JP6370716B2 - Supercharging system and operating method of supercharging system - Google Patents

Description

  The present invention relates to a supercharging system including a plurality of superchargers applied to an internal combustion engine and a method for operating the supercharging system.

  In the operation of a ship, in order to reduce fuel consumption, a so-called deceleration operation in which a main engine (for example, a diesel engine) is continuously operated at a low load may be performed. In this case, since the load range of the main engine is widened, in the control in which one or a plurality of superchargers (main superchargers) are always operated, the supercharger is applied over all the loads of the wide range main engine. It is difficult to make the efficiency appropriate.

  Therefore, by providing multiple turbochargers and controlling the number of operating superchargers according to the load on the main engine, the turbocharger efficiency can be made appropriate over a wide range of loads on the main engine. ing. This is known as a sequential supercharging system. During operation of the main engine, at least one of a plurality of superchargers is used as a main supercharger, and one is a load of the main engine. It is used as a sub-supercharger that operates or stops depending on

Japanese Patent No. 4950082 JP 2005-155356 A

  When operating (starting) or stopping one sub-supercharger during operation of the main engine, compressed air is sent to the main engine from another main supercharger. Is in a pressurized state. For this reason, when starting the sub-supercharger as described in Patent Document 1, in order to prevent the occurrence of surging in the sub-supercharger, the pressure of the compressor outlet air of the sub-supercharger is set to the pressure in the scavenging chamber ( Until reaching the scavenging pressure), it is necessary to release the compressed air sent from the compressor of the sub-supercharger to the outside. Similarly, when stopping the sub-supercharger, it is necessary to release the compressed air sent from the compressor of the sub-supercharger to prevent the occurrence of surging in the sub-supercharger.

  However, when compressed air is discharged from the air release valve to the outside, energy is generated without using the energy obtained from the exhaust gas, and energy loss occurs. In addition, since the amount of air sent to the main engine is temporarily reduced, the temperature of exhaust gas generated in the main engine rises, causing a problem of increasing the heat load on the main engine.

  In the engine supercharging device disclosed in Patent Document 2, the turbine of the primary turbocharger is a variable nozzle type. However, even if the variable nozzle of the primary turbocharger is throttled, the exhaust gas flows more to the secondary turbocharger, and eventually the exhaust gas does not flow much to the primary turbocharger and the scavenging pressure can be raised. Can not.

  The present invention has been made in view of such circumstances, and when a secondary supercharger is started or stopped while the main supercharger is operating, surging of the secondary supercharger is performed. An object of the present invention is to provide a supercharging system and a method for operating the supercharging system that can prevent deterioration in fuel consumption of an internal combustion engine while preventing the deterioration.

In order to solve the above problems, the supercharging system and the operating method of the supercharging system of the present invention employ the following means.
That is, the supercharging system according to the present invention is driven by exhaust gas supplied from an internal combustion engine, and is operated by the main turbine unit and at least one main turbine unit that is always operated during the operation of the internal combustion engine. A main turbocharger having a main compressor section for sending compressed gas to the internal combustion engine, at least one sub turbine section driven by exhaust gas supplied from the internal combustion engine and operated or stopped according to the load of the internal combustion engine; A sub-compressor unit that is driven by the sub-turbine unit and sends compressed gas to the internal combustion engine, includes a sub-supercharger that is different from the main supercharger, and is connected to the sub-turbine unit, and the internal combustion engine An exhaust pipe through which exhaust gas supplied from the gas flows, a gas inlet valve provided in the exhaust pipe for adjusting the flow rate of the exhaust gas, and the subcompressor And an air supply pipe through which the compressed gas flows, and the pressure of the outlet gas of the auxiliary compressor section is the pressure of the air supply manifold. Provided in the bypass pipe, a valve that is in an open state at the above, an upstream part of the valve in the supply pipe, a bypass pipe connected to a downstream part of the gas inlet valve in the exhaust pipe, A bypass valve for adjusting a flow rate of the compressed gas flowing through the bypass pipe from the supply pipe to the exhaust pipe.

  According to this configuration, when the main supercharger is in operation, the subsupercharger is stopped and the bypass valve is opened. The turbine section starts rotating and the rotation speed of the sub-supercharger increases.

The sub-compressor part of the sub-supercharger starts to send compressed air, the compressed gas is returned to the exhaust pipe via the bypass pipe, and the sub-turbine part has the exhaust gas from the exhaust manifold and the compressed gas from the sub-compressor part. Rotate by. Therefore, after opening the gas inlet valve, the rotation speed of the sub-supercharger increases quickly in a short period. The valve is closed when the pressure of the outlet gas of the auxiliary compressor section is less than the pressure of the supply manifold.
Thereafter, when the pressure of the outlet gas of the auxiliary compressor section becomes equal to or higher than the pressure of the supply manifold, the valve is opened. As a result, the compressed gas from the sub compressor section is sent to the air supply manifold via the air supply pipe, and the gas is supplied from the main supercharger and the subsupercharger to the internal combustion engine.

Further, when the sub-supercharger is stopped from the state in which the sub-supercharger is operating, the bypass valve is first opened and then the gas inlet valve is closed. Thereby, the sub-turbine part of the sub-supercharger starts to stop rotating, and the rotation speed of the sub-supercharger decreases. At this time, the valve is closed when the pressure of the outlet gas of the sub-compressor section becomes lower than the pressure of the supply manifold. Since the compressed gas sent by the sub compressor section is returned to the exhaust pipe via the bypass pipe, surging does not occur in the sub compressor section even after the valve is closed.
Further, since the compressed air is returned to the exhaust pipe via the bypass pipe, the amount of exhaust gas sent from the exhaust manifold to the sub supercharger via the exhaust pipe is smaller than that during operation of the sub supercharger. Decrease. Then, the amount of exhaust gas sent from the exhaust manifold to the main supercharger increases, and the rotation speed of the main supercharger increases. Therefore, the air sent from the main supercharger to the air supply manifold increases.

  In the above invention, when starting the sub-supercharger from a stopped state, the gas inlet valve is gradually or partially opened with the bypass valve opened, and the rotation speed of the sub-supercharger is stabilized. After that, the gas inlet valve may be fully opened and the bypass valve may be fully closed.

  According to this configuration, even when the gas inlet valve is gradually or partially opened, the sub-turbine portion of the sub-supercharger starts to rotate, and the rotation speed of the sub-supercharger increases. Then, the sub-compressor part of the sub-supercharger sends compressed gas, the compressed gas is returned to the exhaust pipe via the bypass pipe, and the sub-turbine part receives the exhaust gas from the exhaust manifold and the sub-compressor part. Rotated by compressed air.

  In the above invention, when the sub-supercharger is stopped from the operating state, the gas inlet valve is gradually or partially closed while the bypass valve is opened, and the rotation speed of the sub-supercharger is stabilized. Thereafter, the gas inlet valve may be fully closed.

  According to this configuration, even when the gas inlet valve is partially closed, the sub-turbine portion of the sub-supercharger starts to stop rotating, and the rotation speed of the sub-supercharger decreases. At this time, the compressed gas sent from the sub compressor unit of the sub supercharger is returned to the exhaust pipe via the bypass pipe. When the pressure of the outlet gas of the auxiliary compressor section becomes less than the pressure of the supply manifold, the valve is closed.

  The operation method of the supercharging system according to the present invention is driven by exhaust gas supplied from an internal combustion engine, and is driven by at least one main turbine section that is always operated during the operation of the internal combustion engine, and the main turbine section. A main supercharger comprising a main compressor section for sending compressed air to the internal combustion engine, and at least one sub turbine section that is driven by exhaust gas supplied from the internal combustion engine and that is operated or stopped according to a load of the internal combustion engine; And a sub-compressor unit that is driven by the sub-turbine unit and sends compressed gas to the internal combustion engine, includes a sub-supercharger that is different from the main supercharger, is connected to the sub-turbine unit, and Connected to an exhaust pipe through which exhaust gas supplied from the engine flows, the auxiliary compressor section, and an air supply manifold of the internal combustion engine A method of operating a supercharging system comprising an air supply pipe through which the compressed gas flows, the step of starting the flow of the exhaust gas to the exhaust pipe, and the pressure of the outlet gas of the sub-compressor unit being the air supply manifold When the pressure of the outlet gas of the auxiliary compressor section becomes equal to or higher than the pressure of the supply manifold, the step of sending compressed air from the outlet of the auxiliary compressor section to the inlet of the auxiliary turbine section Sending compressed gas from the outlet of the sub-compressor section to the air supply manifold via an air supply pipe.

  In the above invention, the step of stopping the flow of the exhaust gas to the exhaust pipe, and when the pressure of the outlet gas of the auxiliary compressor section becomes less than the pressure of the supply manifold, Stopping the supply of compressed gas from the outlet to the air supply manifold and sending the compressed gas from the outlet of the auxiliary compressor section to the inlet of the auxiliary turbine section.

  According to the present invention, when starting or stopping another sub-supercharger while the main supercharger is operating, compressed air is supplied to the outside of the supercharging system while preventing the sub-supercharger from surging. By not using the compressed air but by using the compressed air to boost the operation of the sub-supercharger, the reduction of the amount of air sent to the internal combustion engine is suppressed, and the increase in the exhaust gas temperature generated in the internal combustion engine is suppressed. It is possible to suppress the deterioration of the fuel consumption of the internal combustion engine and the increase of the heat load accompanying the start or stop of the supercharger.

It is a lineblock diagram showing the supercharging system concerning one embodiment of the present invention. It is the graph which represented operation | movement of the supercharging system which concerns on one Embodiment of this invention, and represented the horizontal axis with time.

Hereinafter, the supercharging system 1 which concerns on one Embodiment of this invention is demonstrated.
The supercharging system 1 is applied to an internal combustion engine (not shown; hereinafter referred to as “engine”) such as a marine diesel engine, for example, a low-speed two-cycle diesel engine. The internal combustion engine is not limited to the example described above.

  The supercharging system 1 includes at least one main supercharger 2 and one subsupercharger 3. The main supercharger 2 is assumed to always operate while the engine is in operation, and depending on the engine load, the subsupercharger 3 is started to start operation or the subsupercharger 3 is started. Or stop. As a result, the supercharger efficiency is appropriate over a wide range of engine loads. For example, the supercharger efficiency can be optimized both when the deceleration operation is continuously performed in the operation of the ship and when the rated operation is performed.

  The engine includes a crankshaft. In the case of a ship, a screw propeller is directly or indirectly attached to the crankshaft via the propeller shaft. Further, the engine is provided with a cylinder portion (not shown) including a cylinder liner, a cylinder cover, and the like, and a piston connected to a crankshaft via a crosshead (not shown) is disposed in each cylinder portion. Is done.

  The exhaust port (not shown) of each cylinder part is connected to the exhaust manifold 11 shown in FIG. 1, and the exhaust manifold 11 is connected to the turbine 2a of the main supercharger 2 via the first exhaust pipe L1. Is connected to the inlet side of the turbine 3a of the sub-supercharger 3 via the second exhaust pipe L5. An air supply port (not shown) of each cylinder portion is connected to an air supply manifold 12, and the air supply manifold 12 is connected to the compressor 2b of the main supercharger 2 via a first air supply pipe L4. Then, it is connected to the compressor 3b of the auxiliary supercharger 3 through the second air supply pipe L8.

  The main supercharger 2 includes a turbine 2a, a compressor 2b, and a rotating shaft 2c. The turbine 2a is driven by exhaust gas that is combustion gas supplied from the engine via the first exhaust pipe L1. The compressor 2b is driven by the turbine 2a to compress outside air (including not only air outside the engine but also EGR (Exhaust Gas Recirculation) gas or a mixed gas of EGR gas and air. The same applies hereinafter) to the engine. send. The rotary shaft 2c has one end projecting toward the turbine 2a and the other end projecting toward the compressor 2b. One end of the rotating shaft 2c is attached to a turbine disk of a turbine rotor that constitutes the turbine 2a, and the other end of the rotating shaft 2c is attached to a hub of a compressor impeller that constitutes the compressor 2b. The main supercharger 2 is a supercharger that is always operated during the operation of the engine. In the present embodiment, only one main supercharger 2 is provided, but a plurality of main superchargers may be provided according to the scale of the supercharging system.

  The sub-supercharger 3 is provided separately from the main supercharger 2, and includes a turbine 3a, a compressor 3b, and a rotating shaft 3c. The turbine 3a is driven by exhaust gas that is combustion gas supplied from the engine via the second exhaust pipe L5. The compressor 3b is driven by the turbine 3a to compress and send outside air to the engine. The rotary shaft 3c has one end protruding toward the turbine 3a and the other end protruding toward the compressor 3b. One end of the rotating shaft 3c is attached to a turbine disk of a turbine rotor that constitutes the turbine 3a, and the other end of the rotating shaft 3c is attached to a hub of a compressor impeller that constitutes the compressor 3b. The sub-supercharger 3 is a supercharger that operates or stops according to the engine load. In the present embodiment, only one sub-supercharger 3 is provided, but a plurality of sub-superchargers may be provided according to the scale of the supercharging system.

  The exhaust gas that has passed through the turbines 2a and 3a is led to the funnel via the exhaust pipes L2 and L6 connected to the outlet sides of the turbines 2a and 3a, respectively, and then discharged out of the ship.

  Silencers (not shown) are disposed in the supply pipes L3 and L7 connected to the inlet sides of the compressors 2b and 3b, respectively, and outside air that has passed through the silencers is guided to the compressors 2b and 3b, respectively. It is burned. An air cooler 13, a surge tank (not shown), and the like are provided in the middle of the first air supply pipe L4 and the second air supply pipe L8 respectively connected to the outlet sides of the compressors 2b and 3b. The outside air that has passed through the compressors 2b and 3b passes through the air cooler 13, the surge tank, and the like, and is then supplied to the air supply manifold 12 of the engine.

  A gas inlet valve 5 is connected to the second exhaust pipe L5. The gas inlet valve 5 can adjust the opening, and can adjust the flow rate of exhaust gas. When the gas inlet valve 5 is opened, exhaust gas is supplied from the exhaust manifold 11 to the turbine 3a of the sub-supercharger 3, and when the gas inlet valve 5 is closed, supply of the exhaust gas is stopped.

  A check valve 6 is provided in the second air supply pipe L8. The check valve 6 is opened when the pressure of the outlet air of the compressor 3 b of the sub-supercharger 3 is equal to or higher than the pressure of the air supply manifold 12, and is closed when the pressure is lower than the pressure of the air supply manifold 12. In the present embodiment, the case where the check valve 6 is provided in the second air supply pipe L8 has been described, but the present invention is not limited to this example. For example, if there is a valve that opens only with a pressure difference in one direction, a control valve that operates with a pressure sensor may be used.

  The bypass pipe L9 includes an upstream portion of the check valve 6 in the second air supply pipe L8 (more specifically, a portion from the outlet of the compressor 3b to the inlet of the check valve 6), and a second exhaust pipe L5. Is connected to a downstream portion of the gas inlet valve 5 (more specifically, a portion from the outlet of the gas inlet valve 5 to the inlet of the turbine 3a). The bypass pipe L9 is provided with a bypass valve 7. When the bypass valve 7 is opened, the compressed air flows from the second air supply pipe L8 to the second exhaust pipe L5. When the bypass valve 7 is closed, the compressed air flows. Stops.

  Hereinafter, the operation of the supercharging system 1 according to the present embodiment will be described. In the following description, it is assumed that the main supercharger 2 is always in an operating state.

First, a case where the auxiliary supercharger 3 is started will be described.
First, before starting the auxiliary supercharger 3, the bypass valve 7 is opened beforehand. As a result, as soon as the compressed air is sent from the compressor 3b of the sub-supercharger 3, the compressed air can be returned to the exhaust pipe L5 to which the bypass pipe L9 is connected.

  And in order to start the subsupercharger 3, as shown in FIG. 2, the gas inlet valve 5 of the subsupercharger 3 begins to open gradually. As a result, the amount of exhaust gas flowing through the second exhaust pipe L5 gradually increases, the turbine 3a of the subsupercharger 3 begins to rotate, and the rotational speed of the subsupercharger 3 increases. When the rotation speed of the sub-supercharger 3 rises sufficiently high, for example, the rotation speed of the sub-supercharger 3 assumed while both the main supercharger 2 and the sub-supercharger 3 are operating. When the rotational speed becomes 5 to 10% higher (not shown in FIG. 2), the opening operation of the gas inlet valve 5 is temporarily interrupted. The gas inlet valve 5 is not fully opened in a short time, but is partially opened. At this time, the compressor 3b of the sub-supercharger 3 sends compressed air, and the compressed air is returned to the exhaust pipe L5 via the bypass pipe L9. The turbine 3a receives the exhaust gas from the exhaust manifold 11 and the compressor 3b. Rotated by compressed air from. Therefore, the rotation speed of the sub supercharger 3 increases quickly in a short period.

  While the compressed air is bypassed, the exhaust gas is sent from the exhaust manifold 11 to the sub-supercharger 3, but since the compressed air is returned through the bypass pipe L9, compared with the case where the bypass pipe L9 is not provided, The amount of exhaust gas sent from the exhaust manifold 11 to the sub-supercharger 3 can be reduced.

  Therefore, the amount of exhaust gas sent from the exhaust manifold 11 to the main supercharger 2 can be reduced as compared with the prior art, and the reduction in the rotational speed of the main supercharger 2 can be suppressed. Therefore, a large amount of air sent from the main supercharger 2 to the air supply manifold 12 can be maintained.

  After that, as shown in FIG. 2, after the rotational speed of the sub-supercharger 3 rises to the above-mentioned rotational speed and stabilizes, the bypass valve 7 is gradually fully closed while the gas inlet valve 5 is gradually fully opened. . As a result, the pressure P1 of the outlet air of the compressor 3b of the sub supercharger 3 further increases. When the pressure P1 of the outlet air becomes equal to or higher than the pressure P2 of the air supply manifold 12 (= the main engine scavenging air pressure P2), the check valve 6 is opened. Thereby, the compressed air from the compressor 3b is sent to the air supply manifold 12 through the air supply pipe L8, and air is supplied from the main supercharger 2 and the sub supercharger 3 to the main engine.

That is, since the check valve 6 is in a closed state from when the gas inlet valve 5 of the auxiliary supercharger 3 starts to open until the check valve 6 is opened, the auxiliary supercharger 3 to the compressor 3b is closed. The backflow of air can be prevented, and the occurrence of surging in the sub-supercharger 3 can be prevented.
Moreover, in the process of starting the subsupercharger 3, the period during which the compressed air is bypassed is short. Then, the amount of exhaust gas sent from the exhaust manifold 11 to the sub-supercharger 3 is reduced by using the compressed air to boost the operation of the sub-supercharger 3 without releasing the compressed air to the outside of the supercharging system 1. Since it can be reduced, the amount of reduction in the amount of exhaust gas sent from the exhaust manifold 11 to the main supercharger 2 can be suppressed. As a result, it becomes difficult for the temperature of the exhaust gas generated in the main engine to rise, and the increase in the heat load of the main engine and the deterioration of fuel consumption can be suppressed.

Next, the case where the sub supercharger 3 is stopped will be described.
First, in order to reduce the outlet air from the compressor 3b, the bypass valve 7 is opened. Further, after the opening of the bypass valve 7 is started, the gas inlet valve 5 of the auxiliary supercharger 3 is started to close as shown in FIG. Then, the gas inlet valve 5 is gradually closed while the bypass valve 7 is gradually opened. As a result, the amount of exhaust gas flowing through the second exhaust pipe L5 gradually decreases, the turbine 3a of the sub-supercharger 3 starts to stop rotating, and the rotation speed of the sub-supercharger 3 decreases.

  When the pressure P1 of the outlet air of the compressor 3b becomes less than the pressure P2 of the air supply manifold 12 (= the main engine scavenging air pressure P2), the check valve 6 is closed. The compressed air sent from the compressor 3b of the sub-supercharger 3 is returned to the exhaust pipe L5 via the bypass pipe L9. Thereby, the backflow of the air to the compressor 3b of the sub supercharger 3 can be prevented, and the occurrence of surging in the sub supercharger 3 can be prevented.

  And after the rotation speed of the subsupercharger 3 is stabilized, the gas inlet valve 5 is gradually fully closed. Since the compressed air is not released to the outside, even if the check valve 6 is closed, the rotation speed of the sub-supercharger 3 does not increase. Further, since the compressed air is returned, the amount of exhaust gas sent from the exhaust manifold 11 to the sub-supercharger 3 via the exhaust pipe L5 is reduced as compared with the operation of the sub-supercharger 3. And the amount of exhaust gas sent from the exhaust manifold 11 to the main supercharger 2 increases, and the rotation speed of the main supercharger 2 increases. Therefore, the air sent from the main supercharger 2 to the air supply manifold 12 increases.

  That is, since the air sent from the main supercharger 2 to the air supply manifold 12 increases in the process of stopping the sub-supercharger 3, the scavenging air pressure P2 is lowered and sent to the main engine as in the prior art. The amount of air does not decrease. As a result, it becomes difficult for the temperature of the exhaust gas generated in the main engine to rise, and the increase in the heat load of the main engine and the deterioration of fuel consumption can be suppressed.

1 Supercharging system 2 Main supercharger 2a Turbine (main turbine part)
2b Compressor (Main compressor section)
3 Sub-supercharger 3a Turbine (sub-turbine part)
3b Compressor (sub compressor section)
5 Gas inlet valve 6 Check valve (valve)
7 Bypass valve 11 Exhaust manifold 12 Supply air manifold 13 Air cooler L1 First exhaust pipe L2, L6 Exhaust pipe L3, L7 Supply air pipe L4 First supply pipe L5 Second exhaust pipe (exhaust pipe)
L8 Second air supply pipe (air supply pipe)
L9 Bypass pipe

Claims (5)

At least one main turbine section that is driven by exhaust gas supplied from the internal combustion engine and operates constantly during the operation of the internal combustion engine, and a main compressor section that is driven by the main turbine section and sends compressed gas to the internal combustion engine A main turbocharger,
At least one sub-turbine unit that is driven by exhaust gas supplied from the internal combustion engine and operates or stops according to the load of the internal combustion engine, and a sub-compressor that is driven by the sub-turbine unit and sends compressed gas to the internal combustion engine A sub-supercharger different from the main supercharger,
With
An exhaust pipe that is connected to the sub-turbine section and through which exhaust gas supplied from the internal combustion engine flows;
A gas inlet valve that is provided in the exhaust pipe and adjusts the flow rate of the exhaust gas;
An air supply pipe that is connected to the auxiliary compressor unit and an air supply manifold of the internal combustion engine and through which the compressed gas flows,
A valve that is provided in the air supply pipe and is open when the pressure of the outlet gas of the sub-compressor section is equal to or higher than the pressure of the air supply manifold;
An upstream portion of the valve in the supply pipe, and a bypass pipe connected to a downstream portion of the gas inlet valve in the exhaust pipe;
A bypass valve that is provided in the bypass pipe and adjusts a flow rate of the compressed gas flowing through the bypass pipe from the supply pipe to the exhaust pipe;
Supercharging system with.   When starting the sub-supercharger from a stopped state, the gas inlet valve is gradually or partially opened with the bypass valve opened, and the rotation speed of the sub-supercharger is stabilized. The supercharging system according to claim 1, wherein the gas inlet valve is fully opened and the bypass valve is fully closed.   When the sub-supercharger is stopped from the operating state, the gas inlet valve is gradually or partially closed while the bypass valve is opened, and the rotation speed of the sub-supercharger is stabilized. The supercharging system according to claim 1 or 2, wherein the inlet valve is fully closed. At least one main turbine section that is driven by exhaust gas supplied from the internal combustion engine and operates constantly during the operation of the internal combustion engine, and a main compressor section that is driven by the main turbine section and sends compressed air to the internal combustion engine A main turbocharger, and at least one sub-turbine unit that is driven by exhaust gas supplied from the internal combustion engine and is operated or stopped according to a load of the internal combustion engine; and the internal combustion engine that is driven by the sub-turbine unit A sub-compressor section that sends compressed gas to the main supercharger, and a sub-supercharger that is different from the main supercharger. The auxiliary compressor unit, and an air supply pipe connected to the air supply manifold of the internal combustion engine and through which the compressed gas flows. A method of operating a supercharging system,
Starting the flow of the exhaust gas to the exhaust pipe;
Sending compressed air from an outlet of the auxiliary compressor section to an inlet of the auxiliary turbine section while the pressure of the outlet gas of the auxiliary compressor section is less than the pressure of the supply manifold;
When the pressure of the outlet gas of the sub-compressor section becomes equal to or higher than the pressure of the supply manifold, sending compressed gas from the outlet of the sub-compressor section to the supply manifold via the supply pipe;
A method of operating a supercharging system comprising: Stopping the flow of the exhaust gas to the exhaust pipe;
When the pressure of the outlet gas of the auxiliary compressor section becomes less than the pressure of the supply manifold, the supply of compressed gas from the outlet of the auxiliary compressor section to the supply manifold is stopped in the supply pipe, and the auxiliary compressor section Sending compressed gas from the outlet of the secondary turbine to the inlet of the sub-turbine section;
The operation method of the supercharging system of Claim 4 provided with these.

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