JPS61178523A - V-type turbo-compound engine - Google Patents
V-type turbo-compound engineInfo
- Publication number
- JPS61178523A JPS61178523A JP60019729A JP1972985A JPS61178523A JP S61178523 A JPS61178523 A JP S61178523A JP 60019729 A JP60019729 A JP 60019729A JP 1972985 A JP1972985 A JP 1972985A JP S61178523 A JPS61178523 A JP S61178523A
- Authority
- JP
- Japan
- Prior art keywords
- row
- supercharger
- turbine
- exhaust gas
- exhaust
- 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.)
- Pending
Links
- 150000001875 compounds Chemical class 0.000 claims description 9
- 238000002347 injection Methods 0.000 claims description 8
- 239000007924 injection Substances 0.000 claims description 8
- 239000000446 fuel Substances 0.000 claims description 4
- 230000005540 biological transmission Effects 0.000 abstract description 2
- 230000008878 coupling Effects 0.000 abstract description 2
- 238000010168 coupling process Methods 0.000 abstract description 2
- 238000005859 coupling reaction Methods 0.000 abstract description 2
- 239000012530 fluid Substances 0.000 abstract description 2
- 238000011084 recovery Methods 0.000 description 6
- 238000000034 method Methods 0.000 description 3
- 239000013589 supplement Substances 0.000 description 2
- 239000003795 chemical substances by application Substances 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
- F02B41/02—Engines with prolonged expansion
- F02B41/10—Engines with prolonged expansion in exhaust turbines
-
- 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
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は第１列、第２列の両側に複数のシリンダを有す
るＶ形ディーゼル機関であって、排気ガスタービン過給
機の他に排気ガスの排気二ネｐギー回収のためのパワー
タービンを有するＶ形ターボコンパウンドエンジンに関
する。Detailed Description of the Invention (Industrial Application Field) The present invention relates to a V-type diesel engine having a plurality of cylinders on both sides of a first row and a second row. The present invention relates to a V-type turbo compound engine having a power turbine for exhaust gas recovery.
（従来技術）
従来のターボコンパウンド機関においては、高温、高圧
の排気ガスをターボ過給機の排気タービンＩ／Ｃ導入し
、給気コンプレッサ（ブロワ−）を駆動すると共に、排
気タービンを通過した排気ガスで出力回収タービン（パ
ワータービン）を駆動し、動力伝達装置によりクランク
軸に出力を回収する構造となっているが、その場合出力
回収タービンの膨張比は低く、回収動力も小さくなる。(Prior art) In a conventional turbo compound engine, high-temperature, high-pressure exhaust gas is introduced into the exhaust turbine I/C of the turbo supercharger to drive the intake air compressor (blower), and the exhaust gas that has passed through the exhaust turbine is The structure is such that gas drives a power recovery turbine (power turbine) and a power transmission device recovers the output to the crankshaft, but in this case, the expansion ratio of the power recovery turbine is low and the recovered power is also small.
（発明の目的）
本発明はパワータービンにおける膨張比を大きくとれる
ようにして回収出力を増大し、性能向上を図る事を目的
としている。(Objective of the Invention) An object of the present invention is to increase the recovery output by increasing the expansion ratio in the power turbine, thereby improving performance.
（発明の構成）
本発明は第１列、第２９列の両側に複数のシリンダを有
するＶ形ディーゼル機関において、第１列側シリンダに
排気ガスタービン過給機を、又第２列側にパワータービ
ンをそれぞれ連結した事を特徴とするＶ形ターボコンパ
ウンドエンジンである。(Structure of the Invention) The present invention provides a V-type diesel engine having a plurality of cylinders on both sides of the 1st row and the 29th row. It is a V-type turbo compound engine characterized by connected turbines.
（実施例）
第１図において８は機関本体、４は排気ガスタービン過
給機、５はパワータービン（出力回収タービン）である
。機関本体３はＡ列側（第１列側）シリンダ１とＢ列側
（第２列側）シリンダ２を備え、Ａ列側シリンダ１のＡ
列側排気マニホルド７は排気管８を介して過給機４の排
気タービン９に接続し、この排気タービン９で駆動され
るブロアー１０（給気コンプレッサ）の給気出口は給気
管１１を介してＡ列側給気マニホルド１２とＢ列側給気
マニホルド１３に接続している。 １４．１５はそれぞ
れＡ列側とＢ列側の燃料噴射ポンプである。(Example) In FIG. 1, 8 is an engine main body, 4 is an exhaust gas turbine supercharger, and 5 is a power turbine (output recovery turbine). The engine body 3 includes a cylinder 1 on the A row side (first row side) and a cylinder 2 on the B row side (second row side).
The row-side exhaust manifold 7 is connected to an exhaust turbine 9 of the supercharger 4 through an exhaust pipe 8, and the air supply outlet of a blower 10 (air supply compressor) driven by this exhaust turbine 9 is connected through an air supply pipe 11. It is connected to the A row side air supply manifold 12 and the B row side air supply manifold 13. 14 and 15 are fuel injection pumps on the A row side and B row side, respectively.
Ｂ列側シリンダのＢ列側排気マニホルド１７は排気管１
８を介してパワータービン５に接続している。パワータ
ービン５の出力軸１９は高速ギヤトレーン２０と流体継
手２１と低速ギヤトレーン２２を介してクランク軸２３
に接続している。The B row side exhaust manifold 17 of the B row side cylinder is the exhaust pipe 1
It is connected to the power turbine 5 via 8. The output shaft 19 of the power turbine 5 is connected to a crankshaft 23 via a high speed gear train 20, a fluid coupling 21, and a low speed gear train 22.
is connected to.
機関の運転中に、Ａ列側シリンダｌから排出された排気
ガスにより排気タービン９が駆動され、排気タービン９
の出力によりブロワー１０が駆動され、ブロワー１０で
圧縮された給気は給気管１１を介してＡ、Ｂ列シリンダ
１．２に供給される。While the engine is operating, the exhaust gas discharged from the A row side cylinder 1 drives the exhaust turbine 9.
The blower 10 is driven by the output of the blower 10, and the air compressed by the blower 10 is supplied to the A and B row cylinders 1.2 via the air supply pipe 11.
Ｂ列側シリンダ２から排出された排気ガスは排気管１８
を介してパワータービン５に供給され、パワータービン
５で回収された出力はギヤトレーン２０ 、２２ 、流
体継手２１等からなる動力伝達装置を経てクランク軸２
３に伝達される。 Ａ列側とＢ列側の燃料噴射ポンプ１
４．１５はそれぞれ電子ガバナー等の調速機構によシ独
立にコントロールされる。The exhaust gas discharged from the cylinder 2 on the B row side is transferred to the exhaust pipe 18.
The output is supplied to the power turbine 5 via the power turbine 5 and recovered by the power turbine 5.
3. Fuel injection pump 1 for A row side and B row side
4.15 are each independently controlled by a speed regulating mechanism such as an electronic governor.
第２図は第２実施例を示しており、第１図中の符号と同
一符号は対応部分である。第２図においては低圧側過給
機２５が新設されておシ、高圧側過給機４のタービン９
の排気出口は排気管２６を介して、又パワータービン５
の排気出口は排気管２７を介してそれぞれ低圧側過給機
２５のタービン２８に接続されている。タービン２８で
駆動されるブロワー２９の給気出口は給気管８０を介し
てブロワー１０の入口に接続している。FIG. 2 shows a second embodiment, and the same reference numerals as those in FIG. 1 indicate corresponding parts. In FIG. 2, a low-pressure side supercharger 25 is newly installed, and a turbine 9 of the high-pressure side supercharger 4 is shown.
The exhaust outlet of the power turbine 5 is connected via the exhaust pipe 26 and the power turbine 5
Exhaust outlets are connected to the turbine 28 of the low-pressure side supercharger 25 via exhaust pipes 27, respectively. An air supply outlet of a blower 29 driven by a turbine 28 is connected to an inlet of the blower 10 via an air supply pipe 80.
第２図に示すターボコンパウンドエンジンにおいては、
過給機４（高圧側過給機）とパワータービン５からの排
気ガスを集合せしめ、高圧側過給機４の下流側に設けた
低圧側過給機２５を駆動せしめ、２段過給式としている
。In the turbo compound engine shown in Figure 2,
Exhaust gas from the supercharger 4 (high-pressure side supercharger) and power turbine 5 is collected to drive the low-pressure side supercharger 25 provided downstream of the high-pressure side supercharger 4, resulting in a two-stage supercharging system. It is said that
第１図の場合、過給機４はＡ列側シリンダｌの排気エネ
μギーのみで駆動されるため、両列シリンダ１．２への
給気量（給気圧）が不足する懸念がある。従って過給機
４として高効率、高性能な物が要求されるが、過給機の
性能には限度があるため、次の方法で過給機性能を補な
う事が好ましい。In the case of FIG. 1, since the supercharger 4 is driven only by the exhaust energy μ of the cylinders 1 on the A row side, there is a concern that the supply air amount (supply pressure) to both row cylinders 1.2 may be insufficient. Therefore, the supercharger 4 is required to have high efficiency and high performance, but since the performance of the supercharger is limited, it is preferable to supplement the supercharger performance by the following method.
（１）Ａ、Ｂ列の負荷割合を変える（ Ａ＞Ｂ ）。具
体的には、
（１，１）Ａ、Ｂ列の燃料噴射量を独立にコントロール
する。(1) Change the load ratio of columns A and B (A>B). Specifically, (1, 1) The fuel injection amounts of A and B rows are controlled independently.
（１，２） Ａ、 Ｂ列の給気量を、吸排気タイミング
を異にするか、可変タイミングにすることによシコント
ロールする。(1, 2) The amount of air supply in rows A and B is controlled by different intake and exhaust timings or variable timing.
（２）第２図の如く、２段過給方式とする。(2) As shown in Figure 2, a two-stage supercharging system is used.
即ちＡ列の過給機４（高圧側）の排気タービン９通過後
の排気ガスと、Ｂ列のパワーターヒフ５通過後の排気ガ
スを、低圧側過給機２５に導入し、低圧側過給機２５に
より駆動される給気ブロワー２９にて圧縮された給気を
、高圧側過給機４の給気ブロワー１０に導入する方法を
採用する。That is, the exhaust gas after passing through the exhaust turbine 9 of the A row supercharger 4 (high pressure side) and the exhaust gas after passing through the B row power turbine 5 are introduced into the low pressure side supercharger 25, and the exhaust gas is introduced into the low pressure side supercharger 25. A method is adopted in which the supply air compressed by the supply air blower 29 driven by the supply air blower 25 is introduced into the supply air blower 10 of the high-pressure side supercharger 4.
第８図は第８！！施例を示しており、第１図中の符号と
同一符号は対応部分である。第３図のターボコンパウン
ドエンジンにおいては、吸引ブロワー３２が新設されて
おシ、この吸引ブロワー３２はパワータービン５によシ
駆動され、吸込口３３け排気管３４を介してタービン９
の排気出口３５に接続している。過給機４としては高圧
力比の物が採用されている。Figure 8 is number 8! ! An example is shown, and the same reference numerals as in FIG. 1 indicate corresponding parts. In the turbo compound engine shown in FIG. 3, a suction blower 32 is newly installed.
It is connected to the exhaust outlet 35 of. As the supercharger 4, one with a high pressure ratio is adopted.
Ａ列側の過給機４はＡ列側シリンダ１の高圧、高温排気
ガスを排気タービン９に導入する事により駆動され、タ
ービン９はブロワ−（給気コンプレッサ）１０を駆動し
てＡ、Ｂ両列のシリンダ１．２に給気を供給するため、
高性能過給機が要求される。しかし過給機性能には前述
の如く限度があるため、次の方法で過給機性能を補なう
。The supercharger 4 on the A row side is driven by introducing high-pressure, high-temperature exhaust gas from the A row cylinder 1 into an exhaust turbine 9, and the turbine 9 drives a blower (supply air compressor) 10 to In order to supply air to cylinders 1.2 in both rows,
A high-performance supercharger is required. However, since the supercharger performance has a limit as mentioned above, the supercharger performance is supplemented by the following method.
（ＩＩＡ、Ｂ列に独立した噴射ポンプ１４．１５を設け
、機関回転数、負荷、給気圧を検出する事により、それ
ぞれ噴射量コントロールを行ない、Ａ列とＢ列の負荷割
合を変え、Ａ列の排気エネルギーを大とする。この場合
の負荷割合は、Ａ列側とＢ列側の燃料噴射量と吸排気弁
のタイミングを異にするか、あるいけ可変タイミングと
することによシ給気量に差を与えて可能となる。(Separate injection pumps 14.15 are installed in IIA and B rows, and by detecting the engine speed, load, and supply pressure, the injection amount is controlled respectively.The load ratio of A row and B row is changed, and the A row The exhaust energy of This is possible by making a difference in the amount.
（２）パワータービン５によシ、過給機４の排気タービ
ン出口８５と連結した給気ブロワー３２を駆動し、排気
タービン９の膨張比を大として過給機性能を向上する。(2) The power turbine 5 drives the air supply blower 32 connected to the exhaust turbine outlet 85 of the supercharger 4 to increase the expansion ratio of the exhaust turbine 9 and improve the performance of the supercharger.
（発明の効果）
本発明は、第１列、第２列（Ａ、Ｂ列）両側に複数のシ
リンダを有するＶ形デイーゼル機関において、第１列（
Ａ列）側シリンダに排気ガスタービン過給機４を、又第
２列（Ｂ列）側シリンダ２にパワータービン５をそれぞ
れ連結しているので、Ｂ列側シリンダ２の高圧排気ガス
を直接パワータービン５に流入させるため膨張比が大き
くとれ、回収出力が増大し、性能向上が図れる。Ａ列側
の過給機性能が十分得られない場合は、Ａ、３列シリン
ダの噴射量コントロー〃及びＡ列シリンダと３列シリン
ダの流入給気量をコントロールする事によシ、Ａ列側の
排気エネルギーを大として、過給機性能を補なうことが
できる。又第２図の如く、２段過給方式の採用も可能で
ある。又第３図の如く、吸引ブロワー３２を装備すると
排気管３４の圧力が下り過給機４の膨張比が大きくとれ
るため、高圧力比の過給が可能となる。過給機番、パワ
ータービン５の配置が、従来の過給機付内燃機関並とな
シ、高出力、高性能、コンパクトな機関が得られる。(Effects of the Invention) The present invention provides a V-type diesel engine having a plurality of cylinders on both sides of the first row and the second row (rows A and B).
Since the exhaust gas turbine supercharger 4 is connected to the cylinder on the A row (row A) side, and the power turbine 5 is connected to the cylinder 2 on the second row (row B) side, the high-pressure exhaust gas from the cylinder 2 on the row B side is directly connected to the power source. Since it flows into the turbine 5, the expansion ratio can be increased, the recovery output can be increased, and performance can be improved. If the turbocharger performance on the A row side cannot be obtained sufficiently, the injection amount controller for the A and 3 row cylinders and the inflow air intake amount of the A row cylinders and the 3 row cylinders can be controlled. The exhaust energy can be increased to supplement the performance of the supercharger. Furthermore, as shown in FIG. 2, it is also possible to adopt a two-stage supercharging system. Further, as shown in FIG. 3, when a suction blower 32 is installed, the pressure in the exhaust pipe 34 is lowered and the expansion ratio of the supercharger 4 can be increased, so that supercharging at a high pressure ratio is possible. The number of superchargers and the arrangement of the power turbine 5 are the same as those of conventional internal combustion engines with a supercharger, and a high output, high performance, and compact engine can be obtained.
第１図、第２図、第、３図はそれぞれ第１．第２、第３
実施例を示す構造略図である。ｌ・・・第１列側シリン
ダ、２・・・第２列側シリンダ、３・・・機関本体、４
・・・排気ガヌタービン過給機、５・・・パワータービ
ン
特許出願人 ヤンマーディーゼ〃株式会社、−コ
代理人 弁理士 大 森 忠 孝 ：、 １Figures 1, 2, 3 are respectively 1. 2nd, 3rd
It is a structural diagram showing an example. l...Cylinder on the first row side, 2...Cylinder on the second row side, 3... Engine body, 4
...Exhaust Ganu turbine supercharger, 5...Power turbine patent applicant Yanmar Diesel Co., Ltd., -co agent Patent attorney Tadaka Omori:, 1
Claims (4)
形デイーゼル機関において、第１列側シリンダに排気ガ
スタービン過給機を、又第２列側シリンダにパワーター
ビンをそれぞれ連結した事を特徴とするＶ形ターボコン
パウンドエンジン。(1) V with multiple cylinders on both sides of the first and second rows
A V-type turbo compound engine characterized in that an exhaust gas turbine supercharger is connected to a first row cylinder, and a power turbine is connected to a second row cylinder.
量をコントロールし得る燃料噴射ポンプを備えている特
許請求の範囲第１項記載のＶ形ターボコンパウンドエン
ジン。(2) The V-type turbo compound engine according to claim 1, wherein each of the first and second row cylinders is provided with a fuel injection pump that can independently control the injection amount.
過給機に接続されて２段過給式となつている特許請求の
範囲第１項記載のＶ形ターボコンパウンドエンジン。(3) The V-type turbo compound engine according to claim 1, wherein the exhaust outlet of the supercharger and the power turbine are connected to a low-pressure supercharger to form a two-stage supercharging type.
れ、吸引ブロワーの吸込口が過給機の排気出口に連結さ
れている特許請求の範囲第１項記載のＶ形ターボコンパ
ウンドエンジン。(4) The V-type turbo compound engine according to claim 1, wherein the output shaft of the power turbine is connected to a suction blower, and the suction blower's suction port is connected to the exhaust outlet of the supercharger.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60019729A JPS61178523A (en) | 1985-02-04 | 1985-02-04 | V-type turbo-compound engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60019729A JPS61178523A (en) | 1985-02-04 | 1985-02-04 | V-type turbo-compound engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS61178523A true JPS61178523A (en) | 1986-08-11 |
Family
ID=12007401
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60019729A Pending JPS61178523A (en) | 1985-02-04 | 1985-02-04 | V-type turbo-compound engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61178523A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2644511A1 (en) * | 1989-03-14 | 1990-09-21 | Daimler Benz Ag | TURBINE COMPOUND DRIVE DEVICE FOR AN INTERNAL COMBUSTION ENGINE |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS591063U (en) * | 1982-06-25 | 1984-01-06 | 株式会社リコー | developing device |
-
1985
- 1985-02-04 JP JP60019729A patent/JPS61178523A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS591063U (en) * | 1982-06-25 | 1984-01-06 | 株式会社リコー | developing device |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2644511A1 (en) * | 1989-03-14 | 1990-09-21 | Daimler Benz Ag | TURBINE COMPOUND DRIVE DEVICE FOR AN INTERNAL COMBUSTION ENGINE |
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