JP2003020971A - Diesel engine generator, engine, and method of driving diesel engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To establish a technology to suppress the production of colored smoke and unburnt gas at the time of starting. SOLUTION: An engine output shaft 4 is connected to a generator 5. The rotating phase of the engine output shaft 4 is controlled by a control power inputted into the output side of the generator 5, and the generator is used as a motor for controlling the time series phase of a piston. The rotating phase of the engine output shaft 4 corresponds mechanically to the phase of the piston in a cylinder through a crank mechanism. When the control power inputted into the output side of the generator 5 is inputted into the generator 5, the generator functions as a motor losing a function as the generator. The piston is driven by the mechanical output of the motor. The rotating phase of the engine output shaft 4 is controlled before ignition, and thus the linear phase of the piston can be controlled before ignition. By such a control, the volume of a combustion chamber is rapidly increased, and the diffusion of micro particles of fuel can be effectively promoted, and the occurrence of colored smoke at the time of starting can be effectively suppressed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a diesel engine generator, a diesel engine, and a driving method of a diesel engine, and more particularly to a diesel engine having an exhaust gas energy recovery system and an inverter provided in the recovery system. The present invention relates to a generator, a diesel engine, and a driving method of a diesel engine.

[0002]

2. Description of the Related Art Harmonization of stable expansion of power supply and environmental protection is required. For such harmony, a variety of combinations of heat engine and generator is required. Fuel-efficient diesel engines enhance such versatility when combined with a generator. Diesel engine generators, which have been considered for emergency use, are regarded as important as normal-state generators because of diversification such as distributed generation.

FIG. 9 shows an outline of a 4-cylinder 4-stroke diesel engine. The output shaft 101 supported by the base is mechanically connected to a mechanical output group 103 including four cylinders via a crank group 102 including four connecting links. Fuel is injected from the fuel injection pump 104 via the fuel supply pipe 105 into the combustion chamber of each cylinder. Air supply pipe 1 from turbocharger 106
Air is supplied to the combustion chamber of each cylinder via 07. The timing of injection supply of air and fuel depends on the output shaft 1
01 is synchronized with 01 via a gear 108 to synchronize with the rotation phase of the cam of a cam shaft 109 that rotates. Exhaust gas in the combustion chamber is exhausted via the exhaust pipe 110.

At startup before ignition, the compressed air supplied to the combustion chamber drives the pistons of the mechanical output group 103. The compressed air speeds up the rotation of the output shaft 101 at a rotational speed of about 1/10 of the rated rotational speed, and ignition of the combustion chamber starts. After the ignition of the compressed air at the time of starting, the output shaft 101 can autonomously increase its speed to the rated speed by burning the fuel. In a cam diesel engine in which the timing is controlled by a cam and the compressed air supply system is large, the rotation speed at the start of ignition is suppressed to about 1/10 of the rated rotation speed. The fuel injection opening / closing valve whose timing is mechanically controlled by such a cam has a long opening / closing cycle, the fuel diffusion in the combustion chamber is uneven, and the sprayed fuel is small and hardly becomes an ideal sphere.
Combustion at start is difficult to be uniform. Such non-uniformity makes it difficult to suppress the generation of colored smoke and unburned gas in the exhaust gas. The emission of colored smoke at startup is especially
Hated

As shown in FIG. 10, the axial end wall 111 of the cylinder, which is the main body of the diesel engine, is
A fuel supply valve device 112, an air supply valve device 113, a combustion gas discharge valve device 114, and a startup compressed air valve device 115 are arranged. The inner surface shape of the axial end wall 111 of the cylinder is designed to be optimal during steady operation, and is not optimal at the time of starting. In particular, the shape of the dead space at the corner is not appropriate. The existence of such a dead space is considered to be a cause of generation of colored smoke.

A diesel engine is known in which an engine output shaft is hybridized by being axially coupled to a motor through a differential gear to suppress exhaust gas emission in a city area.
There is no known hybrid diesel engine that considers fuel efficiency. In a known heat engine that converts thermal energy of combustion, which is a chemical reaction of oxygen and fuel, into mechanical energy of a piston, control of the phase or speed of the piston during combustion, particularly during ignition, is performed by structural / mechanical design of the engine. Physically constrained according to, the velocity corresponding to any phase of the 2π period of the piston cannot be controlled.

A diesel engine for distributed power generation (ABB) in which a generator is axially coupled to a turbine that drives a compressor for introducing the atmosphere into the diesel engine body.
Are known as shown in FIG. A compressor 123 is axially coupled to a turbine 122 that recovers thermal energy of exhaust gas discharged from the engine body 121. Part of the thermal energy of the exhaust gas is used as energy for supercharging the atmosphere into the engine body 121, and the remaining part of the thermal energy of the exhaust gas is generated by the generator 124 that is axially coupled to the turbine 122. Recovered as energy. The electric energy recovered by the generator 124 is frequency-converted by the inverter 125, and the output of the main generator 126 is supplied to the grid together with the main electric machine output power whose phase is converted by the switching device 127.

Apart from measures against exhaust gas containing nitrogen oxides, the first requirement is to establish a technique for suppressing the generation of colored smoke and unburned gas at the time of starting. The next important issue for the time being is to realize the generation of colored smoke at the time of starting only for diesel engines. Further, it is required to establish a driving technique capable of optimizing the physical state of combustion not only for the diesel engine but also for suppressing the generation of harmful gas and improving fuel efficiency at the same time.

[0009]

DISCLOSURE OF THE INVENTION An object of the present invention is to provide a diesel engine generator, a diesel engine, and a diesel engine drive capable of establishing a technique for suppressing the generation of colored smoke and unburned gas at the time of starting. To provide a method. Another object of the present invention is to provide a diesel engine generator, a diesel engine, and a method for driving a diesel engine, which can suppress the generation of colored smoke at the time of starting the diesel generator. Another object of the present invention is to further provide a diesel engine generator, a diesel engine, and a driving method of the diesel engine, which can establish a technique for optimizing a physical state of combustion. Another object of the present invention is to provide an engine capable of establishing a technique for optimizing the physical state of combustion.

[0010]

Means for solving the problem Means for solving the problem are expressed as follows. The technical matters appearing in the expression are accompanied by parentheses (), and numbers, symbols and the like are added. The numbers, symbols and the like are technical matters constituting at least one embodiment or plural examples of the embodiments or plural examples of the present invention, particularly the embodiment or examples. It corresponds to the reference numbers, reference symbols, etc. attached to the technical matters expressed in the drawings corresponding to. Such reference numbers and reference symbols clarify correspondences and bridges between the technical matters described in the claims and the technical matters of the embodiments or examples. Such correspondence / bridge does not mean that the technical matters described in the claims are limited to the technical matters of the embodiment or the examples.

The diesel engine generator according to the present invention comprises an engine output shaft (4) and a generator (5) connected to the engine output shaft (4). The rotational phase of the engine output shaft (4) is time-sequentially controlled by the control power input to the output side of the generator (5). The time-sequential control of phase is control of velocity or control of acceleration. The rotational phase of the engine output shaft (4) mechanically corresponds to the linear phase of the piston in the cylinder via the crank mechanism. When the control power input to the output side of the generator (5) is input to the generator (5), the generator loses the generator function and functions as a motor.
The mechanical output of the motor drives the piston. There are two modes of operation of the generator (5). The two modes are formed of a generator mode and an electric motor mode. The generator mode and the electric motor mode are selectively switched according to the increase / decrease in the rotation speed of the engine output shaft.

The rotation phase of the engine output shaft (4) is controlled before ignition, and as a result, the phase of the piston can be controlled in time series before ignition. The piston is gradually accelerated, and the cycle of the one cycle is shortened to the ignitable cycle. The rotation phase can be controlled not only before ignition but also after ignition. By the control after ignition, the phase of the piston after ignition and before steady operation is optimally controlled in time series.
Disturbance of the rotation speed due to load fluctuation after steady operation is controlled. When the fuel and the combustion air are introduced in synchronization with the rotation phase of the rotor of the motor, the cam mechanism that is the timing control mechanism may be unnecessary. Engine output shaft (4)
The rotational phase of is in phase with the rotational phase or linear phase of the piston via the crankshaft in a one-to-one manner.

As with conventional systems, additional power converters are preferably added. The power in the grid is input from the grid (19) to the power converter (17). Power converter (1
7) converts the power in the grid to the control power described above.
The power converter (17), which is the inverter used in the known system of ABB, can be used for the phase control of the piston. The power converter (17) is not the main cause of increased equipment costs compared to such known systems.

At start-up, the system (19) is connected to the power converter (1
Addition of a changeover switch for switching between an electric circuit connected to the generator (5) via 7) and a circuit connecting the generator (5) to the grid (19) without the power converter (17) in a steady state. It is preferable that the single inverter can be shared.

A recovery generator (15) for recovering the thermal energy of the exhaust gas is preferably further added. Such a recovery generator (15) is also provided in the known system. The recovered power output by the recovery generator (15) is supplied to the system (19) via the power converter (17) and recovered. The axial coupling of the turbine (14) to the recovery generator (15) is similar to known systems. The turbine (14) is rotatably driven by the exhaust gas, and the thermal energy of the turbine (14) is recovered via the turbine (14).
Will be collected by.

The compressor (13) for supplying combustion air to the combustion chamber comprises a turbine (14) and a recovery generator (15).
Is connected to the power converter (17) via. The compressor (13) is mechanically axially coupled to the turbine (14). The compressor (13) includes a power converter (1
Electric power of the system (19) can be converted into mechanical power and input through 7), the recovery generator (15), and the turbine (14). In this case, the discharge amount of the combustion air discharged by the compressor can be controlled.

The diesel engine according to the invention comprises an engine output shaft (4) and a motor coupled to the engine output shaft (4). The rotation phase of the engine output shaft (4) is controlled in time or in time series by controlling the rotation phase of the motor. As the motor, the generator (5) whose input / output relationship is reversed can be used as it is, but the motor is used in place of the generator (5) exclusively in place of the generator (5), or It is possible that the generator and the motor are coaxially coupled or via a differential gear and hybridized.

The method for driving a diesel engine according to the present invention comprises steps of controlling the rotational phase of the engine output shaft (4) in time series by controlling the rotational phase of the motor. An additional step of shortening the piston cycle by the motor at start-up is added. The step of controlling includes the step of expanding the volume of the combustion chamber in one cycle by accelerating the piston forming the combustion chamber with a motor at the time of ignition or in the time region near the time of ignition. This is important in that the generation of colored smoke can be suppressed at the time of starting. In this case, the expanding step is performed before ignition in one cycle. Such rapid expansion of the combustion chamber effectively facilitates the diffusion of fuel liquid microparticles within the combustion chamber. The diffusion effectively suppresses the generation of colored smoke and unburned gas. Ignition, which is difficult to define exactly, is defined as the initial combustion at which the piston begins to accelerate rapidly due to thermal energy.

The step of expanding is preferably carried out at the beginning of expansion when the volume of the combustion chamber is minimized and expansion is initiated. The expansion step will be described later in θ.
Depending on the functional form of j = f (tj), it may only be at start-up of the diesel engine. Phase control during steady operation is
Even if autonomous optimization control, which can be optimized autonomously by the optimal design of the cylinder, is performed, it is denied that the phase of the rotor of the motor is forcibly controlled to more optimally correct the phase of the piston. Not done. The phase control according to the present invention is effective not only for diesel engines but also for all types of piston engines that convert thermal energy into mechanical rotational energy.

[0020]

BEST MODE FOR CARRYING OUT THE INVENTION Corresponding to the drawings, in the embodiment of a diesel engine generator according to the present invention, a cylinder group for a diesel engine is provided together with a motor generator. The cylinder group 1 has four cylinders, as shown in FIG.
It is composed of one element cylinder 2. Each of the four element cylinders 2 is composed of a cylinder body and a piston. The linearly reciprocating pistons are each rotationally coupled to a single engine output shaft 4 via a crank mechanism 3. The motor generator 5 is symmetrical in its input and output by electromagnetic interaction, and gives an electric input to the stator to give a mechanical torque to the rotor.
An input / output symmetrical electromagnetic interaction device that gives a mechanical rotational force to the rotor to extract an electric output from the stator, and is used in a motor mode by selecting an input / output relationship between two modes. It can be selectively used as a generator used in the mode.

The output side end of the output shaft 4 is connected to the motor generator 5.
Is connected to the input / output shaft 6 via a shaft coupling 7. The motor generator 5 can dynamically control both the rotation speed and the torque, and can control the phase of the piston of one cylinder of the cylinder group 1 on the time point sequence. If the phase of the piston is represented by θj and the time is represented by tj, then θj = f (tj), and the motor function of the motor generator 5 is θj = in one full cycle or partial cycle.
Realize f (tj). This function can be freely created by the program.

At the non-output side end of the engine output shaft 4, 4
Two coaxial rotary cams 8 are formed. The coaxial rotating cam 8 is connected to the timing mechanism 9. The plurality of action points of the four coaxial rotary cams 8 of the coaxial rotary cam 8 have a deviation of a rotation phase of π / 2 from each other. The timing mechanism 9 generates four signal groups. The signal group is electrical or mechanical. The four signal groups are the first signal group 11-1, the second signal group 11-2, and the third signal group 11-.
3 and a fourth signal group 11-4.

Fuel is supplied to the combustion chambers of the four element cylinders 2 from a fuel tank (not shown) via a fuel supply pump 12. Air is supplied to the combustion chambers of the four element cylinders 2 via a compressor 13. Exhaust gas generated by combustion is the heat recovery turbine 1
It is discharged via 4. The cycle of valve opening / closing timings for fuel supply, air supply, and exhaust gas discharge regarding the first element cylinder 2 is controlled by the first signal group 11-1. The cycle of valve opening / closing timings for fuel supply, air supply, and exhaust gas discharge regarding the second element cylinder 2 is controlled by the second signal group 11-2. The cycle of valve opening / closing timings for fuel supply, air supply, and exhaust gas discharge regarding the third element cylinder 2 is the third signal group 1
It is controlled by 1-3. The cycle of valve opening / closing timings for fuel supply, air supply, and exhaust gas discharge regarding the fourth element cylinder 2 is controlled by the fourth signal group 11-1.

The fact that the compressor 13 is coaxially coupled to the heat recovery turbine 14 is identical to known systems. The output shaft of the heat recovery turbine 14 is a heat recovery generator 15
Is connected to the rotor shaft of. The sub-electrical output line 16 of the heat recovery generator 15 is connected to a reversible AC / DC converter or a reversible AC / AC converter (example: inverter) 17.
The inverter 17 is an input / output terminal switching circuit 1
It is possible to provide 7 '. A specific example of the irreversible configuration of the input / output terminal alternation switching circuit 17 'will be described later.

The heat recovery turbine 14, the heat recovery generator 15, and the inverter 17 are connected in series to each other, and the element cylinder 2
As in the known energy recovery system, the thermal energy of the exhaust gas discharged by the engine can be recovered as electrical energy. The main electrical output line 18 of the electric motor generator 5 which is a generator is extended to the electricity supply destination system 19 and connected to the electricity supply destination system 19. The electric output line 20 at the time of power generation of the inverter 17 is the electric output line 18
Is connected in parallel to the electricity supply destination system 19.

A first changeover switch 21 is provided between the heat recovery generator 15 and the inverter 17. A second changeover switch 22 is provided between the motor generator 5 and the electricity supply system 19. The side of the inverter 17 facing the heat recovery generator 15 is connected to the motor generator 5 via the non-power generation electric wire 23. The side of the inverter 17 facing the electricity supply system 19 has a second changeover switch 22.
It is connected to the electricity supply system 19 without going through. A third changeover switch 24 is provided on the electric line 23 for non-power generation.

The cylinder group 1 is operated separately at the time of starting and at the time of steady state. The rated rotation speed during steady operation, which is a normal operating state, is represented by N. At the time of starting, the third changeover switch 24 is closed, and the first changeover switch 21 and the second changeover switch
The changeover switch 22 is opened. Electric power is supplied from the electricity supply destination system 19 to the inverter 17 as input power.
The case where the inverter 17 is an AC / AC converter is described below.

The AC power is subjected to frequency conversion by the inverter 17 and output as AC power. The output of the AC power is the power transistor group of the inverter 17 (or
It receives the switching control of the thyristor group) and outputs AC power of an arbitrary frequency. The motor generator 5 outputs a shaft rotational force of an arbitrary rotational speed (rpm) to the engine output shaft 4 via the shaft coupling 7 in synchronization with such AC power or electromagnetically induced. In this case, the engine output shaft 4 is an input shaft for the cylinder group 1.

Frequency of the shaft rotation speed (rotation speed, rpm)
Gradually increase to kN. k is an arbitrarily set variable number including 1 and smaller than 1. k is 0.1 (conventional value)
It is preferably larger. The appropriate value is set as k. If k reaches the set value, four element cylinders 2
Fuel and air are supplied to the combustion chamber of the. The time-series supply phase for supplying fuel and air is mechanically determined by the cam operation phase of the coaxial rotary cam 8 which rotates in synchronization with each other mechanically. The cam operating phase of the coaxial rotating cam 8 is adjustable and already adjusted. The cam operation phase is adjusted to be optimum for steady operation (during rated rotation operation) independently or independently of fuel supply and air supply.

The four element cylinders 2 are initially ignited sequentially with a phase shift of 1 / 2π when k reaches a set value. After that initial ignition, continued ignition autonomously,
The cycle is shortened autonomously, the speed is increased, k reaches 1, and the steady operation state of the rated speed N is entered. It is preferable that k is 1 or a number close to 1.

When the cylinder group 1 enters the steady operation state, the third changeover switch 24 is opened and the first changeover switch 21 and the second changeover switch 22 are closed. Compressor 1
3 can be driven by a driving machine (not shown) at the time of start-up, or can be driven by electric power supplied from the electricity supply system 19. The compressor 13 is the electricity supply system 1
When driven by the electric power supplied from the inverter 9, the AC power supplied from the electricity supply destination system 19 is the inverter 17
Is converted into high-frequency AC power by the high-frequency AC power, the heat recovery generator 15 is rotationally driven by the high-frequency AC power, and the heat recovery turbine 14 axially coupled to the heat recovery generator 15 is mechanically rotated to be rotationally driven to recover heat. The compressor 13 axially coupled to the turbine 14 is rotationally driven.

In the steady operation, the rotation output of the heat recovery turbine 14 is input to the compressor 13, the combustion air is compressed, and is supplied from the compressor 13 to the combustion chamber of the element cylinder 2 together with the fuel in a synchronous manner.

The mechanical output of the heat recovery turbine 14 is mechanically input to the heat recovery generator 15 which is coaxially and axially coupled. The heat recovery generator 15 converts the mechanical input into a high frequency AC output and outputs it. The high frequency AC output is
Input to the inverter 17 via the first changeover switch 21. The high frequency AC power input to the inverter 17 is converted by the inverter 17 into low frequency AC recovery power having a low frequency lower than the high frequency and supplied to the electricity supply system 19.

When the steady state is entered, the engine output shaft 4 receives the rotational force from the element cylinder 2 via the crank mechanism 3.
Is driven to rotate. The rotor of the electric motor generator 5 axially coupled to the engine output shaft 4 rotates at the rated speed, and the electric motor generator 5 converts the mechanical rotational energy of the engine output shaft 4 into AC power of the rated frequency, which AC power. Is supplied to the electricity supply destination system 19 via the second changeover switch 22.

The electric motor generator 5 operates as a rotation speed control motor at the time of starting, and operates as a generator, particularly a rated rotation speed generator, at a steady state. Here, an electromagnetic interaction device that converts an electrical input into a mechanical output is called a motor, and an electromagnetic interaction device that converts a mechanical input into an electrical output is called a generator.

FIG. 2 shows the time displacement S of the piston of each element cylinder 2. Position P where displacement S is maximum
Therefore, the volume of the combustion chamber is minimized. In a diesel engine, fuel spontaneously ignites at or near the minimum volume position. At such position or region, the pressure in the combustion chamber before ignition is in the maximum pressure or maximum pressure region, and the temperature of the fuel gas mixture fluid in the combustion chamber before ignition is in the maximum temperature or maximum temperature region. Such areas are designed to be optimal during normal operation at rated speed. The ignition point P'is represented in FIG. Ignition point P '
Is considered to be slightly behind in time the minimum volume position P. The diesel engine generator according to the present invention comprises:
As indicated by the solid line 31 in the rapid acceleration portion in the time period of about 10 ms immediately before ignition, the piston in the minimum volume position P is accelerated more rapidly than that of the known device to expand the combustion chamber volume more rapidly. . In the known device, ignition occurs at the point P "on the dotted curve portion 31 '. If the point P'and the point P" are at the same time, the combustion chamber volume corresponding to the point P "corresponds to the point P'. Smaller than the combustion chamber volume The geometrical dynamic state of the rapid acceleration of the rapid acceleration portion 31 is the inverter 1
It can be arbitrarily realized by switching control of the power transistor group of No. 7.

The rapid short time acceleration immediately before ignition assists diffusion of fuel in the cylinder. By such promotion, generation of colored smoke and unburned gas discharged from the cylinder at the time of starting can be effectively suppressed. The motor generator 5 is switched from the motor to the generator at an arbitrary time to operate in the generator mode, and switched from the generator to the motor at an arbitrary time to operate in the motor mode. The motor function and the generator function can be selectively adopted at any time. The motor generator 5 can normalize the disturbance of the piston phase due to the load change during the steady operation, not limited to the start, and effectively suppress the generation of colored smoke and unburned gas during the load change. .

An electric motor can be connected in series with the electric motor generator 5. In this case, the motor and the generator may be hybridized so that the motor generator 5 is dedicated as a generator and the motor is dedicated as an electric motor.

It is preferred that the compressor 13 be mechanically decoupled from the heat recovery turbine 14. It is preferable that the heat recovery turbine 14 and the heat recovery generator 15 be mechanically separated. The heat recovery turbine 14 is the heat recovery generator 1.
When separated from 5, another turbine driven by the exhaust gas discharged from the element cylinder 2 is axially coupled to the heat recovery generator 15. By disposing two turbines, an energy recovery turbine that drives the compressor 13 and an energy recovery turbine that drives the heat recovery generator 15, it is possible to further optimize the distribution of the compressor driving energy and the electrical recovery energy. .

The use of the inverter eliminates the air supply valve for introducing the compressed air for start-up, which has been conventionally required, into the combustion chamber. Since the dead space of the cylinder combustion chamber, which is inevitably caused by the arrangement of such an air supply valve, is eliminated, the degree of freedom in the structural design of the cylinder is increased, and the power generation efficiency during steady operation can be increased. In such a starting air valveless engine, the starting air supply control valve can be eliminated, and the valve starting air compression compressor and the starting high pressure air supply pipe can be further eliminated.

The inverter 17 is described as a device for reversibly converting the AC input power into the AC output power, but the reversible AC / DC corresponding to the physical use state of the electricity supply destination system 19. It can be replaced by a converter.

FIG. 3 shows another embodiment of the name according to the present invention, which shows a mode switching equipment circuit configuration using a non-reversible inverter. An engine output shaft 4 of an engine body including a cylinder group 1 and a crank group 3.
Is axially coupled to the motor generator 5 as described above. The compressor 13 is axially coupled to the heat recovery turbine 14, and the main electrical output line 18 is interposed between the motor generator 5 and the electricity supply system 19, which is the same as the above-described embodiment. is there. In this embodiment, an additional turbine 41 is added to the tail. The heat recovery generator 15 is axially coupled to the additional turbine 41. The point that the first changeover switch 21 is interposed between the heat recovery generator 15 and the inverter 17 is the same as the above-described embodiment. The input side and the output side of the inverter 17 do not alternate.

Main electrical output line 18 and electricity supply system 19
In between, a fourth changeover switch 42 is added. Between the output side of the inverter 17 and the fourth changeover switch 42, the first
The transformer 43 is provided. A fifth changeover switch 44 is interposed between the first transformer 43 and the fourth changeover switch 42. A mode selection circuit line 45 is provided between the input side of the inverter 17 and the electricity supply system 19. A second transformer 46 is provided on the mode selection circuit line 45. A sixth changeover switch 47 is provided between the input side of the inverter 17 and the second transformer 46. A seventh changeover switch 48 is provided between the second transformer 46 and the electricity supply destination system 19.

In the electric motor mode at the time of starting, the seventh changeover switch 48, the sixth changeover switch 47, and the fifth changeover switch 4
4 and the main electrical output line 18 are simultaneously closed by the timing control, and both the first changeover switch 21 and the fifth changeover switch 44 are simultaneously opened by the timing control. The electric power reversely supplied from the electricity supply destination system 19 is input to the inverter 17 via the seventh changeover switch 48, the second transformer 46 and the sixth changeover switch 47, and subjected to frequency control by the inverter 17 for frequency conversion. Further, the first transformer 43 and the fifth changeover switch 44
And as a control power to the motor generator 5 via the main electrical output line 18. As described above, the control power controls the rotational phase of the engine output shaft 4 of the cylinder group 1 of the engine body in time series.

In the generator mode during rated operation, the seventh changeover switch 48, the sixth changeover switch 47 and the fifth changeover switch 44 are simultaneously opened by timing control, and the first changeover switch 21 and the fifth changeover switch 5 Changeover switch 4
4 and 4 are simultaneously closed by the timing control, and the main electrical output line 18 is closed as it is.
The electric power generated by the motor generator 5 that operates as a generator is supplied to the electricity supply destination system 19 via the main electric output line 18 and the fourth changeover switch 42. The exhaust gas discharged from the engine body is supplied to the heat recovery turbine 14 and the additional turbine 41. Heat recovery turbine 1
The exhaust gas that has passed through the No. 4 and the additional turbine 41 is discharged via the denitration device 49. The rotation energy of the additional turbine 41 is recovered as electric energy by the heat recovery generator 15. The recovered electric energy is input to the inverter 17 via the first changeover switch 21, subjected to frequency conversion, and supplied to the electricity supply destination system 19 via the first transformer 43 and the fifth changeover switch 44. Inverter 1
The recovered power, which is the output of No. 7, and the generated power of the motor generator 5, operate in synchronization with the output voltage of the motor generator 5.
By the switching control of the changeover switch 44, they are synchronously overlapped and supplied to the electricity supply destination system 19.

FIG. 4 shows yet another form of implementation of the name according to the invention. The point that the additional turbine 41 is added is the same as the embodiment of FIG. In the present embodiment, a dedicated generator for converting the energy recovered from the additional turbine 41 into electric energy is omitted, and an inverter corresponding to the generator is not provided. The output shaft of the additional turbine 41 is axially coupled to the engine output shaft 4 via the reduction gear group 51. Generator 5
The point that the phase control power is supplied to is the same as that of the above-described embodiment.

5 to 7 schematically show modified examples of the turbo compound system. FIG. 8 shows a known turbo single system for comparison with the system of FIGS. The four modified examples have in common that the compressor A is used. In the turbo compound system of FIG. 5, two turbines B1 and B2 are arranged in parallel in the exhaust gas passage. One of the two turbines B1, B2, B1, is axially coupled to the compressor A and the other one of the two turbines B1, B2, B2.
Is axially coupled to an exhaust gas energy recovery generator G.

The turbo compound system of FIG.
Two turbines B1 and B2 are arranged in series in the exhaust gas passage. One of the two turbines B1 and B2 B2
Is axially coupled to the compressor A and has two turbines B1, B
The other one B2 of the two is axially coupled to the exhaust gas energy recovery generator G. The turbine B2 is arranged downstream of the turbine B1 in the exhaust gas passage.

The turbo compound system of FIG.
Two turbines B1 and B2 are arranged in parallel in the exhaust gas passage. One of the two turbines B1, B2 B1
Is axially coupled to the compressor A and has two turbines B1, B
The other one B2 of the two is axially coupled to the exhaust gas energy recovery generator G. The turbine B2 is arranged downstream of the turbine B1 in the exhaust gas passage. The inverter I is freely used in each of the four variants.

[0050]

EFFECTS OF THE INVENTION The diesel engine generator, the diesel engine, and the driving method of the diesel engine according to the present invention suppress the generation of colored smoke and suppress unburned smoke. Furthermore, independently of the generation of colored smoke and suppression of unburned smoke,
Optimum control of the piston phase can improve fuel efficiency. The degree of freedom in engine design is expanded.

[Brief description of drawings]

FIG. 1 is an electric circuit diagram with an equipment system showing an embodiment of a diesel engine generator according to the present invention.

FIG. 2 is a graph showing a phase of a piston.

FIG. 3 is an electric circuit diagram with an equipment system showing another embodiment of the diesel engine generator according to the present invention.

FIG. 4 is an electric circuit diagram with an equipment system showing still another embodiment of the diesel engine generator according to the present invention.

FIG. 5 is a device layout diagram showing an example of a turbo compound system.

FIG. 6 is another one of the turbo compound systems.
It is a device layout drawing which shows an example.

FIG. 7 is a device layout diagram showing still another example of the turbo compound system.

FIG. 8 is a device layout view showing a known turbo layout.

FIG. 9 is a perspective view with a partial cross-section showing a main configuration of a known diesel engine.

FIG. 10 is a sectional view showing a part of a combustion chamber of a known cylinder.

FIG. 11 is an equipment layout diagram showing a known diesel engine generator.

[Explanation of symbols]

4 ... Engine output shaft 5 ... Generator 13 ... Compressor 14 ... Turbine 15 ... Recovery generator 17 ... Power converter 19 ... System

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) // F02B 41/10 F02B 41/10 Z (72) Inventor Akihiro Yuzuki Akihiro Yuki, Kanazawa-ku, Yokohama, Kanagawa Prefecture 8-1 Mitsubishi Heavy Industries, Ltd. Yokohama Research Laboratory (72) Inventor Hiroyuki Ishida 5-717-1, Fukahori-cho, Nagasaki-shi, Nagasaki Sanryo Heavy Industries Co., Ltd. Nagasaki Research Laboratory (72) Inventor Akira Kakuda Naka-ku, Yokohama-shi, Kanagawa 12 Nishikicho Mitsubishi Heavy Industries, Ltd. Yokohama Works (72) Inventor Takeshi Arai 12 Nishikimachi, Naka-ku, Yokohama-shi Kanagawa Mitsubishi Heavy Industries, Ltd. Yokohama Works F-term (reference) 3G005 DA02 GD07 HA14 JA39 JB26 3G093 AA16 BA19 BA20 CA01 EB00 EB09 5H590 AA02 CA07 CA29 CD03 CE01 CE02 EA01 EA07 EA10 EA14 FA01 FA05 FA08 FC12 FC26

Claims (18)

[Claims] 1. An engine output shaft, and a generator coupled to the engine output shaft, wherein a rotational phase of the engine output shaft is controlled in time series by control power input to an output side of the generator. The generator is a diesel engine generator used as an electric motor. 2. The diesel engine generator according to claim 1, wherein the rotation phase is controlled before ignition. 3. The diesel engine generator according to claim 1, wherein the rotation phase is controlled before and after ignition. 4. A power converter is further included, and the in-system power is input to the power converter from the grid, and the power converter is selected from the paragraphs 1 to 3 for converting the in-grid power into the control power. The diesel engine generator according to claim 1. 5. An electric circuit for connecting the system to the generator via the power converter at the time of starting and a circuit for connecting the generator to the system without passing through the power converter at a steady state. The diesel engine generator according to claim 4, further comprising a changeover switch. 6. The use mode of the generator includes a generator mode and an electric motor mode, and the generator mode and the electric motor mode are selectively switched according to a rotation speed of the engine output shaft. Item 1. Diesel engine generator. 7. The diesel engine power generation according to claim 4, further comprising a recovery power generator that recovers thermal energy of exhaust gas, and the recovery power output by the recovery power generator is supplied to the grid through the power converter. Machine. 8. The diesel engine according to claim 7, further comprising a turbine axially coupled to the recovery generator, the turbine being rotationally driven by the exhaust gas, and the thermal energy being recovered by the recovery generator via the turbine. Engine generator. 9. The diesel engine generator according to claim 4, further comprising a compressor that supplies combustion air to the combustion chamber, the compressor being connected to the power converter via a recovery generator. 10. A diesel engine including an engine output shaft and a motor coupled to the engine output shaft, wherein a rotation phase of the engine output shaft is controlled by controlling a rotation phase of the motor. 11. A cylinder, a piston reciprocating in the cylinder, an output shaft rotationally coupled to the piston via a crankshaft, and a motor coupled to the output shaft, the output shaft The rotation phase of the engine is controlled by time-series control of the rotation phase of the motor. 12. A method of driving a diesel engine, comprising the step of controlling the rotational phase of an engine output shaft by time-series control of the rotational phase of a motor. 13. The method of driving a diesel engine according to claim 12, further comprising the step of shortening the cycle of the piston by the motor at the time of starting. 14. The step of controlling comprises the step of expanding the volume of the combustion chamber in one cycle by accelerating a piston forming a combustion chamber by the motor at or near the time of ignition. 13. The method according to claim 12,
Or the driving method of the diesel engine of 13 above. 15. The method of driving a diesel engine according to claim 14, wherein the expanding step is executed before ignition in one cycle. 16. The method of driving a diesel engine according to claim 15, wherein the expanding step is performed after the volume of the combustion chamber is minimized. 17. The method for driving a diesel engine according to claim 15 or 16, wherein the expanding step is limited at the time of starting the diesel engine. 18. The one selected from claims 12 to 17, further comprising the step of generating power by the motor during steady operation.
A method for driving a diesel engine according to claim 1.