JP6298744B2 - engine - Google Patents

Description

  The present invention relates to an engine. Specifically, it relates to a turbocharged engine.

  2. Description of the Related Art Conventionally, in an engine with a supercharger, an engine that performs dynamic pressure supercharging by providing independent exhaust manifolds to a plurality of cylinder groups composed of cylinders in the same phase among the cylinders is known.

  In such an engine, in order to improve fuel efficiency in a high speed range, an engine in which each exhaust manifold is communicated via an on-off valve is known. This engine is configured so that a dynamic pressure supercharging exhaust manifold can be changed to a static pressure exhaust manifold by opening an on-off valve. Thereby, the engine can suppress deterioration in fuel consumption due to heat loss by communicating the exhaust manifolds and increasing the actual pipe diameter. For example, as described in Patent Document 1.

  In the engine described in Patent Document 1, all on-off valves are in an open state based on a low-speed and low-load valve closing region and a high-speed and high-load valve opening region set based on the relationship between the engine speed and the engine load. It is controlled to either one of the closed state. However, in the control mode in which all the open / close valves are opened or closed according to the operating state, the responsiveness of the turbocharger at the low speed rotation in the steady state, the improvement of the fuel consumption of the engine at the high speed rotation, and the transient state In some cases, it is difficult to achieve both improvement in the responsiveness of the turbocharger.

JP 2008-038657 A

  The present invention has been made in view of the circumstances as described above, and improves the responsiveness of the turbocharger during low-speed rotation in the steady state, improves the fuel consumption of the engine during high-speed rotation, and the response of the supercharger in the transient state. An object of the present invention is to provide an engine capable of achieving both improvement in performance.

That is, in the present invention, the engine is provided with a supercharger and a supercharger rotation speed detecting means, and a plurality of exhaust manifolds are connected to the supercharger, respectively, and each exhaust manifold is connected to the supercharger by a connecting pipe. The connection pipe is provided with an open / close valve that makes the exhaust manifold independent, and the first reference value and the second reference value for the engine load factor are set for each engine speed. Is less than the first reference value, all on-off valves are closed, and if the load factor is greater than or equal to the first reference value and less than the second reference value, some or all of the on-off valves are opened and the load When the rate is equal to or greater than the second reference value, all the on-off valves are opened, the opening degree of the on-off valve is corrected based on the supercharger rotation speed detected by the supercharger rotation speed detection means , and the load factor Increase / decrease value per unit time is over the standard value and If serial supercharger rotational speed is equal to or higher than the reference speed, and corrects the opening degree of the on-off valve in a closed state based on all of the on-off valve in the turbocharger rotational speed as well as the closed state.

  In the present invention, when the increase / decrease value per unit time of the load factor is not less than a reference value and the turbocharger rotational speed is less than the reference speed, all the on-off valves are closed and the turbocharger is decelerated. The opening degree of the open / close valve in the closed state is corrected based on the supercharger rotation speed.

  In the present invention, when the increase / decrease value per unit time of the load factor is less than a reference value and the turbocharger rotation speed is greater than or equal to a reference speed, the load ratio is opened based on the turbocharger rotation speed when the turbocharger is accelerated. The opening of the on-off valve is corrected.

  As effects of the present invention, the following effects can be obtained.

  That is, according to the present invention, the pressure state of the exhaust gas supplied to the supercharger is changed based on the load factor of the engine while considering the operating state of the supercharger. As a result, it is possible to achieve both improvement of the responsiveness of the supercharger during low-speed rotation in the steady state, improvement of the fuel consumption of the engine during high-speed rotation, and improvement of the responsiveness of the supercharger in the transient state.

  That is, according to the present invention, the exhaust gas pressure fluctuation is reduced at the time of high-speed rotation where the pulsation of the supercharger is expected, and the pulsation of the supercharger is suppressed. Thereby, the fuel consumption of the engine at the time of high speed rotation can be improved.

Schematic which shows the structure of the engine and supercharger which concern on 1st embodiment of this invention. Schematic which shows the structure of the exhaust manifold of the engine which concerns on 1st embodiment of this invention. Schematic which shows the control structure of the engine which concerns on 1st embodiment of this invention. The figure which shows the graph showing the relationship between the state of the on-off valve for every load factor in the arbitrary rotation speeds of the engine which concerns on 1st embodiment of this invention, and fuel consumption. The figure which shows the graph (map) showing the relationship between the state of the on-off valve which minimizes the fuel consumption for every rotation speed of the engine which concerns on 1st embodiment of this invention, and a load factor. The figure which shows the flowchart showing the control aspect of the on-off valve of the engine which concerns on 1st embodiment of this invention. The figure which shows the flowchart showing on-off valve control among the control aspects of the on-off valve of the engine which concerns on 1st embodiment of this invention. The figure which shows the flowchart showing on-off valve correction control in one condition among the control aspects of the on-off valve of the engine which concerns on 1st embodiment of this invention. The figure which shows the flowchart showing on-off valve correction | amendment control in the other conditions among the control aspects of the on-off valve of the engine which concerns on 1st embodiment of this invention. Schematic which shows the structure of the engine and supercharger which concern on 2nd embodiment of this invention. Schematic which shows the control structure of the engine which concerns on 2nd embodiment of this invention. The figure which shows the graph showing the relationship between the state of the on-off valve for every load factor in the arbitrary rotation speeds of the engine which concerns on 2nd embodiment of this invention, and fuel consumption. The figure which shows the graph (map) showing the relationship between the state of the on-off valve which minimizes the fuel consumption for every rotation speed of the engine which concerns on 2nd embodiment of this invention, and a load factor. The figure which shows the flowchart showing on-off valve control among the control aspects of the on-off valve of the engine which concerns on 2nd embodiment of this invention. Schematic which shows the structure of the ship mounted with the engine which concerns on this invention.

  First, the engine 1 provided with the supercharger 3 which concerns on 1st embodiment of this invention is demonstrated using FIGS. 1-3.

  As shown in FIG. 1, the engine 1 is a diesel engine, and in the present embodiment, is an in-line eight-cylinder engine having eight cylinders. In the present embodiment, an in-line 8-cylinder engine having one stage supercharger 3 is used. However, the present invention is not limited to this, and an in-line 6-cylinder engine having a supercharger 3 or the like is used. A multi-cylinder engine equipped with

  The engine 1 rotates the output shaft by mixing external air and the fuel supplied from the fuel injection valve 15 in each cylinder 1a and burning them. The engine 1 includes an intake device 2 that takes in outside air and an exhaust device 7 that discharges exhaust to the outside. The engine 1 also includes an engine rotation speed detection sensor 14, an injection amount detection sensor 16 for the fuel injection valve 15, a supercharger rotation speed detection sensor 17, and an ECU 18 serving as a control device.

  The intake device 2 includes a compressor unit 3 a of the supercharger 3, an air supply pipe 4, an intercooler 5, and an air supply manifold 6.

  The supercharger 3 compresses and compresses the intake air using the exhaust pressure of the exhaust as a drive source. The supercharger 3 includes a compressor unit 3a and a turbine unit 3b.

  The compressor unit 3a of the supercharger 3 compresses and compresses the intake air. The compressor part 3a is connected with the turbine part 3b by the connecting shaft 3c. The compressor unit 3a is configured so that the rotational power from the turbine unit 3b can be transmitted via the connecting shaft 3c. An intercooler 5 is connected to the compressor unit 3 a via an air supply pipe 4.

  The intercooler 5 cools the supply air. The intercooler 5 cools the supply air by performing heat exchange between cooling water supplied by a cooling water pump (not shown) and pressurized intake air (hereinafter, the pressurized intake air is referred to as supply air). . The intercooler 5 is connected to an air supply manifold 6.

  The air supply manifold 6 distributes the air supply to the cylinders 1 a of the engine 1. The air supply manifold 6 is connected to each cylinder of the engine 1. The air supply manifold 6 is configured to be able to supply air cooled by the intercooler 5 to each cylinder 1 a of the engine 1.

  The exhaust device 7 includes exhaust manifolds 8, 9, 10, 11, and a turbine unit 3 b of the supercharger 3.

  The exhaust manifolds 8, 9, 10, and 11 have four cylinder groups (in this embodiment, the first, eighth cylinder, second, seventh cylinder, third, sixth, Exhaust manifolds 8, 9, 10, and 11 are independently connected to the cylinder and the fourth and fifth cylinders). That is, the exhaust manifold 8 exhausts from the first and eighth cylinders, the exhaust manifold 9 exhausts from the second and seventh cylinders, the exhaust manifold 10 exhausts from the third and sixth cylinders, and the exhaust manifold 11. Exhausts exhaust from the fourth and fifth cylinders together.

  As shown in FIG. 2, a connecting pipe 12 (shaded portion) is detachably connected to an end portion (one side end portion) of the exhaust manifolds 8, 9, 10, and 11. The exhaust manifolds 8, 9, 10, and 11 are connected to the supercharger 3 at the other end.

  The connecting pipe 12 includes a bent pipe 12a, an on-off valve 12b, a branch pipe 12c, an on-off valve 12d, a branch pipe 12e, an on-off valve 12f, and an extension pipe 12g. In addition to the exhaust manifolds 8, 9, 10, and 11, the bent pipe 12a, the on-off valve 12b, the branch pipe 12c, the on-off valve 12d, the branch pipe 12e, the on-off valve 12f, and the extension pipe 12g are configured to be detachable from each other. By being configured in this way, the connecting pipe 12 is configured so that three or more independent exhaust manifolds can be connected to each other.

  In the adjacent exhaust manifold 8 and exhaust manifold 9, one end of the bent pipe 12a is connected to one end of the exhaust manifold 8, and the opening / closing valve 12b and the branch pipe 12c are connected to the other end of the bent pipe 12a. The exhaust manifold 9 is connected through the vias. The adjacent exhaust manifold 9 and exhaust manifold 10 are connected to a branch pipe 12c connected to the exhaust manifold 9 via an on-off valve 12d and a branch pipe 12e. The adjacent exhaust manifold 10 and exhaust manifold 11 are connected to a branch pipe 12e connected to the exhaust manifold 10 via an on-off valve and an extension pipe 12g. That is, the exhaust manifolds 8, 9, 10, and 11 are connected to each other by the connecting pipe 12.

  With this configuration, the exhaust manifolds 8, 9, 10, and 11 are connected to each other at one end by the connecting pipe 12. That is, the connecting pipe 12 is intensively arranged at one end of each exhaust manifold 8, 9, 10, 11. With this configuration, the exhaust device 7 can be divided into a dynamic pressure supercharging method and a static pressure supercharging method with a configuration in which the connecting pipe 12 can be attached and detached and maintenance of the on-off valve 12b, on-off valve 12d, and on-off valve 12f is easy. Switchable exhaust manifolds 8, 9, 10, and 11 can be configured.

  As shown in FIGS. 1 and 2, the turbine section 3b of the supercharger 3 generates rotational power by the exhaust pressure. The turbine section 3b is connected to the compressor section 3a by a connecting shaft 3c and is configured to be able to transmit rotational power to the compressor section 3a. Exhaust manifolds 8, 9, 10, and 11 are connected to the turbine section 3b. Further, the turbine part 3 b is communicated to the outside through the exhaust pipe 13.

  As described above, in the intake device 2, the compressor unit 3a, the air supply pipe 4, the intercooler 5, and the air supply manifold 6 of the supercharger 3 are connected in order from the upstream side (external). In addition, the exhaust device 7 is connected to the exhaust manifolds 8, 9, 10, 11, the turbine section 3 b of the supercharger 3, and the exhaust pipe 13 in this order from the upstream side (engine 1).

  In the exhaust device 7, when all the on-off valves 12 b, 12 d, and 12 f are closed, the exhaust manifolds 8, 9, 10, and 11 are independently connected to the turbine unit 3 b of the supercharger 3. As a result, the exhaust device 7 constitutes an exhaust manifold corresponding to the dynamic pressure supercharging method.

  In the exhaust device 7, when some of the on-off valves 12 b and 12 f are opened, the exhaust manifold 8 and the exhaust manifold 9 are communicated, and the exhaust manifold 10 and the exhaust manifold 11 are communicated. That is, the exhaust manifolds 8 and 9 communicated with the exhaust manifolds 10 and 11 communicated with each other are independently connected to the turbine section 3 b of the supercharger 3. Thus, the exhaust device 7 includes exhaust manifolds 8 and 9 and exhaust manifolds 10 and 11 corresponding to two sets of static pressure supercharging systems.

  In the exhaust device 7, the exhaust manifold 8, the exhaust manifold 9, and the exhaust manifold 10 communicate with each other when some of the on-off valves 12 b and 12 d are opened. In other words, the exhaust manifolds 8, 9, 10 and the exhaust manifold 11 communicated with each other are independently connected to the turbine section 3 b of the supercharger 3. Thus, the exhaust device 7 is configured by mixing the exhaust manifolds 8, 9, 10 corresponding to the static pressure supercharging method and the exhaust manifold 11 corresponding to the dynamic pressure supercharging method.

  The exhaust device 7 is connected to the turbine section 3b of the supercharger 3 in a state where the exhaust manifolds 8, 9, 10, and 11 are communicated when all the on-off valves are opened. That is, the exhaust device 7 includes exhaust manifolds 8, 9, 10, and 11 corresponding to the static pressure supercharging system.

  In the intake device 2, external air (intake air) is sucked and pressurized and compressed by the compressor unit 3 a of the supercharger 3. At this time, the intake air is pressurized and compressed, so that compression heat is generated and the temperature rises. The intake air compressed and compressed by the compressor unit 3a is discharged from the supercharger 3 as supply air.

  The supply air discharged from the supercharger 3 is supplied to the intercooler 5 through the supply pipe 4. The supply air supplied to the intercooler 5 is supplied to the engine 1 via the supply manifold 6 after being cooled.

  In the exhaust device 7, the exhaust from the engine 1 is supplied to the turbine section 3 b of the supercharger 3 through the exhaust manifolds 8, 9, 10, and 11. The turbine part 3b is rotated by exhaust. The rotational power of the turbine part 3b is transmitted to the compressor part 3a via the connecting shaft 3c. Exhaust gas supplied to the turbine section 3b is discharged to the outside through the exhaust pipe 13, a purification device (not shown), and the like.

  Next, the control configuration of the engine 1 will be described with reference to FIG.

  As shown in FIG. 3, the engine rotation speed detection sensor 14 detects an engine rotation speed N that is the engine rotation speed of the engine 1. The engine rotation speed detection sensor 14 includes a sensor and a pulser, and is provided on the output shaft of the engine 1. In the present embodiment, the engine rotation speed detection sensor 14 is composed of a sensor and a pulsar. However, any sensor that can detect the engine rotation speed N may be used.

  The injection amount detection sensor 16 detects an injection amount F of fuel injected from the fuel injection valve 15. The injection amount detection sensor 16 is provided in the middle of a fuel supply pipe (not shown). The injection amount detection sensor 16 is composed of a flow rate sensor. In the present embodiment, the injection amount detection sensor 16 is constituted by a flow rate sensor, but the present invention is not limited to this, and any device that can detect the fuel injection amount F may be used.

  The supercharger rotational speed detection sensor 17 detects the supercharger rotational speed NT (n) of the supercharger 3. The supercharger rotation speed detection sensor 17 is attached to a compressor casing (not shown). The supercharger rotation speed detection sensor 17 has a coil (not shown) that generates a magnetic field inside the casing. The supercharger rotation speed detection sensor 17 detects the passage of the blade by a change in inductance generated when a blade of the supercharger 3 (not shown) passes through the magnetic field generated by the coil. That is, the supercharger rotation speed detection sensor 17 detects the supercharger rotation speed NT (n) based on a change in inductance that occurs when the blade passes. In the present embodiment, the supercharger rotational speed detection sensor 17 may be any sensor that can detect the supercharger rotational speed NT (n) of the second turbine unit 11. Here, the supercharger rotation speed NT (n) refers to the nth acquired supercharger rotation speed NT.

  The ECU 18 controls the engine 1. Specifically, the engine 1 body and the on-off valves 12b, 12d, and 12f are controlled. Various programs and data for controlling the engine 1 are stored in the ECU 18. The ECU 18 may be configured such that a CPU, ROM, RAM, HDD, and the like are connected by a bus, or may be configured by a one-chip LSI or the like.

  The ECU 18 is connected to the engine rotation speed detection sensor 14 and can acquire the engine rotation speed N detected by the engine rotation speed detection sensor 14.

  The ECU 18 is connected to the fuel injection valve 15 and can control the fuel injection valve 15.

  The ECU 18 is connected to the injection amount detection sensor 16 and can acquire the injection amount F detected by the injection amount detection sensor 16.

  The ECU 18 is connected to the open / close valves 12b, 12d, and 12f of the exhaust manifolds 8, 9, 10, and 11 and can control the open / close states of the open / close valves 12b, 12d, and 12f.

  The ECU 18 is connected to the supercharger rotation speed detection sensor 17 and can acquire the supercharger rotation speed NT (n) detected by the supercharger rotation speed detection sensor 17.

  The ECU 18 stores an output torque map M1 for calculating the output torque T of the engine 1 based on the acquired engine rotation speed N and the acquired injection amount F. Further, the ECU 18 stores a load factor calculation map M2 for calculating the load factor L (n) of the engine 1 based on the acquired engine rotation speed N and the calculated output torque T. Here, the load factor L (n) is the nth calculated load factor L. Further, the ECU 18 has an open / close valve for determining the open / close state of the open / close valves 12b, 12d, and 12f that minimizes the fuel consumption FC of the engine 1 based on the acquired engine rotation speed N and the calculated load factor L (n). A map M3 is stored. The ECU 18 stores an opening correction map M4 that corrects the opening Vo of the opening / closing valves 12b, 12d, and 12f to the opening Vo (n) based on the acquired supercharger rotation speed NT (n). The Here, the opening degree Vo (n) refers to the opening degree Vo calculated n-th.

  The on-off valve map M3 stored in the ECU 18 will be described with reference to FIGS. The on-off valve map M3 is a load factor that serves as a reference for determining the on-off state of the on-off valves 12b, 12d, and 12f based on the acquired engine rotation speed N and the calculated load factor L (n) of the engine 1. A first reference value La and a second reference value Lb are shown.

  As shown in FIG. 4, the first reference value La is the fuel efficiency FC of the engine 1 when all of the on / off valves 12b, 12d, and 12f are closed at an arbitrary engine speed N of the engine 1. The load at the boundary between the range of the load factor L (n) where the minimum is achieved and the range of the load factor L (n) where the fuel efficiency FC is minimized when some of the on-off valves (for example, the on-off valves 12b and 12f) are open Say rate. Further, the second reference value Lb is a load factor L (the fuel efficiency FC of the engine 1 that minimizes the fuel efficiency FC when some of the on / off valves 12b, 12d, and 12f are open at any engine speed N. The load factor at the boundary between the range of n) and the range of the load factor L (n) where the fuel efficiency FC is minimized when all the on-off valves are open. That is, for each arbitrary engine speed N, the engine 1 calculates the fuel efficiency FC from the relationship between the load factor L (n) and the first reference value La and the relationship between the load factor L (n) and the second reference value Lb. The state of the on-off valve to minimize is determined.

  As shown in FIG. 5, an on-off valve map M <b> 3 is configured from the first reference value La and the second reference value Lb for each engine speed N of the engine 1. That is, the on-off valve map M3 shows the relationship between the range of the load factor L (n) at which the fuel consumption FC of the engine 1 is minimum for each engine speed N and the state of the on-off valves 12b, 12d, 12f. .

  Next, the control mode of the on-off valves 12b, 12d, and 12f of the engine 1 according to the present invention will be described.

  The ECU 18 calculates the load factor L (n) of the engine 1 from the output torque map M1 and the load factor calculation map M2 based on the acquired engine rotation speed N and the acquired injection amount F. The ECU 18 determines that the operating state of the engine 1 is constant when the increase / decrease value per unit time of the load factor L (n) is less than the reference value Lc. That is, the ECU 18 determines that the ship 100 is operating in a constant traveling mode in which fuel efficiency is important. Then, the ECU 18 determines the open / close states of the open / close valves 12b, 12d, and 12f of the engine 1 from the open / close valve map M3 based on the acquired engine rotation speed N and the calculated load factor L (n).

  The ECU 18 determines that the operating state of the engine 1 is fluctuating when the increase / decrease value per unit time of the load factor L (n) is equal to or greater than the reference value Lc. That is, the ECU 18 determines that the ship 100 is operating in a transient mode that places importance on acceleration / deceleration response. The ECU 18 closes all the on-off valves 12b, 12d, and 12f regardless of the acquired engine speed N and the calculated load factor L (n).

  Further, the ECU 18 is based on the increase / decrease value per unit time of the load factor L (n) and the increase / decrease per unit time of the turbocharger rotational speed NT (n) (acceleration / deceleration of the supercharger 3) in a predetermined case. The opening degree of the on-off valves 12b, 12d, and 12f is corrected to the opening degree Vo (n) corresponding to the supercharger rotational speed NT (n).

  Next, control modes of the on-off valves 12b, 12d, and 12f of the engine 1 will be specifically described with reference to FIGS.

  As shown in FIG. 6, in step S110, the ECU 18 detects the engine rotation speed N detected by the engine rotation speed detection sensor 14, the injection amount F detected by the injection amount detection sensor 16, and the supercharger rotation speed detection sensor 17. The supercharger rotational speed NT (n) to be acquired is acquired, and the process proceeds to step S120.

  In step S120, the ECU 18 calculates the output torque T of the engine 1 from the output torque map M1 based on the acquired engine rotation speed N and the acquired injection amount F, and the process proceeds to step S130.

  In step S130, the ECU 18 calculates the load factor L (n) of the engine 1 from the load factor calculation map M2 based on the acquired engine rotation speed N and the calculated output torque T, and moves the step to step S140.

  In step S140, the ECU 18 calculates the opening degree Vo (n) of the on-off valves 12b, 12d, and 12f from the opening degree correction map M4 based on the acquired supercharger rotation speed NT (n), and the step goes to step S150. Transition.

  In step S150, the ECU 18 determines whether or not the absolute value of the difference between the calculated load factor L (n) and the load factor L (n-1) is less than the reference value Lc. As a result, when it is determined that the absolute value of the difference between the calculated load factor L (n) and the load factor L (n−1) is less than the reference value Lc, the ECU 18 proceeds to step S160. On the other hand, when it is determined that the absolute value of the difference between the calculated load factor L (n) and the load factor L (n−1) is not less than the reference value Lc, that is, the calculated load factor L (n) and the load factor L When it is determined that the absolute value of the difference from (n−1) is greater than or equal to the reference value Lc, the ECU 18 proceeds to step S260.

  In step S160, the ECU 18 determines whether or not the absolute value of the value obtained by subtracting the supercharger rotation speed NT (n-1) from the acquired supercharger rotation speed NT (n) is less than the speed difference ΔNT. As a result, when it is determined that the absolute value of the value obtained by subtracting the supercharger rotation speed NT (n-1) from the acquired supercharger rotation speed NT (n) is less than the speed difference ΔNT, that is, the supercharger When it is determined that the acceleration / deceleration 3 is not greater than or equal to the predetermined acceleration, the ECU 18 proceeds to step S300. On the other hand, when it is determined that the absolute value of the value obtained by subtracting the supercharger rotation speed NT (n-1) from the acquired supercharger rotation speed NT (n) is not less than the speed difference ΔNT, that is, the supercharger 3 If it is determined that acceleration / deceleration is greater than or equal to the predetermined acceleration, the ECU 18 proceeds to step S260.

  In step S300, the ECU 18 starts the on-off valve control A and shifts the step to step 310 (see FIG. 7).

  In step S400, the ECU 18 starts the on-off valve correction control B and shifts the step to step 410 (see FIG. 8).

  In step S170, the ECU 18 sets n = n + 1 and shifts the step to step S110.

  In step S260, the ECU 18 closes all the open / close valves 12b, 12d, and 12f of the exhaust manifold, and shifts the step to step S500 (see FIG. 7).

  In step S500, the ECU 18 starts the on-off valve correction control C and shifts the step to step 510 (see FIG. 9).

  As shown in FIG. 7, in step S310, the ECU 18 determines whether or not the calculated load factor L (n) is greater than or equal to the first reference value La of the on-off valve map M3. As a result, when it is determined that the calculated load factor L (n) is equal to or greater than the first reference value La, the ECU 18 proceeds to step S320. On the other hand, when it is determined that the calculated load factor L (n) is not greater than or equal to the first reference value La, that is, when it is determined that the calculated load factor L (n) is less than the first reference value La, the ECU 18 performs step To step S350.

  In step S320, the ECU 18 determines whether or not the calculated load factor L (n) is greater than or equal to the second reference value Lb. As a result, when it is determined that the calculated load factor L (n) is equal to or greater than the second reference value Lb, the ECU 18 shifts the step to step S330. On the other hand, when it is determined that the calculated load factor L (n) is not equal to or greater than the second reference value Lb, that is, the calculated load factor L (n) is equal to or greater than the first reference value La and less than the second reference value Lb. When it determines with there being, ECU18 makes a step transfer to step S340.

  In step S330, the ECU 18 opens all the on-off valves 12b, 12d, and 12f of the exhaust manifold, ends the on-off valve control A, and shifts the step to step S400 (see FIG. 8).

  In step S340, the ECU 18 opens some on-off valves 12b and 12f or on-off valves 12b and 12d of the exhaust manifold, ends the on-off valve control A, and proceeds to step S400 (see FIG. 8).

  In step S350, the ECU 18 closes all the on-off valves 12b, 12d, and 12f of the exhaust manifold, ends the on-off valve control A, and proceeds to step S400 (see FIG. 8).

  As shown in FIG. 8, in step S410, it is determined whether or not the acquired turbocharger rotational speed NT (n) is equal to or higher than the reference speed NTs. As a result, when it is determined that the acquired turbocharger rotational speed NT (n) is equal to or higher than the reference speed NTs, the ECU 18 shifts the step to step S420. On the other hand, when it is determined that the acquired supercharger rotational speed NT (n) is not equal to or higher than the reference speed NTs, the ECU 18 ends the on-off valve correction control B and shifts the step to step S170 (see FIG. 6).

  In step S420, the ECU 18 determines whether or not the difference between the acquired supercharger rotational speed NT (n) and the supercharger rotational speed NT (n-1) is equal to or greater than the speed difference ΔNT. As a result, when it is determined that the value obtained by subtracting the supercharger rotation speed NT (n-1) from the acquired supercharger rotation speed NT (n) is equal to or greater than the speed difference ΔNT, that is, the supercharger 3 is predetermined. When it is determined that the vehicle is accelerating at or above the acceleration, the ECU 18 shifts the step to step S430. On the other hand, when it is determined that the value obtained by subtracting the turbocharger rotation speed NT (n-1) from the acquired turbocharger rotation speed NT (n) is not equal to or greater than the speed difference ΔNT, that is, the turbocharger 3 has a predetermined acceleration. When it determines with not accelerating as mentioned above, ECU18 complete | finishes on-off valve correction | amendment control B, and makes a step transfer to step S170 (refer FIG. 6).

  In step S430, the ECU 18 sets the open / close valve opening Vo of the open / close valves 12b, 12d, and 12f based on the calculated open valve Vo (n) to the open valve Vo (n), and the open / close valve correction control B And the process proceeds to step S170 (see FIG. 6).

  As shown in FIG. 9, in step S510, the ECU 18 determines whether or not the acquired supercharger rotation speed NT (n) is less than the reference speed NTs. As a result, when it is determined that the acquired supercharger rotational speed NT (n) is less than the reference speed NTs, the ECU 18 proceeds to step S520. On the other hand, when it is determined that the acquired supercharger rotational speed NT (n) is not less than the reference speed NTs, the ECU 18 ends the on-off valve correction control C and shifts the step to step S170 (see FIG. 6).

  In step S520, the ECU 18 determines whether or not a value obtained by subtracting the supercharger rotation speed NT (n-1) from the acquired supercharger rotation speed NT (n) is equal to or less than the speed difference (−ΔNT). As a result, when it is determined that the value obtained by subtracting the supercharger rotation speed NT (n-1) from the acquired supercharger rotation speed NT (n) is equal to or less than the speed difference (−ΔNT), that is, the supercharger When it is determined that 3 is decelerating at a predetermined deceleration or higher, the ECU 18 shifts the step to step S530. On the other hand, when it is determined that the value obtained by subtracting the supercharger rotation speed NT (n-1) from the acquired supercharger rotation speed NT (n) is not equal to or less than the speed difference (−ΔNT), that is, the supercharger 3 When it is determined that the vehicle is not decelerating at a predetermined deceleration or more, the ECU 18 ends the on-off valve correction control C and shifts the step to step S170 (see FIG. 6).

  In step S540, the ECU 18 sets the opening degree Vo of the open state opening / closing valve among the opening / closing valves 12b, 12d, and 12f based on the calculated opening degree Vo (n) to the opening degree Vo (n). And the process proceeds to step S170 (see FIG. 6).

  As described above, the engine 1 according to the present invention switches the open / close states of the open / close valves 12b, 12d, and 12f of the exhaust manifolds 8, 9, 10, and 11 based on the engine rotational speed N and the load factor L (n). The pressure state of the exhaust gas supplied to the supercharger 3 is changed. Further, the opening degree Vo of the on-off valves 12b, 12d, and 12f is corrected based on the supercharger rotational speed NT (n) of the supercharger 3. Thereby, the pressure state of the exhaust gas supplied to the supercharger 3 is changed based on the load factor L (n) of the engine 1 while considering the operation state of the supercharger 3. Thereby, the improvement of the responsiveness of the supercharger 3 at the time of low speed rotation in a steady state, the improvement of the fuel consumption of the engine 1 at the time of high speed rotation, and the improvement of the responsiveness of the supercharger 3 in a transient state can be achieved. Further, during high-speed rotation at which pulsation of the supercharger 3 is expected, fluctuations in exhaust pressure are reduced, and pulsation of the supercharger 3 is suppressed. Thereby, the fuel consumption of the engine 1 at the time of high speed rotation can be improved.

  Next, the engine 19 provided with the supercharger 3 which concerns on 2nd embodiment of this invention is demonstrated using FIG. In the following embodiments, the same points as those of the above-described embodiments will not be specifically described, and different portions will be mainly described.

  As shown in FIG. 10, the engine 19 is a diesel engine, and in this embodiment, is an in-line six-cylinder engine having six cylinders.

  The exhaust device 20 includes exhaust manifolds 21 and 22.

  The exhaust manifolds 21 and 22 are separated into two cylinder groups (in this embodiment, from the first cylinder to the third cylinder and from the fourth cylinder to the sixth cylinder) that are composed of cylinders in the same phase of the engine 19, respectively. Connected. That is, the exhaust manifold 21 exhausts exhaust from the first cylinder to the third cylinder, and the exhaust manifold 22 exhausts exhaust from the fourth cylinder to the sixth cylinder.

  The exhaust manifolds 21 and 22 are connected to each other through an opening / closing valve 23 whose one end portions can arbitrarily change the opening degree of the valve. By configuring in this way, it is possible to configure the exhaust manifolds 21 and 22 that can be switched between the dynamic pressure supercharging method and the static pressure supercharging method.

  As described above, in the exhaust device 20, the exhaust manifolds 21 and 22, the turbine portion 3b of the supercharger 3, and the exhaust pipe 13 are connected in order from the upstream side (engine 19).

  In the exhaust device 20, when the on-off valve 23 is fully closed, the exhaust manifolds 21 and 22 are independently connected to the turbine section 3 b of the supercharger 3. As a result, the exhaust device 20 includes exhaust manifolds 21 and 22 corresponding to the dynamic pressure supercharging method.

  When the on-off valve 23 is fully opened, the exhaust device 20 is connected to the turbine section 3b of the supercharger 3 with the exhaust manifold 21 and the exhaust manifold 22 in communication. Thereby, the exhaust device 20 includes exhaust manifolds 21 and 22 corresponding to the static pressure supercharging method.

  In the exhaust device 20, the exhaust from the engine 19 is supplied to the turbine section 3 b of the supercharger 3 through the exhaust manifolds 21 and 22. The turbine part 3b is rotated by exhaust. The rotational power of the turbine part 3b is transmitted to the compressor part 3a via the connecting shaft 3c. Exhaust gas supplied to the turbine section 3b is discharged to the outside through the exhaust pipe 13, a purification device (not shown), and the like.

  Next, the control configuration of the engine 19 will be described with reference to FIG.

  As shown in FIG. 11, the ECU 18 is connected to the open / close valve 23 of the exhaust manifolds 21, 22, and can control the open / close state of the open / close valve 23.

  The ECU 18 stores an on-off valve map M5 for determining the opening degree of the on-off valve 23 that minimizes the fuel consumption FC of the engine 19 based on the acquired engine rotation speed N and the calculated load factor L (n). .

  The on-off valve map M5 stored in the ECU 18 will be described with reference to FIGS. The on-off valve map M5 is a first reference value that is a load factor that serves as a reference for determining the on-off state of the on-off valve 23 based on the acquired engine rotation speed N and the calculated load factor L (n) of the engine 19. Ld and the second reference value Le are shown.

  As shown in FIG. 12, the first reference value Ld is a load factor L (n) at which the fuel efficiency FC of the engine 19 is minimized when the on-off valve 23 is in the fully closed state at any engine speed N of the engine 19. And the load factor L (n) where the fuel efficiency FC is minimized when the on-off valve 23 is partially open (open at a predetermined rate). The second reference value Le is a load factor L (n at which the fuel efficiency FC of the engine 19 is minimized when the on-off valve 23 is partially open (open at a predetermined rate) at an arbitrary engine speed N. ) And the load factor L (n) where the fuel efficiency FC is minimized when the on-off valve 23 is fully open. That is, the engine 19 calculates the fuel efficiency FC for each arbitrary engine speed N from the relationship between the load factor L (n) and the first reference value Ld and the relationship between the load factor L (n) and the second reference value Le. The state of the on-off valve to minimize is determined.

  As shown in FIG. 13, an on-off valve map M <b> 5 is configured from the first reference value Ld and the second reference value Le for each engine speed N of the engine 19. That is, the on-off valve map M5 shows the relationship between the range of the load factor L (n) at which the fuel efficiency FC of the engine 19 is minimized for each engine speed N and the state of each on-off valve 23.

  Next, the control mode of the on-off valve 23 of the engine 19 according to the present invention will be described.

  The ECU 18 calculates the load factor L (n) of the engine 19 from the output torque map M1 and the load factor calculation map M2 based on the acquired engine rotation speed N and the acquired injection amount F. The ECU 18 determines that the operating state of the engine 19 is constant when the increase / decrease value per unit time of the load factor L (n) is less than the reference value Lc. That is, the ECU 18 determines that the ship 100 is operating in a constant traveling mode in which fuel efficiency is important. Then, the ECU 18 determines the open / close state of the open / close valve 23 of the engine 19 from the open / close valve map M5 based on the acquired engine rotation speed N and the calculated load factor L (n).

  The ECU 18 determines that the operating state of the engine 19 is fluctuating when the increase / decrease value per unit time of the load factor L (n) is equal to or greater than the reference value Lc. That is, the ECU 18 determines that the ship 100 is operating in a transient mode that places importance on acceleration / deceleration response. The ECU 18 fully closes the on-off valve 23 regardless of the acquired engine rotation speed N and the calculated load factor L (n).

  Further, the ECU 18 is based on the increase / decrease value per unit time of the load factor L (n) and the increase / decrease per unit time of the turbocharger rotational speed NT (n) (acceleration / deceleration of the supercharger 3) in a predetermined case. The opening degree of the on-off valve 23 is corrected to the opening degree Vo (n) corresponding to the supercharger rotational speed NT (n).

  Next, the control mode of the on-off valve 23 of the engine 19 will be specifically described with reference to FIGS. 6, 8, 9 and 14.

  As shown in FIG. 14, in step S360, the ECU 18 determines whether or not the calculated load factor L (n) is greater than or equal to the first reference value Ld of the on-off valve map M3. As a result, when it is determined that the calculated load factor L (n) is greater than or equal to the first reference value Ld, the ECU 18 proceeds to step S370. On the other hand, when it is determined that the calculated load factor L (n) is not greater than or equal to the first reference value Ld, that is, when it is determined that the calculated load factor L (n) is less than the first reference value Ld, the ECU 18 performs step Is shifted to step S382.

  In step S370, the ECU 18 determines whether or not the calculated load factor L (n) is greater than or equal to the second reference value Le. As a result, when it is determined that the calculated load factor L (n) is greater than or equal to the second reference value Le, the ECU 18 shifts the step to step S380. On the other hand, when it is determined that the calculated load factor L (n) is not equal to or greater than the second reference value Le, that is, the calculated load factor L (n) is equal to or greater than the first reference value Ld and less than the second reference value Le. When it determines with there being, ECU18 makes a step transfer to step S381.

  In step S380, the ECU 18 fully opens the on-off valve 23, ends the on-off valve control A, and shifts the step to step S400 (see FIG. 8).

  In step S381, the ECU 18 opens the on-off valve 23 by a predetermined ratio, ends the on-off valve control A, and proceeds to step S400 (see FIG. 8).

  In step S382, the ECU 18 fully closes the on-off valve 23, ends the on-off valve control A, and shifts the step to step S400 (see FIG. 8).

  As described above, the engine 1 according to the present invention is supplied to the supercharger 3 by switching the open / close state of the open / close valve 23 of the exhaust manifolds 21 and 22 based on the engine speed N and the load factor L (n). The exhaust pressure state is changed. Further, the opening degree Vo of the on-off valve 23 is corrected based on the supercharger rotational speed NT (n) of the supercharger 3. Thereby, the pressure state of the exhaust gas supplied to the supercharger 3 is changed based on the load factor L (n) of the engine 1 while considering the operation state of the supercharger 3.

  Here, the ship 100 which is one Embodiment of the ship mounted with the engine 1 provided with the supercharger which concerns on this invention using FIG. 15 is demonstrated. In the present embodiment, the engine 1 is mounted on the ship 100, but is not limited to this, and may be mounted on a small ship, an automobile, a work vehicle, or the like.

  As shown in FIG. 15, the ship 100 includes a hull 101, a bridge 102, an engine room 103, a propeller 104, and a rudder 108. The ship 100 is provided with a bridge 102 having a cockpit or the like above the hull 101. The ship 100 also has an engine room 103 behind the hull 101. The engine room 103 is provided with a main engine 105 that is an internal combustion engine that drives the propeller 104 and an auxiliary machine 106 that is an internal combustion engine that drives the generator 107. A propeller 104 and a rudder 108 are provided at the stern of the hull 101. The ship 100 is configured such that the power of the main engine 105 can be transmitted to the propeller 104 via the propeller shaft 104a.

  The main engine 105 and the auxiliary machine 106 are composed of an engine 1 that is a diesel engine using light oil or heavy oil as fuel. The engine 1 rotates and drives the output shaft by mixing outside air and fuel and burning them. The engine 1 is not limited to a diesel engine.

DESCRIPTION OF SYMBOLS 1 Engine 3 Supercharger 8 Exhaust manifold 9 Exhaust manifold 10 Exhaust manifold 11 Exhaust manifold 12b Open / close valve 12d Open / close valve 12f Open / close valve 17 Supercharger rotation speed detection sensor L (n) Load factor Vo (n) Opening degree La First Reference value Lb Second reference value

Claims (3)

An engine comprising a supercharger and a supercharger rotation speed detection means, wherein a plurality of exhaust manifolds are respectively connected to the supercharger,
Each exhaust manifold is connected to the turbocharger by a connecting pipe,
The connecting pipe is provided with an open / close valve that makes the exhaust manifold independent,
A first reference value and a second reference value for the engine load factor are set for each engine speed,
If the load factor is less than the first reference value, close all open / close valves,
If the load factor is greater than or equal to the first reference value and less than the second reference value, open some or all of the on-off valves,
If the load factor is greater than or equal to the second reference value, open all the open / close valves,
Based on the turbocharger rotation speed detected by the turbocharger rotation speed detection means, the opening degree of the on-off valve is corrected ,
When the increase / decrease value per unit time of the load factor is equal to or higher than a reference value and the turbocharger rotation speed is equal to or higher than the reference speed, all the on-off valves are closed and closed according to the turbocharger rotation speed. An engine that corrects the opening of the valve . When the increase / decrease value per unit time of the load factor is greater than or equal to a reference value and the turbocharger rotation speed is less than the reference speed, all the on-off valves are closed and the turbocharger rotation speed is reduced when the turbocharger is decelerated The engine according to claim 1, wherein the opening of the open / close valve in the closed state is corrected based on the engine. When the increase / decrease value per unit time of the load factor is less than a reference value and the turbocharger rotation speed is equal to or higher than the reference speed, the open / close valve of the open state based on the turbocharger rotation speed when the turbocharger is accelerated The engine according to claim 1 or 2, wherein the opening is corrected .

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