JP2011214458A - Supercharger surplus power recovery device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a supercharger surplus power recovery device of an internal combustion engine, in which arrangement of a hydraulic pump becomes extremely-easy, weight thereof is significantly reduced, and a manufacturing cost of device is reduced.SOLUTION: The supercharger surplus power recovery device of an internal combustion engine includes: a supercharger 5 supercharging charge air of the internal combustion engine 1; a first hydraulic pump 10 of a fixed displacement type connected to a rotational shaft of the supercharger; a second hydraulic pump 11 of a fixed displacement type connected to a crankshaft 2 of the internal combustion engine; a hydraulic circuit connecting the first hydraulic pump with the second hydraulic pump; and a third hydraulic pump 12 of a variable displacement type disposed to the hydraulic circuit to control mutual hydraulic pressure flows between the first hydraulic pump and the second hydraulic pump, and connected to the crankshaft of the internal combustion engine to be rotated together with the crankshaft. A controller 15 for changing capacity of the third hydraulic pump is provided. The controller changes the capacity of the third hydraulic pump according to each load of the internal combustion engine.

Description

  The present invention relates to a supercharger surplus power recovery device for an internal combustion engine equipped with a supercharger.

  Conventionally, in an internal combustion engine such as a diesel engine or a gas engine, a turbocharger is used to rotationally drive the turbine by the exhaust gas of the engine, and the supply air density is increased by a compressor rotated by the turbine. The output is improved.

  However, even if the turbocharger is attached in this way to effectively use the exhaust energy, the exhaust energy becomes surplus when the engine is under a high load, and it is necessary to use this surplus exhaust energy without waste. There is a strong demand not only for improvement but also for environmental protection.

  In order to effectively use surplus exhaust energy of the engine, for example, a generator is connected to the compressor side of the supercharger via a clutch, and the generator is rotated by the supercharger to generate power. (For example, see Patent Documents 1 and 2). In this case, surplus exhaust energy of the engine is directly converted into electric energy, which is used for inboard equipment or the like.

  However, simply connecting the generator to the turbocharger and using it as electric energy does not mean that the exhaust energy of the engine is fully utilized when the power consumption on the ship is low, etc. It is an urgent task to effectively use all the excess exhaust energy from the viewpoint of environmental protection as well as improving fuel efficiency.

  Assuming that almost all of the surplus exhaust energy of this engine can be used effectively, a hydraulic pump is connected to the supercharger of the internal combustion engine via a transmission, and the hydraulic pump is driven to rotate by the supercharger. A system for recovering excess exhaust energy has been disclosed (see, for example, Patent Documents 3 and 4).

  In particular, in Patent Document 3, a hydraulic pump is connected to a crankshaft of an internal combustion engine, and the hydraulic pump and a hydraulic pump connected to a supercharger are connected from an oil passage. An invention is described in which the supercharger's supercharging capability is increased by operating the supercharger's hydraulic pump as a hydraulic motor to rotate by the hydraulic pressure generated by the hydraulic pump connected to the turbocharger.

Japanese Utility Model Publication No. 61-200423 (FIGS. 1 and 2) JP 2004-346803 A (FIG. 1) Japanese Patent Laying-Open No. 2006-242051 (FIG. 1) JP 2008-111384 A (FIG. 1)

  Here, a hydraulic pump is further connected to the crankshaft of the internal combustion engine described in Patent Document 3 described above, and the hydraulic pump and the hydraulic pump connected to the supercharger are connected from an oil passage to In the invention of increasing the supercharging capability of the supercharger by operating the supercharger side hydraulic pump as a hydraulic motor to rotate by the hydraulic pressure generated by the hydraulic pump connected to the crankshaft at low load, In order to control the hydraulic flow rate between the two hydraulic pumps by the pump and thereby control the rotational speed of the hydraulic pump on the supercharger side, at least one of the hydraulic pump on the crankshaft side or the supercharger side has a variable capacity It is necessary to use a mold pump.

  However, in this variable displacement hydraulic pump, in addition to the pump body for generating hydraulic pressure, a variable mechanism for changing the discharge amount of hydraulic pressure is integrated. Therefore, the variable displacement hydraulic pump is extremely large and heavy as compared with the fixed displacement pump. For example, the weight may be 2.5 times that of a fixed displacement pump.

  In particular, in the invention described in Patent Document 3 described above, one hydraulic pump is mechanically connected to the crankshaft of the internal combustion engine, and the other hydraulic pump is mechanically connected to the supercharger of the internal combustion engine via a transmission. Therefore, no matter which hydraulic pump is used as a variable displacement hydraulic pump, it is extremely difficult to arrange it around an internal combustion engine in which a large number of auxiliary machines are complicated, and as described above. There is a problem that the total weight becomes extremely heavy. Further, when the hydraulic pump is of a variable displacement type, the variable mechanism portion also has a size corresponding to the discharge amount, and the hydraulic pump becomes extremely expensive.

  The present invention has been made to solve such a problem, and it is very easy to dispose the hydraulic pump around the internal combustion engine. In addition, the weight can be greatly reduced, and the manufacturing cost of the apparatus can be reduced. An object is to provide a supercharger surplus power recovery device for an internal combustion engine.

  In order to solve the above-described problem, a supercharger surplus power recovery device for an internal combustion engine according to the present invention is provided with a supercharger that is rotationally driven by the exhaust gas of the internal combustion engine and supercharges the supply air of the internal combustion engine, A fixed displacement first hydraulic pump connected to the rotating shaft of the engine and rotating together with the supercharger; a fixed displacement second hydraulic pump connected to the crankshaft of the internal combustion engine and rotating together with the crankshaft; A hydraulic circuit that connects the first hydraulic pump and the second hydraulic pump, and a hydraulic circuit that is disposed in the hydraulic circuit and adjusts the flow rate of the mutual hydraulic pressure between the first hydraulic pump and the second hydraulic pump. A variable displacement third hydraulic pump connected to the crankshaft of the engine and rotating together with the crankshaft.

  In this way, the first hydraulic pump connected to the rotating shaft of the supercharger and the second hydraulic pump connected to the crankshaft of the internal combustion engine are fixed displacement type, so that the first hydraulic pump In addition, the second hydraulic pump can be reduced in size, and the arrangement of the hydraulic pump around the internal combustion engine becomes extremely easy, and the weight can be significantly reduced. Since the first hydraulic pump and the second hydraulic pump are fixed capacity type, the first hydraulic pump and the second hydraulic pump are inexpensive, and the manufacturing cost of the apparatus can be reduced.

  In addition, the flow rate adjustment of the mutual hydraulic pressure between the first hydraulic pump and the second hydraulic pump is a third hydraulic pressure variable type that is different from the first hydraulic pump and the second hydraulic pump. Performed by a pump. Since the role of the third hydraulic pump is to adjust the flow rate of the hydraulic pressure between the first hydraulic pump and the second hydraulic pump, a small variable displacement hydraulic pump may be used. Therefore, it is very advantageous in terms of cost. Furthermore, since the first hydraulic pump and the second hydraulic pump are connected only by a hydraulic circuit, that is, hydraulic piping, the third hydraulic pump has a very high degree of freedom in arrangement, and the auxiliary machine around the internal combustion engine. This makes it easier to handle such items.

  In addition, since the variable displacement third hydraulic pump is connected to the crankshaft of the internal combustion engine and rotates together with the crankshaft, it is necessary to separately provide a power source for rotationally driving the third hydraulic pump. If it is necessary to increase the hydraulic flow rate of the oil passage by the third hydraulic pump, the third hydraulic pump can be rotationally driven by the power of the internal combustion engine to increase the hydraulic flow rate. Further, when it is necessary to reduce the hydraulic flow rate, the hydraulic flow rate can be reduced by rotationally driving the crankshaft of the internal combustion engine with the third hydraulic pump. Can be recovered almost entirely as power for the internal combustion engine.

  The supercharger surplus power recovery device for the internal combustion engine further includes a controller that is connected to a capacity variable portion of the third hydraulic pump and changes the capacity of the third hydraulic pump, and the controller is provided for each load of the internal combustion engine. Accordingly, it is desirable to change the capacity of the third hydraulic pump.

  In this way, the controller connected to the displacement variable section of the third hydraulic pump changes the displacement of the third hydraulic pump in accordance with the load of the internal combustion engine, so that it constantly changes according to the load of the internal combustion engine. The mutual hydraulic flow rate adjustment between the first hydraulic pump and the second hydraulic pump can be optimally performed.

  In the supercharger surplus power recovery device for the internal combustion engine, the controller is configured to rotate the first hydraulic pump so that the second hydraulic pump and the third hydraulic pump work together when the internal combustion engine has a low load. It is desirable to change the capacity of the hydraulic pump 3.

  In this way, by changing the capacity of the third hydraulic pump so that the second hydraulic pump and the third hydraulic pump work together to rotate the first hydraulic pump when the internal combustion engine is under a low load, When the exhaust gas energy is insufficient and the load is low, the rotational force of the supercharger connected to the first hydraulic pump is applied, and the internal combustion engine can be optimally supercharged. At this time, the first hydraulic pump operates as a hydraulic motor, and the second hydraulic pump and the third hydraulic pump operate as a hydraulic pump.

  In the supercharger surplus power recovery device for the internal combustion engine, the controller is configured such that the first hydraulic pump and the third hydraulic pump work together from the middle load of the internal combustion engine to the vicinity of the normal load operation. It is desirable to change the capacity of the third hydraulic pump so as to rotate.

  In this way, the third hydraulic pump is driven so that the first hydraulic pump and the third hydraulic pump work together to rotate the second hydraulic pump from the middle load of the internal combustion engine to the vicinity of the normal load operation. By changing the capacity of the hydraulic pump, the rotational force of the second hydraulic pump is increased to increase the rotational force of the second hydraulic pump at a load higher than the middle load when surplus exhaust gas energy starts to be generated. This can be done and fuel consumption can be improved. At this time, the first hydraulic pump and the third hydraulic pump operate as a hydraulic pump, and the second hydraulic pump operates as a hydraulic motor.

  In the supercharger surplus power recovery device for the internal combustion engine, the controller causes the first hydraulic pump to rotationally drive the second hydraulic pump and the third hydraulic pump from near the normal load operation to the rated load operation of the internal combustion engine. Thus, it is desirable to change the capacity of the third hydraulic pump.

  In this way, from the vicinity of the normal load operation of the internal combustion engine to the rated load operation, the controller causes the first hydraulic pump to rotate the second hydraulic pump and the third hydraulic pump. By changing the capacity, the crankshaft of the internal combustion engine can be rotationally driven by the third hydraulic pump from the vicinity of the normal load operation to the rated load operation where the exhaust gas energy to the supercharger becomes surplus. The agency can be further energized. That is, almost all of the surplus power of the supercharger can be recovered as the power of the internal combustion engine, and the fuel consumption can be significantly improved. At this time, the first hydraulic pump operates as a hydraulic pump, and the second hydraulic pump and the third hydraulic pump operate as a hydraulic motor.

  In the supercharger surplus power recovery device for the internal combustion engine, it is desirable that the controller controls fuel injection of the internal combustion engine. That is, the capacity of the third hydraulic pump is optimally controlled based on the fuel injection amount of the internal combustion engine by incorporating the control function of the controller for the third hydraulic pump described above into the controller that controls the fuel injection of the internal combustion engine. Will be able to. Moreover, the system can be simplified by integrating the two controllers.

  The supercharger surplus power recovery apparatus for an internal combustion engine further includes a fourth hydraulic pump that supplies lubricating oil from a tank to a hydraulic circuit, and the fourth hydraulic pump is connected to a rotating shaft of a third hydraulic pump. It is desirable that the rotary shaft is driven by a crankshaft or a third hydraulic pump.

  In this way, the fourth hydraulic pump that supplies the lubricating oil from the tank to the hydraulic circuit is connected to the third hydraulic pump and is driven to rotate by the crankshaft or the third hydraulic pump. It is not necessary to provide a new power source, and the surplus power of the supercharger can be recovered at a higher level.

  The supercharger surplus power recovery device for an internal combustion engine of the present invention is connected to a supercharger that is rotationally driven by exhaust gas of the internal combustion engine and supercharges the supply air of the internal combustion engine, and a rotary shaft of the supercharger. A fixed displacement first hydraulic pump that rotates with the feeder, a fixed displacement second hydraulic pump that is connected to the crankshaft of the internal combustion engine and rotates with the crankshaft, a first hydraulic pump, and a second A hydraulic circuit that connects the hydraulic pump, and a hydraulic circuit that is disposed in the hydraulic circuit to adjust the flow rate of the hydraulic pressure between the first hydraulic pump and the second hydraulic pump, and is connected to the crankshaft of the internal combustion engine. And a variable displacement third hydraulic pump that rotates together with the shaft.

  Therefore, the arrangement of the hydraulic pump around the internal combustion engine becomes extremely easy, and the weight can be greatly reduced, and the manufacturing cost of the apparatus can be reduced.

It is a block diagram showing an example of a supercharger surplus power recovery device of an internal-combustion engine of the present invention. FIG. 2 is a circuit diagram showing a flow of a hydraulic circuit during normal operation of the engine of FIG. 1. 2 is a graph showing a relationship between an engine speed and a supercharger speed of the engine of FIG. 1. It is a figure which shows the operation mode of the 1st hydraulic pump with respect to each load of the engine of FIG. It is a circuit diagram which shows the flow of the hydraulic circuit at the time of reverse rotation of the engine of FIG. It is a graph which shows the relationship between the engine load of the engine of FIG. 1, and scavenging pressure.

  An embodiment for implementing a supercharger surplus power recovery device for an internal combustion engine according to the present invention will be described in detail with reference to FIGS. 1 to 6.

  Reference numeral 1 in FIG. 1 shows a propulsion two-cycle diesel engine (internal combustion engine) mounted on a ship as an example, and this engine 1 is rotationally driven by the exhaust gas to supply air to the engine 1. A supercharger 5 is provided.

  The supercharger 5 includes a compressor 6 and a turbine 7, and the compressor 6 and the turbine 7 are connected by a rotating shaft 8. The turbine 7 is rotationally driven by the exhaust gas of the engine 1, and the compressor 6 is rotated by the turbine 7. This increases the air supply density of the engine and improves the engine output.

  The supercharger 5 is not necessarily limited to a single stage. Further, the engine 1 is not limited to a marine engine, and the type is not limited to a two-cycle diesel engine. A four-cycle diesel engine, a gas engine using natural gas, city gas, or the like as a fuel, All types of internal combustion engines are included.

  As shown in FIG. 1, a transmission 9 is connected to the rotating shaft 8 of the supercharger 5, and a fixed displacement hydraulic pump (first hydraulic pump) 10 is connected to the transmission 9. A transmission 3 is connected to one end 2 a of the crankshaft 2 of the engine 1, and a fixed displacement hydraulic pump (second hydraulic pump) 11 is connected to the transmission 3. Of course, the hydraulic pump 11 can be directly connected to the crankshaft 2 of the engine 1 without providing the transmission 3.

  The two hydraulic pumps 10 and 11 described above are incorporated in the hydraulic circuit 20. The output side of the hydraulic pump 10 and the hydraulic pump 11 are connected by an oil passage 21, and the input side of the hydraulic pump 10 and the hydraulic pump 11 are connected by an oil passage 22.

  A small variable displacement hydraulic pump (third hydraulic pump) 12 is connected between two oil passages 21 and 22 by oil passages 23 and 24. The oil passage 23 connects the hydraulic pump 12 and the oil passage 21, and the oil passage 24 connects the hydraulic pump 12 and the oil passage 22. Thus, the hydraulic pump 12 is connected to the hydraulic pump 10 and the hydraulic pump 11 in parallel.

  These hydraulic pumps 10, 11 and 12 operate as hydraulic pumps when they are rotationally driven from the pump shaft, and operate as hydraulic motors when they are rotationally driven by hydraulic pressure. Then it is simply a hydraulic pump.

  A transmission 13 is connected to the other end 2 b of the crankshaft 2 of the engine 1, and a variable displacement hydraulic pump (third hydraulic pump) 12 is connected to the transmission 13. Of course, the hydraulic pump 12 can be directly connected to the crankshaft 2 of the engine 1 without providing the transmission 13.

  As the variable mechanism of the capacity variable portion of the hydraulic pump 12 described above, there are various mechanisms such as a swash plate type and a swash shaft type. A controller 15 that controls the fuel injection amount of the engine 1 is disposed, and the controller 15 is electrically connected to and controls the variable mechanism portion of the hydraulic pump 12 to change the capacity of the hydraulic pump 12.

  As shown in FIG. 2, between the two oil passages 21 and 22, and in parallel with the hydraulic pumps 11 and 12, respectively, a hydraulically operated switching valve 25 and a proportional electromagnetic safety valve 26 controlled by the controller 15 described above. The safety valve 27, the electromagnetic on-off valve 28 controlled by the controller 15 described above, and the two check valves 29 and 30 connected in series so as to face each other are connected in this order from the hydraulic pump 12 side. Yes.

  The above-described hydraulic pump 12 is connected to a cooling pump 35 and is driven to rotate by the hydraulic pump 12 or the crankshaft 2 of the engine 1 to which the hydraulic pump 12 is connected. The cooling pump 35 is connected between the two check valves 29 and 30 via the filter 36. In addition, the cooling pump 35 can be set separately without being connected to the hydraulic pump 12, and a small electric motor (not shown) can be attached and driven to rotate.

  A cooling pump safety valve 32 and a heat exchanger 33 are disposed between the two check valves 29 and 30 and the tank 34 via an oil passage 37. The outlet of the hydraulically operated switching valve 25 is connected to the tank 34 via a safety valve 31, an oil passage 37, and a heat exchanger 33.

  Next, the operation of the supercharger surplus power recovery device for the internal combustion engine of the present invention will be described. As shown in FIG. 2, during the normal operation of the engine 1, the controller 15 shown in FIG. 1 closes the electromagnetic on-off valve 28 described above. Therefore, in the hydraulic circuit 20, a one-way hydraulic circulation path is formed by the two hydraulic pumps 11 and 12 and the two oil paths 21 and 22.

  By the way, the exhaust gas amount of the engine 1 is insufficient from the low load including the start of the engine 1 to the middle load of the engine load of 40 to 50%. Sufficient supercharging cannot be performed. For this reason, in the supercharger surplus power recovery device for the internal combustion engine, the supercharger 5 is driven by the hydraulic pressure generated by the hydraulic pump 11 connected to the crankshaft 2 of the engine 1 from the low load to the medium load. The hydraulic pump 10 connected to is rotated and the turbocharger 5 is energized with a rotational force. As a result, the supercharger 5 is further accelerated from the rotational force generated only by the exhaust gas, and more supercharging can be performed on the engine 1.

  On the other hand, FIG. 3 shows the relationship between the rotational speeds of the engine 1 and the supercharger 5, and the solid line shows virtual operating lines of the hydraulic pump 10 and the hydraulic pump 11 when the hydraulic pump 12 is not installed. Since both the hydraulic pump 10 and the hydraulic pump 11 are fixed capacity type, the operation line is almost straight. Moreover, the broken line has shown the rotation speed of the actual supercharger 5 in each engine rotation speed of the engine 1 when the hydraulic pump 12 is equipped.

  A point A in FIG. 3 represents a state in which the adjustment flow rate of the hydraulic pump 12 is zero in the actual operation state. At the point A, the flow rates of the two fixed displacement hydraulic pumps 10 and 11 are equal in the operation state. As shown in FIG. 3, the hydraulic pump 12 is rotationally driven by the crankshaft 2 of the engine 1 from the low load including the start to the point A. The shaft 2 is hydraulically driven. In this engine 1, the point A is set near the normal load operation with the engine load of 75 to 85%. Of course, it is not always necessary to set the point A near the normal load operation.

  Here, in the supercharger surplus power recovery device for the internal combustion engine, the controller 15 for controlling the fuel injection amount of the engine 1 shown in FIG. 1 changes the capacity of the variable displacement hydraulic pump 12 to change the engine capacity. The hydraulic pump 12 can be rotationally driven by one crankshaft 2 and the turbocharger 5 is energized with the necessary rotational force by the two hydraulic pumps 11 and 12 at the time of low load including starting. That is, as shown in FIG. 4, the hydraulic pump 10 operates as a hydraulic motor when the load is low.

  In the hydraulic circuit 20 of FIG. 2, the cooling pump 35 is rotationally driven by the crankshaft 2 of the engine 1 via the hydraulic pump 12 to suck up the hydraulic oil in the tank 34, and the cooled hydraulic oil is filtered 36. The oil is supplied to the oil passages 21 and 22 through the two check valves 29 and 30. When the hydraulic pressure of the hydraulic oil supplied from the two check valves 29 and 30 is excessive, the lubricating oil is returned again to the tank 34 via the cooling pump safety valve 32 and the heat exchanger 33. The proportional electromagnetic safety valve 26 and the safety valve 27 are opened when the pressure in one of the oil passages 21 and 22 is increased, thereby preventing overload of the entire circuit. The hydraulically operated switching valve 25 and the safety valve 31 return the hydraulic oil to the tank 34 after cooling the hydraulic oil via the oil passage 37 and the heat exchanger 33.

  Further, when the engine 1 passes the medium load region, an excess of the exhaust gas required for the supercharger 5 starts to occur in the exhaust gas of the engine 1. At this time, the controller 15 shown in FIG. 1 is connected to the crankshaft 2 by the hydraulic pressure discharged from the hydraulic pump 10 by the rotational force of the supercharger 5 by changing the capacity of the variable displacement hydraulic pump 12. The hydraulic pump 11 is driven to rotate.

  That is, as shown in FIG. 4, the hydraulic pump 10 operates as a hydraulic pump when the load is 40 to 50% or more, and the operation mode is switched. On the other hand, as shown in FIG. 3, the hydraulic pump 12 is continuously driven to rotate by the crankshaft 2 of the engine 1 until the vicinity of the normal load operation, and the hydraulic pump 11 connected to the crankshaft 2 is rotated by the discharge hydraulic pressure. Further encourage. Note that the timing for switching the hydraulic pump 10 from the motor mode to the pump mode is not necessarily limited to the 40 to 50% load as in the engine 1.

  As shown in FIG. 3, from the vicinity of the normal load operation of the engine 1 (point A in FIG. 3) to the rated load operation of the high load, the exhaust gas of the engine 1 becomes the exhaust gas amount required for the supercharger 5. On the other hand, there is a surplus. At this time, the controller 15 shown in FIG. 1 changes the capacity of the variable displacement hydraulic pump 12, and the two hydraulic pumps 11, 12 are driven by the hydraulic pressure discharged from the hydraulic pump 10 by the rotational force of the supercharger 5. Is driven to rotate.

  That is, the hydraulic pump 11 assists the engine 1 via the crankshaft 2, while the hydraulic pump 12 operates as a hydraulic motor to further assist the engine 1 via the crankshaft 2. Thereby, almost all surplus power of the supercharger 5 can be recovered as power of the engine 1.

  Next, the operation of the supercharger surplus power recovery device of the internal combustion engine at the time of a crash astern of the ship, that is, when the engine 1 rotates in the reverse direction will be described.

  As shown in FIG. 5, the controller 15 shown in FIG. 1 opens the electromagnetic on-off valve 28 during reverse rotation of the engine 1. Therefore, in the hydraulic circuit 20, a hydraulic circuit that circulates between the hydraulic pump 10 and the electromagnetic on-off valve 28 and a hydraulic circuit that circulates between the hydraulic pump 11 and the electromagnetic on-off valve 28 are formed. In this case, in the hydraulic circuit that circulates between the hydraulic pump 10 and the electromagnetic on-off valve 28, the hydraulic pump 11 is in a no-load operation state, while the hydraulic pump 10 is disconnected from the operation of the hydraulic pump 11.

  Here, when the exhaust gas of the engine 1 becomes surplus with respect to the exhaust gas energy required for the supercharger 5, the controller 15 controls the variable displacement hydraulic pump 12 as in the normal operation described above. The two hydraulic pumps 11 and 12 are rotationally driven by the hydraulic pressure discharged from the hydraulic pump 10 by the rotational force of the supercharger 5. While the hydraulic pump 11 assists the engine 1 via the crankshaft 2, the hydraulic pump 12 also assists the engine 1 via the crankshaft 2, and the surplus power of the supercharger 5 is almost entirely used as the power of the engine 1. to recover.

  In FIG. 6, the solid line indicates the relationship between the engine load of the engine 1 and the scavenging pressure when the supercharger surplus power recovery device for the internal combustion engine is installed, and the broken line indicates the supercharger surplus power recovery of the internal combustion engine. The relationship between the engine load of the engine 1 and the scavenging pressure when no device is installed is shown by a virtual curve.

  As can be seen from FIG. 6, the engine 1 equipped with the supercharger surplus power recovery device for the internal combustion engine is more than the engine 1 equipped with the supercharger surplus power recovery device for the internal combustion engine. The scavenging pressure is reduced in the engine load region.

  On the other hand, in an engine that is not equipped with such a supercharger surplus power recovery device, surplus exhaust gas that could not be consumed by the supercharger is directly discharged to the atmosphere through a bypass valve and discarded. However, in the case of the engine 1 equipped with the supercharger surplus power recovery device for the internal combustion engine, the hydraulic pump 10 generates hydraulic pressure by the reduced scavenging pressure, and the surplus exhaust gas energy is reduced. Indicates that it was used effectively.

  According to the supercharger surplus power recovery device for the internal combustion engine, the hydraulic pump 10 connected to the rotating shaft 8 of the supercharger 5 and the hydraulic pump 11 connected to the crankshaft 2 of the engine 1 are fixed capacity type. By doing so, the hydraulic pump 10 and the hydraulic pump 11 can be reduced in size, and the arrangement of other auxiliary machines and the like around the engine 1 becomes extremely easy, and the weight can be greatly reduced. In addition, the introduction of an inexpensive fixed displacement pump can reduce the manufacturing cost of the apparatus.

  Further, the flow rate adjustment of the mutual hydraulic pressure between the hydraulic pump 10 and the hydraulic pump 11 is performed by a hydraulic pump 12 of a variable displacement type different from the hydraulic pumps 10 and 11. Since this hydraulic pump 12 only adjusts the flow rate of the hydraulic pressure between the two fixed displacement hydraulic pumps 10 and 11, a small variable displacement hydraulic pump is sufficient, and a conventional large variable displacement hydraulic pump is required. Compared to this, it is extremely advantageous in terms of cost.

  Furthermore, since the two fixed displacement hydraulic pumps 10 and 11 are connected only by hydraulic piping, the variable displacement pump 12 has a very high degree of freedom in arrangement, and the auxiliary machinery and the like around the engine 1 are handled. It becomes easy.

  Further, since the variable displacement hydraulic pump 12 is connected to the crankshaft 2 of the engine 1 and rotates together with the crankshaft 2, it is not necessary to separately provide a power source for driving the hydraulic pump 12 to rotate. In addition, when it is necessary to increase the hydraulic flow rate of the oil passage by the hydraulic pump 12, the hydraulic pump 12 can be rotationally driven by the power of the engine 1 to increase the hydraulic flow rate. Further, when it is necessary to reduce the hydraulic flow rate, the crankshaft 2 of the engine 1 is rotationally driven by the hydraulic pump 12, and the surplus power of the supercharger 5 is used as the power of the engine 1. Almost all can be recovered.

  Furthermore, the controller 15 is connected to the displacement variable section of the hydraulic pump 12 and changes the displacement of the hydraulic pump 12. The controller 15 changes the displacement of the hydraulic pump 12 according to the load of the engine 1, so that it always changes. According to the load of the engine 1 to be adjusted, the flow rate of the hydraulic pressure between the two fixed displacement hydraulic pumps 10 and 11 can be optimally adjusted.

  In addition, the controller 15 supercharges the two hydraulic pumps 11 and 12 that are rotationally driven by the crankshaft 2 of the engine 1 from low load to medium load including the start of the engine 1. The capacity of the hydraulic pump 12 is changed so that the hydraulic pump 10 on the machine 5 side is driven to rotate.

  Therefore, the rotational force of the hydraulic pump 10 on the supercharger 5 side is urged by the two hydraulic pumps 11 and 12 from the low load to the middle load including the start where the exhaust gas energy is insufficient. Can be optimally charged.

  In addition, the controller 15 is configured so that the two hydraulic pumps 10 and 12 work together to rotate the hydraulic pump 11 connected to the crankshaft 2 from the middle load of the engine 1 to the vicinity of the normal load operation. Since the capacity of 12 is changed, the rotational force of the hydraulic pump 11 can be increased and the crankshaft 2 of the engine 1 can be energized at a load in the middle load region or higher where surplus exhaust gas energy begins to occur. , Fuel economy can be improved.

  Further, the controller 15 includes a hydraulic pump 11 in which the hydraulic pump 10 on the supercharger 5 side is connected to the crankshaft 2 of the engine 1 and a variable displacement hydraulic pump 12 from the vicinity of the normal load operation of the engine 1 to the rated load operation. The capacity of the variable displacement pump 12 is changed so as to rotate.

  Therefore, the crankshaft 2 of the engine 1 is further energized by the hydraulic pump 12 from the vicinity of the normal load operation where the exhaust gas energy becomes further surplus to the rated load operation, and almost all surplus power of the supercharger 5 is supplied to the engine 1. It can be recovered as power.

  Further, since the controller 15 controls fuel injection of the engine 1, the capacity of the variable displacement hydraulic pump 12 can be optimally controlled based on the fuel injection amount of the engine 1. Furthermore, the system can be simplified by controlling the fuel injection of the engine 1 and the hydraulic pump 12 with one controller 15.

  A cooling hydraulic pump 35 that supplies lubricating oil from the tank 34 to the hydraulic circuit 20 is connected to the rotary shaft of the variable displacement hydraulic pump 12 and is driven to rotate by the hydraulic pump 12 or the crankshaft 2 of the engine 1. Therefore, it is not necessary to newly distribute a power source of the hydraulic pump 35, and surplus power of the supercharger 5 can be recovered at a higher level.

  The above-described supercharger surplus power recovery device for an internal combustion engine is merely an example, and various modifications can be made based on the spirit of the present invention, and they are not excluded from the scope of the present invention.

  The supercharger surplus power recovery device for an internal combustion engine of the present invention is not necessarily limited to the propulsion two-cycle diesel engine mounted on the above-described ship as long as the internal combustion engine has a supercharger. It can be widely used for all kinds of internal combustion engines and for all types of internal combustion engines.

DESCRIPTION OF SYMBOLS 1 Engine 2 Crankshaft 2a One end 2b of a crankshaft 3 The other end of a crankshaft 3 Transmission 5 Supercharger 6 Compressor 7 Turbine 8 Rotating shaft 9 Transmission 10 Hydraulic pump (1st hydraulic pump)
11 Hydraulic pump (second hydraulic pump)
12 Hydraulic pump (third hydraulic pump)
13 Transmission 15 Controller 20 Hydraulic circuit 21, 22, 23, 24 Oil path 25 Switching valve 26, 27 Safety valve 28 On-off valve 29, 30 Check valve 31 Safety valve 32 Safety valve 33 Heat exchanger 34 Tank 35 Cooling hydraulic pump (No. 4 pump)
36 Filter 37 Oil passage

Claims (7)

  A supercharger (5) that is rotationally driven by the exhaust gas of the internal combustion engine (1) to supercharge the supply air of the internal combustion engine, and a fixed that is connected to the rotary shaft of the supercharger and rotates together with the supercharger. A displacement-type first hydraulic pump (10); a fixed-capacity-type second hydraulic pump (11) connected to the crankshaft (2) of the internal combustion engine and rotating together with the crankshaft; A hydraulic circuit (20) that connects the hydraulic pump and the second hydraulic pump, and mutual flow rate adjustment between the first hydraulic pump and the second hydraulic pump disposed in the hydraulic circuit. And a variable displacement third hydraulic pump (12) connected to the crankshaft of the internal combustion engine and rotating together with the crankshaft. apparatus.   The controller further includes a controller (15) connected to a displacement variable section of the third hydraulic pump (12) to change the displacement of the third hydraulic pump, the controller depending on each load of the internal combustion engine. The supercharger surplus power recovery device for an internal combustion engine according to claim 1, wherein the capacity of the third hydraulic pump is changed.   The controller (15) is configured such that the second hydraulic pump (11) and the third hydraulic pump (12) work together when the internal combustion engine (1) is under a low load, so that the first hydraulic pump (12) The supercharger surplus power recovery apparatus for an internal combustion engine according to claim 2, wherein the capacity of the third hydraulic pump is changed so as to rotate the engine.   The controller (15) is configured such that the first hydraulic pump (10) and the third hydraulic pump (12) work together from the middle load of the internal combustion engine (1) to the vicinity of the normal load operation. The supercharger surplus power recovery device for an internal combustion engine according to claim 2 or 3, wherein the capacity of the third hydraulic pump is changed so as to rotationally drive the second hydraulic pump (11).   The controller (15) is configured such that the first hydraulic pump (10) and the second hydraulic pump (11) and the third hydraulic pump from near the normal load operation to the rated load operation of the internal combustion engine (1). The supercharger surplus power recovery device for an internal combustion engine according to any one of claims 2 to 4, wherein the capacity of the third hydraulic pump is changed so as to rotationally drive (12).   The supercharger surplus power recovery device for an internal combustion engine according to any one of claims 2 to 5, wherein the controller (15) controls fuel injection of the internal combustion engine.   The hydraulic circuit (20) further includes a fourth hydraulic pump (35) for supplying lubricating oil from the tank (34), and the fourth hydraulic pump is connected to a rotating shaft of the third hydraulic pump (12). The supercharger surplus power recovery device for an internal combustion engine according to any one of claims 1 to 6, wherein the supercharger surplus power recovery device is connected and rotated by the crankshaft (2) or the third hydraulic pump.

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