in that the projection moves toward the flow path side, thereby pushing the combustion gas into the engine cylinder. The supercharger according to claim 14.

16. The aforementioned pushing member is characterized by having a relief portion that allows for the release of components of the internal combustion engine located at the connection between the compressor discharge port and the engine intake port. The supercharger according to claim 15.

17. The member includes the shaft of the intake valve of the internal combustion engine, and the relief portion includes a groove that avoids the member. The supercharger according to claim 16.

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