CN107532502B - Supercharger surplus power recovery device for internal combustion engine - Google Patents
Supercharger surplus power recovery device for internal combustion engine Download PDFInfo
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- CN107532502B CN107532502B CN201680025870.1A CN201680025870A CN107532502B CN 107532502 B CN107532502 B CN 107532502B CN 201680025870 A CN201680025870 A CN 201680025870A CN 107532502 B CN107532502 B CN 107532502B
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- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
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- 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
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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
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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
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Abstract
The present invention relates to a supercharger surplus power recovery device for an internal combustion engine. The invention can improve the power transmission efficiency dramatically and eliminate the repeated equipment of hydraulic machines. The supercharger surplus power recovery device for an internal combustion engine according to the present invention includes: an internal combustion engine (1) in which a working machine (51) for operating the internal combustion engine is electronically controlled via oil pressure; a supercharger (5); a 1 st hydraulic pump (10) which is rotationally driven by the supercharger to generate hydraulic pressure; an oil pressure mechanism (20); a 2 nd hydraulic pump (11) that is rotationally driven by the power source (1) and supplies hydraulic pressure to the working machine; a controller (50) for controlling the 1 st hydraulic pump, the 2 nd hydraulic pump and the hydraulic mechanism; a 1 st oil passage (21, 22, 23) for supplying hydraulic pressure from the 2 nd hydraulic pump to the working machine; and 2 nd oil passages (26, 27, 22, 23) for supplying hydraulic pressure from the 1 st hydraulic pump to the working machine. The supercharger surplus power recovery device for an internal combustion engine according to the present invention further includes: a 3 rd oil passage (26, 27, 22, 21) for supplying hydraulic pressure from the 1 st hydraulic pump to the 2 nd hydraulic pump; and a 4 th oil passage (21, 22, 27, 26) for supplying the hydraulic pressure from the 2 nd hydraulic pump to the 1 st hydraulic pump.
Description
Technical Field
The present invention relates to a supercharger surplus power recovery device for an internal combustion engine equipped with a supercharger.
Background
Conventionally, in internal combustion engines such as diesel engines and gas engines, a turbocharger (turbocharger) rotationally drives a turbine wheel of the engine by exhaust gas of the engine, and an intake air density is increased by a compressor rotated by the turbine wheel, thereby improving an engine output.
However, even if a supercharger is mounted to effectively utilize exhaust energy as described above, the exhaust energy remains when the engine is under a high load (high output), and the like, and the use of the remaining exhaust energy without waste is not only a strong demand for improving fuel efficiency but also a strong demand for protecting the environment.
As a device for effectively utilizing the excess exhaust energy of the engine, for example, a device is known in which a supercharger is connected to a generator, and the generator is rotationally driven by the supercharger to generate electric power (see, for example, patent documents 1 and 2). In this case, the surplus exhaust energy of the engine is directly converted into electric energy, and the electric energy is used for in-ship equipment of a ship or the like on which the engine is mounted.
However, if the electric power is generated and used only by connecting the supercharger with the generator, it is not always possible to fully utilize the exhaust energy of the engine when the power consumption in the ship is small, and it is urgent not only to improve the fuel efficiency but also to protect the environment to effectively utilize all the remaining exhaust energy of the engine.
Therefore, the inventors of the present application have developed, as a proprietary technology, a variety of supercharger surplus power recovery devices for an internal combustion engine, which are devices for effectively utilizing almost all of the surplus exhaust energy of the engine, in which a hydraulic pump is connected to a supercharger of the internal combustion engine, the hydraulic pump is rotationally driven by the supercharger to generate hydraulic pressure, and the surplus exhaust energy is recovered by the generated hydraulic pressure (see, for example, patent documents 3 and 4).
For example, the inventions described in patent documents 3 and 4 are apparatuses in which a hydraulic pump is connected to a crankshaft of an internal combustion engine, the hydraulic pump is connected to a hydraulic pump connected to a supercharger via an oil passage, and when there is a high load on the internal combustion engine in which surplus exhaust energy exists, the hydraulic pump connected to the crankshaft of the internal combustion engine is rotationally driven as a hydraulic motor by the hydraulic pump on the supercharger side, and surplus power of the supercharger is used to energize the internal combustion engine, and the inventions can recover approximately about 3 to 4% of the output of the internal combustion engine. This makes it possible to greatly utilize the excess exhaust energy of the internal combustion engine.
On the other hand, in recent years, electronic controllers that electronically control the opening and closing operations of exhaust valves or fuel injection valves via hydraulic pressure have become mainstream for internal combustion engines for the purpose of improving fuel efficiency or reducing NOX (nitrogen oxide) emission, and there is a possibility that almost all internal combustion engines to be mounted on ships planned to be built in the future will become electronic controllers (for example, see patent document 5).
That is, in this electronically controlled internal combustion engine, the timing of opening and closing the exhaust valve or the fuel injection valve is appropriately changed by the electronic controller, whereby the in-cylinder pressure of the internal combustion engine is arbitrarily adjusted, and the engine performance of the internal combustion engine can be improved in accordance with the operating conditions or the environment. Further, for example, the hydraulic pressure supplied to operate the exhaust valve or the fuel injection valve differs depending on the load of the internal combustion engine, and the hydraulic pressure is controlled by the variable mechanism of the variable displacement hydraulic pump because the consumption amount of the hydraulic oil also varies depending on the load of the internal combustion engine.
Further, as shown in fig. 7, the variable displacement hydraulic pump is driven by a system in which the hydraulic pump 103 is driven by shaft power transmitted from a crankshaft of the internal combustion engine 100 through a transmission, or is driven to rotate by a hydraulic pump driven by an unillustrated electric motor. The latter electric motor finally utilizes electric power generated by a generator that is rotated by the power of the auxiliary internal combustion engine or a different auxiliary internal combustion engine, and accordingly increases the fuel efficiency of the entire internal combustion engine. The hydraulic power required to operate the exhaust valve or the fuel injection valve corresponds to approximately 2% of the output of the internal combustion engine.
Background of the invention
Patent document
Patent document 1: japanese patent laid-open No. 61-200423
Patent document 2: japanese patent laid-open No. 2004-346803
Patent document 3: japanese patent laid-open No. 2006-242051
Patent document 4: japanese patent laid-open publication No. 2011-214458
Patent document 5: japanese patent application laid-open No. 2010-209747
Disclosure of Invention
[ problems to be solved by the invention ]
As described above, the conventional supercharger surplus power recovery device for an internal combustion engine recovers surplus power of exhaust gas as hydraulic power by rotationally driving the hydraulic pump using power of the supercharger, and assists the crankshaft by rotationally driving the hydraulic motor attached to the crankshaft of the internal combustion engine using the hydraulic power, thereby reducing fuel efficiency of the internal combustion engine.
However, when the exhaust energy is first converted into hydraulic pressure by the hydraulic pump through the supercharger, the hydraulic pump generates power loss. Then, when the hydraulic pressure is converted into rotational power by a hydraulic pump (hydraulic motor) connected to a crankshaft of the internal combustion engine, the hydraulic motor generates a power loss.
In addition, in the conventional electronic control machine, when the hydraulic pump generates the hydraulic pressure from the internal combustion engine or the electric motor, the hydraulic pump also generates a power loss. Therefore, the conventional supercharger surplus power recovery device for an electronically-controlled internal combustion engine has a problem that the power transmission efficiency of the entire system is low.
Further, in the conventional supercharger surplus power recovery device for an electronically controlled internal combustion engine, as shown in fig. 7, it is necessary to repeatedly install a hydraulic pump, valves, a safety device, piping, and the like for system configuration in two devices, i.e., a supercharger surplus power recovery device 101 and a hydraulic device (hereinafter, also referred to as an engine operating device) 102 for performing hydraulic control of an exhaust valve, a fuel injection valve, and the like, and this has a problem of increasing costs.
Further, there is a problem that machines required for repeatedly arranging the surplus power recovery device 101 of the supercharger and the engine operating device 102 around the internal combustion engine in which a plurality of auxiliaries are intricately arranged become a large obstacle in design.
The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a supercharger surplus power recovery device for an internal combustion engine in which a working machine for operating the internal combustion engine is electronically controlled via hydraulic pressure, which can dramatically improve the power transmission efficiency of the entire system of the supercharger surplus power recovery device for the internal combustion engine, and can eliminate the need for repeated arrangement of hydraulic devices, thereby greatly reducing the cost and facilitating the design.
[ means for solving problems ]
In order to solve the above problem, a supercharger surplus power recovery device for an internal combustion engine according to the present invention includes: an internal combustion engine, a working machine for operating the internal combustion engine being electronically controlled via oil pressure; a supercharger that is disposed in an exhaust path of the internal combustion engine and that supplies supercharged intake air to the internal combustion engine by being rotationally driven by exhaust gas of the internal combustion engine; a 1 st hydraulic pump connected to the supercharger and driven by the supercharger to generate hydraulic pressure; a hydraulic mechanism that supplies hydraulic pressure to a working machine of the internal combustion engine to operate the internal combustion engine; a 2 nd hydraulic pump connected to a power source that generates rotational power, the hydraulic pump being rotationally driven by the power source and supplying hydraulic pressure to the working machine through a hydraulic mechanism; a controller for controlling the operation of the hydraulic mechanism, the 1 st hydraulic pump and the 2 nd hydraulic pump; and a 1 st oil passage disposed in the hydraulic mechanism and supplying hydraulic pressure from the 2 nd hydraulic pump to the working machine; the supercharger surplus power recovery device for an internal combustion engine includes a 2 nd oil passage, and the 2 nd oil passage is disposed in the hydraulic mechanism and supplies hydraulic pressure from the 1 st hydraulic pump to the working machine.
Further, a supercharger surplus power recovery device for an internal combustion engine according to another aspect of the present invention includes: an internal combustion engine, a working machine for operating the internal combustion engine being electronically controlled via oil pressure; a supercharger that is disposed in an exhaust path of the internal combustion engine and that supplies supercharged intake air to the internal combustion engine by being rotationally driven by exhaust gas of the internal combustion engine; a turbine disposed in parallel with the supercharger on the exhaust path and driven to rotate by the exhaust gas; a 1 st hydraulic pump connected to the turbine and driven by the turbine to generate hydraulic pressure; a hydraulic mechanism that supplies hydraulic pressure to a working machine of the internal combustion engine to operate the internal combustion engine; a 2 nd hydraulic pump connected to a power source that generates rotational power, the hydraulic pump being rotationally driven by the power source and supplying hydraulic pressure to the working machine through a hydraulic mechanism; a controller for controlling the operation of the hydraulic mechanism, the 1 st hydraulic pump and the 2 nd hydraulic pump; and a 1 st oil passage disposed in the hydraulic mechanism and supplying hydraulic pressure from the 2 nd hydraulic pump to the working machine; the supercharger surplus power recovery device for an internal combustion engine includes a 2 nd oil passage, and the 2 nd oil passage is disposed in the hydraulic mechanism and supplies hydraulic pressure from the 1 st hydraulic pump to the working machine.
Here, the working machine for operating the internal combustion engine means a machine such as an exhaust valve or a fuel injection valve necessary for operating the internal combustion engine, and the power source for generating rotational power means an internal combustion engine or an electric motor. However, the working machine for operating the internal combustion engine and the power source for generating the rotational power are merely examples, and are not limited thereto.
In the supercharger surplus power recovery device for an internal combustion engine according to the present invention, as described above, the 1 st hydraulic pump is connected to the supercharger or the turbine, is rotationally driven by the supercharger or the turbine, and generates hydraulic pressure, and the 1 st hydraulic pump can directly supply hydraulic pressure to the working machine of the internal combustion engine via the 2 nd oil passage without passing through the power source.
On the other hand, in a conventional supercharger surplus power recovery device for an internal combustion engine in which a working machine for operating the internal combustion engine is electronically controlled, a hydraulic pump is connected to a supercharger and is rotationally driven by the supercharger or a turbine to generate hydraulic pressure, the hydraulic pump is first rotationally driven by the hydraulic pump connected to a crankshaft of the internal combustion engine, and a power source such as an electric motor rotationally driven by electric power generated by the internal combustion engine or the internal combustion engine rotationally drives the hydraulic pump necessary to supply hydraulic pressure to the working machine.
Here, the 2 nd hydraulic pump that is rotationally driven by the power source and supplies hydraulic pressure to the working machine via the hydraulic mechanism must supply a large amount of hydraulic pressure necessary for operation to the working machine in accordance with the load of the internal combustion engine. Therefore, the capacity or the number of the 2 nd hydraulic pump must be determined according to the maximum discharge amount.
However, in the supercharger surplus power recovery device for an internal combustion engine according to the present invention, when the load of the maximum discharge amount is required, the supercharger remains even if the supercharger is rotationally driven by the exhaust energy, and therefore the 1 st hydraulic pump can supply the hydraulic pressure to the working machine through the 2 nd oil passage.
Therefore, the capacity or the number of the 2 nd hydraulic pump can be reduced according to the amount of the hydraulic pressure supplied from the 1 st hydraulic pump, and the cost can be reduced. Further, the power loss increased in accordance with the discharge amount can be reduced with a reduction in the capacity or number of the 2 nd hydraulic pump.
Most of the concerns here are that, in the conventional supercharger surplus power recovery device for an internal combustion engine, when the hydraulic pump connected to the crankshaft of the internal combustion engine is assisted by the hydraulic pressure generated by the hydraulic pump rotationally driven by the supercharger and converted into the rotational power of the internal combustion engine, a power loss occurs.
However, in the supercharger surplus power recovery device for an internal combustion engine according to the present invention, as described above, surplus exhaust energy is directly supplied as hydraulic pressure to the working machine via the 2 nd oil passage to be effectively used, and therefore, the conventional supercharger surplus power recovery device for an internal combustion engine can be eliminated. That is, the hydraulic pump connected to the crankshaft of the internal combustion engine can be eliminated, and the power loss caused by the hydraulic pump can be completely eliminated.
In addition, all hydraulic mechanisms required for the 1 st hydraulic pump to assist the hydraulic pump connected to the engine crankshaft, which are conventionally necessary, can be excluded. Therefore, it is not necessary to repeatedly provide a hydraulic pump, valves, a safety device, piping, and the like constituting a hydraulic mechanism of a conventional supercharger surplus power recovery device for an internal combustion engine, and a significant cost reduction can be achieved. Further, around the internal combustion engine in which a plurality of auxiliaries are arranged in an intricate manner, it is not necessary to repeat the arrangement of the surplus power recovery device of the supercharger and the hydraulic mechanism of the internal combustion engine operating device, and design can be facilitated.
In the supercharger surplus power recovery device for an internal combustion engine, it is preferable that the controller supplies the hydraulic pressure generated by the 1 st hydraulic pump to the working machine through the 2 nd oil passage when the internal combustion engine is under a high load.
By directly supplying the hydraulic pressure generated by the 1 st hydraulic pump when the internal combustion engine is under a high load to the working machine via the 2 nd hydraulic passage by the controller in this way, the surplus exhaust energy of the internal combustion engine under a high load can be effectively used as the hydraulic pressure required by the working machine without power loss.
In the supercharger surplus power recovery device for an internal combustion engine, it is preferable that the supercharger surplus power recovery device further includes a 3 rd oil passage, and the 3 rd oil passage is disposed in the hydraulic mechanism and supplies the hydraulic pressure from the 1 st hydraulic pump to the 2 nd hydraulic pump.
By further providing the 3 rd oil passage disposed in the hydraulic mechanism and supplying the hydraulic pressure from the 1 st hydraulic pump to the 2 nd hydraulic pump, even if the hydraulic pressure is supplied from the 1 st hydraulic pump to the working machine, when the exhaust energy is still sufficient, the 2 nd hydraulic pump can be rotationally driven by the hydraulic pressure generated by the 1 st hydraulic pump through the 3 rd oil passage, and the rotation of the power source can be assisted.
For example, when the power source is an internal combustion engine, the fuel efficiency can be directly improved, and when the power source is an electric motor, the power is generated by operating the electric motor as a generator, so that the fuel efficiency of the entire internal combustion engine can be greatly improved.
In the supercharger surplus power recovery device for an internal combustion engine, preferably, the controller supplies a part of the hydraulic pressure generated by the 1 st hydraulic pump at the time of high load to the working machine through the 2 nd hydraulic passage, and supplies the remaining part of the hydraulic pressure generated by the 1 st hydraulic pump to the 2 nd hydraulic pump through the 3 rd hydraulic passage.
When the internal combustion engine is under a high load, for example, the 1 st hydraulic pump can generate a hydraulic pressure about 2 times as large as a hydraulic pressure required by the working machine. Therefore, by supplying a part of the hydraulic pressure generated by the 1 st hydraulic pump at the time of high load to the working machine through the 2 nd oil passage and supplying the remaining part of the hydraulic pressure generated by the 1 st hydraulic pump to the 2 nd hydraulic pump through the 3 rd oil passage by the controller, it is possible to effectively utilize the remaining exhaust energy of the internal combustion engine at the time of high load as the hydraulic pressure required by the working machine without loss, and to assist the rotation of the power source connected to the 2 nd hydraulic pump by the hydraulic pressure generated by the 1 st hydraulic pump.
For example, when the power source is an internal combustion engine, the fuel efficiency can be directly improved, and when the power source is an electric motor, the power is generated by operating the electric motor as a generator, so that the fuel efficiency of the entire internal combustion engine can be greatly improved.
In the supercharger surplus power recovery device for an internal combustion engine, preferably, the 2 nd hydraulic pump is constituted by a variable displacement hydraulic pump; the hydraulic mechanism is provided with a 1 st check valve mechanism having a check function and a check releasing function on a 1 st oil passage, wherein the check function allows the hydraulic pressure to be supplied to the working machine from the 2 nd hydraulic pump and prevents the hydraulic pressure from flowing back to the 2 nd hydraulic pump from the downstream side of the 1 st oil passage, and the check releasing function forcibly allows the hydraulic pressure to flow back to the 2 nd hydraulic pump from the downstream side of the 1 st oil passage under the control of the controller; the 2 nd oil passage is formed with its work machine side connected to the downstream side of the 1 st check valve mechanism of the 1 st oil passage; the 3 rd oil passage is formed by connecting the 2 nd hydraulic pump side to the downstream side of the 1 st check valve mechanism of the 1 st oil passage.
According to the hydraulic mechanism having such a configuration, the controller closes (OFF) the check release function of the 1 st check valve mechanism, so that the 2 nd hydraulic pump can supply the hydraulic pressure to the working machine of the internal combustion engine and can supply the hydraulic pressure generated by the 1 st pump to the working machine of the internal combustion engine. Further, since the 2 nd hydraulic pump is constituted by the variable displacement hydraulic pump, the hydraulic pressure generated by the 1 st hydraulic pump can be supplied to the 2 nd hydraulic pump by Opening (ON) the check release function of the 1 st check valve mechanism by the controller, and the rotation of the 2 nd hydraulic pump constituted by the variable displacement hydraulic pump, that is, the rotation of the power source to which the 2 nd hydraulic pump is coupled can be assisted.
That is, the hydraulic mechanism can be simplified by the above configuration. In addition, in the variable displacement hydraulic pump, the hydraulic pump can be rotated in the normal direction by the variable mechanism even when the reverse flow of the hydraulic pressure from the normal discharge port is utilized.
In the supercharger surplus power recovery device for an internal combustion engine, it is preferable that the supercharger further includes a 4 th oil passage, and the 4 th oil passage is disposed in the hydraulic mechanism and supplies the hydraulic pressure from the 2 nd hydraulic pump to the 1 st hydraulic pump.
By further providing the 4 th oil passage disposed in the hydraulic mechanism and supplying the hydraulic pressure from the 2 nd hydraulic pump to the 1 st hydraulic pump in this manner, the hydraulic pressure generated by the 2 nd hydraulic pump can be supplied to the 1 st hydraulic pump via the 4 th oil passage, and if the supercharging capacity of the supercharger is improved by assisting the rotation of the 1 st hydraulic pump with this, the internal combustion engine can be sufficiently supercharged even when insufficient supercharging occurs due to insufficient exhaust gas energy.
In the supercharger surplus power recovery device for an internal combustion engine, it is preferable that the controller supplies the hydraulic pressure generated by the 2 nd hydraulic pump to the 1 st hydraulic pump via the 4 th hydraulic passage when the internal combustion engine is at a low load, and assists the rotation of the 1 st hydraulic pump to improve the supercharging capacity of the supercharger.
By supplying the hydraulic pressure generated by the 2 nd hydraulic pump when the engine is at a low load to the 1 st hydraulic pump through the 4 th hydraulic passage by the controller in this way, the rotation of the 1 st hydraulic pump is assisted to improve the supercharging capacity of the supercharger, and even at a low load where insufficient supercharging is likely to occur due to insufficient exhaust gas energy, the engine can be sufficiently supercharged.
In the supercharger surplus power recovery device for an internal combustion engine, it is preferable that the supercharger surplus power recovery device further includes a 3 rd oil passage, the 3 rd oil passage being disposed in the hydraulic mechanism and supplying hydraulic pressure from the 1 st hydraulic pump to the 2 nd hydraulic pump; and the 1 st hydraulic pump is composed of a variable displacement hydraulic pump; the hydraulic mechanism is provided with a 2 nd check valve mechanism having a check function and a check releasing function on a 3 rd oil path, wherein the check function allows the hydraulic pressure to be supplied from the 1 st hydraulic pump to the 2 nd hydraulic pump and prevents the hydraulic pressure from flowing back from the 2 nd hydraulic pump to the 1 st hydraulic pump, and the check releasing function forcibly allows the hydraulic pressure to flow back from the 2 nd hydraulic pump to the 1 st hydraulic pump under the control of the controller; the 4 th oil passage includes the 3 rd oil passage.
The structure is as follows: the hydraulic pump further comprises a 3 rd oil passage which is arranged in the hydraulic mechanism and supplies hydraulic pressure from the 1 st hydraulic pump to the 2 nd hydraulic pump; and the 1 st hydraulic pump is a variable displacement hydraulic pump; the hydraulic mechanism is provided with a 2 nd check valve mechanism having a check function and a check releasing function on a 3 rd oil path, wherein the check function allows the hydraulic pressure to be supplied from the 1 st hydraulic pump to the 2 nd hydraulic pump and prevents the hydraulic pressure from flowing back from the 2 nd hydraulic pump to the 1 st hydraulic pump, and the check releasing function forcibly allows the hydraulic pressure to flow back from the 2 nd hydraulic pump to the 1 st hydraulic pump under the control of the controller; the 4 th oil path comprises a 3 rd oil path; the controller can supply the hydraulic pressure generated by the 2 nd hydraulic pump to the 1 st hydraulic pump through the 3 rd hydraulic passage, thereby assisting the rotation of the supercharger connected to the 1 st hydraulic pump.
That is, the hydraulic mechanism can be simplified by the above configuration. As described above, in the variable displacement hydraulic pump, the hydraulic pump can be rotated in the normal direction by the variable mechanism even when the reverse flow of the hydraulic pressure from the normal discharge port is utilized.
In the supercharger surplus power recovery device for an internal combustion engine, it is preferable that the hydraulic mechanism includes a drain mechanism that drains the hydraulic pressure generated by the 1 st hydraulic pump and returns the hydraulic pressure to the 1 st hydraulic pump under the control of the controller.
By providing the hydraulic mechanism with the drain mechanism for draining the hydraulic pressure generated by the 1 st hydraulic pump and returning the hydraulic pressure to the 1 st hydraulic pump under the control of the controller, it is possible to eliminate the need for any of the operations of supplying the hydraulic pressure from the 1 st hydraulic pump to the working machine, supplying the hydraulic pressure from the 1 st hydraulic pump to the 2 nd hydraulic pump, and supplying the hydraulic pressure from the 2 nd hydraulic pump to the 1 st hydraulic pump.
[ Effect of the invention ]
The supercharger surplus power recovery device for an internal combustion engine according to the present invention includes: an internal combustion engine, a working machine for operating the internal combustion engine being electronically controlled via oil pressure; a supercharger that is disposed in an exhaust path of the internal combustion engine and that supplies supercharged intake air to the internal combustion engine by being rotationally driven by exhaust gas of the internal combustion engine; a 1 st hydraulic pump connected to the supercharger and driven by the supercharger to generate hydraulic pressure; a hydraulic mechanism that supplies hydraulic pressure to a working machine of the internal combustion engine to operate the internal combustion engine; a 2 nd hydraulic pump connected to a power source that generates rotational power, the hydraulic pump being rotationally driven by the power source and supplying hydraulic pressure to the working machine through a hydraulic mechanism; a controller for controlling the operation of the hydraulic mechanism, the 1 st hydraulic pump and the 2 nd hydraulic pump; and a 1 st oil passage disposed in the hydraulic mechanism and supplying hydraulic pressure from the 2 nd hydraulic pump to the working machine; the supercharger surplus power recovery device for an internal combustion engine is provided with a 2 nd oil passage, and the 2 nd oil passage is arranged in a hydraulic mechanism and supplies hydraulic pressure from a 1 st hydraulic pump to a working machine.
Alternatively, a supercharger surplus power recovery device for an internal combustion engine according to the present invention includes: an internal combustion engine, a working machine for operating the internal combustion engine being electronically controlled via oil pressure; a supercharger that is disposed in an exhaust path of the internal combustion engine and that supplies supercharged intake air to the internal combustion engine by being rotationally driven by exhaust gas of the internal combustion engine; a turbine disposed in parallel with the supercharger on the exhaust path and driven to rotate by the exhaust gas; a 1 st hydraulic pump connected to the turbine and driven by the turbine to generate hydraulic pressure; a hydraulic mechanism that supplies hydraulic pressure to a working machine of the internal combustion engine to operate the internal combustion engine; a 2 nd hydraulic pump connected to a power source that generates rotational power, the hydraulic pump being rotationally driven by the power source and supplying hydraulic pressure to the working machine through a hydraulic mechanism; a controller for controlling the operation of the hydraulic mechanism, the 1 st hydraulic pump and the 2 nd hydraulic pump; and a 1 st oil passage disposed in the hydraulic mechanism and supplying hydraulic pressure from the 2 nd hydraulic pump to the working machine; the supercharger surplus power recovery device for an internal combustion engine is provided with a 2 nd oil passage, and the 2 nd oil passage is arranged in a hydraulic mechanism and supplies hydraulic pressure from a 1 st hydraulic pump to a working machine.
Therefore, the internal combustion engine in which the working machine for operating the internal combustion engine is electronically controlled exhibits excellent effects in that the power transmission efficiency of the entire system of the supercharger surplus power recovery apparatus of the internal combustion engine can be dramatically improved, and in that the redundant equipment of the hydraulic equipment can be eliminated, thereby enabling a significant reduction in cost and simplification in design.
Drawings
Fig. 1 is a block diagram showing an example of a supercharger surplus power recovery device for an internal combustion engine according to the present invention.
Fig. 2 is a circuit diagram showing flow paths of the hydraulic circuit in the case of a low load of the internal combustion engine of fig. 1.
Fig. 3 is a circuit diagram showing flow paths of the hydraulic circuit in the case where the internal combustion engine of fig. 1 is at a medium load.
Fig. 4 is a circuit diagram showing flow paths of the hydraulic circuit in the high load state of the internal combustion engine of fig. 1.
Fig. 5 is a block diagram showing a supercharger surplus power recovery device for an internal combustion engine different from that shown in fig. 1.
Fig. 6 is a partial block diagram showing a supercharger surplus power recovery device for an internal combustion engine, which is different from fig. 1 and 5.
Fig. 7 is a block diagram showing a conventional supercharger surplus power recovery device for an internal combustion engine.
Detailed Description
The mode of the supercharger surplus power recovery apparatus for an internal combustion engine according to the present invention will be described in detail with reference to fig. 1 to 6.
Reference numeral 1 in fig. 1 denotes a low-speed diesel engine (power source, internal combustion engine) for propulsion mounted on a ship as an example, and the engine 1 is an electronic control machine in which working devices such as an exhaust valve and a fuel injection valve, which are necessary for the operation of the engine, are electronically controlled via oil pressure, and is provided with a supercharger 5, and the supercharger 5 is rotationally driven by exhaust gas of the engine 1 to supply supercharged intake air to the engine 1.
The supercharger 5 includes a compressor 6 and a turbine 7, and the compressor 6 and the turbine 7 are connected by a rotary shaft 8. The turbine 7 is rotationally driven by exhaust gas of the engine 1, and the compressor 6 is rotated by the turbine 7. This increases the density of the air supplied to the engine 1, and increases the output of the engine.
The number of stages of the supercharger 5 is not necessarily limited to a single stage. The engine 1 is not limited to a marine engine, and the form is not limited to a low-speed diesel engine. Including gas engines using natural gas, town gas, etc. as fuel, and electronic controllers of all other forms.
As shown in fig. 1, a transmission 9 is connected to a rotary shaft 8 of the supercharger 5, and a variable displacement type 1 st hydraulic pump 10 is connected to the transmission 9. A transmission 3 is connected to one end of a crankshaft 2 of the engine 1, and a variable displacement type 2 nd hydraulic pump 11 is connected to the transmission 3.
The 2 nd hydraulic pump 11 may be directly connected to the crankshaft 2 of the engine 1 without providing the transmission 3. Although fig. 1 shows 1 hydraulic pump 10 and 1 hydraulic pump 11, these are merely examples, and a plurality of pumps may be provided.
The 1 st hydraulic pump 10 and the 2 nd hydraulic pump 11 are incorporated into a hydraulic mechanism 20. In the hydraulic mechanism 20, one discharge port 11a of the 2 nd hydraulic pump 11 is connected to the oil passage 21, and is connected to a control circuit of the working machine of the engine 1 via a check valve 31, an oil passage 22, a check valve 32, and an oil passage 23 in this order to supply hydraulic pressure. The 1 st oil passage is formed by the oil passages 21, 22, 23. The other discharge port 11b of the 2 nd hydraulic pump 11 is connected to the one discharge port 10b of the 1 st hydraulic pump 10 via an oil passage 24.
The other discharge port 10a of the 1 st hydraulic pump 10 is connected to the oil passage 26, and is connected to a control circuit of the working machine 51 of the engine 1 via the check valve 36, the oil passage 27, the oil passage 22, and the oil passage 23 in this order, so that hydraulic pressure can be supplied. The second hydraulic pump is connected to the first discharge port 11a of the 2 nd hydraulic pump 11 via an oil passage 22, a check valve 31, and an oil passage 21 in this order so as to branch from the oil passage 27.
The discharge ports 10a and 10b of the 1 st hydraulic pump 10 and the discharge ports 11a and 11b of the 2 nd hydraulic pump 11 are discharge ports. However, in practice, one of the hydraulic pressure discharge ports and the other hydraulic pressure intake port is referred to as a hydraulic pressure storage port depending on the operating state as described below, but in the supercharger surplus power recovery device of the present internal combustion engine, these ports are referred to as discharge ports for convenience. The 2 nd oil passage is formed by the oil passages 26, 27, 22, 23, the 3 rd oil passage is formed by the oil passages 26, 27, 22, 21, and the 4 th oil passage is formed by the oil passages 21, 22, 27, 26.
The check valve 31 is integrated with the electromagnetic switching valve 41 to form the 1 st check valve mechanism 30. The 1 st check valve mechanism 30 has a check release function of forcibly allowing the reverse flow of the oil pressure from the oil passage 22 to the oil passage 21, that is, the 2 nd hydraulic pump 11, by switching the electromagnetic switching valve 41 under the control of the controller 50.
When the check release function is OFF, the check valve 31 performs a normal check function that allows the hydraulic pressure to be supplied from the 2 nd hydraulic pump 11 to the control circuit of the working machine 51 through the oil passage 21 and prevents the hydraulic pressure from flowing backward from the oil passage 22 to the 2 nd hydraulic pump 11.
ON the other hand, when the check release function is Open (ON), the check valve 31 is forcibly opened to allow the hydraulic pressure to flow backward from the oil passage 22 to the 2 nd hydraulic pump 11 as described above. An accumulator 45 is disposed between the 2 nd hydraulic pump 11 and the check valve 31, and thereby absorbs hydraulic pressure fluctuations associated with ocean waves, exhaust valve driving, fuel injection, and the like.
The check valve 36 is integrated with the electromagnetic switching valve 42 to form the 2 nd check valve mechanism 35. The 2 nd check valve mechanism 35 has a check cancellation function of forcibly allowing the reverse flow of the oil pressure from the oil passage 27 to the oil passage 26, that is, the 1 st hydraulic pump 10, by switching the electromagnetic switching valve 42 under the control of the controller 50.
When the check release function is OFF, the check valve 31 performs a normal check function that allows the hydraulic pressure to be supplied from the 1 st hydraulic pump 10 to the control circuit of the working machine 51 and the check valve 31 via the oil passage 26 and prevents the hydraulic pressure from flowing backward from the oil passage 27 to the oil passage 26, that is, the 1 st hydraulic pump 10. ON the other hand, when the check release function is Open (ON), the check valve 31 is forcibly opened to allow the hydraulic pressure to flow backward from the oil passage 27 to the oil passage 26, that is, the 1 st hydraulic pump 10, as described above.
An electromagnetic on-off valve 44 is disposed between the oil passage 26 and the oil passage 24, and by opening the electromagnetic on-off valve 44, the hydraulic pressure of the oil passage 26 can be drained to the oil passage 24, and the hydraulic pressure of the oil passage 26 can be released. The oil passage 26, the solenoid opening/closing valve 44, and the oil passage 24 constitute a drain mechanism.
The controller 50 detects, for example, an intake temperature of intake air, an intake pressure on the downstream side of the supercharger 5, and the like by using sensors, and electrically controls the operations of the 1 st hydraulic pump 10, the 2 nd hydraulic pump 11, the electromagnetic switching valves 41 and 42, the electromagnetic opening/closing valve 44, and the like based on the detected intake pressure, intake temperature, and the like, as described below. In some cases, the controller 50 may control the operations of the 1 st hydraulic pump 10, the 2 nd hydraulic pump 11, the electromagnetic switching valves 41 and 42, the electromagnetic on-off valve 44, and the like using parameters other than the supply air pressure and the suction temperature.
Next, the operation of the supercharger surplus power recovery device of the present internal combustion engine will be described. At the time of engine startup, the controller 50 operates the electromagnetic switching valve 41 of the 1 st check valve mechanism 30 shown in fig. 2 to close (OFF) the check cancellation function of the 1 st check valve mechanism 30, and operates the electromagnetic switching valve 42 of the 2 nd check valve mechanism 35 to close (OFF) the check cancellation function of the 2 nd check valve mechanism 35. Then, the electromagnetic on-off valve 44 is closed.
Therefore, the check valve 31 prohibits the backflow of the hydraulic pressure from the oil passage 22 to the oil passage 21, and the check valve 36 prohibits the backflow of the hydraulic pressure from the oil passage 27 to the oil passage 26. Then, the controller 50 rotationally drives the motor 52, generates hydraulic pressure necessary for starting by the hydraulic pump 53, and supplies the hydraulic pressure to the control circuit of the working machine 51. At this time, the check valve 32 also prevents the hydraulic pressure from flowing backward from the oil passage 23 to the oil passage 22.
Next, when the internal combustion engine is at a low load, for example, during a period from start to load 35%, the controller 50 operates the electromagnetic switching valve 41 of the 1 st check valve mechanism 30 to close (OFF) the check cancellation function of the 1 st check valve mechanism 30, and operates the electromagnetic switching valve 42 of the 2 nd check valve mechanism 35 to Open (ON) the check cancellation function of the 2 nd check valve mechanism 35. Therefore, the check valve 36 is forcibly opened to allow the hydraulic pressure to flow backward from the oil passage 27 to the oil passage 26.
Then, the hydraulic pressure generated by the 2 nd hydraulic pump 11 is supplied to the control circuit of the working machine 51 through the oil passage 21, the check valve 31, the oil passage 22, the check valve 32, and the oil passage 23 in this order. At the same time, the hydraulic pressure generated by the 2 nd hydraulic pump 11 is supplied to the discharge port 10a of the 1 st hydraulic pump 10 via the oil passage 21, the check valve 31, the oil passage 22, the oil passage 27, the forcibly opened check valve 36, and the oil passage 26 in this order, and assists the rotation of the 1 st hydraulic pump 10.
That is, the rotation of the supercharger 5 connected to the 1 st hydraulic pump 10 is assisted by the hydraulic pressure generated by the 2 nd hydraulic pump 11, and supercharging at the time of low load in which insufficient supercharging is likely to occur is appropriately performed. Further, the variable displacement type 1 st hydraulic pump 10 can rotate the supercharger 5 in the normal direction by its variable mechanism even when the reverse flow of the hydraulic pressure from the discharge port 10a is utilized.
The controller 50 reads the intake temperature of the intake air detected by the sensor, the intake air pressure in the intake air path on the downstream side of the supercharger 5, and the like. The power required to assist the supercharger 5 is set in the controller 50 in accordance with each load of the internal combustion engine. The controller 50 appropriately changes the capacity of the variable capacity type 1 st hydraulic pump 10 based on the intake air pressure, the intake air temperature, and the like, and controls the power of the booster 5.
Next, when the internal combustion engine is at a medium load, for example, during a period of 35 to 50% of the load, the controller 50 operates the electromagnetic switching valve 41 of the 1 st check valve mechanism 30 shown in fig. 3 to close (OFF) the check release function of the 1 st check valve mechanism 30, and opens the electromagnetic opening/closing valve 44.
When the electromagnetic on-off valve 44 is opened, the hydraulic pressure generated by the 1 st hydraulic pump is discharged from the oil passage 26 to the oil passage 24 through the electromagnetic on-off valve 44 and is released, so that the pressure is lowered and does not flow to the oil passage 27 having a high pressure through the check valve 36. In this case, the 1 st hydraulic pump 10 rotationally driven by the supercharger 5 is in a so-called no-load operation, but discharges a hydraulic pressure of a certain pressure in order to cool the system.
On the other hand, the hydraulic pressure generated by the 2 nd hydraulic pump 11 is supplied to the control circuit of the working machine 51 through the oil passage 21, the check valve 31, the oil passage 22, the check valve 32, and the oil passage 23. Although the oil pressure generated by the 2 nd hydraulic pump 11 is relatively high, since the controller 50 operates the electromagnetic switching valve 41 of the 1 st check valve mechanism 30 shown in fig. 3 to close (OFF) the check release function of the 1 st check valve mechanism 30, the oil pressure of the oil passage 27 does not flow to the oil passage 26 through the check valve 36 by the normal check function of the check valve 36.
Thus, when the internal combustion engine is at a medium load, for example, during a period of 35 to 50% of the load, the 1 st hydraulic pump 10 is in a no-load operation, and the hydraulic pressure is supplied to the working machine 51 only by the 2 nd hydraulic pump 11. The same operation as described above is performed even when the hydraulic linkage between the 1 st hydraulic pump 10 on the supercharger 5 side and the 2 nd hydraulic pump 11 on the engine 1 side must be cut off, for example, at the time of emergency stop or the like.
Next, when the internal combustion engine is under a high load, for example, 50% or more of the load, the controller 50 operates the electromagnetic switching valve 41 of the 1 st check valve mechanism 30 shown in fig. 4 to Open (ON) the check cancellation function of the 1 st check valve mechanism 30, and operates the electromagnetic switching valve 42 of the 2 nd check valve mechanism 35 to close (OFF) the check cancellation function of the 2 nd check valve mechanism 35. Then, the electromagnetic on-off valve 44 is closed.
Therefore, the check valve 31 of the 1 st check valve mechanism 30 is forcibly opened, and the hydraulic pressure is allowed to flow backward from the oil passage 22 to the oil passage 21, that is, the 2 nd hydraulic pump 11. Also, the check valve 36 of the 2 nd check valve mechanism 35 allows the oil pressure to flow from the oil passage 26 to the oil passage 27 by a normal check function.
Therefore, the hydraulic pressure generated by the 1 st hydraulic pump 10 is supplied to the control circuit of the working machine 51 through the oil passage 26, the check valve 36, the oil passage 27, the check valve 32, and the oil passage 23 in this order. For example, when the load is 50% or more, all the hydraulic pressure required for the working machine 51 can be supplied from the 1 st hydraulic pump 10.
When the engine 1 is under a high load, the 1 st hydraulic pump 10 can generate a hydraulic pressure that is approximately 2 times as large as the hydraulic pressure required by the working machine 51, for example. Therefore, the hydraulic pressure generated by the 1 st hydraulic pump 10 is supplied to the discharge port 11a of the 2 nd hydraulic pump 11 through the oil passage 26, the check valve 36, the oil passage 27, the oil passage 22, the check valve 31, and the oil passage 21 in this order, and the rotation of the 2 nd hydraulic pump 11 is assisted.
That is, the rotation of the engine 1 to which the 2 nd hydraulic pump 11 is connected is assisted by the hydraulic pressure generated by the 1 st hydraulic pump 10. The controller 50 adjusts the hydraulic power recovered from the supercharger 5 by appropriately changing the capacity of the 1 st hydraulic pump 10 based on the maximum power that can be recovered from the supercharger 5, which is set in advance.
As shown in fig. 5, the 2 nd hydraulic pump 11 may be coupled to a motor (power source) 54 that generates rotational power similarly to the engine, instead of being coupled to the engine. As the motor 54, for example, an induction motor is used. The rotation speed of the induction motor is determined by the frequency of the power system, and is always rotated at a fixed rotation. Therefore, it is not particularly necessary to control the rotation speed of the electric motor 54 by the hydraulic mechanism 20 and the like.
Then, by using the surplus hydraulic pressure supplied from the 1 st hydraulic pump 10 when the engine is under a high load, the electric motor 54 is operated as a generator to generate electric power, and the electric power is supplied to the electric power system. Since the electric power required for ships and the like is usually generated by a generator rotationally driven by an engine, the fuel efficiency of the engine can be improved as a result. The operation of the supercharger surplus power recovery device for an internal combustion engine at the time of low load, medium load, and high load is the same as that of the engine 1, and therefore, the description thereof is omitted.
As shown in fig. 6, a power turbine 55 may be disposed in the exhaust passage 4 of the engine in parallel with the supercharger 5 via a flow rate adjustment valve 56, and the 1 st hydraulic pump 10 may be connected to the power turbine 55. In this case, the operation of the supercharger surplus power recovery device for the internal combustion engine at the time of medium load and at the time of high load is the same as that of the engine 1. However, in the structure, when the engine is at a low load, the rotation of the supercharger 5 cannot be directly assisted by the hydraulic pressure generated by the 2 nd hydraulic pump 11 via the 1 st hydraulic pump 10. Otherwise, the same as the case of the supercharger 5 is described above, and therefore, the description thereof is omitted.
The 1 st hydraulic pump is not necessarily of a variable displacement type, and may be of a fixed displacement type. If the fixed capacity type is adopted, a great saving in space can be achieved. However, when the 1 st hydraulic pump is of a fixed displacement type, the pump cannot be rotated in the forward direction by the reverse flow of the hydraulic pressure from the discharge port, and therefore the configuration of the hydraulic mechanism 20 cannot assist the supercharger 5 at the time of low load.
Therefore, in order to perform the same operation as the supercharger surplus power recovery device of the internal combustion engine at the time of low load, medium load, and high load of the engine 1, it is necessary to partially change the configuration of the hydraulic mechanism 20 so that the hydraulic pressure can flow into the pump from the normal hydraulic pressure storage inlet even at the time of reverse flow. Otherwise, the same as the case of the variable displacement type 2 nd hydraulic pump 10 is applied, and therefore, the description thereof is omitted.
As described above, in the supercharger surplus power recovery device of the present internal combustion engine, the 1 st hydraulic pump 10 is connected to the supercharger 5 or the power turbine 55, and is rotationally driven by the supercharger 5 or the power turbine 55 to generate hydraulic pressure, and the 1 st hydraulic pump 10 can directly supply hydraulic pressure to the working machine 51 of the engine 1 without passing through the engine 1 or the electric motor 52 as a power source.
In addition, the conventional 2 nd hydraulic pump that is rotationally driven by the power source and supplies hydraulic pressure to the working machine via the hydraulic mechanism needs to supply a large amount of hydraulic pressure necessary for operation to the working machine when the internal combustion engine is under a high load. Therefore, the capacity or the number of the 2 nd hydraulic pump is determined according to the maximum discharge amount. However, in the supercharger surplus power recovery device of the present internal combustion engine, in particular, when a high load requiring the maximum discharge amount is applied, the supercharger 5 is still surplus even when rotationally driven by the exhaust energy, and therefore the 1 st hydraulic pump 10 directly supplies the hydraulic pressure to the working machine 51 through the 2 nd oil passage.
Therefore, the capacity or the number of the 2 nd hydraulic pumps 11 can be reduced in accordance with the hydraulic pressure amount supplied from the 1 st hydraulic pump 10, and the cost can be reduced. Further, the power loss increased in accordance with the discharge amount can be reduced with a reduction in the capacity or the number of the 2 nd hydraulic pump 11.
Most attention is paid here to the fact that the hydraulic pump of the supercharger surplus power recovery device connected to the engine crankshaft, which is required in the conventional supercharger surplus power recovery device for the internal combustion engine, can be eliminated, and that all the power loss caused by the hydraulic pump can be eliminated. In addition, all hydraulic mechanisms required for the conventional 1 st hydraulic pump to assist the hydraulic pump connected to the engine crankshaft can be excluded.
Therefore, it is not necessary to repeatedly provide a hydraulic pump, valves, a safety device, piping, and the like constituting a hydraulic mechanism of a conventional supercharger surplus power recovery device for an internal combustion engine, and a significant cost reduction can be achieved. Further, around the internal combustion engine in which a plurality of auxiliaries are arranged in an intricate manner, it is not necessary to repeat the arrangement of the surplus power recovery device of the supercharger and the hydraulic mechanism of the internal combustion engine operating device, and design can be facilitated.
As described above, the 1 st hydraulic pump 10 can generate a hydraulic pressure that is approximately 2 times the hydraulic pressure required by the working machine when the engine 1 is under a high load. In the supercharger surplus power recovery device of the present internal combustion engine, the controller 50 supplies a part of the hydraulic pressure generated by the 1 st hydraulic pump 10 at the time of high load to the working machine 51, and supplies the remaining part of the hydraulic pressure generated by the 1 st hydraulic pump 10 to the 2 nd hydraulic pump 11, so that the surplus exhaust energy of the engine 1 at the time of high load can be effectively used as the hydraulic pressure required by the working machine 51 without power loss by the hydraulic pumps, and the rotation of the power source connected to the 2 nd hydraulic pump 11 can be assisted by the hydraulic pressure generated by the 1 st hydraulic pump 10.
Therefore, for example, when the power source is the engine 1, the fuel efficiency can be directly improved, and when the power source is the electric motor 52, the electric motor is operated as a generator to generate electric power, so that the fuel efficiency of the entire internal combustion engine can be improved.
The supercharger surplus power recovery device of the internal combustion engine is merely an example, and various changes can be made based on the gist of the present invention, and these changes are not excluded from the scope of the present invention. In the supercharger surplus power recovery device for an internal combustion engine, the load is set to a low load of 35% or less, the loads are set to medium loads of 35 to 50%, and the load is set to a high load of 50% or more.
[ Industrial Applicability ]
The supercharger surplus power recovery device of the internal combustion engine according to the present invention can be used for any internal combustion engine having a supercharger in which a working machine for operating the internal combustion engine is electronically controlled via hydraulic pressure, and is not necessarily limited to the low-speed diesel engine for propulsion mounted on a ship, and can be widely used for all types of internal combustion engines and all types of internal combustion engines.
[ description of symbols ]
1 Engine (Power source, internal combustion engine)
2 crankshaft
3 speed variator
4 exhaust path
5 supercharger
6 compressor
7 turbine
8 rotating shaft
9 speed variator
10 st 1 oil hydraulic pump
10a, 10b, 11a, 11b ejection outlets
11 nd 2 oil hydraulic pump
20 oil pressure mechanism
21. 22, 23, 24, 26, 27 oil path
30 st check valve mechanism
31. 32, 36 check valve
35 nd 2 check valve mechanism
41. 42 electromagnetic switching valve
44 electromagnetic on-off valve
45 energy accumulator
50 controller
51 working machine
52 electric motor
53 oil hydraulic pump
54 electric motor (Power source)
55 power turbine
56 flow regulating valve
100 internal combustion engine
101 supercharger surplus power recovery device
102 internal combustion engine operating device
103 oil hydraulic pump
Claims (10)
1. A supercharger surplus power recovery device for an internal combustion engine, comprising: an internal combustion engine (1) in which a working machine (51) for operating the internal combustion engine is electronically controlled via oil pressure; a supercharger (5) that is disposed in an exhaust path of the internal combustion engine, and that supplies supercharged intake air to the internal combustion engine by being rotationally driven by exhaust gas of the internal combustion engine; a 1 st hydraulic pump (10) connected to the supercharger and rotationally driven by the supercharger to generate hydraulic pressure; a hydraulic mechanism (20) that supplies hydraulic pressure to the working machine of the internal combustion engine, and operates the working machine to operate the internal combustion engine; a 2 nd hydraulic pump (11) connected to a power source (1, 54) that generates rotational power, and rotationally driven by the power source to supply hydraulic pressure to the working machine via the hydraulic mechanism; a controller (50) for electrically controlling the operation of the 1 st hydraulic pump and the 2 nd hydraulic pump; and a 1 st oil passage (21, 22, 23) disposed in the hydraulic mechanism and configured to supply hydraulic pressure from the 2 nd hydraulic pump to the working machine; and the supercharger surplus power recovery device of an internal combustion engine is characterized in that: a 2 nd oil passage (26, 27, 22, 23) which is disposed in the hydraulic mechanism and supplies the hydraulic pressure from the 1 st hydraulic pump to the working machine, the 2 nd oil passage (26, 27, 22, 23); a 3 rd oil passage (26, 27, 22, 21) which is disposed in the hydraulic mechanism and supplies the hydraulic pressure from the 1 st hydraulic pump to the 2 nd hydraulic pump, and the 3 rd oil passage (26, 27, 22, 21); a 4 th oil passage (21, 22, 27, 26) which is disposed in the hydraulic mechanism and supplies the hydraulic pressure from the 2 nd hydraulic pump to the 1 st hydraulic pump; drain means (26, 44, 24) for draining the hydraulic pressure generated by the 1 st hydraulic pump and returning the hydraulic pressure to the 1 st hydraulic pump under the control of the controller; and the controller closes the drain mechanism when the internal combustion engine is under a high load, and supplies a part of the hydraulic pressure generated by the 1 st hydraulic pump to the working machine through the 2 nd oil passage, and supplies the remaining part of the hydraulic pressure generated by the 1 st hydraulic pump to the 2 nd hydraulic pump through the 3 rd oil passage.
2. The supercharger surplus power recovery apparatus of an internal combustion engine according to claim 1, characterized in that: the controller (50) closes the drain mechanism when the internal combustion engine (1) is under a low load, supplies the hydraulic pressure generated by the 2 nd hydraulic pump (11) to the 1 st hydraulic pump (10) through the 4 th oil passage (21, 22, 27, 26), and assists the rotation of the 1 st hydraulic pump to improve the supercharging capacity of the supercharger (5).
3. The supercharger surplus power recovery apparatus of an internal combustion engine according to claim 1, characterized in that: the controller (50) opens the drain mechanism and operates the 1 st hydraulic pump (10) at no load when the internal combustion engine (1) is at a medium load, and supplies the hydraulic pressure generated by the 2 nd hydraulic pump (11) to the work machine (51) via the 1 st oil passage (21, 22, 23).
4. The supercharger surplus power recovery apparatus of an internal combustion engine according to any one of claims 1 to 3, characterized in that: the 2 nd hydraulic pump (11) is constituted by a variable displacement hydraulic pump; the hydraulic mechanism (20) includes a 1 st check valve mechanism (30) having a check function of allowing the supply of the hydraulic pressure from the 2 nd hydraulic pump to the working machine (51) and preventing the backflow of the hydraulic pressure from the downstream side of the 1 st oil passage (21, 22, 23) to the 2 nd hydraulic pump, and a check release function of forcibly allowing the backflow of the hydraulic pressure from the downstream side of the 1 st oil passage to the 2 nd hydraulic pump under the control of the controller (50), in the 1 st oil passage; the 2 nd oil passage (26, 27, 22, 23) is formed on the downstream side of the 1 st check valve mechanism connected to the 1 st oil passage on the work machine side; the 3 rd oil passage (26, 27, 22, 21) is formed by connecting the 2 nd hydraulic pump side to the downstream side of the 1 st check valve mechanism of the 1 st oil passage.
5. The supercharger surplus power recovery apparatus of an internal combustion engine according to any one of claims 1 to 3, characterized in that: the 1 st hydraulic pump (10) is constituted by a variable displacement hydraulic pump; the hydraulic mechanism is provided with a 2 nd check valve mechanism (35) having a check function and a check release function in the 3 rd oil passage, the check function allowing the supply of the hydraulic pressure from the 1 st hydraulic pump to the 2 nd hydraulic pump and preventing the backflow of the hydraulic pressure from the 2 nd hydraulic pump to the 1 st hydraulic pump, the check release function forcibly allowing the backflow of the hydraulic pressure from the 2 nd hydraulic pump to the 1 st hydraulic pump under the control of the controller (50); the 4 th oil passage (21, 22, 27, 26) includes the 3 rd oil passage.
6. The supercharger surplus power recovery apparatus of an internal combustion engine according to claim 4, characterized in that: the 1 st hydraulic pump (10) is constituted by a variable displacement hydraulic pump; the hydraulic mechanism is provided with a 2 nd check valve mechanism (35) having a check function and a check release function in the 3 rd oil passage, the check function allowing the supply of the hydraulic pressure from the 1 st hydraulic pump to the 2 nd hydraulic pump and preventing the backflow of the hydraulic pressure from the 2 nd hydraulic pump to the 1 st hydraulic pump, the check release function forcibly allowing the backflow of the hydraulic pressure from the 2 nd hydraulic pump to the 1 st hydraulic pump under the control of the controller (50); the 4 th oil passage (21, 22, 27, 26) includes the 3 rd oil passage.
7. A supercharger surplus power recovery device for an internal combustion engine, comprising: an internal combustion engine, a working machine for operating the internal combustion engine being electronically controlled via oil pressure; a supercharger (5) that is disposed in an exhaust path (4) of the internal combustion engine and that supplies supercharged intake air to the internal combustion engine by being rotationally driven by exhaust gas of the internal combustion engine; a turbine (55) that is disposed in the exhaust path in parallel with the supercharger and is rotationally driven by the exhaust gas of the internal combustion engine; a 1 st hydraulic pump (10) connected to the turbine and driven by the turbine to generate hydraulic pressure; a hydraulic mechanism (20) that supplies hydraulic pressure to the working machine of the internal combustion engine, and operates the working machine to operate the internal combustion engine; a 2 nd hydraulic pump connected to a power source that generates rotational power, the 2 nd hydraulic pump being rotationally driven by the power source and supplying hydraulic pressure to the working machine via the hydraulic mechanism; a controller for electrically controlling the 1 st hydraulic pump and the 2 nd hydraulic pump; and a 1 st oil passage disposed in the hydraulic mechanism and configured to supply hydraulic pressure from the 2 nd hydraulic pump to the working machine; and the supercharger surplus power recovery device of an internal combustion engine is characterized in that: a 2 nd oil passage, which is disposed in the hydraulic mechanism, and supplies the hydraulic pressure from the 1 st hydraulic pump to the working machine; a 3 rd oil passage (26, 27, 22, 21) which is disposed in the hydraulic mechanism and supplies the hydraulic pressure from the 1 st hydraulic pump to the 2 nd hydraulic pump, and the 3 rd oil passage (26, 27, 22, 21); a 4 th oil passage (21, 22, 27, 26) which is disposed in the hydraulic mechanism and supplies the hydraulic pressure from the 2 nd hydraulic pump to the 1 st hydraulic pump; drain means (26, 44, 24) for draining the hydraulic pressure generated by the 1 st hydraulic pump and returning the hydraulic pressure to the 1 st hydraulic pump under the control of the controller; and the controller closes the drain mechanism when the internal combustion engine is under a high load, and supplies a part of the hydraulic pressure generated by the 1 st hydraulic pump to the working machine through the 2 nd oil passage, and supplies the remaining part of the hydraulic pressure generated by the 1 st hydraulic pump to the 2 nd hydraulic pump through the 3 rd oil passage.
8. The supercharger surplus power recovery apparatus of an internal combustion engine according to claim 7, characterized in that: the controller (50) opens the drain mechanism and operates the 1 st hydraulic pump (10) at no load when the internal combustion engine (1) is at a medium load, and supplies the hydraulic pressure generated by the 2 nd hydraulic pump (11) to the work machine (51) via the 1 st oil passage (21, 22, 23).
9. The supercharger surplus power recovery apparatus of an internal combustion engine according to claim 7, characterized in that: the 2 nd hydraulic pump (11) is constituted by a variable displacement hydraulic pump; the hydraulic mechanism (20) includes a 1 st check valve mechanism (30) having a check function of allowing the supply of the hydraulic pressure from the 2 nd hydraulic pump to the working machine (51) and preventing the backflow of the hydraulic pressure from the downstream side of the 1 st oil passage (21, 22, 23) to the 2 nd hydraulic pump, and a check release function of forcibly allowing the backflow of the hydraulic pressure from the downstream side of the 1 st oil passage to the 2 nd hydraulic pump under the control of the controller (50), in the 1 st oil passage; the 2 nd oil passage (26, 27, 22, 23) is formed on the downstream side of the 1 st check valve mechanism connected to the 1 st oil passage on the work machine side; the 3 rd oil passage (26, 27, 22, 21) is formed by connecting the 2 nd hydraulic pump side to the downstream side of the 1 st check valve mechanism of the 1 st oil passage.
10. The supercharger surplus power recovery apparatus of an internal combustion engine according to any one of claims 7 to 9, characterized in that: the 1 st hydraulic pump (10) is constituted by a variable displacement hydraulic pump; the hydraulic mechanism is provided with a 2 nd check valve mechanism (35) having a check function and a check release function in the 3 rd oil passage, the check function allowing the supply of the hydraulic pressure from the 1 st hydraulic pump to the 2 nd hydraulic pump and preventing the backflow of the hydraulic pressure from the 2 nd hydraulic pump to the 1 st hydraulic pump, the check release function forcibly allowing the backflow of the hydraulic pressure from the 2 nd hydraulic pump to the 1 st hydraulic pump under the control of the controller (50); the 4 th oil passage (21, 22, 27, 26) includes the 3 rd oil passage.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2015-092862 | 2015-04-30 | ||
| JP2015092862A JP6012810B1 (en) | 2015-04-30 | 2015-04-30 | Supercharger surplus power recovery device for internal combustion engine |
| PCT/JP2016/063013 WO2016175194A1 (en) | 2015-04-30 | 2016-04-26 | Supercharger surplus power recovery device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN107532502A CN107532502A (en) | 2018-01-02 |
| CN107532502B true CN107532502B (en) | 2020-01-21 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201680025870.1A Active CN107532502B (en) | 2015-04-30 | 2016-04-26 | Supercharger surplus power recovery device for internal combustion engine |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JP6012810B1 (en) |
| KR (1) | KR101859893B1 (en) |
| CN (1) | CN107532502B (en) |
| WO (1) | WO2016175194A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6383925B1 (en) * | 2017-06-21 | 2018-09-05 | 株式会社三井Ｅ＆Ｓマシナリー | Supercharger surplus power recovery device for internal combustion engine and ship |
| JP6348640B1 (en) * | 2017-07-05 | 2018-06-27 | 株式会社三井Ｅ＆Ｓホールディングス | Supercharger surplus power recovery device for internal combustion engine and ship |
| JP6409162B1 (en) * | 2017-10-02 | 2018-10-24 | 株式会社三井Ｅ＆Ｓマシナリー | Supercharger surplus power recovery device for internal combustion engine and ship |
| KR200488841Y1 (en) * | 2018-02-07 | 2019-03-26 | (주)준마플랜트 | Dust collector |
| KR20200140504A (en) * | 2019-06-07 | 2020-12-16 | 가부시키가이샤 미쯔이 이앤에스 머시너리 | Turbo charger excess power recovery device for internal combustion engine, and ship |
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2016
- 2016-04-26 KR KR1020177031285A patent/KR101859893B1/en active IP Right Grant
- 2016-04-26 WO PCT/JP2016/063013 patent/WO2016175194A1/en active Application Filing
- 2016-04-26 CN CN201680025870.1A patent/CN107532502B/en active Active
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Also Published As
| Publication number | Publication date |
|---|---|
| KR101859893B1 (en) | 2018-05-18 |
| JP6012810B1 (en) | 2016-10-25 |
| KR20170124622A (en) | 2017-11-10 |
| CN107532502A (en) | 2018-01-02 |
| JP2016211386A (en) | 2016-12-15 |
| WO2016175194A1 (en) | 2016-11-03 |
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