JP2012177330A - Hybrid supercharger - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid supercharger with which an entire device can be reduced in size and cost, when two hybrid superchargers are mounted in parallel on an engine.SOLUTION: The hybrid supercharger includes: two superchargers 30 which drive a compressor 33 connected through a rotor shaft 32 with an exhaust turbine 31 driven with exhaust heat of an internal combustion engine, and supply air compressed in the compressor 33 to the internal combustion engine, the exhaust turbine 31 being connected in parallel with an exhaust system; and one generator 40 driven with the supercharger 30 to generate electricity. The two superchargers 30 are arranged in series with mutual rotor shafts 32, 32 connected therebetween by a connection shaft 50, and the generator 40 is connected with the connection shaft 50 and is driven with the two superchargers 30.

Description

  The present invention relates to a hybrid turbocharger in which a generator is incorporated in a turbocharger such as a marine diesel engine.

The hybrid turbocharger not only uses the engine exhaust heat discharged from an internal combustion engine such as a marine diesel engine as a compressor driving force of the turbocharger but also supplies power by driving the generator. It is a device to do.
A conventional hybrid turbocharger 10 shown in FIG. 3 has a configuration in which a rotor shaft 12 of an exhaust turbine 11 is connected to a compressor 13, and one generator 14 is attached to one hybrid turbocharger 10. There is a need. In this case, the generator 14 is built in the compressor 13 and connected to the rotor shaft 12.
In the figure, reference numeral 1 is an exhaust gas receiver, 2 is a scavenging trunk, 3 is an exhaust pipe, 4 is a power transmission line, 5 is a bus, and 6 is a frequency converter.

  Patent Document 1 below discloses a supercharger control device in which a motor generator is provided on each of rotating shafts of a plurality of exhaust turbines connected in series to an exhaust system. The control device in this case is such that when each motor generator is driven by a motor, its power source does not depend on the battery.

Japanese Patent Laid-Open No. 2-30924

By the way, in the conventional hybrid supercharger 10 described above, when two hybrid superchargers 10 are mounted in parallel on the engine, each hybrid supercharger 10 includes a frequency converter such as a generator 14 and a converter inverter. 6 is required. Since such a hybrid supercharger 10 is installed in a limited space on the ship, problems such as securing of installation space and cost are expected.
In addition, it is necessary to solve many technical problems such as a control program necessary for balancing the power generation output of the two turbochargers. Specifically, when power is generated separately by two superchargers, the supercharger rotation speed, that is, the compressor outlet pressure, differs if the power generation output is different. In this situation (unbalanced turbocharger speed), the engine operating point of the compressor is different between the two turbochargers, and problems such as surging of the turbocharger occur.
The present invention has been made to solve the above-described problems, and the object of the present invention is to reduce the size and cost of the entire apparatus when two hybrid turbochargers are mounted in parallel on the engine. The object is to provide a hybrid turbocharger that makes it possible.

In order to solve the above problems, the present invention employs the following means.
A hybrid turbocharger according to the present invention drives a compressor connected by an exhaust turbine driven by exhaust heat of an internal combustion engine and a rotor shaft, supplies air compressed by the compressor to the internal combustion engine, and The turbocharger includes two turbochargers in which an exhaust turbine is connected in parallel with the exhaust system, and one generator that is driven by the supercharger to generate electric power, and the supercharger is disposed between the rotor shafts of each other. The two generators are connected in series with a connecting shaft, and the generator is connected to the connecting shaft and driven by the two superchargers.

  According to such a hybrid turbocharger of the present invention, two turbochargers in which the exhaust turbine is connected in parallel with the exhaust system are connected to each other by connecting shafts between the rotor shafts in series. Since one generator is connected to the connecting shaft and driven by two superchargers to generate electricity, power must be generated by one generator that can generate electricity with the output of two superchargers. Therefore, the overall size of the hybrid turbocharger can be reduced. In addition, by using one generator, the frequency of the generated power can be reduced by one, so that the cost can be reduced.

  That is, two superchargers and one generator are arranged in the order of a compressor, an exhaust turbine, a generator, a compressor, and an exhaust turbine, and are connected in series by a rotor shaft and a connecting shaft. And one generator can use what was equipped with the capability to generate the power generation amount equivalent to the total power generation amount when the two superchargers each drive the generator to generate power, Therefore, if the capacity of the supercharger connected in parallel to the exhaust system is the same, it is possible to generate the power generation for two units with one generator.

  In this case, it is desirable that the generator is housed in one supercharger and connected to the rotor shaft and the connecting shaft of the one supercharger.

  According to such a hybrid supercharger of the present invention, it is possible to reduce the size of the entire apparatus by housing the generator in one of the superchargers.

According to the hybrid turbocharger of the present invention described above, when the hybrid turbocharger is applied to an engine on which two turbochargers are mounted, the installation space for two generators and frequency converters is ensured. In addition, it is necessary to solve many technical problems such as a control program necessary for balancing the power generation output of the two turbochargers. However, in the configuration of the present invention in which one generator is mounted on two turbochargers, the installation space can be made compact and the control can be made the same as the conventional one, so the reliability of the device is improved. A remarkable effect is obtained.
In other words, when two hybrid turbochargers are mounted in parallel on the engine, one generator is used and only one frequency converter is required, which makes it possible to reduce the overall size and cost of the system. Therefore, installation in a limited space of the ship becomes easy.

It is a schematic structure figure showing one embodiment of a hybrid supercharger concerning the present invention. It is sectional drawing which shows the internal structural example of the hybrid supercharger which concerns on this invention. It is a schematic block diagram which shows the prior art example of a hybrid supercharger.

Hereinafter, an embodiment of a hybrid turbocharger according to the present invention will be described with reference to the drawings.
The hybrid supercharger 20 according to the embodiment shown in FIG. 1 includes two superchargers 30 and one generator 40, and uses the exhaust heat exhausted from the internal combustion engine, so that the internal combustion engine Is a device that supplies compressed air as combustion air and obtains electric power by driving a generator.
The supercharger 30 drives a compressor 33 in which an exhaust turbine 31 driven by exhaust heat of exhaust gas discharged from a diesel engine (not shown) of a ship which is an internal combustion engine is connected by a rotor shaft 32. Is a device for supplying air (compressed air) compressed by sucking outside air into the internal combustion engine as combustion air.

In the hybrid supercharger 20 of the present embodiment, the exhaust turbines 31 constituting the two superchargers 30 are connected in parallel with the exhaust gas receiver 1 of the exhaust system.
The exhaust gas that has worked in the exhaust turbine 31 is collected through the exhaust pipe 3, and after being subjected to necessary processing, it is discharged from the chimney to the atmosphere. On the other hand, the air compressed by the supercharger 30 is generally used as scavenging because the marine internal combustion engine is a two-cycle diesel engine, and therefore passes through the scavenging trunk 2 into the combustion chamber of the internal combustion engine. Supplied.

  Further, the two superchargers 30 and the one generator 40 are connected between the pair of rotor shafts 32 via the connecting shaft 50, and in the order of the supercharger 30, the generator 40, and the supercharger 30, They are connected in series. Specifically, the exhaust turbine 31, the rotor shaft 32, the compressor 33, the generator 40, the connecting shaft 50, the exhaust turbine 31, the rotor shaft 32, and the compressor 33 are arranged in series in this order from the right side in FIG. 32 and the connecting shaft 50 are connected together.

Thus, the hybrid supercharger 20 includes one generator 40 that is driven by the two superchargers 30 to generate power. The two turbochargers 30 are arranged in series by connecting the rotor shafts 32, 32 to each other by the connecting shaft 50, one end is connected to the rotor shaft 32, and the other end is The generator 40 connected to the connecting shaft 50 is driven by the two superchargers 30 to generate power.
For this reason, the electric power generated by the generator 40 is supplied to the bus 5 of the power supply system through the power transmission line 4, but since the generator 40 is one, only one frequency converter 6 is required. . This frequency converter 6 converts the generator 40 driven by the high-speed rotating supercharger 30 to generate high-frequency power, so that it is converted into an AC power supply having the voltage and frequency (for example, 480 V / 60 Hz) of the onboard utility power. It is comprised by the converter inverter etc. for doing.

In this way, in the hybrid turbocharger 20 in which two turbochargers 30 are connected in series to drive one generator 40, one generator 40 is connected to the rotor shaft 32 and the connecting shaft 50. It is driven by two superchargers 30 to generate electricity. For this reason, the hybrid turbocharger 20 according to the present embodiment can generate power by installing one generator 40 that can generate electricity with the total output obtained from the two superchargers 30.
That is, the two turbochargers 30 in which the exhaust turbine 31 is connected in parallel with the exhaust gas receiver 1 are connected in series by connecting the rotor shafts 32 and 32 to each other by the connecting shaft 50. Since one generator 40 is connected to the connecting shaft 50 and driven by the two superchargers 30 to generate power, power can be generated with the total output obtained from the two superchargers 30. One generator 40 can be installed to generate power.

Therefore, since the same electric power can be generated with one generator 40, the entire hybrid turbocharger 20 can be downsized, and only one frequency converter 6 for the generated electric power needs to be installed. It becomes easy to secure installation space in a limited ship. Furthermore, the reduction in the number of generators 40 and frequency converters 6 is advantageous in reducing the manufacturing cost of the hybrid turbocharger 20.
In addition, the fact that only one generator 40 and one frequency converter 6 are required has resulted in no need for a control program or the like for achieving the balance required when two conventional hybrid turbochargers 10 are installed. Therefore, the conventional control of one generator having high reliability can be used.

  FIG. 2 is a cross-sectional view showing an example of the internal configuration of the hybrid supercharger 20 described above, and a pair of left and right superchargers 30 are connected in series via a generator 40 and a connecting shaft 50. In the illustrated configuration example, the generator 40 is accommodated in the supercharger 30 on the right side of the drawing.

Specifically, a silencer connected to the intake system of the internal combustion engine is disposed adjacent to the upstream side of the compressor 33, and a shell having a recess in the center of the silencer. A housing is provided, and the generator 40 is accommodated in the recess. Therefore, the generator 40 is connected to the rotor shaft 32 of the supercharger 30 on the right side of the drawing and the connecting shaft 50 connected to the supercharger 30 on the left side of the drawing.
On the other hand, the supercharger 30 on the left side of the page has a space in the suction path 34 for introducing outside air to the compressor 33, and the generator 40 is not installed.
In addition, such a generator 40 can change its power generation capacity by appropriately adjusting the axial length and diameter.

  The illustrated exhaust turbine 31 is coaxially connected via a rotor shaft 32 by a shaft output obtained by expanding the exhaust gas of the introduced internal combustion engine in order to compress the outside air with high density by rotating the compressor 33. This is an axial flow turbine that drives the compressor 33. The exhaust turbine 31 includes a casing 313 configured to house the rotor disk 311 and to form an exhaust gas passage 312. In addition, the outer peripheral surface of the casing 313 is covered with a heat insulating material 314 as necessary.

The rotor disk 311 is fixed to the rotor shaft 32, and a large number of turbine rotor blades 315 arranged in the circumferential direction are attached to the peripheral edge thereof.
The exhaust gas passage 312 is a passage from the exhaust gas inlet 316 to the exhaust gas outlet 318 via the turbine nozzle 317. Accordingly, the high-temperature exhaust gas introduced into the exhaust gas flow path 312 from the exhaust gas inlet 316 is expanded from the turbine nozzle 317 when passing through the turbine rotor blade 315, and passes through the rotor disk 311 and the rotor shaft 32. After rotating, the gas flows out from the exhaust gas outlet 318. The exhaust gas flowing out from the exhaust gas outlet 318 is discharged from the chimney to the atmosphere after performing the necessary exhaust gas treatment.

  The compressor 33 is a centrifugal compressor that uses an exhaust turbine 31 connected coaxially via a rotor shaft 32 as a drive source and compresses the sucked outside air to supply the compressed air to the internal combustion engine. The compressor 33 includes a casing 333 that houses the impeller 331 and forms an air flow path 332. In addition, the outer peripheral surface of the casing 333 is covered with a heat insulating material 334 as necessary.

The air flow path 332 is a flow path from the air inlet 335 to the air outlet 336 via the impeller 331. Therefore, the outside air is introduced into the air flow path 332 from the air inlet 335 by the rotation of the impeller 331, and the atmospheric air is compressed into compressed air when passing through the impeller 331, and from the air outlet 336 to the scavenging trunk. Out to 2.
In this case, the left and right superchargers 30 have substantially the same structure except for the presence or absence of the generator 40. Therefore, the same reference numerals are given in the drawing, and detailed description thereof is omitted.

As described above, when the hybrid supercharger 20 of the present embodiment described above is applied to an internal combustion engine in which two superchargers 30 are mounted, the installation space for two generators 40 and the frequency converter 6 is installed. The complicated control program required for securing and operating two hybrid turbochargers 10 having a conventional structure is also unnecessary. Therefore, the configuration of the present embodiment in which one generator 40 is mounted on two superchargers 30 can make the installation space of the apparatus compact, and the hybrid turbocharger 10 having the conventional structure. Since the conventional control which has been applied to the system and can be used as it is, it becomes a highly reliable apparatus.
In addition, this invention is not limited to embodiment mentioned above, In the range which does not deviate from the summary, it can change suitably.

DESCRIPTION OF SYMBOLS 1 Exhaust gas receiver 2 Scavenging trunk 3 Exhaust pipe 4 Power transmission line 5 Bus 6 Frequency converter 20 Hybrid supercharger 30 Supercharger 31 Exhaust turbine 32 Rotor shaft 33 Compressor 40 Generator 50 Connection shaft

Claims (2)

The compressor connected to the exhaust turbine driven by the exhaust heat of the internal combustion engine and the rotor shaft is driven to supply the air compressed by the compressor to the internal combustion engine, and the exhaust turbine is connected in parallel to the exhaust system. Two superchargers, and one generator that is driven by the supercharger to generate electric power,
The supercharger is connected in series between two rotor shafts connected by a connecting shaft,
The hybrid generator is characterized in that the generator is connected to the connecting shaft and driven by the two turbochargers.   The hybrid turbocharger according to claim 1, wherein the generator is accommodated in one supercharger and connected to a rotor shaft and the connecting shaft of the one supercharger.

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