JPH0712677Y2 - Gas turbine engine for automobile - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to a gas turbine engine applied to an automobile, and particularly suitable for an automobile gas turbine engine when the gas turbine is of a single-shaft type. Regarding

(Prior Art) A single-shaft gas turbine is suitable for an automobile gas turbine engine because its size is compact and its structure is relatively simple. In addition, this type of gas turbine is equipped with a rotary heat storage type heat exchanger that performs heat exchange between the intake air in the intake passage extending from the air compressor and the exhaust gas in the exhaust gas passage extending from the turbine rotor. Due to the action of this heat exchanger, the intake air is preheated to increase its combustion efficiency.

(Problems to be solved by the invention) By the way, in a traveling state in which the acceleration resistance or the traveling resistance of the vehicle becomes small when the vehicle travels at a constant vehicle speed after acceleration, or when the transmission is shifted up. ,
In order to reduce the target turbine speed of the gas turbine, the driver reduces the amount of depression of the accelerator pedal to reduce the fuel flow rate supplied to the gas turbine, that is, the combustor.However, the fuel flow rate is reduced. Even if it decreases, the temperature of the combustion gas flowing from the combustor to the turbine rotor through the combustion gas passage to the turbine rotor remains relatively high for a certain time due to the influence of the time constant of the heat exchanger described above. become. Therefore, even if the fuel flow rate is reduced,
There is a delay in reducing the actual turbine speed of the gas turbine to the target turbine speed, and as a result, the driver
I tend to use the brake pedal a lot.

This invention was made based on the above circumstances, and the purpose thereof is to quickly reduce the actual turbine rotation speed of the gas turbine to the target turbine rotation speed when the vehicle is in a predetermined deceleration state. , To provide a gas turbine engine for automobiles having excellent responsiveness.

(Means for Solving the Problem) A gas turbine engine for an automobile according to the present invention provides a portion of the flow rate of combustion gas flowing from the combustor to the turbine rotor in the combustion gas passage when the automobile is in a predetermined deceleration state. A combustion gas bypass means for bypassing the turbine rotor and flowing in the exhaust passage is provided.

(Operation) According to the above-described automobile gas turbine engine of the present invention, when the automobile is in the predetermined deceleration state, the combustion gas bypass means reduces the flow rate of the combustion gas actually supplied to the turbine rotor. Moreover, the expansion ratio of the combustion gas also decreases. Therefore, the energy for rotationally driving the turbine rotor is reduced, and the actual turbine rotation speed of the turbine rotor, that is, the gas turbine is reduced.

(Embodiment) An embodiment of the present invention will be described below with reference to FIG.

FIG. 1 schematically shows a gas turbine engine for an automobile, and this gas turbine engine includes a uniaxial gas turbine 1. The gas turbine 1 includes an air compressor 2 and a shaft 3 connected to the air compressor 2.
And a turbine rotor 4 coaxially connected to each other.

The air compressor 2 is connected to the combustor 6 via the intake passage 5, and the combustor 6 is connected to the turbine rotor 4 via the combustion gas passage 7. Further, the combustor 6 is connected to a combustion supply device (not shown), and a predetermined fuel flow rate is supplied from the combustion supply device.
To be supplied to. More specifically, the fuel flow rate from the fuel supply device to the combustor 6 is determined by the depression amount of an accelerator pedal (not shown). That is, the target turbine rotation speed of the gas turbine 1 is determined by the depression amount of the accelerator pedal, and the fuel flow rate to the combustor 6 is adjusted so that the actual turbine rotation speed of the gas turbine 1 matches this target turbine rotation speed. Will be controlled.

A rotary heat storage type heat exchanger 8 is interposed in the intake passage 5 between the air compressor 2 and the combustor 6, while the exhaust passage 9 extending from the turbine rotor 4 is
It extends through the heat exchanger 8. Therefore, when the gas turbine 1 is driven, the heat of the exhaust gas is utilized to allow the heat exchanger 8 to preheat the intake air.
The thermal efficiency of can be improved.

The gas turbine engine of the present invention is provided with a combustion gas bypass means for bypassing a part of the combustion gas flow rate from the combustor 6 to the turbine rotor 4 and bypassing the turbine rotor 4 directly to the exhaust passage 9. ing. In the case of this embodiment, the combustion gas bypass means is provided with a bypass passage 10 that connects the combustion gas passage 7 and a portion of the exhaust passage 9 upstream of the heat exchanger 8, and this bypass passage 10 The bypass valve 11 is inserted.

In the case of this embodiment, the bypass valve 11 is composed of a flow rate adjusting valve such as a throttle valve capable of varying its valve passage cross-sectional area, and its opening is electromagnetically controlled by the drive circuit 12. It is like this. That is, to the drive circuit 12, a sensor signal indicating the depression amount of the accelerator pedal, that is, an accelerator opening degree from the accelerator opening degree sensor 13, and a sensor signal indicating the actual turbine rotation speed of the gas turbine 1 are input from the rotation speed sensor 14, respectively. The drive circuit 12 controls the opening degree of the bypass valve 11 based on these sensor signals.

The rotational output of the gas turbine 1 having the above-described configuration is transmitted to the drive wheels, normally two rear wheels 16, via the power transmission path 15. Here, the power transmission path 15 will be briefly described. To explain, the rotation output of the gas turbine 1 is the reduction gear train 17 connected to the rotor shaft of the air compressor 2.
Via this reduction gear train 17 to V
Belt type continuously variable transmission, so-called CVT 18, torque converter 19, transmission 20, differential gear 21
Will be transmitted to the rear axle of each rear wheel 16 via.

Next, the operation of the gas turbine engine for an automobile according to the above-described embodiment will be described.

When the accelerator pedal is depressed, the accelerator opening sensor
Based on the sensor signal from 13, the target turbine speed NGo of the gas turbine 1 is determined, and the actual turbine speed NGa of the gas turbine 1 is maintained at this target turbine speed NGo from the fuel supply device to the combustor. The fuel flow to 6 is controlled. That is, the fuel flow rate is controlled while comparing the target turbine rotation speed NGo with the actual turbine rotation speed NGa actually detected by the rotation speed sensor 14.

When the driver releases the accelerator pedal or reduces the amount of depression of the accelerator pedal in an attempt to decelerate the vehicle, the target turbine speed NGo of the gas turbine 1 is set to a low value. When the actual turbine speed NGa becomes higher than the number NGo by a predetermined value α, that is, when the relationship of NGa> NGo + α is satisfied, the drive circuit
By 12, the bypass valve 11 is largely opened to a predetermined opening. When the bypass valve 11 is opened in this manner, the combustion gas passage 7 is passed from the combustor 6 to the turbine rotor 4.
A part of the flow rate of the combustion gas flowing through the exhaust gas flows directly into the exhaust passage 9 through the bypass passage 10 so as to bypass the turbine rotor 4, and is exhausted through the exhaust passage 9.

Therefore, in this case, not only is the flow rate of the combustion gas supplied to the turbine rotor 4 actually reduced, but the expansion ratio of this combustion gas is also reduced at the same time, so the energy for rotating the turbine rotor 4 is reduced. Decreased, hence
The turbine work of the gas turbine 1 is reduced, and the actual turbine speed NGa is reduced. As a result, even if it is adversely affected by the time constant of the heat exchanger 8,
The actual turbine speed NGo of the gas turbine 1 can be quickly reduced to the target turbine speed NGo and maintained at this target turbine speed NGo, and the responsiveness of the gas turbine 1 according to the accelerator pedal depression amount can be maintained. Can be improved.

This invention is not limited to the above-described embodiment, but various modifications can be made. For example, in the above description, when the vehicle is in a predetermined deceleration state, the bypass valve
Although 11 is set to open to a predetermined opening, it is actually preferable to adjust the opening according to the magnitude of the deviation between the target turbine speed NGo and the actual turbine speed NGa.

Further, the bypass valve 11 may be a simple opening / closing valve instead of the flow rate adjusting valve, and in this case, the valve opening time may be duty controlled according to the magnitude of the deviation. .

Further, the present invention is not limited to the above-described modified example, and a modified example of the present invention is shown with reference to FIGS. 2 to 4.

The combustion gas bypass means of this modified example has two bypass passages, that is, the first and second bypass passages 10a and 10b.
And first and second electromagnetic on-off valves 22 and 23 inserted in the first and second bypass passages 10a and 10b, respectively. As shown in FIG. 3, the first solenoid on-off valve 22 is opened when the deviation ΔN between the actual turbine rotation speed NGo and the target turbine rotation speed NGa reaches a predetermined value ΔN1. And the second solenoid on-off valve 23
Is opened when the deviation ΔN reaches a predetermined value ΔN2 larger than ΔN1. Further, as is clear from FIGS. 3 and 4, the first and second solenoid on-off valves 22,2
Regarding the magnitude of the deviation ΔN at which 3 is closed, the values ΔN1, Δ
It is preferable to set the values respectively smaller than N2 and give hysteresis to the opening / closing operations.

Therefore, according to the combustion gas circumventing means of the modified example described above,
Depending on the magnitude of the deviation ΔN between the actual turbine speed NGo and the target turbine speed NGa in the gas turbine 1,
By opening only the first electromagnetic on-off valve 22 and both the first and second electromagnetic on-off valves 22 and 23, it becomes possible to control the bypass of the combustion gas that bypasses the turbine rotor 4.
Further, the opening and closing operations of the first and second solenoid on-off valves 22 and 23 are
Since the above-mentioned hysteresis is provided, hunting does not occur in the opening / closing operations of the first and second electromagnetic opening / closing valves 22 and 23.

Further, in the above-described embodiment, the first and second electromagnetic second on-off valves 2
Although two of 2 and 23 are used, it is a matter of course that three or more electromagnetic on-off valves may be provided.

Furthermore, although the single-shaft gas turbine is used in the above-described embodiment, the present invention is not limited to this, and the turbine rotor for gas generator and the turbine rotor for power generator are provided, and the output thereof is taken out from the turbine rotor for power generator. Of course, other types of gas turbines such as the two-shaft type gas turbine described above can also be used.

(Effects of the Invention) As described above, according to the gas turbine engine for an automobile of the present invention, the automobile is in a predetermined deceleration state for a part of the flow rate of the combustion gas flowing from the combustor to the turbine rotor through the combustion gas passage. When bypassing the turbine rotor,
Since the exhaust gas is guided to the exhaust passage, not only can the actual flow rate of the combustion gas supplied to the turbine rotor be reduced, but also the expansion ratio of this combustion gas can be reduced when the vehicle is trying to decelerate the turbine. The energy for rotationally driving the rotor will be reduced. Therefore, the work of the turbine rotor can be reduced, and the actual turbine rotation speed of the gas turbine can be quickly reduced to the target turbine rotation speed, and the responsiveness of the gas turbine can be significantly improved.

[Brief description of drawings]

FIG. 1 is a schematic view of an automobile gas turbine engine showing an embodiment of the present invention, FIGS. 2 to 4 show modifications of the present invention, and FIG. 2 is a part of the gas turbine engine. FIG. 3 is a graph showing the opening / closing operation of the first opening / closing valve of FIG. 2, and FIG. 4 is a graph showing the opening / closing operation of the second opening / closing valve of FIG. 1 ... Gas turbine, 4 ... Turbine rotor, 6 ... Combustor, 7 ... Combustion gas passage, 8 ... Heat exchanger, 9 ... Exhaust passage, 10, 10a, 10b ... Bypass passage, 11 ... … Bypass valve, 22 …… first solenoid valve, 23 …… second solenoid valve.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor, Maruyama, Hitoshi, 2-1-1, Niihama, Arai-cho, Takasago, Hyogo Prefecture, Takasago Research Laboratory, Mitsubishi Heavy Industries, Ltd. (56) Reference JP-A-61-286535 (JP, A) Actual Open Sho 63-162938 (JP, U) Actual Open Sho 61-32536 (JP, U) Japanese Patent Publication 3-39171 (JP, B2) Actual Public Flat 2-20439 (JP, Y2)

Claims (4)

[Scope of utility model registration request] 1. An air compressor of a gas turbine is connected to a combustor via a heat exchanger, and the combustor is connected to a turbine rotor of the gas turbine via a combustion gas passage, and an exhaust passage from the turbine rotor is In a gas turbine engine for an automobile extending through the heat exchanger, when the automobile is in a predetermined deceleration state, a part of the flow rate of the combustion gas flowing toward the turbine rotor in the combustion gas passage is bypassed to the turbine rotor. A gas turbine engine for an automobile, which is provided with a combustion gas bypass means for flowing the exhaust gas to an exhaust passage. 2. The combustion gas bypass means comprises a bypass passage connecting the combustion gas passage and a portion of the exhaust passage upstream of the heat exchanger, and a bypass valve inserted in the bypass passage. The gas turbine engine for automobiles according to claim 1, wherein 3. The gas turbine for an automobile according to claim 2, wherein the bypass valve comprises one of a flow rate adjusting valve whose valve passage cross-sectional area can be varied and an on-off valve whose opening time can be controlled. engine. 4. The combustion gas bypass means comprises at least two bypass passages respectively connecting the combustion gas passage and a portion of the exhaust passage upstream of the heat exchanger, and each of the bypass passages. The gas turbine engine for an automobile according to claim 1, further comprising an on-off valve which is opened and closed independently.