JPS5856341Y2 - Diesel engine exhaust energy recovery control device - Google Patents
Diesel engine exhaust energy recovery control deviceInfo
- Publication number
- JPS5856341Y2 JPS5856341Y2 JP1978178370U JP17837078U JPS5856341Y2 JP S5856341 Y2 JPS5856341 Y2 JP S5856341Y2 JP 1978178370 U JP1978178370 U JP 1978178370U JP 17837078 U JP17837078 U JP 17837078U JP S5856341 Y2 JPS5856341 Y2 JP S5856341Y2
- Authority
- JP
- Japan
- Prior art keywords
- speed gear
- energy recovery
- exhaust energy
- gear train
- low
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Supercharger (AREA)
Description
【考案の詳細な説明】
本考案はターボコンパウンド・ディーゼルエンジンの排
気エネルギ回収制御装置に関するものである。[Detailed Description of the Invention] The present invention relates to an exhaust energy recovery control device for a turbo compound diesel engine.
従来の排気エネルギ回収用タービン装置のギヤトレーン
を装着した過給ディーゼルエンジンは過給機ａの回収用
タービンｂおよびギヤトレーンＣを第１図に示すように
配置するのが良いとされてい。In a supercharged diesel engine equipped with a gear train of a conventional exhaust energy recovery turbine device, it is considered best to arrange the recovery turbine b of the supercharger a and the gear train C as shown in FIG.
一般に排気エネルギ回収装置付き過給エンジンでは、熱
効率を向上させるため、エンジンを低圧縮比、高過給化
することが多く、この場合第１図の配置では第２図のよ
うに出力回転速度１４００ ｒｐｍ以上では斜線部に示
す向上が得られるが、１４００ ｒｐｍ以下の低速域で
は過給圧が充分に上らず、エンジンのクランク軸より逆
駆動される欠点が生じる。Generally, in supercharged engines equipped with exhaust energy recovery devices, in order to improve thermal efficiency, the engine is often equipped with a low compression ratio and high supercharging. At speeds above rpm, the improvement shown in the shaded area is obtained, but at low speeds below 1400 rpm, the supercharging pressure does not increase sufficiently, resulting in the drawback of being reversely driven by the engine crankshaft.
更に、排気回収用タービンｂおよび高速ギヤトレーンＣ
の回転慣性仕事が大きくフルードカップリングｄで連結
されている場合、スタート時および加速時のエンジン過
渡応答性が劣る欠点があった。Furthermore, an exhaust gas recovery turbine b and a high-speed gear train C
When the rotational inertia work of the engine is large and the engine is connected by the fluid coupling d, there is a drawback that the transient response of the engine during starting and acceleration is poor.
第２図中斜線部分は排気エネルギ回収分であり、点線は
過給エンジンのトルクＴ、出力Ｓおよび燃料消費率Ｕで
ある。The shaded area in FIG. 2 is the exhaust energy recovery, and the dotted lines are the torque T, output S, and fuel consumption rate U of the supercharged engine.
実線は排気エネルギ回収用タービン付エンジンのトルク
Ｔ１、出力Ｓ１および゛燃料消費率Ｕ０である。The solid lines are the torque T1, the output S1, and the fuel consumption rate U0 of the exhaust energy recovery turbine-equipped engine.
本考案は上記の事情に鑑みなされたものであって、その
目的とするところは低速域におけるエンジン性能が良好
になり、またスタート時および加速時のエンジン過渡応
答性が良好になるディーゼルエンジンの排気エネルギ回
収制御装置を提供することにある。The present invention was devised in view of the above circumstances, and its purpose is to improve the engine performance in the low speed range and improve the transient response of the engine during starting and acceleration. An object of the present invention is to provide an energy recovery control device.
以下、本考案を第３図以下を参照して説明する。Hereinafter, the present invention will be explained with reference to FIG. 3 and subsequent figures.
図面中１はエンジン本体であり、２は過給機であり、３
は排気エネルギ回収タービンである。In the drawing, 1 is the engine body, 2 is the supercharger, and 3
is an exhaust energy recovery turbine.
過給機２のタービン４の出口側は排気ダクトのような通
路５を介して排気エネルギ回収タービン３の入口側に通
じており、この通路５にロータリ弁よりなる三方向弁６
が設けである。The outlet side of the turbine 4 of the supercharger 2 communicates with the inlet side of the exhaust energy recovery turbine 3 via a passage 5 such as an exhaust duct, and a three-way valve 6 consisting of a rotary valve is connected to this passage 5.
is the provision.
排気エネルギ回収タービン３の出力側は高速ギヤトレー
ン７、低速ギヤトレーン８を介してクランク軸９に連結
しである。The output side of the exhaust energy recovery turbine 3 is connected to a crankshaft 9 via a high speed gear train 7 and a low speed gear train 8.
高速ギヤトレーン７はフルードカップリング１０を備え
ており、フルードカップリング１０の入力側は高速側ギ
ヤ１１に連結してあり、フルードカップリング１０の出
力側は電磁クラッチ１２を介して低速側ギヤ１３に連結
しである。The high-speed gear train 7 includes a fluid coupling 10 , the input side of the fluid coupling 10 is connected to a high-speed gear 11 , and the output side of the fluid coupling 10 is connected to a low-speed gear 13 via an electromagnetic clutch 12 . It is connected.
この電磁クラッチ１２のＯＮ、ＯＦＦに連動して三方向
弁６が開閉するものである。The three-way valve 6 opens and closes in conjunction with ON and OFF of the electromagnetic clutch 12.
また、電磁クラッチ１２はフルードカップリング１０の
入力側の軸１０ ａと出力側の軸１０ ｂの回転速度を
検出し、両軸１０ａ、１０ｂの回転差圧又は負によりＯ
Ｎ、ＯＦＦされるものである。Further, the electromagnetic clutch 12 detects the rotational speed of the input side shaft 10a and the output side shaft 10b of the fluid coupling 10, and detects the rotational speed of the shaft 10a and the output side shaft 10b, and detects the rotational speed of the shaft 10a and 10b.
N, it is turned off.
そして、高速側ギヤ１１の回転速度をＮ１として低速側
ギヤ１３の回転速度をＮ２としたとき、検出された速度
Ｎｌ＞Ｎ２のとき電磁クラッチ１２はＯＮになり三方弁
６は第３図に示すように開作動するものであり、検出さ
れた速度Ｎ １＜Ｎ２のとき電磁クラッチ１２はＯＦＦ
になり三方弁６は第５図に示すように閉作動するもので
ある。When the rotational speed of the high-speed gear 11 is N1 and the rotational speed of the low-speed gear 13 is N2, the electromagnetic clutch 12 is turned ON when the detected speed Nl>N2, and the three-way valve 6 is shown in FIG. When the detected speed N1<N2, the electromagnetic clutch 12 is turned off.
The three-way valve 6 then closes as shown in FIG.
しかして、高速域では検出された速度はＮ１〉Ｎ２であ
り、コンプレッサタービン４から出た排気ガスは排気回
収用タービン３に入り、これを駆動する。Therefore, in the high speed range, the detected speed is N1>N2, and the exhaust gas discharged from the compressor turbine 4 enters the exhaust gas recovery turbine 3 and drives it.
低速域では検出された速度はＮ １＜ Ｎ ２であり、
三方弁６は閉作動するために排気ガスは当該三方弁６か
ら大気に放出される。In the low speed range, the detected speed is N 1 < N 2,
Since the three-way valve 6 is closed, exhaust gas is released from the three-way valve 6 into the atmosphere.
このため低速域エンジン性能（出力Ｓ、トルクＴ、燃料
消費率Ｕ）が第６図に斜線に示すように改善される。Therefore, the engine performance in the low speed range (output S, torque T, fuel consumption rate U) is improved as shown by diagonal lines in FIG.
第６図において、点線は従来の排気回収用タービン付エ
ンジンの性能曲線Ｓ、Ｔ、Ｕであり、実線は本考案に係
るエンジンの性能曲線Ｓ、、Ｔ、、Ｕ。In FIG. 6, the dotted lines are the performance curves S, T, and U of the conventional engine with an exhaust gas recovery turbine, and the solid lines are the performance curves S, T, and U of the engine according to the present invention.
である。It is.
また、低速域で電磁クラッチ１２を切り離すことにより
高速ギヤトレーン７および排気エネルギ回収用タービン
３の回転慣性エネルギの大きいものを駆動することがな
いためスタート時および加速時にエンジン過渡応答性が
良くなる。Further, by disengaging the electromagnetic clutch 12 in a low speed range, the high speed gear train 7 and the exhaust energy recovery turbine 3, which have large rotational inertia energy, are not driven, so that the transient response of the engine is improved at the time of starting and acceleration.
本考案は以上詳述したようになり、排気エネルギ回収タ
ービン３以後の高速ギヤトレーン７と低速ギヤトレーン
８の間に高速ギヤトレーン７の高速側ギヤの回転速度Ｎ
１と低速ギヤトレーン８の低速側ギヤの回転速度Ｎ２と
の検出された速度により０Ｎ−ＯＦＦ制御される電磁ク
ラッチ１２を設け、排気エネルギ回収タービン３の直前
に電磁クラッチ１２のＯＮ作動時開作動して排気ガスを
排気エネルギ回収タービン３側に導き且つ電磁クラッチ
１２のＯＦＦ作動時閉作動して排気ガスを大気に放出す
る弁６を設けたから、低速域におけるエンジン性能が良
好になり、またスタート時および加速時のエンジン過渡
応答性が良好になる。The present invention has been described in detail above, and between the high speed gear train 7 and the low speed gear train 8 after the exhaust energy recovery turbine 3, the rotational speed N of the high speed gear of the high speed gear train 7 is provided.
1 and the rotational speed N2 of the low-speed gear of the low-speed gear train 8. An electromagnetic clutch 12 is provided which is controlled to turn ON and OFF based on the detected rotational speed N2 of the low-speed gear of the low-speed gear train 8. Since a valve 6 is provided which guides the exhaust gas to the exhaust energy recovery turbine 3 side and closes when the electromagnetic clutch 12 is turned off to release the exhaust gas to the atmosphere, the engine performance in the low speed range is improved and the engine performance at the time of starting is improved. and engine transient response during acceleration is improved.
第１図は従来のディーゼルエンジンの排気エネルギ回収
制御装置の構成説明図、第２図は過給エンジンと排気エ
ネルギ回収用タービン付エンジンの性能曲線図、第３図
は本考案−実施例の構成説明図、第４図はフルードカッ
プリング部の縦断面図、第５図は三方向弁の閉作動説明
図、第６図は一般の排気エネルギ回収用タービン付エン
ジンと本考案に係る制御装置を有する性能曲線図である
。
３は排気エネルギ回収タービン、６は三方弁、７は高速
ギヤトレーン、８は低速ギヤトレーン、１２は電磁クラ
ッチ。Fig. 1 is an explanatory diagram of the configuration of a conventional diesel engine exhaust energy recovery control device, Fig. 2 is a performance curve diagram of a supercharged engine and an engine with a turbine for exhaust energy recovery, and Fig. 3 is the configuration of the present invention-embodiment. 4 is a longitudinal sectional view of the fluid coupling part, FIG. 5 is an explanatory diagram of the closing operation of the three-way valve, and FIG. 6 is a diagram showing a general exhaust energy recovery turbine-equipped engine and the control device according to the present invention. FIG. 3 is an exhaust energy recovery turbine, 6 is a three-way valve, 7 is a high speed gear train, 8 is a low speed gear train, and 12 is an electromagnetic clutch.
Claims (1)
と低速ギヤトレーン８の間に高速ギヤトレーン７の高速
ギヤの回転速度Ｎ１と低速ギヤトレーン８の低速側ギヤ
の回転速度Ｎ２との速度の比較により０Ｎ−ＯＦＦ制御
される電磁クラッチ１２を設け、排気エネルギ回収ター
ビン３の直前に電磁クラッチ１２のＯＮ作動時開作動し
て排気ガスを排気エネルギ回収タービン３側に導き且つ
電磁クラッチ１２のＯＦＦ作動時閉作動して排気ガスを
大気に放出する弁６を設けたことを特徴とするディーゼ
ルエンジンの排気エネルギ回収制御装置。High-speed gear train 7 after exhaust energy recovery turbine 3
An electromagnetic clutch 12 is provided between the high-speed gear train 7 and the low-speed gear train 8, which is controlled to turn on and off by comparing the rotational speed N1 of the high-speed gear of the high-speed gear train 7 and the rotational speed N2 of the low-speed gear of the low-speed gear train 8, and recovers exhaust energy. Immediately before the turbine 3, a valve 6 is provided which opens when the electromagnetic clutch 12 is turned on to guide the exhaust gas to the exhaust energy recovery turbine 3 and closes when the electromagnetic clutch 12 is turned off to release the exhaust gas to the atmosphere. A diesel engine exhaust energy recovery control device characterized by:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1978178370U JPS5856341Y2 (en) | 1978-12-28 | 1978-12-28 | Diesel engine exhaust energy recovery control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1978178370U JPS5856341Y2 (en) | 1978-12-28 | 1978-12-28 | Diesel engine exhaust energy recovery control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5597133U JPS5597133U (en) | 1980-07-05 |
| JPS5856341Y2 true JPS5856341Y2 (en) | 1983-12-26 |
Family
ID=29188768
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1978178370U Expired JPS5856341Y2 (en) | 1978-12-28 | 1978-12-28 | Diesel engine exhaust energy recovery control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5856341Y2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2010264867A (en) * | 2009-05-14 | 2010-11-25 | Mitsubishi Heavy Ind Ltd | Propulsion device and marine vessel including the same |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59130014U (en) * | 1983-02-19 | 1984-08-31 | 三菱重工業株式会社 | Exhaust turbo compound engine |
| DE102008061711B3 (en) * | 2008-12-12 | 2010-07-29 | Voith Patent Gmbh | Method for controlling power transmission in a drive train and drive train |
| CN105888821A (en) * | 2014-12-09 | 2016-08-24 | 曹悦胜 | Pneumatic power engine |
-
1978
- 1978-12-28 JP JP1978178370U patent/JPS5856341Y2/en not_active Expired
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2010264867A (en) * | 2009-05-14 | 2010-11-25 | Mitsubishi Heavy Ind Ltd | Propulsion device and marine vessel including the same |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5597133U (en) | 1980-07-05 |
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