CN112049721A - Supercharger residual power recovery device for internal combustion engine, and ship - Google Patents
Supercharger residual power recovery device for internal combustion engine, and ship Download PDFInfo
- Publication number
- CN112049721A CN112049721A CN201910733531.4A CN201910733531A CN112049721A CN 112049721 A CN112049721 A CN 112049721A CN 201910733531 A CN201910733531 A CN 201910733531A CN 112049721 A CN112049721 A CN 112049721A
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- Prior art keywords
- internal combustion
- combustion engine
- shaft
- supercharger
- power recovery
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Classifications
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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
- 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
- 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
Abstract
The invention relates to a supercharger residual power recovery device of an internal combustion engine and a ship. In a structure in which a rotary shaft of a supercharger surplus power recovery device of an internal combustion engine is connected to a speed reducer, vibration of the shaft is suppressed. A shaft on the supercharger side and a shaft (102) on the reducer (9) side are connected by a spline joint, and are arranged: an inlet line (71) for supplying lubricating oil from the outside of the speed reducer (9) to the shaft (102) on the speed reducer (9) side; and an outlet line (72) which is configured to discharge the lubricating oil supplied to the shaft (102) on the speed reducer (9) side to the outside of the speed reducer (9) and to join the lubricating oil circulating in the internal combustion engine.
Description
Technical Field
The invention relates to a supercharger residual power recovery device of an internal combustion engine and a ship.
Background
Conventionally, in an internal combustion engine such as a diesel engine or a gas engine, an output of the engine is attempted to be improved by rotationally driving a turbine of a supercharger (turbocharger) with exhaust gas of the engine and increasing a supply air density with a compressor rotated by the rotationally driven turbine.
However, even if a supercharger is mounted in such a manner in an attempt to effectively utilize exhaust energy, the exhaust energy remains in excess at the time of high load (high output) of the engine, and the like, and it has been strongly demanded to utilize the excess exhaust energy without waste, not only from the viewpoint of improving fuel consumption, but also from the viewpoint of protecting the environment.
As a device for effectively utilizing the engine surplus exhaust energy, there is known a supercharger surplus power recovery device which generates hydraulic pressure by a hydraulic pump connected to a supercharger and rotationally driven by the supercharger, and supplies the hydraulic pressure to a hydraulic mechanism as a drive source for driving an operating machine of an internal combustion engine (patent document 1).
[ background Art document ]
[ patent document ]
[ patent document 1] Japanese patent No. 6012810 publication
Disclosure of Invention
[ problems to be solved by the invention ]
The supercharger of the supercharger surplus power recovery device includes a compressor and a turbine, and the compressor and the turbine are connected by a rotating shaft. The turbine is rotationally driven by exhaust gas of the engine, and the compressor is rotated by the turbine. A reduction gear is connected to a rotary shaft extending from the compressor, and a hydraulic pump is connected to the reduction gear.
In such a configuration, the rotating shaft rotates at a high speed, and therefore, it is necessary to suppress vibration of the rotating shaft due to rotation as much as possible. Generally, a rotary shaft extending from a compressor to a reduction gear is supported by a bearing. The vibration of the rotating shaft is suppressed in the vicinity of the bearing, but is difficult to suppress in other portions. In particular, the rotating shaft is connected between the rotating shaft on the turbine side and the rotating shaft on the speed reducer side by a diaphragm coupling, and it is difficult to suppress vibration of the rotating shaft in the diaphragm coupling.
Therefore, an object of the present invention is to provide a supercharger surplus power recovery device and a ship using the supercharger surplus power recovery device, which can suppress vibration of a shaft in a manner different from a diaphragm coupling in a structure in which a rotary shaft of a supercharger surplus power recovery device of an internal combustion engine is connected to a speed reducer.
[ means for solving problems ]
One aspect of the present invention is a supercharger surplus power recovery device for an internal combustion engine, characterized by comprising: an internal combustion engine driven by electronically controlling an operating machine operated by oil pressure; a supercharger is provided with: a turbine disposed in an exhaust gas passage of the internal combustion engine and rotated by exhaust gas of the internal combustion engine; and a compressor rotated by rotation of the turbine; supplying intake air, which is supercharged by rotation of the turbine and the compressor, to an intake pipe of the internal combustion engine; an oil pressure pump that generates oil pressure by transmitting rotation of the turbine and the compressor and being rotationally driven by a shaft extending from the turbine and the compressor; a speed reducer that reduces the rotational speed of the shaft and transmits the reduced rotational speed to the hydraulic pump; and an operating machine that is driven by the hydraulic pressure generated by the hydraulic pump to operate the internal combustion engine; and a spline joint for connecting the shaft on the supercharger side and the shaft on the speed reducer side is provided on the shaft for connecting the speed reducer and the compressor, the spline joint is provided at a position of a bearing of the shaft, and the spline joint is configured to allow axial movement of the shaft on the supercharger side.
Another aspect of the present invention is a supercharger surplus power recovery apparatus for an internal combustion engine, characterized by comprising: an internal combustion engine driven by electronically controlling an operating machine operated by oil pressure; a supercharger is provided with: a turbine disposed in an exhaust gas passage of the internal combustion engine and rotated by exhaust gas of the internal combustion engine; and a compressor rotated by rotation of the turbine; supplying intake air, which is supercharged by rotation of the turbine and the compressor, to an intake pipe of the internal combustion engine; an oil pressure pump that generates oil pressure by transmitting rotation of the turbine and the compressor and being rotationally driven by a shaft extending from the turbine and the compressor; a speed reducer that reduces the rotational speed of the shaft and transmits the reduced rotational speed to the hydraulic pump; and an operating machine that is driven by the hydraulic pressure generated by the hydraulic pump to operate the internal combustion engine; and a spline joint for connecting the shaft on the supercharger side and the shaft on the speed reducer side is provided on the shaft connecting the speed reducer and the compressor, the spline joint is provided at the position of the bearing of the shaft, a muffler for allowing the rotation shaft to pass is provided between the compressor and the speed reducer, and the spline joint is located in the region of the muffler.
The spline joint is preferably configured to allow axial movement of the supercharger-side axial shaft.
The supercharger-side shaft is preferably of cantilevered beam construction relative to the spline joint.
Another aspect of the present invention is a ship having the supercharger surplus power recovery device of the internal combustion engine mounted thereon, wherein the internal combustion engine is a ship propulsion engine.
[ Effect of the invention ]
According to the supercharger surplus power recovery device and the ship on which the device is mounted, in the structure in which the rotating shaft of the supercharger surplus power recovery device of the internal combustion engine is connected to the speed reducer, the vibration of the shaft can be suppressed in a manner different from the diaphragm coupling.
Drawings
Fig. 1 is a diagram showing a main configuration of a supercharger surplus power recovery device according to the present embodiment.
Fig. 2 is an external perspective view of an example of a supercharger used in the present embodiment.
Fig. 3 is a diagram illustrating an example of the structure of the shaft of the supercharger used in the present embodiment.
Fig. 4 is a diagram illustrating an example of a connection portion between the intermediate shaft and the pinion shaft used in the present embodiment.
Fig. 5 is a view showing an example of a connection form of the pinion shaft and the intermediate shaft at the shaft connecting portion of the present embodiment.
Fig. 6 is an explanatory diagram illustrating an inlet line and an outlet line for supplying lubricating oil to the pinion shaft.
Fig. 7 is an explanatory view illustrating a state seen in the AA arrow direction of fig. 6.
Detailed Description
An embodiment of a supercharger surplus power recovery device for an internal combustion engine and a ship according to the present invention will be described in detail.
Fig. 1 is a diagram showing a main configuration of a supercharger surplus power recovery device (hereinafter referred to as a recovery device) 200 according to the present embodiment.
The recovery device 200 is a device provided in association with the internal combustion engine 1. The recovery device 200 generates hydraulic pressure in a hydraulic pump that is connected to a supercharger and rotationally driven by the supercharger, and supplies the hydraulic pressure as hydraulic pressure that serves as a drive source for driving an operating device (for example, an exhaust valve or a fuel injection valve) of the internal combustion engine. The process of this recovery apparatus 200 is referred to as an exhaust energy recovery process. Next, the recovery device 200 and the exhaust energy recovery process will be described.
(recovery device and exhaust gas energy recovery treatment)
The recovery device 200 mainly includes an internal combustion engine 1, a supercharger 5, a hydraulic pump 10, a hydraulic mechanism 20, a controller 50, and a hydraulic control unit 51.
The internal combustion engine 1 is not particularly limited, and examples thereof include a low-speed diesel engine (power source, internal combustion engine) for propulsion mounted on a ship. The internal combustion engine 1 is an electronically controlled engine in which actuating devices such as an exhaust valve and a fuel injection valve, which are required to drive the internal combustion engine 1, are electronically controlled via oil pressure. A supercharger 5 is provided in the internal combustion engine 1.
The supercharger 5 is rotationally driven by exhaust gas of the internal combustion engine 1, and supplies intake air supercharged and supplied to the intake pipe of the internal combustion engine 1 to the internal combustion engine 1. Specifically, the supercharger 5 includes a compressor 6 and a turbine 7. The compressor 6 and the turbine 7 are coupled by a rotary shaft 8. The turbine 7 is rotationally driven by the exhaust gas of the internal combustion engine 1, and the compressor 6 is rotated by the turbine 7. This increases the density of the air supplied to the internal combustion 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 internal combustion engine 1 is not limited to a marine engine, and its form is not limited to a low-speed diesel engine. Including gas engines fueled by natural gas, town gas, and the like, as well as all other forms of electronically controlled engines.
As shown in fig. 1, a speed reducer 9 is connected to a rotary shaft 8 of the supercharger 5, and a variable displacement hydraulic pump 10 is connected to the speed reducer 9. A reduction gear 3 is connected to one end of a crankshaft 2 of the internal combustion engine 1, and a variable displacement engine-driven hydraulic pump 11 is connected to the reduction gear 3.
The engine-driving hydraulic pump 11 may be directly connected to the crankshaft 2 of the internal combustion engine 1 without providing the speed reducer 3. The number of the hydraulic pumps 10 and the number of the engine-driving hydraulic pumps 11 are 1 in fig. 1, but this is merely an example and a plurality of pumps may be provided.
The hydraulic pump 10 and the engine-driving hydraulic pump 11 are incorporated in the hydraulic mechanism 20.
The hydraulic mechanism 20 is a mechanism that supplies hydraulic pressure to a hydraulic control unit 51 of an operating machine including the internal combustion engine 1, operates the operating machine, and drives the internal combustion engine 1. The hydraulic mechanism 20 includes oil passages 21, 22, 23, 24, 26, and 27, a 1 st check valve mechanism 30, a 2 nd check valve mechanism 35, an electromagnetic opening/closing valve mechanism 44, a starting hydraulic pump 53, and a switching valve 55.
In the hydraulic mechanism 20, one of the discharge ports 11a of the engine-driving hydraulic pump 11 is connected to the oil passage 21, and is connected to the hydraulic control unit 51 of the working machine of the internal combustion engine 1 via the 1 st check valve mechanism 30 and the oil passage 23, so that the engine-driving hydraulic pump 11 supplies hydraulic pressure. The 1 st oil passage is formed by the oil passages 21, 22, 23. The other discharge port 11b of the engine-driving hydraulic pump 11 is connected to one of the discharge ports 10b of the hydraulic pump 10 via an oil passage 24.
The hydraulic pump 10 is connected to the supercharger 5, and is rotationally driven by the supercharger 5 to generate hydraulic pressure. The other discharge port 10a of the hydraulic pump 10 is connected to the oil passage 26, and is connected to a hydraulic control unit 51 of the working machine of the internal combustion engine 1 via the 2 nd check valve mechanism 35, the oil passage 27, and the oil passage 23 in this order. The hydraulic pump 10 supplies hydraulic pressure to the hydraulic control unit 51. The oil passage 27 is branched and connected to the other discharge port 11a of the engine-driving hydraulic pump 11 via the oil passage 22, the 1 st check valve mechanism 30, and the oil passage 21 in this order.
The discharge ports 10a and 10b of the hydraulic pump 10 and the discharge ports 11a and 11b of the engine-driving hydraulic pump 11 are referred to as discharge ports. In practice, however, as described below, depending on the operating state, one of the nozzles is a hydraulic nozzle and the other is a hydraulic inlet, but in the present embodiment, the nozzles are referred to as "nozzles" for convenience.
The 1 st check valve mechanism 30 has a check release function of allowing the hydraulic pressure to flow back from the oil passage 22 to the oil passage 21, that is, from the oil passage 22 to the engine drive hydraulic pump 11 by switching an unillustrated electromagnetic switching valve in the 1 st check valve mechanism 30 under the control of the controller 50.
When the check canceling function is off, the 1 st check mechanism 30 performs a normal check function that allows the hydraulic pressure to be supplied from the engine drive hydraulic pump 11 to the hydraulic control unit 51 via the oil passage 21 and prevents the hydraulic pressure from flowing back from the oil passage 22 to the engine drive hydraulic pump 11.
On the other hand, when the check release function is on, the 1 st check valve mechanism 30 allows the hydraulic pressure to flow back from the oil passage 22 to the engine drive hydraulic pump 11 as described above. Further, an accumulator may be disposed between the engine-driving hydraulic pump 11 and the 1 st check valve mechanism 30. The accumulator absorbs oil pressure fluctuations that occur with ocean waves, exhaust valve actuation, fuel injection, and the like.
The 2 nd check valve mechanism 35 has a check release function of allowing the hydraulic pressure to flow back from the oil passage 27 to the oil passage 26, that is, from the oil passage 27 to the hydraulic pump 10, under the control of the controller 50.
When the check release function is off, the 2 nd check valve mechanism 35 performs a normal check function that allows the hydraulic pressure to be supplied from the hydraulic pump 10 to the hydraulic control unit 51 and the 1 st check valve mechanism 30 via the oil passage 26 and prevents the hydraulic pressure from flowing back from the oil passage 27 to the oil passage 26, that is, from the oil passage 27 to the hydraulic pump 10. On the other hand, when the check release function is on, the 2 nd check valve mechanism 35 allows the hydraulic pressure to flow back from the oil passage 27 to the oil passage 26, that is, from the oil passage 27 to the hydraulic pump 10, as described above.
An electromagnetic on-off valve mechanism 44 is disposed between the oil passage 26 and the oil passage 24, and by opening the electromagnetic on-off valve mechanism 44, the hydraulic pressure of the oil passage 26 can be discharged to the oil passage 24, and the hydraulic pressure of the oil passage 26 can be released. The oil passage 26, the electromagnetic opening/closing valve mechanism 44, and the oil passage 24 constitute a drain mechanism.
The hydraulic pump 53 for starting is connected to the motor 52. The starting hydraulic pump 53 is rotationally driven at the time of starting the internal combustion engine 1 to supply hydraulic pressure to the hydraulic control unit 51.
The switching valve 55 is a valve for returning the hydraulic oil in the oil passage 23 to the hydraulic oil source. The hydraulic oil is supplied from the hydraulic oil source to the hydraulic mechanism 20 through the oil passage 24.
The controller 50 is a portion that electronically controls an oil pressure control unit 51 including an actuator, thereby controlling the driving of the internal combustion engine 1. The controller 50 acquires information on the load factor of the internal combustion engine 1, detects, for example, the intake air temperature of the intake air, the scavenging pressure on the downstream side of the supercharger 5, and the like, by sensors, and electrically controls the operation of the hydraulic pump 10, the engine-driving hydraulic pump 11, the 1 st check valve mechanism 30, the 2 nd check valve mechanism 35, the electromagnetic switching valve mechanism 44, a control valve that controls the flow rate of the exhaust gas to be sent to the turbine 7 of the supercharger 5, and the like, as described below, based on the detected scavenging pressure, intake air temperature, and the like, and the load factor of the internal combustion engine 1. Further, there are also cases where: the controller 50 controls the operations of the hydraulic pump 10, the engine-driving hydraulic pump 11, the 1 st check valve mechanism 30, the 2 nd check valve mechanism 35, the electromagnetic switching valve mechanism 44, the control valve, and the like, using parameters other than the load factor, the scavenging pressure, and the intake air temperature.
The oil pressure control unit 51 includes an operating machine that is operated by oil pressure to drive an exhaust valve, a fuel injection valve, and the like of the internal combustion engine 1, and these operating machines are electronically controlled by the controller 50.
(supercharger)
Fig. 2 is an external perspective view of an example of the supercharger 5. The supercharger 5 includes a compressor 6, a turbine 7, a speed reducer 9, and a muffler 60. The exhaust gas enters the turbine 7 from the exhaust pipe 7a, rotates the turbine 7, and is then discharged from the pipe 7b to the outside atmosphere. On the other hand, in the compressor 6, intake gas from the outside atmosphere is taken in from the annular outer peripheral portion 6a, and gas compressed by the compressor 6 is supplied from a pipe not shown to the supply manifold. The muffler 60 suppresses sound emitted from the compressor 6. On the side of the compressor 6 opposite to the muffler 60, a speed reducer 9 is provided. The speed reducer 9 reduces the rotational speed of a shaft extending from the supercharger 5 and rotating at a high speed, and transmits the reduced rotational speed to the hydraulic pump 10.
In the turbocharger 5, 1 rotating shaft for connecting the rotating blades of the turbine 7 and the rotating blades of the compressor 6 is provided, and an intermediate shaft connected to the rotating shaft by a diaphragm coupling or the like extends. The intermediate shaft is connected to a pinion shaft on the reduction gear 9 side.
Fig. 3 is a diagram illustrating an example of the structure of the shaft of the supercharger used in the present embodiment. Specifically, fig. 3 is a diagram illustrating the device configuration between the intermediate shaft 100 and the speed reducer 9 and the hydraulic pump 10 (hydraulic pumps 10-1 and 10-2) in the present embodiment. An intermediate shaft 100 connected to a rotation shaft, not shown, passes through the inside of the supercharger 5, and is connected to a pinion shaft on a side wall of the muffler 60. In the example shown in fig. 3, 2 hydraulic pumps 10-1 and 10-2 are provided to 1 pinion shaft via gears of the reduction gear 9.
Fig. 4 is a diagram illustrating an example of a connection portion between the intermediate shaft 100 and the pinion shaft 102. The pinion shaft 102 is a shaft connected to a gear, not shown, of the speed reducer 9, and is rotationally driven by rotation of the turbine 7 and the compressor 6. That is, the intermediate shaft 100 is a shaft that transmits rotation of the turbine 7 and the compressor 6 and extends from the turbine 7 and the compressor 6 side. The hydraulic pumps 10-1 and 10-2 are rotationally driven by rotation of the intermediate shaft 100, thereby generating hydraulic pressure.
Here, at a connecting portion 106 of the pinion shaft 102 and the intermediate shaft 100, a bearing 104 using a bearing is provided. The bearing 104 is in contact with the outer periphery of the pinion shaft 102. The pinion shaft 102 is a hollow shaft, and is formed in a structure in which the intermediate shaft 100 is inserted into a hollow portion of the hollow shaft. Therefore, a portion of the pinion shaft 102 that contacts the intermediate shaft 100 is a connecting portion 106, and a bearing 104 is provided at an axial position of the connecting portion 106.
Fig. 5 is a view showing an example of a connection form of the pinion shaft 102 and the intermediate shaft 100 at the connection portion 106. The intermediate shaft 100 is a spline shaft having a plurality of teeth on the outer periphery of the shaft, and the pinion shaft 102 has a spline hole having a shape corresponding to the spline shaft on the inner wall of the hollow shaft, and the spline shaft and the spline hole are configured to mesh with each other in the rotational direction. In the rotational direction of this connecting portion 106, torque is transmitted to the reducer 9 side, and the intermediate shaft 100 has a sliding function with respect to the pinion shaft 102 in the axial direction of the shaft.
That is, a connection portion 106 of a spline joint for connecting the intermediate shaft 100 on the supercharger 5 side and the pinion shaft 102 on the speed reducer 9 side is provided on a shaft connecting the speed reducer 9 and the compressor 6, and the connection portion 106 of the spline joint is provided at a position of a bearing 104 of the shaft.
Since the connecting portion 106 has such a configuration, even if the intermediate shaft 100 connected to the rotating shaft extending from the turbine 7 generates vibration due to high-speed rotation (for example, around 10000 rpm), since the bearing 104 is provided at the connecting portion 106 of the pinion shaft 102 and the intermediate shaft 100, vibration of the connecting portion 106 can be suppressed. In particular, since the intermediate shaft 100 has a cantilever structure extending toward the gear side of the reduction gear 9 with a supercharger shaft side bearing, not shown, as a support point, vibration is likely to occur, but the intermediate shaft 100 is supported by the bearing 104 at the connection portion 106, and therefore vibration on the intermediate shaft 100 side can be suppressed efficiently. Thereby enabling the pinion shaft 102 to be stably engaged with the intermediate shaft 100.
In particular, the intermediate shaft 100 is inserted into the hollow shaft of the pinion shaft 102, and this structure is preferable in that the bearing 104 is in contact with the pinion shaft 102, and the pinion shaft 102 is supported by the bearing 104, so that the pinion shaft 102 meshing with the gear of the reduction gear unit 9 is fixed to the shaft so as not to move in the axial direction.
Further, since the intermediate shaft 100 is configured to have a sliding function in the connecting portion 106 of the spline joint, that is, to allow the intermediate shaft 100 on the supercharger 5 side to move in the axial direction of the shaft, even if vibration or the like occurs in the intermediate shaft 100 due to displacement in the axial direction of the shaft, the displacement can be absorbed by the connecting portion 106, and therefore, transmission of vibration to the pinion shaft 102 can be suppressed. In addition, even if there is an error in shaft dimension or the like with respect to the design dimension, and the position of the end portion of the intermediate shaft 100 at the connecting portion 106 is shifted from the design position as a target, the positional accuracy of the pinion shaft 102 is not affected by such a positional shift with respect to the design position.
By locating the connecting portion 106 of the spline joint in the region of the muffler 60, the pinion shaft 102 can be made to mesh with the gear of the reduction gear 9 without extending it, and therefore vibration at the meshing position can be suppressed.
As illustrated in fig. 6 and 7, the supercharger surplus power recovery device 200 includes an inlet line 71 for supplying lubricating oil to the pinion shaft 102, which is a shaft on the reduction gear 9 side, and an outlet line 72 for discharging the lubricating oil supplied to the pinion shaft 102. As illustrated in fig. 7, four hydraulic pumps 10 are provided in the speed reducer 9.
The inlet line 71 is connected to a side portion 73 that is a side of the reduction gear 9, and communicates the outside and the inside of the reduction gear 9. The inlet line 71 extends to the vicinity of the pinion shaft 102 disposed inside the reduction gear 9. The outlet line 72 is connected to a lower portion 74 below the reduction gear 9, and communicates the inside and the outside of the reduction gear 9. One end of the outlet line 72 extends to the vicinity of the pinion shaft 102. The positions at which the inlet line 71 and the outlet line 72 are connected to the reduction gear 9 are not limited to the above, and may be appropriately changed.
The other end of the outlet line 72 may be connected to a predetermined portion of the internal combustion engine 1 in a state where the lubricating oil discharged from the outlet line 72 merges with the lubricating oil circulating in the internal combustion engine 1. Specifically, for example, the other end of the outlet line 72 may be connected to a crankcase or a tank of the internal combustion engine 1.
Since the lubricant is supplied to the pinion shaft 102 by the provision of the inlet line 71 and the outlet line 72, the pinion shaft 102 can be rotated stably. This is more advantageous in suppressing the vibration generated from the pinion shaft 102.
The lubricating oil circulating in the internal combustion engine 1 may be supplied to the inlet line 71. With this configuration, it is not necessary to separately provide a pump or other device for supplying the lubricant oil to the pinion shaft 102. Further, the inlet line 71 may be supplied with lubricating oil from a separately provided oil tank. Further, the lubricating oil discharged from the outlet line 72 may be collected to a drain tank provided separately.
The reduction gear 9 may be lubricated by the lubricating oil supplied from the inlet line 71. This is advantageous in improving the rotational stability of the pinion shaft 10.
The supercharger surplus power recovery device for an internal combustion engine provided with such a supercharger 5 can be preferably mounted on a ship. In this case, the internal combustion engine is preferably a ship propulsion engine. Since the vibration of the shaft to which the supercharger 5 rotates can be suppressed as described above, the rotation can be stably transmitted from the turbine 7 to the hydraulic pump 10 via the shaft and the speed reducer 9, and the supercharger surplus power recovery device can be stably operated.
The supercharger surplus power recovery device and the ship are merely examples, and various changes may be made based on the gist of the present invention, and they are not excluded from the scope of the present invention.
[ description of symbols ]
1 internal combustion engine
2 crankshaft
3 speed reducer
4 exhaust gas passage
5 supercharger
6 compressor
6a circular ring-shaped outer peripheral portion
7b tube
7 turbine
7a exhaust pipe
8 rotating shaft
9 speed reducer
10 oil hydraulic pump
10a, 10b, 11a, 11b ejection outlets
11 engine driven oil pressure pump
20 oil pressure mechanism
21. 22, 23, 24, 26, 27 oil path
30 st check valve mechanism
44 electromagnetic switch valve mechanism
35 nd 2 check valve mechanism
50 controller
51 oil pressure control unit
52 electric motor
53 hydraulic pump for starting
60 silencer
71 inlet line
72 outlet line
73 side part
74 lower part
100 intermediate shaft
102 pinion shaft
104 bearing
106 connecting part
200 supercharger residual power recovery device
Claims (6)
1. A supercharger surplus power recovery device for an internal combustion engine, characterized by comprising:
an internal combustion engine driven by electronically controlling an operating machine operated by oil pressure;
a supercharger is provided with: a turbine disposed in an exhaust gas passage of the internal combustion engine and rotated by exhaust gas of the internal combustion engine; and a compressor rotated by rotation of the turbine; supplying intake air, which is supercharged by rotation of the turbine and the compressor, to an intake pipe of the internal combustion engine;
an oil pressure pump that generates oil pressure by transmitting rotation of the turbine and the compressor and being rotationally driven by a shaft extending from the turbine and the compressor;
a speed reducer that reduces the rotational speed of the shaft and transmits the reduced rotational speed to the hydraulic pump; and
an operating machine that is driven by the hydraulic pressure generated by the hydraulic pump and operates the internal combustion engine;
a spline joint for connecting the shaft on the supercharger side and the shaft on the speed reducer side is provided on the shaft connecting the speed reducer and the compressor,
the spline joint is arranged at the position of a bearing of the shaft; and is
The supercharger surplus power recovery device for an internal combustion engine is provided with:
an inlet line for supplying lubricating oil from the outside of the reduction gear to a shaft on the reduction gear side; and
and an outlet line configured to discharge the lubricating oil supplied to the shaft on the speed reducer side to the outside of the speed reducer and to join the lubricating oil circulating in the internal combustion engine.
2. The supercharger surplus power recovery apparatus for an internal combustion engine according to claim 1, wherein
The inlet line is configured to supply the lubricating oil to the spline joint.
3. The supercharger surplus power recovery apparatus of an internal combustion engine according to claim 1 or 2, wherein
The spline joint is configured to allow axial movement of the supercharger-side axial shaft.
4. The supercharger surplus power recovery apparatus of an internal combustion engine according to claim 1 or 2, wherein
With respect to the spline joint, the supercharger-side shaft is of a cantilever beam configuration.
5. The supercharger surplus power recovery apparatus of an internal combustion engine according to claim 1 or 2, wherein
A silencer for allowing the rotating shaft to pass is arranged between the compressor and the speed reducer, and
the spline joint is located in the region of the muffler.
6. A marine vessel, characterized by:
a supercharger surplus power recovery device incorporating an internal combustion engine according to any one of claims 1 to 5, and
the internal combustion engine is a marine propulsion engine.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR10-2019-0067164 | 2019-06-07 | ||
| KR1020190067164A KR20200140504A (en) | 2019-06-07 | 2019-06-07 | Turbo charger excess power recovery device for internal combustion engine, and ship |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112049721A true CN112049721A (en) | 2020-12-08 |
| CN112049721B CN112049721B (en) | 2023-01-10 |
Family
ID=73609092
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910733531.4A Active CN112049721B (en) | 2019-06-07 | 2019-08-08 | Supercharger residual power recovery device for internal combustion engine, and ship |
Country Status (2)
| Country | Link |
|---|---|
| KR (1) | KR20200140504A (en) |
| CN (1) | CN112049721B (en) |
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| KR20200140504A (en) | 2020-12-16 |
| CN112049721B (en) | 2023-01-10 |
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