CN104956050A - Engine system and ship - Google Patents
Engine system and ship Download PDFInfo
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- CN104956050A CN104956050A CN201480006300.9A CN201480006300A CN104956050A CN 104956050 A CN104956050 A CN 104956050A CN 201480006300 A CN201480006300 A CN 201480006300A CN 104956050 A CN104956050 A CN 104956050A
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- Prior art keywords
- power turbine
- motor
- engine system
- maximum fuel
- output
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
- F01K13/00—General layout or general methods of operation of complete plants
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
- F01K15/00—Adaptations of plants for special use
- F01K15/02—Adaptations of plants for special use for driving vehicles, e.g. locomotives
- F01K15/04—Adaptations of plants for special use for driving vehicles, e.g. locomotives the vehicles being waterborne vessels
- F01K15/045—Control thereof
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
- F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
- F01K23/12—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engines being mechanically coupled
- F01K23/14—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engines being mechanically coupled including at least one combustion engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D23/00—Controlling engines characterised by their being supercharged
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
- F02B41/02—Engines with prolonged expansion
- F02B41/10—Engines with prolonged expansion in exhaust turbines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Control Of Turbines (AREA)
- Engine Equipment That Uses Special Cycles (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
According to the present invention, a fuel controller (50) of an engine system (100) is configured so as to control a fuel injection amount so as to not exceed a normal maximum fuel value when a power turbine (30) does not assist an engine (10), and to control the fuel injection amount so as to not exceed an assisted maximum fuel value when the power turbine (30) assists the engine (10), the assisted maximum fuel value being set lower than the normal maximum fuel value.
Description
Technical field
The present invention relates to the engine system reclaiming waste thermal energy.
Background technique
Recently, effective utilization of waste thermal energy receives publicity, and proposes and waste thermal energy is converted to electric power and carries out the diesel engine (engine system) that reclaims in patent documentation 1 and patent documentation 2.
Prior art document:
Patent documentation:
Patent documentation 1: Japanese Unexamined Patent Publication 2011-122597 publication;
Patent documentation 2: Japanese Unexamined Patent Publication 2010-138875 publication.
Summary of the invention
The problem that invention will solve:
But, waste thermal energy is being converted in the engine system of electric power, is needing generator and its peripheral unit, again, there is the remaining situation of electric power according to the difference of service condition.On the other hand, also waste thermal energy can be used in the assistance to motor.Such engine system has the advantage of the equipment not needing generator etc.But, by assisting motor, temporarily increasing with total output of this engine system, excessively may apply load to the axle (if boats and ships, then screw shaft) receiving power from engine system.In this case, the axle in order to avoid receiving power is damaged and need the temporarily assistance of stopping to motor.Like this, waste thermal energy is being used in the engine system to the assistance of motor, is there is the situation that cannot realize running efficiently according to the difference of operation conditions.
The present invention is formed in view of such situation, its objective is that waste thermal energy is used in the efficiency to the engine system in the assistance of motor by improvement.
The means of dealing with problems:
Engine system according to a kind of form of the present invention possesses: motor; By exhaust gas drive, and assist the power turbine of described motor; The power turbine importing exhaust from described motor to described power turbine flows into path; Connect the connector of described power turbine and described motor; With the fuel control unit of the fuel injection amount controlled in described motor; Described fuel control unit is formed as when described power turbine does not assist described motor to prevent from exceeding the form control fuel injection amount of usual maximum fuel value and when described power turbine assists described motor to prevent from exceeding the structure of the form control fuel injection amount of assisting maximum fuel value, described assistance maximum fuel value is set smaller than described usual maximum fuel value.
According to said structure, when power turbine assists motor, to prevent from exceeding the form control fuel injection amount of the assistance maximum fuel value set lower, therefore total output of engine system is difficult to become excessive, does not need to stop the assistance to motor.Therefore, the efficiency of engine system can be improved.
Again, also can be that described assistance maximum fuel value sets according to the output of described power turbine in above-mentioned engine system.According to said structure, because maximum fuel value is assisted in the output setting according to power turbine, compared with being therefore worth constant situation with assistance maximum fuel, using more flexibly of engine system can be realized.
In above-mentioned engine system, also can be that described assistance maximum fuel value sets with following form: if total output of engine system is identical, then increase along with the output reduction of described power turbine.If the output of power turbine reduces, then assist the power of motor to reduce, therefore the danger of rising that always exported of engine system reduces.Under these circumstances, assisting maximum fuel value by increasing, using more flexibly of engine system can be realized with this.
Again, also can be that described assistance maximum fuel value sets with following form: if the output of described power turbine is identical in above-mentioned engine system, then increase along with the output reduction of motor.If the output of motor reduces, then the danger of rising that always exported of engine system reduces.
Again, also can be flow in path at described power turbine and be provided with control valve in above-mentioned engine system; Described connector is formed as the structure of the connection can removing described power turbine and described motor; Described fuel control unit is formed as following structure: when described control valve is opened and described power turbine is connected with described motor, is judged as that described power turbine assists described motor.According to said structure, fuel control unit correctly can carry out usual maximum fuel value and assist the switching of maximum fuel value.
In addition, according to the boats and ships of a kind of form of the present invention possess above-mentioned in any one engine system.
Invention effect:
As mentioned above, efficiency can be improved according to above-mentioned engine system.
Accompanying drawing explanation
Fig. 1 is the overall diagram of the engine system according to example;
Fig. 2 is the block diagram of the Fuel Control System of above-mentioned engine system;
Fig. 3 is the block diagram of total output limiter of above-mentioned Fuel Control System;
Fig. 4 is the flow chart that the establishing method of assisting maximum fuel value is shown;
Fig. 5 is the chart of the relation illustrated between engine speed under each fuel injection amount and total output of engine system;
Fig. 6 is the chart that the establishing method of assisting maximum fuel value is described.
Embodiment
Hereinafter, with reference to the accompanying drawings of the engine system according to example.Below, in all of the figs identical symbol be marked with for same or equivalent key element and omit repeat specification.
The overall structure > of < engine system
First, the overall structure of engine system 100 is described.Fig. 1 is the overall diagram of engine system 100.As shown in Figure 1, engine system 100 is the so-called main frames for making boats and ships 101 navigate by water, and possesses motor 10, pressurized machine 20, power turbine 30 and connector 40.
Motor 10 is what is called devices as center of engine system 100, and the screw shaft 103 being provided with propeller cavitation 102 at top end is rotated.The bent axle 11 be connected with screw shaft 103 is connected with multiple piston 12.The to-and-fro motion along with the blast of the fuel sprayed in cylinder 13 of each piston 12, by the to-and-fro motion of each piston 12, bent axle 11 rotates.In each cylinder 13, be pressurized the air of device 20 compression by scavenging air pipe 14 supply, the exhaust generated in cylinder 13 is supplied to pressurized machine 20 and power turbine 30 by outlet pipe 15.Be injected into the fuel injection amount in cylinder 13 to be determined by the amount of movement of fuel plunger (not shown), this fuel plunger is by Fuelinjection nozzle final controlling element (or fuel rack) 16(reference Fig. 2) drive.In addition, in motor 10, be provided with the engine speed indicator 17(of the rotating speed measuring motor 10 with reference to Fig. 2) and measure pressure (scavenging pressure) in scavenging air pipe 14 sweep gas manometer 18(with reference to Fig. 2).
Pressurized machine 20 carries out the air introduced from outside compressing the device that backward motor 10 supplies.Pressurized machine 20 has turbine portion 21 and press part 22.From motor 10(outlet pipe 15) exhaust of discharging is supplied to turbine portion 21.Turbine portion 21 utilizes the energy of the exhaust supplied from outlet pipe 15 to rotate.Press part 22 is connected with turbine portion 21 by coupling shaft 23.Therefore, along with turbine portion 21 rotates, press part 22 also rotates.The air introduced from outside carries out compressing and supplies to scavenging air pipe 14 by press part 22.In addition, in pressurized machine 20, the supercharger speed table 24(of the rotating speed measuring pressurized machine 20 is provided with reference to Fig. 2).
Power turbine 30 is the devices utilizing exhaust energy to assist motor 10.The exhaust of discharging from motor 10 is directed into power turbine 30 by power turbine inflow path 31.Power turbine 30 utilizes the exhaust energy be supplied to rotate, and makes transmission of power assist motor 10 to motor 10 with this by means of connector 40.Again, flowing in path 31 at power turbine and be provided with control valve 32, by changing the aperture of this control valve 32, the output of air displacement and even the power turbine 30 being supplied to power turbine 30 can be regulated with this.In addition, also there is the situation of the structure that power turbine 30 is integrated with control valve 32 one-tenth.
Connector 40 is the devices connecting power turbine 30 and motor 10.The bent axle 11 of motor 10 is directly connected with power turbine 30 by the connector 40 of this example, but also can insert other equipment.Again, connector 40 also plays the function as retarder.Connector 40 has clutch mechanism 42, and clutch mechanism 42 can connect bent axle 11 and power turbine 30, or can remove connection.Connector 40 is provided with clutch sensor 41(with reference to Fig. 2), clutch sensor 41 can detect bent axle 11 and power turbine 30 is the states being in connection, is still in and connects by the state removed.
As mentioned above, utilize exhaust energy, i.e. waste thermal energy to drive power turbine 30 according to the engine system 100 of this example, and assist motor 10.But the assistance of motor 10 is not always carry out, and carries out under certain condition.Such as, when engine load is less, air displacement reduces, and therefore all exhausts are supplied to pressurized machine 20.In this case, being arranged at by closing the control valve 32 that power turbine flows into path 31, stopping the supply of the exhaust to power turbine 30 with this, thus cannot be carried out by the assistance to motor 10 that power turbine 30 carries out.In addition, in this example, when closed control valve 32, the connection can removing power turbine 30 and motor 10 is dallied to avoid power turbine 30.
The structure > of < Fuel Control System
Then, the structure of the Fuel Control System of engine system 100 is described.Fig. 2 is the block diagram of the Fuel Control System of engine system 100.Engine system 100 possesses fuel control unit 50.Fuel control unit 50 is made up of CPU, ROM, RAM etc.As shown in Figure 2, fuel control unit 50 possesses the following structure as functional structure: rotation speed control section 51; Torque limiter 52; Sweep air pressure limiter 53; Total output limiter 54; With low value selector 55.
Rotation speed control section 51 attempts to make actual motor 10 rotating speed reach the part of the form control fuel injection amount of the engine speed of specifying.Driving operation dish 104 and the engine speed indicator 17 of fuel control unit 50 and operating ship 101 are electrically connected, and obtain the information of the rotating speed of the motor 10 of engine speed and the reality of specifying based on the input signal coming from these equipment.In rotation speed control section 51, obtain the difference of engine speed and actual motor 10 rotating speed of specifying, and calculate the fuel injection amount of this difference reduction, and make it as the first fuel injection amount.
Torque limiter 52 suppresses fuel injection amount to become relative to motor 10 rotating speed the part that the superfluous engine torque caused crosses rising.As mentioned above, fuel control unit 50 can obtain the information of the rotating speed of motor 10.Torque limiter 52 calculates the CLV ceiling limit value of the fuel injection amount corresponding with this rotating speed based on the information of the rotating speed of this motor 10, or to read and using this CLV ceiling limit value as the second fuel injection amount from mapping graph.
Sweeping air pressure limiter 53 is avoid fuel injection amount to become the superfluous unburnt part caused relative to scavenging pressure, the air quantity that namely supplies to cylinder 13.Fuel control unit 50 with sweep gas manometer 18 and be electrically connected, and obtain the information of scavenging pressure based on the input signal coming from this equipment.Sweeping in air pressure limiter 53, the information based on this scavenging pressure calculates the CLV ceiling limit value of pressing corresponding fuel injection amount with this scavenging, or reads from mapping graph, and using this CLV ceiling limit value as the 3rd fuel injection amount.
Total output limiter 54 is that the crossing of total output (output of motor 10 adds the output of power turbine 30) of the engine system 100 suppressing fuel injection amount surplus to cause is risen, and avoids the part of the breakage of screw shaft 103 by means of this.Such as temporarily can apply larger resistance to propeller cavitation 102 when to come about etc., but if now by the form increase fuel injection amount that above-mentioned rotation speed control section 51 reduces to prevent the rotating speed of motor 10, then there is the worry of screw shaft 103 breakage.Even and if the rotating speed that total output limiter 54 now reduces motor 10 also can suppress total output, avoid the breakage of screw shaft 103 with this.Fuel control unit 50 and control valve 32, clutch sensor 41 and supercharger speed table 24 are electrically connected, and obtain the information of the opening and closing of control valve 32, motor 10 and the connection of power turbine 30 and the rotating speed of pressurized machine 20 based on the input signal coming from these equipment.Total output limiter 54 is except these information, also obtain the CLV ceiling limit value of the fuel injection amount of the total output from engine system 100 based on the information of the fuel injection amount selected from the viewpoint of following low value selector 55, using this CLV ceiling limit value as the 4th fuel injection amount.In addition, the particular content about total output limiter 54 describes later.
Low value selector 55 from rotation speed control section 51, torque limiter 52, sweep air pressure limiter 53 and total output limiter 54 obtains the first fuel injection amount, the second fuel injection amount, the 3rd fuel injection amount and the 4th fuel injection amount respectively, and select wherein minimum fuel injection amount.Fuel control unit 50 and Fuelinjection nozzle final controlling element 16 are electrically connected, and the control signal corresponding with the fuel injection amount selected by low value selector 55 are sent in Fuelinjection nozzle final controlling element 16.The form driving fuel plunger that Fuelinjection nozzle final controlling element 16 sprays to make the fuel of the amount selected by low value selector 55 based on the control signal received from fuel control unit 50 in cylinder 13.
In the utilization of the engine system 100 of reality, the situation that the first fuel injection amount is minimum in the first fuel injection amount ~ the 4th fuel injection amount is more.Therefore, usually fuel injection amount is determined by rotation speed control section 51, but according to situation when the fuel injection amount obtained by any one limiter 52 ~ 54 is less than the fuel injection amount calculated by rotation speed control section 51, the rotating speed of fuel injection amount and motor 10 is independently suppressed.
The structure > of the total output limiter of <
Then, the detailed construction of total output limiter 54 is described.Fig. 3 is the block diagram of total output limiter 54.As shown in Figure 3, total output limiter 54 has assistance detection unit 56, selector switch 57 as functional structure and assists maximum fuel value calculating section 58.
Detection unit 56 is assisted to be judge whether motor 10 is subject to the part of power turbine 30 assistance.With the information of the connection of power turbine 30, opening and closing and the motor 10 of the control valve 32 of assisting detection unit 56 to obtain based on fuel control unit 50 judge whether motor 10 is subject to the assistance of power turbine 30.Specifically, when control valve 32 is opened and power turbine 30 is connected with motor 10, be judged as that power turbine 30 is assisting motor 10.Then, assist detection unit 56 according to this judged result switching selection switch 57.
Selector switch 57 is according to assisting the judged result of detection unit 56 using any one in usual maximum fuel value described later or assistance maximum fuel value as the 4th fuel injection amount.Specifically, when being judged as that power turbine 30 does not assist motor 10, using usual maximum fuel value as the 4th fuel injection amount, when being judged as that power turbine 30 is assisting to assist maximum fuel value as the 4th fuel injection amount when motor 10.
Here, illustrate " usual maximum fuel value " and " assisting maximum fuel value ".Such as, in order to avoid the breakage of screw shaft 103, and the total output preventing engine system 100 has been needed to exceed this CLV ceiling limit value (hereinafter referred to as " dangerous output ") during decision in the CLV ceiling limit value of the power that can input to screw shaft 103.Exceed this danger to prevent total output of engine system 100 to export, and the CLV ceiling limit value of setting fuel injection amount of having to.And in the CLV ceiling limit value of this fuel injection amount, power turbine 30 does not assist CLV ceiling limit value during motor 10 to be " usual maximum fuel value ", power turbine 30 assists CLV ceiling limit value during motor 10 to be " assisting maximum fuel value ".
In existing engine system, be not set with the CLV ceiling limit value being equivalent to " assisting maximum fuel value ", be only set with the CLV ceiling limit value being equivalent to " usual maximum fuel value ".Therefore, assisted by power turbine in the engine system of motor, there is total output and exceed the dangerous worry exported, when exceeding dangerous output, having to stop the assistance to motor.Therefore, such engine system can only carry out inefficient operation according to condition.On the other hand, in this example, when power turbine 30 assists motor 10, be set with " the assisting maximum fuel value " of the output considering power turbine 30, therefore, when power turbine 30 assists motor 10, total output of engine system 100 also can not exceed dangerous output.
In this example, usual maximum fuel value is set as constant value, and assists maximum fuel value to be the value being less than usual maximum fuel value, and changes according to condition.But, assist maximum fuel value also can be constant value.Such as also can using the value of 95% of usual maximum fuel value as assistance maximum fuel value.In this case, there is the advantage that fuel control unit can be made to be formed as fairly simple structure.As mentioned above, compared with usual maximum fuel value, maximum fuel value is assisted to be set as less value, when therefore motor 10 is subject to the assistance of power turbine 30 in the action by selector switch 57, compared with when not being subject to assisting, selected smaller value is as the 4th fuel injection amount.
Maximum fuel value calculating section 58 is assisted to be calculate the part of assisting maximum fuel value.In this example, obtain based on the output of power turbine 30 and total output of engine system 100 and assist maximum fuel value.Specifically, assistance maximum fuel value is obtained by step as shown in Figure 4.Fig. 4 is the flow chart of the calculation method illustrated by the assistance maximum fuel value of assisting maximum fuel value calculating section 58 to carry out.
First, assist maximum fuel value calculating section 58 to obtain the rotating speed (step S1) of pressurized machine 20, and calculate the output (step S2) of motor 10.The output of motor 10, as shown in following mathematical expression, can be obtained according to using the rotating speed of pressurized machine 20 as the function of variable.
[mathematical expression 1]
P
E=f（ω
TC）；
P
e: the output of motor;
F (): the function obtaining the output of motor according to the rotating speed of pressurized machine;
ω
tC: the rotating speed of pressurized machine.
Then, assist maximum fuel value calculating section 58 to obtain the rotating speed of motor 10 and the fuel injection amount (step S3) of reality, and obtain total output (step S4) of engine system 100.Total output of engine system 100 can utilize to be obtained (presumption) based on the rotating speed of motor 10 and the pre-prepd mapping graph of fuel injection amount.Fig. 5 is the chart of the relation between the rotating speed of the motor 10 illustrated under each fuel injection amount and total output of engine system 100.Fuel control unit 50 stores the mapping graph corresponding with Fig. 5, assists maximum fuel value calculating section 58 that this mapping graph can be utilized to obtain total output of engine system 100.
Then, the output (step S5) of power turbine 30 is calculated based on total output of the engine system 100 obtained in step s 4 which and the output of motor 10 that calculates in step s 2.The output of power turbine 30, as shown in following formula, can be multiplied by power generating turbine efficiency by the value of the output gained deducting motor 10 from total output of engine system 100 and mechanical efficiency calculates with this.
[mathematical expression 2]
P
PT=（P
E－P
E’）×η
PT×η
me；
P
pT: the output of power turbine;
P
e: total output of engine system;
P
e': the output of motor;
η
pT: power generating turbine efficiency;
η
me: mechanical efficiency.
In addition, in this example, the output of power turbine 30 is calculated by such as said method, but also can be obtained by additive method.Such as, also can be calculate or estimate the air quantity flowed in power turbine 30, and based on the air quantity flowed in power turbine 30, calculate according to power turbine enthalpy drop, law of conservation of energy etc.
Then, assist maximum fuel value calculating section 58 to obtain based on total output of the engine system 100 obtained in step s 4 which and the output of power turbine 30 obtained in step s 5 and assist maximum fuel value (step S6).Specifically, fuel control unit 50 stores the mapping graph corresponding with the chart shown in Fig. 6 or mathematical expression, assists maximum fuel value calculating section 58 to utilize this mapping graph or mathematical expression to obtain and assists maximum fuel value.
In figure 6, transverse axis represents total output of engine system 100, and the longitudinal axis represents assists maximum fuel value.Again, the curve in figure total output of engine system 100 is shown and assists the maximum fuel curve of the relation between maximum fuel.Maximum fuel curve draws respectively for the output of each power turbine 30.In figure 6, as an example, the output drawing power turbine 30 is 100%(maximum value) time, 50% time, 10% time maximum fuel curve.100% of the assistance maximum fuel value of the longitudinal axis is equivalent to usual maximum fuel value.Again, the engine system 100 of transverse axis total output 100% be equivalent to exporting (total output of the engine system 100 when not assisting) with the motor 10 that usual maximum fuel is worth when corresponding fuel is supplied to motor 10.
When obtaining assistance maximum fuel value, first select the maximum fuel curve corresponding with the output of the power turbine 30 calculated in step S5.Then, use selected maximum fuel curve, according to the value read assist maximum fuel value of total output of the engine system 100 calculated in step S4.Such as, when the output of power turbine 30 be 50%, total output of engine system 100 be P1, assist maximum fuel value to reach F1 as shown in Figure 6.Like this, through the step S1 shown in Fig. 4 ~ S6, assist maximum fuel value calculating section 58 to calculate with this and assist maximum fuel value.
In addition, be appreciated that and set with following form in this example: if total output of engine system 100 is identical from Fig. 6, the output along with power turbine 30 reduces and assists maximum fuel value to increase.If this is because the output of power turbine 30 reduces, then assist the power of motor 10 to reduce, therefore the danger always exporting rising (exceeding dangerous output) of engine system 100 reduces.That is, when the output of power turbine 30 is less, can increase and assist maximum fuel value, therefore with will maximum fuel value be assisted to be set as compared with the situation of lower value, using more flexibly of engine system 100 can being realized.
Again, if be appreciated that with the output of power turbine 30 identical from Fig. 6, the form that the total output along with engine system 100 reduces and assists maximum fuel value to increase sets.Here, " engine system 100 total export reduce " if represent that the output of power turbine 30 is identical, then the output of motor 10 reduces.That is, set with following form in this example: if the output of power turbine 30 is identical, then assist maximum fuel value to increase along with the output reduction of motor 10.This is because when the output of motor 10 reduces, the danger minimizing too always exporting rising of engine system 100.That is, when the output of motor 10 is less, can increase too and assist maximum fuel value, therefore with compared with the situation of assisting maximum fuel value to be set as lower value can realize using more flexibly of engine system 100.
As mentioned above, engine system 100 according to this example is formed as following structure: when power turbine 30 does not assist motor 10 to prevent from exceeding the form control fuel injection amount of usual maximum fuel value, and when power turbine 30 assists motor 10 to prevent from exceeding the form control fuel injection amount of assisting maximum fuel value.And this assistance maximum fuel value is set as less than usual maximum fuel value.Therefore, even if when power turbine 30 assists motor 10, total also before the output of engine system 100 exceedes dangerous output fuel injection amount reduce, therefore do not need the assistance to motor 10 stopping being undertaken by power turbine 30.Therefore, according to this example, the efficiency of engine system 100 can be improved.
Above, illustrate according to example of the present invention with reference to accompanying drawing, but concrete structure is not limited to these examples, design alteration without departing from the spirit and scope of the invention etc. all belong to the present invention.
In addition, in above-mentioned example, describe the situation that engine system 100 is equipped on boats and ships 101, but even if engine system is used in power generating equipment, as long as possess structure of the present invention just belong to the present invention.
Industrial applicability:
The efficiency be used in by waste thermal energy the engine system in the assistance of motor can be improved according to the present invention, therefore useful in the technical field of engine system.
Symbol description:
10 motors;
30 power turbines;
31 power turbines flow into path;
32 control valves;
40 connectors;
50 fuel control units;
100 engine systems;
101 boats and ships.
Claims (6)
1. an engine system, possesses:
Motor;
By exhaust gas drive, and assist the power turbine of described motor;
The power turbine importing exhaust from described motor to described power turbine flows into path;
Connect the connector of described power turbine and described motor; With
Control the fuel control unit of the fuel injection amount in described motor;
Described fuel control unit is formed as when described power turbine does not assist described motor to prevent from exceeding the form control fuel injection amount of usual maximum fuel value and when described power turbine assists described motor to prevent from exceeding the structure of the form control fuel injection amount of assisting maximum fuel value, described assistance maximum fuel value is set smaller than described usual maximum fuel value.
2. engine system according to claim 1, is characterized in that,
Described assistance maximum fuel value sets according to the output of described power turbine.
3. engine system according to claim 2, is characterized in that,
Described assistance maximum fuel value sets with following form: if total output of engine system is identical, then increase along with the output reduction of described power turbine.
4. engine system according to claim 3, is characterized in that,
Described assistance maximum fuel value sets with following form: if the output of described power turbine is identical, then increase along with the output reduction of motor.
5. engine system as claimed in any of claims 1 to 4, is characterized in that,
Flow in path at described power turbine and be provided with control valve;
Described connector is formed as the structure of the connection can removing described power turbine and described motor;
Described fuel control unit is formed as following structure: when described control valve is opened and described power turbine is connected with described motor, is judged as that described power turbine assists described motor.
6. boats and ships, possess the engine system in claim 1 to 5 described in any one.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2013037373A JP6101111B2 (en) | 2013-02-27 | 2013-02-27 | Engine system and ship |
| JP2013-037373 | 2013-02-27 | ||
| PCT/JP2014/001011 WO2014132633A1 (en) | 2013-02-27 | 2014-02-26 | Engine system and ship |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN104956050A true CN104956050A (en) | 2015-09-30 |
| CN104956050B CN104956050B (en) | 2018-12-21 |
Family
ID=51427910
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201480006300.9A Active CN104956050B (en) | 2013-02-27 | 2014-02-26 | engine system and ship |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JP6101111B2 (en) |
| KR (1) | KR101760000B1 (en) |
| CN (1) | CN104956050B (en) |
| WO (1) | WO2014132633A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP6463640B2 (en) | 2015-01-27 | 2019-02-06 | 川崎重工業株式会社 | Marine exhaust turbine |
| CN107387217A (en) * | 2017-07-31 | 2017-11-24 | 中国船舶重工集团公司第七研究所 | Power turbine TRT |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01144434U (en) * | 1988-03-29 | 1989-10-04 | ||
| CN102422000A (en) * | 2009-06-25 | 2012-04-18 | 三菱重工业株式会社 | Engine exhaust energy recovery device |
| CN102596712A (en) * | 2009-11-30 | 2012-07-18 | 三菱重工业株式会社 | Exhaust heat recovery-type ship propulsion device, ship equipped with same, and control method for exhaust heat recovery-type ship propulsion device |
| WO2012110217A1 (en) * | 2011-02-17 | 2012-08-23 | Voith Patent Gmbh | Drivetrain with supercharged internal combustion engine and turbocompound system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP2010196586A (en) * | 2009-02-25 | 2010-09-09 | Nissan Motor Co Ltd | Start control device for internal combustion engine |
| JP5255144B2 (en) * | 2012-09-06 | 2013-08-07 | 三菱重工業株式会社 | Ship control method and ship |
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2013
- 2013-02-27 JP JP2013037373A patent/JP6101111B2/en active Active
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2014
- 2014-02-26 CN CN201480006300.9A patent/CN104956050B/en active Active
- 2014-02-26 WO PCT/JP2014/001011 patent/WO2014132633A1/en active Application Filing
- 2014-02-26 KR KR1020157024763A patent/KR101760000B1/en active IP Right Grant
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01144434U (en) * | 1988-03-29 | 1989-10-04 | ||
| CN102422000A (en) * | 2009-06-25 | 2012-04-18 | 三菱重工业株式会社 | Engine exhaust energy recovery device |
| CN102596712A (en) * | 2009-11-30 | 2012-07-18 | 三菱重工业株式会社 | Exhaust heat recovery-type ship propulsion device, ship equipped with same, and control method for exhaust heat recovery-type ship propulsion device |
| WO2012110217A1 (en) * | 2011-02-17 | 2012-08-23 | Voith Patent Gmbh | Drivetrain with supercharged internal combustion engine and turbocompound system |
Also Published As
| Publication number | Publication date |
|---|---|
| KR101760000B1 (en) | 2017-07-20 |
| JP2014163355A (en) | 2014-09-08 |
| WO2014132633A1 (en) | 2014-09-04 |
| KR20150119147A (en) | 2015-10-23 |
| CN104956050B (en) | 2018-12-21 |
| JP6101111B2 (en) | 2017-03-22 |
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