JPS63265798A - Multiple engine facility for ship - Google Patents
Multiple engine facility for shipInfo
- Publication number
- JPS63265798A JPS63265798A JP63085552A JP8555288A JPS63265798A JP S63265798 A JPS63265798 A JP S63265798A JP 63085552 A JP63085552 A JP 63085552A JP 8555288 A JP8555288 A JP 8555288A JP S63265798 A JPS63265798 A JP S63265798A
- Authority
- JP
- Japan
- Prior art keywords
- engine
- exhaust gas
- auxiliary engine
- compressor
- auxiliary
- 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.)
- Granted
Links
- 238000009434 installation Methods 0.000 claims description 13
- 230000005540 biological transmission Effects 0.000 claims description 5
- 230000008878 coupling Effects 0.000 claims description 2
- 238000010168 coupling process Methods 0.000 claims description 2
- 238000005859 coupling reaction Methods 0.000 claims description 2
- 239000007789 gas Substances 0.000 description 26
- 239000000446 fuel Substances 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000002955 isolation Methods 0.000 description 2
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000011109 contamination Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 238000009987 spinning Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
- B63H21/14—Use of propulsion power plant or units on vessels the vessels being motor-driven relating to internal-combustion engines
-
- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/005—Exhaust driven pumps being combined with an exhaust driven auxiliary apparatus, e.g. a ventilator
-
- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/16—Control of the pumps by bypassing charging air
- F02B37/164—Control of the pumps by bypassing charging air the bypassed air being used in an auxiliary apparatus, e.g. in an air turbine
-
- 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
- F02B73/00—Combinations of two or more engines, not otherwise provided for
-
- 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
Abstract
(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.
Description
【発明の詳細な説明】 （産業上の利用分野〕 本発明は船舶用の多重エンジン設備に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to multiple engine installations for ships.
排気ガスタービン形過給機によって充填される少なくと
も一つの自点式の主エンジンと、少なくとも一つの自点
式の補助エンジンと、発電機とを有し、主エンジンの低
負荷範囲において遮断可能な有効タービンが前記過給機
タービンに並列接続され、前記発電機の軸が補助エンジ
ンの軸および有効タービンの軸に接続されているような
船舶用の多重エンジン設備は、既にヨーロッパ特許出願
公開第０１９９１６５号公報で知られている。かかる設
備において、補助エンジンは発電機の回転数を一定に保
つための制御ユニットとして使用している。即ち補助エ
ンジンは、有効タービンが発電機にとって必要な動力全
部を供給するときには、無負荷回転で追走する。It has at least one self-starting main engine charged by an exhaust gas turbine supercharger, at least one self-starting auxiliary engine, and a generator, and can be shut off in a low load range of the main engine. A multi-engine installation for ships, in which the active turbine is connected in parallel to the supercharger turbine and the shaft of the generator is connected to the axis of the auxiliary engine and to the axis of the active turbine, has already been described in European Patent Application No. 0199165 It is known from the publication No. In such equipment, the auxiliary engine is used as a control unit to keep the rotational speed of the generator constant. That is, the auxiliary engine follows at no-load rotation when the active turbine supplies all the power required by the generator.
この公知の設備において望まれる補助エンジンの使用は
、その非常に大きな弁才−バーラップにより、即ち放出
弁および大口弁が同時に開かれる時間が比較的長いこと
により、小さな出力の範囲において負の流れ勾配を生じ
るおそれがある。このために排気ガスはエンジンの空気
案内区域に逆流してしまう、いま補助エンジンが長時間
にわたって無負荷運転されるか非常に低い出力で運転さ
れる場合、特にこのエンジンに対して燃料として重油が
使用されるとき、大口弁、入口通路、過給空気配管およ
び過給空気冷却器のような空気案内部品にひどい汚れを
生じるおそれがある。この排気ガス堆積物は空気案内通
路を著しく狭めて、その結果燃焼用の空気量が不足し、
これに伴って排気ガスの温度が上昇する。これによって
エンジンの燃焼室を境界づけるすべての構造部品の寿命
が短くなってしまう、またこのエンジンは必要な場合に
もはやその全動力を発生できず、その運転性能は悪い、
従って全体として、多重エンジン設備の少ない燃料消費
量による本来の意図した経費の節約は、有効タービンを
採用した場合に、大きな監視費用および補助エンジンの
構造部品の寿命の短縮によって相殺されてしまう。The desired use of the auxiliary engine in this known installation is due to its very large valve burlap, i.e. due to the relatively long time during which the discharge valve and the mouth valve are open simultaneously, it is possible to avoid negative flow gradients in the range of small powers. There is a risk that this may occur. This causes exhaust gases to flow back into the air guide area of the engine, especially if the auxiliary engine is operated unloaded for long periods of time or at very low power, especially when heavy oil is used as fuel for this engine. When used, there can be severe fouling of air guide parts such as the mouth valve, inlet passage, charge air piping and charge air cooler. These exhaust gas deposits significantly narrow the air guide passages, resulting in insufficient air volume for combustion.
Along with this, the temperature of the exhaust gas increases. This shortens the service life of all the structural parts that bound the combustion chamber of the engine, and the engine is no longer able to generate its full power when needed and its operating performance is poor.
Overall, therefore, the originally intended cost savings due to lower fuel consumption of multi-engine installations are offset by high monitoring costs and a shortened service life of the structural parts of the auxiliary engine when efficient turbines are employed.
本発明の目的は、冒頭に述べた形式の多重エンジン設備
を、信頼性、運転安全性および運転準備について改善す
ることにある。The object of the invention is to improve multi-engine installations of the type mentioned at the outset with respect to reliability, operational safety and operational readiness.
本発明によればこの目的は、補助エンジンが固有の排気
ガスタービン形過給機を有し、圧縮機と主エンジンの過
給空気冷却器との間で過給空気を導く配管から分岐して
いる接続配管が設けられ、この接続配管が補助エンジン
の排気ガスタービン形過給機の圧縮機に導かれ、分岐さ
れた過給空気量を調節する制御弁を有していることによ
って達成される。According to the invention, this object is achieved in that the auxiliary engine has its own exhaust gas turbine type supercharger, branching off from the line leading the charge air between the compressor and the charge air cooler of the main engine. This is achieved by providing a connecting pipe that leads to the compressor of the exhaust gas turbine supercharger of the auxiliary engine and having a control valve that adjusts the amount of branched supercharging air. .
本発明によれば補助エンジンの汚れは避けられ、正の流
れ勾配を維持するために必要な過給空気量だけが主エン
ジンから分岐される。この過給空気は同時に補助エンジ
ンの排気ガスタービン形過給機を最低回転数に維持する
ので、このエンジンは必要に応じて急速に必要な出力ま
で加速できる。According to the invention, fouling of the auxiliary engine is avoided and only the amount of charge air necessary to maintain a positive flow gradient is diverted from the main engine. This supercharging air simultaneously maintains the exhaust gas turbine supercharger of the auxiliary engine at a minimum speed, so that the engine can quickly accelerate to the required power if required.
〔実施例）
以下図面に示した実施例を参照して本発明の詳細な説明
する。[Embodiments] The present invention will be described in detail below with reference to embodiments shown in the drawings.
第１図に示した船舶用の多重エンジン設備は、自点式の
主エンジン１例えばディーゼルエンジンあるいはディー
ゼルガスエンジンを有し、これは船舶スクリュー３を有
する軸２に接続されている。The multi-engine installation for a ship shown in FIG. 1 has a self-propelled main engine 1, for example a diesel engine or a diesel gas engine, which is connected to a shaft 2 with a ship propeller 3.
主エンジン１は更に過給空気配管４および排気ガス集合
配管５を有している。排気ガス集合配管５は配管６を介
して過給機タービン７に接続されている。過給機タービ
ン７は圧縮機８の軸９に接続されている。過給機タービ
ン７および圧縮機８は主エンジン１の排気ガスタービン
形過給機を形成している、配管１０が圧縮機８から過給
空気冷却器１１に通じており、この冷却器１１は過給空
気配管４に接続されている。The main engine 1 further has a supercharging air line 4 and an exhaust gas collecting line 5. The exhaust gas collection pipe 5 is connected to a supercharger turbine 7 via a pipe 6. A supercharger turbine 7 is connected to a shaft 9 of a compressor 8. The supercharger turbine 7 and the compressor 8 form an exhaust gas turbine supercharger of the main engine 1. A line 10 leads from the compressor 8 to a supercharge air cooler 11, which is It is connected to supercharged air piping 4.
排気ガス集合配管５から配管６と並行して別の配管１２
が有効タービン１３に通じている。配管１２から放出配
管１４が分岐しており、この配管１４は流出配管１５と
同様に過給機タービン７の後ろで大気に通じている。Another pipe 12 runs parallel to the pipe 6 from the exhaust gas collection pipe 5.
leads to the effective turbine 13. A discharge line 14 branches off from the line 12 and, like the outlet line 15, opens into the atmosphere behind the supercharger turbine 7.
配管１２には放出配管１４の分岐点の後ろに遮断弁１６
が設けられており、この遮断弁１６によって配管１２が
開閉される。放出配管１４には別の遮断弁１７が設けら
れており、その大きな開口断面積は有効タービン１３の
タービン断面積に相応している。また配管１２には遮断
弁１６と有効タービン１３との間に２．速閉鎖弁１８が
配置されている。The pipe 12 has a shutoff valve 16 behind the branch point of the discharge pipe 14.
is provided, and the piping 12 is opened and closed by this shutoff valve 16. A further shutoff valve 17 is provided in the discharge line 14 , the large opening cross-section of which corresponds to the turbine cross-section of the active turbine 13 . Further, the piping 12 has two valves between the shutoff valve 16 and the effective turbine 13. A quick-closing valve 18 is arranged.
第１図に示した設備は更に自点式の補助エンジン１９を
有している。その軸２０は一方では発電ｆｉ２２の軸２
１に接続され、他方ではフリーホイール継手２３を介し
て変速伝動装置２４に接続されている。変速伝動装置２
４は有効タービン１３の軸２５を介して駆動される。The installation shown in FIG. 1 also has a self-spot auxiliary engine 19. The shaft 20 is on the one hand the shaft 2 of the power generation fi 22
1 and, on the other hand, via a freewheel coupling 23 to a variable speed transmission 24 . Speed transmission device 2
4 is driven via the shaft 25 of the active turbine 13.
補助エンジン１９は過給空気配管２６および排気ガス集
合配管２７を有している。この排気ガス集合配管２７は
配管２８を介して過給機タービン２９に接続されている
。過給機タービン２９は軸３０を介して圧縮６３１に接
続されている。圧縮機３１から配管３２が過給空気冷却
器３３まで延びており、その冷却器３３の出口は過給空
気配管２６に接続されている。The auxiliary engine 19 has a supercharging air pipe 26 and an exhaust gas collecting pipe 27. This exhaust gas collection pipe 27 is connected to a supercharger turbine 29 via a pipe 28. Supercharger turbine 29 is connected to compressor 631 via shaft 30 . A pipe 32 extends from the compressor 31 to a supercharged air cooler 33 , and the outlet of the cooler 33 is connected to the supercharged air pipe 26 .
主エンジン１の圧縮機８と過給空気冷却器１１との間で
配管１０から接続配管３４が分岐しており、この接続配
管３４は補助エンジン１９の圧縮機３１に通じている。A connecting pipe 34 branches from the pipe 10 between the compressor 8 of the main engine 1 and the supercharged air cooler 11, and this connecting pipe 34 communicates with the compressor 31 of the auxiliary engine 19.
接続配管３４には制御弁３５が存在している。第３図に
示すように接続配管３４は圧縮機３１のケーシング３７
内における環状室３６に開口している。環状室３６から
複数のノズル状流出通路３８が圧縮機ケーシング３７の
内部室３９に通じている。この内部室３９は軸３０上に
あるベーン４１付の圧縮機ランナ４ｏを収容している。A control valve 35 is present in the connecting pipe 34 . As shown in FIG. 3, the connecting pipe 34 connects to the casing 37 of the compressor 31
It opens into an annular chamber 36 inside. A plurality of nozzle-shaped outlet passages 38 lead from the annular chamber 36 into an internal chamber 39 of the compressor casing 37 . This interior chamber 39 houses a compressor runner 4o with vanes 41 on the shaft 30.
ノズル状流出通路３８はほぼベーン４１に対して接線方
向にその回転方向に延びているので、導入された空気は
ベーン４１に向けて接線方向に流出し、その場合圧縮機
ランナ４０の回転を支援する。圧１ｍランナ４０への通
常の空気導入は吸込み通路４２を通して行われる。The nozzle-shaped outflow passage 38 extends approximately tangentially to the vane 41 in the direction of its rotation, so that the introduced air flows out tangentially towards the vane 41 and thereby supports the rotation of the compressor runner 40. do. Normal air introduction into the 1 m pressure runner 40 takes place through a suction passage 42.
第１図に示すように制御Ｔａ弁３５は制御ユニット４３
によって作動される。制御ユニット４３には信号配線４
４によって過給空気配管２６内の過給空気圧に比例した
信号が入れられ、且つ信号配線４５によって排気ガス集
合配管２７の後ろの排気ガス圧に比例した信号が入れら
れる。制御ユニット４３内においてそれら二つの信号が
比較される。As shown in FIG. 1, the control Ta valve 35 is controlled by the control unit 43.
operated by. The control unit 43 has signal wiring 4
4 inputs a signal proportional to the supercharging air pressure in the supercharged air pipe 26, and a signal line 45 inputs a signal proportional to the exhaust gas pressure behind the exhaust gas collecting pipe 27. Within the control unit 43 the two signals are compared.
負の流れ勾配が生じると、即ち過給空気圧が排気圧より
小さいとき、制御弁３５は開放方向に作動される。その
場合制御弁３５は少なくとも過給空気圧と排気ガス圧と
がバランスするまで開かれる。When a negative flow gradient occurs, ie when the charge air pressure is less than the exhaust pressure, the control valve 35 is actuated in the opening direction. In that case, the control valve 35 is opened at least until the supercharging air pressure and the exhaust gas pressure are balanced.
しかし好適には、補助エンジン１９が正の流れ勾配で運
転され、排気ガスの逆流による空気の汚染が６育実に防
止されるようにするために、制御【弁３５は過給空気圧
が排気ガス圧より所定のパーセントだけ大きいように制
御される。制御ユニット４３は好適には、主エンジンｌ
が運転されている場合に投入される。Preferably, however, in order to ensure that the auxiliary engine 19 is operated with a positive flow gradient and that contamination of the air by exhaust gas backflow is seriously prevented, the control [valve 35 is controlled so that the boost air pressure is lower than the exhaust gas pressure. is controlled to be larger by a predetermined percentage. The control unit 43 preferably controls the main engine l.
is injected when the is in operation.
主エンジンｌで発生される排気ガスの全部が必要とされ
る過給空気を供給するために排気ガスタービン形過給機
７．８に導入されるような低負荷範囲において主エンジ
ンｌが運転されるとき、遮断弁１６．１７は閉鎖される
０発電２機２２が必要とする動力は全部が補助エンジン
１９によって賄われる。The main engine l is operated in a low load range such that all of the exhaust gases generated by the main engine l are introduced into an exhaust gas turbine supercharger 7.8 to supply the required supercharging air. When this happens, the shutoff valves 16 and 17 are closed, and all the power required by the two generators 22 is provided by the auxiliary engine 19.
主エンジン１が半分以上の出力で運転され、その場合排
気ガスタービン形過給機７．８が必要な過給空気を発生
するために消費するよりも多い排気ガスを発生するとき
、急速閉鎮弁１８が開かれ遮断弁１７が閉じられた状態
において、遮断弁１６が開かれる。従って有効タービン
１３は出力し始める。相応した負荷範囲において補助エ
ンジン１９の出力は、それが主エンジン１の所定の出力
において単に無負荷運転され、従って単なる発電機２２
の軸２１の回転数に対する制御機構となるまで低下され
る。補助エンジン１９の出力が例えばその最大出力の約
２５％以下に低下すると、配管２８内の排気ガス圧は過
給空気配管２６内の過給空気圧より大きくなる。遅くと
も制御ユニット４３によって信号配線４４．４５を介し
て検出されるこの状態が生じると、直ちに制御ユニット
４３は制御弁３５に制御指令を出し、従ってこの制御弁
３５は開き始める。比較的高温で従って比較的大きな容
積を有する圧縮機８からの過給空気はこれにより圧縮機
３工に流入する。その場合過給空気を圧縮機８の直ぐ後
ろで分岐すると有利である。この場合過給空気は小さな
質量で比較的大きな容積を存する。単位時間当たり所定
の容積は補助エンジン１９を質流するのに十分である。Rapid shutdown occurs when the main engine 1 is operated at more than half power, in which case the exhaust gas turbine supercharger 7.8 generates more exhaust gas than is consumed to generate the required supercharging air. With valve 18 open and isolation valve 17 closed, isolation valve 16 is opened. The active turbine 13 therefore begins to output power. In the corresponding load range, the power of the auxiliary engine 19 is such that it is operated only unloaded at a given power of the main engine 1 and is therefore just a generator 22.
The rotation speed of the shaft 21 is reduced until it becomes a control mechanism for the rotation speed of the shaft 21. When the output of the auxiliary engine 19 drops below, for example, about 25% of its maximum output, the exhaust gas pressure in the line 28 becomes greater than the supercharging air pressure in the supercharging air line 26. As soon as this condition occurs, which is detected at the latest by the control unit 43 via the signal line 44.45, the control unit 43 issues a control command to the control valve 35, so that this control valve 35 begins to open. The supercharged air from the compressor 8, which has a relatively high temperature and therefore a relatively large volume, thus flows into the compressor 3. In this case, it is advantageous to branch off the charge air immediately after the compressor 8. In this case, the supercharging air has a relatively large volume with a small mass. The predetermined volume per unit time is sufficient to free the auxiliary engine 19.
他方では圧縮機８の搬送出力は搬送される空気の質量に
比例する。従って補助エンジン１９を貫流するために必
要な空気が、まだ空気が比較的小さな質量で大きな容積
をしている圧縮機８の後ろの個所で取り出される場合、
主エンジンｌからその運転にとって害のない少量の過給
空気が取り出されるだけであり、圧縮Ｉａ８もその過給
空気に対して極めて少ない出力を消費するだけである。On the other hand, the conveying power of the compressor 8 is proportional to the mass of air conveyed. Therefore, if the air required to flow through the auxiliary engine 19 is taken off at a point after the compressor 8, where the air still has a relatively small mass and a large volume,
Only a small amount of charge air is taken from the main engine I, which is not harmful to its operation, and the compression Ia8 also consumes only a very small amount of power for this charge air.
接続配管３４を通して圧縮機３１に到達する過給空気は
、ノズル状流出通路３８を通して圧縮機３１の内部室に
流入し、この場合ベーン４１に回転方向に打ち当たる、
その場合この空気は吸込み通路４２を通して空気を吸い
込むことを支援し、この空気はそれから過給空気冷却器
３３を介して補助エンジン１９に過給空気として導入さ
れる。The supercharged air reaching the compressor 31 through the connecting pipe 34 flows into the internal chamber of the compressor 31 through the nozzle-shaped outlet passage 38 and impinges on the vanes 41 in the rotational direction.
This air then serves to draw in air through the intake channel 42, which air is then introduced as supercharging air into the auxiliary engine 19 via the supercharging air cooler 33.
補助エンジン１９が例えばその燃料供給装置における故
障によって回転数を一定に保持する機構を停止してしま
う場合、急速閉鎖弁１８が閉じられ、同時に遮断弁１７
が開かれる。これによって、有効タービン１３が空転さ
れることが避けられる。If the auxiliary engine 19 stops the mechanism for keeping the rotational speed constant, for example due to a failure in its fuel supply system, the quick-closing valve 18 is closed and at the same time the shut-off valve 17 is closed.
will be held. This prevents the effective turbine 13 from spinning idly.
排気ガスのバイパスは、有効タービン１３が別の理由に
より遮断され、主エンジン１が約５０〜１００％ＭＣＲ
出力の出力範囲で運転される場合も必要である。Exhaust gas bypass occurs when the effective turbine 13 is shut off for another reason and the main engine 1 has an MCR of approximately 50-100%.
This is also necessary when operating within the output range.
他方ではフリーホイール継手２３は、補助エンジンエ９
が発電機２２によって吸収される動力全部を単独で発生
する場合に、遮断された有効タービン１３が無用に空転
されないようにする。On the other hand, the freewheel joint 23 connects the auxiliary engine engine 9
The blocked active turbine 13 is prevented from idling unnecessarily if it alone generates all the power absorbed by the generator 22.
本発明の枠内において、主エンジンは二つあるいはそれ
以上の補助エンジンに対する追加的な過給空気も供給で
きる。二つあるいはそれ以上の主エンジンを有する設備
の場合、その排気ガスタービン形過給機は補助的な過給
空気を、一つあるいは複数の補助エンジンが接続されて
いる共通の接続配管に供給することもできる。Within the framework of the invention, the main engine can also supply additional charge air to two or more auxiliary engines. In installations with two or more main engines, the exhaust gas turbine supercharger supplies auxiliary charging air to a common connection line to which one or more auxiliary engines are connected. You can also do that.
第１図は本発明に基づく多重エンジン設備の概略系統図
、第２図は圧縮機ケーシングの概略図、第３図は圧縮機
ケーシングの部分図である。
１００．主エンジン
２０１．軸
３１１．船舶用スクリュー
７００．過給機タービン
８９０．圧縮機
１０、、、配管
１１、、、過給空気冷却器
１３、、、を効タービン
１９、、、補助エンジン
２３、、、フリーホイール継手
２４、、、変速伝動装置
２９、、、過給機タービン
３０、、、軸
３１、、、圧縮機
３４、、、接続配管
３５、、、制御弁
３Ｂ、、、ノズル状流出通路
４０、、、圧縮機ランナ
４１、、、ベーンFIG. 1 is a schematic system diagram of a multiple engine installation according to the invention, FIG. 2 is a schematic diagram of a compressor casing, and FIG. 3 is a partial view of the compressor casing. 100. Main engine 201. Axis 311. Marine screw 700. Supercharger turbine 890. Compressor 10, piping 11, supercharged air cooler 13, turbine 19, auxiliary engine 23, freewheel joint 24, variable speed transmission 29, supercharger Turbine 30, shaft 31, compressor 34, connection pipe 35, control valve 3B, nozzle-shaped outflow passage 40, compressor runner 41, vane
Claims (1)
くとも一つの自点式の主エンジンと、少なくとも一つの
自点式の補助エンジンと、発電機とを有し、主エンジン
の低負荷範囲において遮断可能な有効タービンが前記過
給機タービンに並列接続され、前記発電機の軸が補助エ
ンジンの軸および有効タービンの軸に接続されているよ
うな船舶用の多重エンジン設備において、補助エンジン
（１９）が固有の排気ガスタービン形過給機（２９〜３
１）を有し、圧縮機（８）と主エンジン（１）の過給空
気冷却器（１１）との間で過給空気を導く配管（１０）
から分岐している接続配管（３４）が設けられ、この接
続配管（３４）が補助エンジン（１９）の排気ガスター
ビン形過給機（２９〜３１）の圧縮機（３１）に導かれ
、分岐された過給空気量を調節する制御弁（３５）を有
していることを特徴とする船舶用の多重エンジン設備。 ２）制御弁（３５）が制御ユニット（４３）によって制
御され、この制御ユニット（４３）が補助エンジン（１
９）の排気ガスタービン形過給機（２９〜３１）の過給
空気圧を補助エンジン（１９）の排気ガス圧と比較して
、制御弁（３５）を、過給空気圧が排気ガス圧と少なく
とも同じか好適にはそれよりも所定の値だけ大きくなる
ように作動することを特徴とする請求項１記載の多重エ
ンジン設備。 ３）補助エンジン（１９）と有効タービン（１３）に後
置接続された変速伝動装置（２４）との間に、補助エン
ジン（１９）から有効タービン（１３）への駆動運動の
伝達を阻止するフリーホィール継手（２３）が挿入接続
されていることを特徴とする請求項１又は２記載の多重
エンジン設備。 ４）接続配管（３４）がノズル状流出通路（３８）に開
口し、このノズル状流出通路（３８）が補助エンジン（
１９）の圧縮機ランナ（４０）のベーン（４１）に対し
てほぼ接線方向に配置され、これによってベーン（４１
）が回転方向に付勢されることを特徴とする請求項１な
いし３の１つに記載の多重エンジン設備。[Claims] 1) The main engine includes at least one self-starting main engine charged by an exhaust gas turbine supercharger, at least one self-starting auxiliary engine, and a generator. In a multi-engine installation for ships, in which an effective turbine which can be shut off in a low load range of , the auxiliary engine (19) has its own exhaust gas turbine type supercharger (29-3
1), and leads the supercharged air between the compressor (8) and the supercharged air cooler (11) of the main engine (1).
A connecting pipe (34) is provided which branches from the branch, and this connecting pipe (34) is guided to the compressor (31) of the exhaust gas turbine type supercharger (29-31) of the auxiliary engine (19). Multiple engine equipment for ships, characterized in that it has a control valve (35) for adjusting the amount of supercharged air. 2) The control valve (35) is controlled by a control unit (43), which controls the auxiliary engine (1).
9) The supercharging air pressure of the exhaust gas turbine type supercharger (29-31) is compared with the exhaust gas pressure of the auxiliary engine (19), and the control valve (35) is adjusted so that the supercharging air pressure is at least equal to the exhaust gas pressure. 2. A multi-engine installation as claimed in claim 1, characterized in that it is operated to be the same or preferably to be greater than it by a predetermined value. 3) Preventing the transmission of the drive movement from the auxiliary engine (19) to the active turbine (13) between the auxiliary engine (19) and a variable speed transmission (24) connected downstream of the active turbine (13); 3. Multi-engine installation according to claim 1, characterized in that the freewheel coupling (23) is inserted. 4) The connecting pipe (34) opens into a nozzle-shaped outflow passage (38), and this nozzle-shaped outflow passage (38) connects to the auxiliary engine (
19) of the compressor runner (40), and thereby the vane (41)
4. Multi-engine installation according to claim 1, characterized in that the engine (1) is biased in the direction of rotation.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3711863.3 | 1987-04-08 | ||
| DE19873711863 DE3711863A1 (en) | 1987-04-08 | 1987-04-08 | Multiple-engine installation for ships |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63265798A true JPS63265798A (en) | 1988-11-02 |
| JP2782680B2 JP2782680B2 (en) | 1998-08-06 |
Family
ID=6325144
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63085552A Expired - Lifetime JP2782680B2 (en) | 1987-04-08 | 1988-04-08 | Multi-engine equipment for ships |
Country Status (5)
| Country | Link |
|---|---|
| JP (1) | JP2782680B2 (en) |
| KR (1) | KR960016209B1 (en) |
| CH (1) | CH674241A5 (en) |
| DE (1) | DE3711863A1 (en) |
| SU (1) | SU1658824A3 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006002769A (en) * | 2004-06-17 | 2006-01-05 | Man B & W Diesel Gmbh | Engine facility |
| JP2011001961A (en) * | 2010-08-03 | 2011-01-06 | Man Diesel & Turbo Filial Af Man Diesel & Turbo Se Tyskland | Propulsion system for marine vessel |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102005028447B4 (en) * | 2005-06-17 | 2009-12-17 | Wobben, Aloys | ship |
| CN101283171B (en) * | 2005-10-05 | 2010-08-11 | 曼狄赛尔公司 | Propulsion system of ship |
| DE102009047343A1 (en) * | 2009-12-01 | 2011-06-09 | Deere & Company, Moline | Drive arrangement and method for a work machine with two internal combustion engines |
| US9163546B2 (en) * | 2010-12-27 | 2015-10-20 | Mitsubishi Heavy Industries, Ltd. | Power generator power generation facility |
| KR101307100B1 (en) * | 2011-11-24 | 2013-09-11 | 현대중공업 주식회사 | Multiplex power generating system improving efficiency of the marine engine |
| JP5805044B2 (en) * | 2012-10-12 | 2015-11-04 | 三菱重工業株式会社 | Hull resistance reduction system and hull resistance reduction method |
| JP2018062859A (en) * | 2016-10-11 | 2018-04-19 | ヤマハ発動機株式会社 | Outboard motor unit and vessel |
| KR102234420B1 (en) * | 2016-10-12 | 2021-04-01 | 한국조선해양 주식회사 | Hybrid Propulsion System for Ship |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS50689A (en) * | 1973-04-14 | 1975-01-07 | ||
| JPS5244317A (en) * | 1975-10-06 | 1977-04-07 | Kawasaki Heavy Ind Ltd | Supercharger used for a ships 4-cycle, v type diesel engine |
| JPS61247815A (en) * | 1985-04-25 | 1986-11-05 | ベ−・ベ−・ツエ−・アクチエンゲゼルシヤフト・ブラウン・ボヴエリ・ウント・コンパニイ | Supercharging type marine diesel engine |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1503581B1 (en) * | 1965-05-04 | 1970-12-17 | Maschf Augsburg Nuernberg Ag | Two-stroke internal combustion engine operated with exhaust gas turbocharging |
| DE2545665B2 (en) * | 1975-10-11 | 1980-06-12 | Mtu Motoren- Und Turbinen-Union Friedrichshafen Gmbh, 7990 Friedrichshafen | Propulsion system |
-
1987
- 1987-04-08 DE DE19873711863 patent/DE3711863A1/en active Granted
-
1988
- 1988-04-07 SU SU884355483A patent/SU1658824A3/en active
- 1988-04-07 KR KR1019880003903A patent/KR960016209B1/en not_active IP Right Cessation
- 1988-04-08 CH CH1301/88A patent/CH674241A5/de not_active IP Right Cessation
- 1988-04-08 JP JP63085552A patent/JP2782680B2/en not_active Expired - Lifetime
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS50689A (en) * | 1973-04-14 | 1975-01-07 | ||
| JPS5244317A (en) * | 1975-10-06 | 1977-04-07 | Kawasaki Heavy Ind Ltd | Supercharger used for a ships 4-cycle, v type diesel engine |
| JPS61247815A (en) * | 1985-04-25 | 1986-11-05 | ベ−・ベ−・ツエ−・アクチエンゲゼルシヤフト・ブラウン・ボヴエリ・ウント・コンパニイ | Supercharging type marine diesel engine |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006002769A (en) * | 2004-06-17 | 2006-01-05 | Man B & W Diesel Gmbh | Engine facility |
| JP2011001961A (en) * | 2010-08-03 | 2011-01-06 | Man Diesel & Turbo Filial Af Man Diesel & Turbo Se Tyskland | Propulsion system for marine vessel |
Also Published As
| Publication number | Publication date |
|---|---|
| DE3711863C2 (en) | 1989-11-16 |
| CH674241A5 (en) | 1990-05-15 |
| SU1658824A3 (en) | 1991-06-23 |
| DE3711863A1 (en) | 1988-10-27 |
| KR960016209B1 (en) | 1996-12-06 |
| JP2782680B2 (en) | 1998-08-06 |
| KR880012435A (en) | 1988-11-26 |
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