KR102012290B1 - Supercharger surplus power recovery device and ship of internal combustion engine - Google Patents

Abstract

The supercharger surplus power recovery device includes an internal combustion engine driven by electronically controlling an actuating device that operates hydraulically, a first supercharger disposed in an exhaust gas path of the internal combustion engine, and a rotary drive driven and hydraulically connected to the first supercharger. A hydraulic pump for generating oil, a flow path for supplying hydraulic pressure from the hydraulic pump to the operating device, a controller for electronically controlling the operating device, and a control valve for controlling the flow rate of the exhaust gas sent to the turbine of the first supercharger. Have When the load ratio of the internal combustion engine is equal to or greater than the first value, the controller opens an opening degree of the control valve so that the amount of hydraulic pressure generated by the hydraulic pump corresponds to the required amount of hydraulic pressure required for driving the internal combustion engine. Control the degree.

Description

Supercharger surplus power recovery device and ship of internal combustion engine

The present invention relates to a supercharger surplus power recovery device for an internal combustion engine and a ship.

Conventionally, in an internal combustion engine such as a diesel engine or a gas engine, the turbine of the supercharger (turbocharger) is rotationally driven by the exhaust gas of the engine, and the air supply density is increased by a compressor that is rotated by the turbine that is rotationally driven to output the engine. We are trying to improve.

However, even when the supercharger is mounted in such a manner as to effectively utilize the exhaust energy, the exhaust energy is surplus at the time of high load (at high output) of the engine, and the use of the surplus exhaust energy without waste not only improves fuel economy but also improves the environment. It is also strongly requested in terms of protection.

By using the excess exhaust energy of this engine effectively, the supercharger surplus which produces | generates hydraulic pressure from the hydraulic pump connected to the supercharger and is rotationally driven by a supercharger, and supplies this hydraulic pressure to a hydraulic mechanism as a drive source of the operation apparatus which drives an internal combustion engine. A power recovery device is known (Patent Document 1).

Patent Document 1: Japanese Patent No. 6012810

In this supercharger surplus power recovery device, the hydraulic pressure generated by the hydraulic pump is mainly supplied to the hydraulic mechanism for driving the internal combustion engine, but the amount of hydraulic pressure generated by the hydraulic pump increases as the load ratio of the internal combustion engine increases, In many cases, the amount of hydraulic pressure required for the mechanism is exceeded. For this reason, in many cases, exhausting of hydraulic surplus energy is wasted. For this reason, it is preferable to generate the amount of oil pressure corresponding to the required amount of oil pressure required for the hydraulic mechanism. In fact, the higher the load ratio of the internal combustion engine, the more the surplus energy of the hydraulic pressure becomes.

Accordingly, the present invention provides an internal combustion engine capable of controlling the amount of oil pressure to be generated so that the amount of oil generated by the hydraulic pump rotating by rotation of the supercharger corresponds to the required amount of oil pressure required for driving the internal combustion engine. It is an object of the present invention to provide a supercharger surplus power recovery device and a ship equipped with the device.

One aspect of the present invention is a supercharger surplus power recovery device of an internal combustion engine. The device,

Internal combustion engines driven by electronic control of hydraulically actuated actuators,

A first supercharger disposed in the exhaust gas passage of the internal combustion engine and rotationally driven by the exhaust gas of the internal combustion engine to supply the supercharged air to the intake pipe of the internal combustion engine;

A hydraulic pump connected to the first supercharger and rotationally driven by the first supercharger to generate hydraulic pressure;

A flow path for supplying hydraulic pressure to the operating device from the hydraulic pump,

A controller for electronically controlling the actuating device;

And a control valve for controlling the exhaust gas flow rate sent to the turbine of the first supercharger.

The controller is configured such that, when the load ratio of the internal combustion engine is equal to or greater than a first value, the amount of hydraulic pressure generated by the hydraulic pump is in accordance with a required amount of hydraulic pressure required for driving the internal combustion engine including hydraulic pressure for operating the operating device. Correspondingly, the opening degree of the control valve is controlled in accordance with the load ratio of the internal combustion engine.

The required amount of the hydraulic pressure is determined according to the load ratio of the internal combustion engine,

The controller may include target scavenging pressure corresponding to a required amount of the hydraulic pressure of the exhaust gas in the first supercharger, correspondence information with a load ratio of the internal combustion engine, a required amount of the hydraulic pressure, a load ratio of the internal combustion engine, and the like. Look at the corresponding relationship information,

The controller may be configured such that when the load ratio of the internal combustion engine is equal to or greater than the first value, the scavenging pressure in the first supercharger matches the target scavenging pressure, or the amount of hydraulic pressure generated by the hydraulic pump matches the required amount of the hydraulic pressure. It is preferable to control the opening degree of the control valve according to the load ratio of the internal combustion engine.

A bypass exhaust gas disposed in parallel with the first supercharger of the internal combustion engine and exhausting a part of the exhaust gas to the outside without passing through a turbine of the first supercharger,

An exhaust bypass valve for controlling an exhaust gas flow rate in the bypass exhaust gas path,

It is preferable that the said control valve is the said exhaust bypass valve.

It is preferable that the said controller closes the said exhaust bypass valve, when the load ratio of the said internal combustion engine is less than the said 1st value.

A first exhaust recirculation device for supplying a part of the exhaust gas to the intake pipe of the internal combustion engine without sending the part of the exhaust gas to the first supercharger;

When driving the first exhaust recirculation device, it is preferable to close the exhaust bypass valve.

It is preferable that a said 1st exhaust gas recirculation apparatus stops when the load ratio of the said internal combustion engine becomes more than a predetermined upper limit.

In the middle of the exhaust gas passage connected to the turbine of the internal combustion engine, it is preferable that a flow rate regulating valve for variably controlling the flow path area of the exhaust gas is provided as the control valve.

Another aspect of the present invention is a supercharger surplus power recovery device of an internal combustion engine. The apparatus comprises an internal combustion engine which is driven by electronically controlling a hydraulically actuated operating device,

A first supercharger disposed in the exhaust gas passage of the internal combustion engine and rotationally driven by the exhaust gas of the internal combustion engine to supply the supercharged air to the intake pipe of the internal combustion engine;

A hydraulic pump connected to the first supercharger and rotationally driven by the first supercharger to generate hydraulic pressure;

A flow path for supplying hydraulic pressure to the operating device from the hydraulic pump,

A controller for electronically controlling the actuating device;

A control valve for controlling the flow rate of the exhaust gas sent to the turbine of the first supercharger,

A second supercharger having a smaller size than the first supercharger, which is arranged in parallel to the exhaust gas passage of the internal combustion engine and is rotationally driven by the exhaust gas of the internal combustion engine to supply the supercharged air to the internal combustion engine;

A second exhaust recirculation apparatus arranged in parallel to the second supercharger and supplying a part of the exhaust gas to the intake pipe of the internal combustion engine without sending a part of the exhaust gas to the second supercharger;

A shutoff valve for interrupting supply of exhaust gas to the turbine of the second supercharger,

The controller,

The control so that when the load ratio of the internal combustion engine is equal to or greater than a first value, the amount of hydraulic pressure generated by the hydraulic pump corresponds to the required amount of hydraulic pressure required for driving the internal combustion engine including the hydraulic pressure for operating the operating device. To control the opening of the valve,

When the load ratio of the internal combustion engine is greater than or equal to the first value and less than or equal to the second value, the air supply by the second supercharger is stopped by closing the shutoff valve in a state in which the operation of the second exhaust recirculation device is stopped. To control.

Moreover, another aspect of this invention is equipped with the supercharger surplus power recovery apparatus of the said internal combustion engine,

The said internal combustion engine is a ship which is an engine for propulsion of a ship.

According to the supercharger surplus power recovery device and the ship equipped with the device, the amount of hydraulic pressure generated by the hydraulic pump rotating by the rotation of the supercharger is generated so as to correspond to the required amount of hydraulic pressure required for driving the internal combustion engine. The amount of hydraulic pressure can be controlled.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the main structure of the supercharger surplus power recovery apparatus of one Embodiment.
It is a figure explaining an example of the hydraulic flow when the internal combustion engine used by one Embodiment is low load rate.
It is a figure explaining an example of the hydraulic flow when the internal combustion engine used by one Embodiment is a heavy load ratio.
4 is a view for explaining an example of hydraulic flow when the internal combustion engine used in one embodiment has a high load ratio.
FIG. 5: is a figure which shows typically a preferable form of the apparatus structure around the turbocharger used by one Embodiment.
FIG. 6: is a figure which shows typically another preferable form of the apparatus structure around the turbocharger used by one Embodiment.

EMBODIMENT OF THE INVENTION The supercharger surplus power recovery apparatus of the internal combustion engine which concerns on this invention, and one Embodiment of a ship are demonstrated in detail.

FIG. 1: is a figure which shows the main structure of the supercharger surplus power recovery apparatus (henceforth a "recovery apparatus" 100) of this embodiment.

The recovery device 100 is a device attached to the internal combustion engine 1. The recovery device 100 generates a hydraulic pressure in a hydraulic pump which is connected to the supercharger and is driven to rotate by the supercharger, and the driving source of an operating device (for example, an exhaust valve or a fuel injection valve) for driving the hydraulic pressure is It is supplied as a hydraulic pressure. Such processing of the recovery apparatus 100 is referred to as exhaust energy recovery processing. Hereinafter, the recovery apparatus 100 and the exhaust energy recovery process will be described.

(Recovery device and exhaust energy recovery treatment)

The recovery device 100 mainly includes an internal combustion engine 1, a supercharger (first supercharger) 5, a hydraulic pump 10, a hydraulic mechanism 20, a controller 50, and a hydraulic control unit 51. .

Although the internal combustion engine 1 is not specifically limited, As an example, the low speed diesel engine for propulsion mounted on a ship (power source, an internal combustion engine) is mentioned. The internal combustion engine 1 is an electronic control engine in which operating equipment such as an exhaust valve, a fuel injection valve, etc. necessary for driving the internal combustion engine 1 is electronically controlled via hydraulic pressure. The internal combustion engine 1 is provided with a supercharger 5.

The supercharger 5 is rotationally driven by the exhaust gas of the internal combustion engine 1 and supplies the internal combustion engine 1 with the supercharged air charged to the intake pipe of the internal combustion engine 1. Specifically, the supercharger 5 includes a compressor 6 and a turbine 7. The compressor 6 and the turbine 7 are connected by the rotating shaft 8. The turbine 7 is driven to rotate by the exhaust gas of the internal combustion engine 1, and the compressor 6 is rotated by the turbine 7. For this reason, the air supply density of the internal combustion engine 1 becomes high and the output of an engine improves.

In addition, the supercharger 5 is not necessarily limited to the thing with the single stage. In addition, the internal combustion engine 1 is not limited to a marine engine, and the model is not limited to a low speed diesel engine. Gas engines fueled by natural gas, city gas, and all other types of electronic control engines.

As shown in FIG. 1, the transmission 9 is connected to the rotation shaft 8 of the supercharger 5, and the variable displacement hydraulic pump 10 is connected to the transmission 9. A transmission 3 is connected to one end of the crankshaft 2 of the internal combustion engine 1, and a variable displacement engine drive hydraulic pump 11 is connected to the transmission 9.

The engine drive hydraulic pump 11 may be directly connected to the crankshaft 2 of the internal combustion engine 1 without providing the transmission 9. In addition, although the hydraulic pump 10 and the engine drive hydraulic pump 11 which were mentioned above are one each in FIG. 1, they are an example to the last and may be a plurality.

The hydraulic pump 10 and the engine drive hydraulic pump 11 are mounted in the hydraulic mechanism 20.

The hydraulic mechanism 20 is a mechanism for supplying hydraulic pressure to the hydraulic control unit 51 including the operating device of the internal combustion engine 1 and operating the operating device to drive the internal combustion engine 1. The hydraulic mechanism 20 includes flow paths 21, 22, 23, 24, 26, 27, a first check valve mechanism 30, a second check valve mechanism 35, and an electromagnetic switching valve mechanism 44. ), A hydraulic pump 53 for startup, and a switching valve 55.

In the hydraulic mechanism 20, one discharge port 11a of the engine-driven hydraulic pump 11 is connected to the flow passage 21, and is interposed between the first check valve mechanism 30 and the flow passage 23, and the internal combustion engine. It is connected to the hydraulic control unit 51 of the operating device of (1), and the engine drive hydraulic pump 11 supplies hydraulic pressure. The first flow path is formed by the flow paths 21, 22, and 23. The other discharge port 11b of the engine drive hydraulic pump 11 is connected to one discharge port 10b of the hydraulic pump 10 via the flow path 24.

The hydraulic pump 10 is connected to the turbocharger 5 and is rotationally driven by the turbocharger 5 to generate hydraulic pressure. The other discharge port 10a of the hydraulic pump 10 is connected to the flow path 26, and intersects the second check valve mechanism 35, the flow path 27, and the flow path 23 in this order, thereby providing an internal combustion engine 1. Is connected to the hydraulic control unit 51 of the operating device. The hydraulic pump 10 supplies hydraulic pressure to the hydraulic control unit 51. Moreover, the discharge port 11a of one of the engine drive hydraulic pump 11 is interposed in this order through the flow path 22, the 1st check valve mechanism 30, and the flow path 21 in the form which branches from the flow path 27. As shown in FIG. Is also connected.

The discharge ports 10a and 10b of the hydraulic pump 10 and the discharge ports 11a and 11b of the engine drive hydraulic pump 11 are both discharge ports. In reality, however, as will be described later, one of the hydraulic outlets becomes the hydraulic outlet according to the operating state and the other the hydraulic outlet of the hydraulic outlet.

As for the 1st check valve mechanism 30, the solenoid switching valve which is not shown in the 1st check valve mechanism 30 is switched by control of the controller 50, and the flow path 22 from the flow path 22, ie, the flow path ( It has a check release function which allows back flow of hydraulic pressure from 22 to the engine drive hydraulic pump 11.

When this check release function is OFF, the 1st check valve mechanism 30 allows supply of hydraulic pressure from the engine drive hydraulic pump 11 to the hydraulic control unit 51 via the flow path 21, and The normal check function, which prevents the back flow of hydraulic pressure from the oil passage 22 to the engine driven hydraulic pump 11, is operated.

On the other hand, when this check release function is ON, as mentioned above, the 1st check valve mechanism 30 allows the backflow of the hydraulic pressure from the flow path 22 to the engine drive hydraulic pump 11. In addition, an accumulator may be disposed between the engine drive hydraulic pump 11 and the first check valve mechanism 30. The accumulator absorbs hydraulic fluctuations generated due to ocean waves, exhaust valve driving, fuel injection, and the like.

The second check valve mechanism 35 has a check release function that allows hydraulic flow back from the flow path 27 to the flow path 26, that is, from the flow path 27 to the hydraulic pump 10 under the control of the controller 50. Has

When this check release function is OFF, the 2nd check valve mechanism 35 transfers the hydraulic pressure from the hydraulic pump 10 to the hydraulic control unit 51 and the 1st check valve mechanism 30 via the flow path 26. As shown in FIG. In addition to allowing the supply, a conventional check function works to prevent the backflow of hydraulic pressure from the flow path 27 to the flow path 26, that is, from the flow path 27 to the hydraulic pump 10. On the other hand, when this check release function is ON, as mentioned above, the 2nd check valve mechanism 35 is hydraulic pressure from the flow path 27 to the flow path 26, ie, the flow path 27 to the hydraulic pump 10. As shown in FIG. Allows backflow of

The solenoid opening / closing valve mechanism 44 is disposed between the passage 26 and the passage 24, and the solenoid opening / closing valve mechanism 44 is opened to drain the oil pressure of the passage 26 to the passage 24. The hydraulic pressure of the flow path 26 can be opened by draining. The drain mechanism is comprised by the flow path 26, the electromagnetic opening / closing valve mechanism 44, and the flow path 24. As shown in FIG.

The hydraulic pump 53 for startup is connected to the electric motor 52. The startup hydraulic pump 53 is rotationally driven at the time of startup of the internal combustion engine 1, and supplies hydraulic pressure to the hydraulic control unit 51.

The switching valve 55 is a valve for returning hydraulic oil of the oil passage 23 to the hydraulic oil source. The hydraulic oil is supplied from the hydraulic oil source to the hydraulic mechanism 20 from the oil passage 24.

The controller 50 is a part which electronically controls the hydraulic control unit 51 containing an operating device, and controls the drive of the internal combustion engine 1. The controller 50 acquires the information of the load factor of the internal combustion engine 1, detects, for example, the suction temperature of the air supply, the scavenging pressure on the downstream side of the supercharger 5, and the like by a sensor, and as will be described later, The hydraulic pump 10, the engine drive hydraulic pump 11, the first check valve mechanism 30, the second check valve mechanism 35 according to the detected scavenging pressure and suction temperature, and the load ratio of the internal combustion engine 1. ) And the operation of a solenoid valve mechanism 44 and a control valve for controlling the flow rate of the exhaust gas sent to the turbine 7 of the turbocharger 5 described later. Then, the controller 50 uses the parameters other than the above-described load ratio, scavenging pressure, and suction temperature to operate the hydraulic pump 10, the engine driven hydraulic pump 11, the first check valve mechanism 30, and the second check valve mechanism. The operation of the 35, the solenoid valve mechanism 44, the control valve, and the like can also be controlled.

The hydraulic control unit 51 is composed of hydraulically actuated operating devices such as an exhaust valve and a fuel injection valve for driving the internal combustion engine 1, and these operating devices are electronically controlled by the controller 50. .

The recovery device 100 operates as follows as an example.

When the internal combustion engine 1 is started up, the controller 50 turns off the check release function of the first check valve mechanism 30 and turns off the check release function of the second check valve mechanism 35. do. In addition, the solenoid valve mechanism 44 is closed.

For this reason, the 1st check valve mechanism 30 prevents the backflow of the hydraulic pressure from the flow path 22 to the flow path 21, and the 2nd check valve mechanism 35 has the hydraulic pressure from the flow path 27 to the flow path 26. FIG. Prevent backflow. Then, the controller 50 rotates the electric motor 52 to generate the oil pressure of the oil pressure control unit 51 required for starting by the start-up oil pressure pump 53 to supply the oil pressure control unit 51. .

Next, the controller 50 turns off the check release function of the first check valve mechanism 30 while the internal combustion engine 1 is at low load, for example, between 35% of the load rate at the start and the first. 2 The check release function of the check valve mechanism 35 is turned on. For this reason, backflow of the hydraulic pressure from the flow path 27 to the flow path 26 is permitted.

As shown in FIG. 2, the hydraulic pressure generated by the engine drive hydraulic pump 11 is interposed between the flow path 21, the first check valve mechanism 30, the flow path 22, and the flow path 23 in this order. It is supplied to the hydraulic control unit 51. In this case, a part of the hydraulic pressure generated by the engine drive hydraulic pump 11 is the flow path 21, the first check valve mechanism 30, the flow path 22, the flow path 27, and the second check valve mechanism 35. And the flow path 26 are supplied to the discharge port 10a of the hydraulic pump 10 through this flow path 26 to assist the rotation of the hydraulic pump 10.

And the hydraulic pump 10 is a variable displacement type | mold, and this variable mechanism can rotate the supercharger 5 forward also by the backflow of the hydraulic pressure from the discharge port 10a. 2 is a view for explaining an example of the hydraulic flow when the internal combustion engine 1 has a low load factor.

The controller 50 reads in the suction temperature of the air supply detected by the sensor, the scavenging pressure to the downstream air supply of the supercharger 5, and the like. In addition, the power required to add the supercharger 5 is set for each load ratio of the internal combustion engine 1 in the controller 50. The controller 50 controls the power for adding the supercharger 5 by appropriately changing the capacity of the variable displacement hydraulic pump 10 based on this scavenging pressure, suction temperature, and the like.

Next, during heavy load of the internal combustion engine 1, for example, between 35 to 50% of load ratio, the controller 50 turns off the check release function of the 1st check valve mechanism 30, and turns it on and off electronically. The valve mechanism 44 is changed.

When the solenoid valve mechanism 44 changes, as shown in FIG. 3, the oil pressure which the hydraulic pump 10 generate | occur | produces drains from the flow path 26 to the flow path 24 via the solenoid valve mechanism 44. FIG. And the pressure in the flow path 26 is lowered, so that the pressure does not flow from the flow path 26 to the flow path 27 with high pressure via the second check valve mechanism 35. In this case, the hydraulic pump 10 rotationally driven by the supercharger 5 is so-called no-load operation, but the hydraulic pressure of a constant pressure is discharged for cooling the system. 3 is a view for explaining an example of the hydraulic flow when the internal combustion engine 1 has a heavy load ratio.

On the other hand, the oil pressure generated by the engine drive hydraulic pump 11 is hydraulically controlled through the oil passage 21, the first check valve mechanism 30, the oil passage 22, and the oil passage 23 as shown in FIG. 3. It is supplied to the unit 51. Although the hydraulic pressure which the engine drive hydraulic pump 11 produces | generates is comparatively high, since the controller 50 turns off the check release function of the 2nd check valve mechanism 35, the check function of the 2nd check valve mechanism 35 is performed. As a result, the oil pressure of the oil passage 27 does not flow into the oil passage 26 via the second check valve mechanism 35.

Thus, while the internal combustion engine 1 is heavy, for example, between 35 to 50% of load ratio, the hydraulic pump 10 will be no load operation, and the hydraulic pressure which the hydraulic control unit 51 will require is engine drive hydraulic pressure. Only the hydraulic pressure generated by the pump 11 is used.

Next, when the internal combustion engine 1 is at high load, for example, when the load ratio is 50% or more, the controller 50 turns on the check release function of the first check valve mechanism 30 and turns on the second check. The check release function of the valve mechanism 35 is turned OFF. In addition, the controller 50 closes the solenoid valve mechanism 44.

For this reason, the 1st check valve mechanism 30 allows the backflow of the hydraulic pressure from the flow path 22 to the flow path 21, ie, the flow path 22 to the engine drive hydraulic pump 11. Moreover, the 2nd check valve mechanism 35 allows the hydraulic flow from the flow path 26 to the flow path 27, and prevents the hydraulic flow from the flow path 27 to the flow path 26 by a check function.

For this reason, the hydraulic pressure which the hydraulic pump 10 generate | occur | produced, as shown in FIG. 4, interposes the flow path 26, the 2nd check valve mechanism 35, the flow path 27, and the flow path 23 in this order. Supplied to the hydraulic control unit 51. For example, when the load ratio is 50% or more, all of the hydraulic pressure required by the hydraulic control unit 51 can be supplied from the hydraulic pump 10.

Moreover, at the time of high load of the internal combustion engine 1, the hydraulic pump 10 can generate the oil pressure of the oil pressure required for the oil pressure control unit 51, for example about twice. For this reason, as shown in FIG. 4, the hydraulic pressure which the hydraulic pump 10 generate | occur | produces is the flow path 26, the 2nd check valve mechanism 35, the flow path 27, the flow path 22, and the 1st check valve mechanism. 30 and the flow path 21 are also supplied to the discharge port 11a of the engine drive hydraulic pump 11, and the rotation of the engine drive hydraulic pump 11 is added through this order.

That is, the rotation of the internal combustion engine 1 to which the engine drive hydraulic pump 11 was connected by the oil pressure which the hydraulic pump 10 generate | occur | produces is added.

4 is a view for explaining an example of the hydraulic flow when the internal combustion engine 1 has a high load ratio.

In this way, the recovery device 100 performs the exhaust energy recovery process and uses the recovered energy as an assist for driving the internal combustion engine 1, thereby improving fuel efficiency of the internal combustion engine 1.

In addition, the hydraulic pump 10 does not necessarily need to be a variable displacement type, but may be a fixed displacement type. If the fixed capacitance type is used, a significant space saving can be achieved. However, when the hydraulic pump 10 is a fixed displacement type, the pump cannot be rotated forward due to the reverse flow of the hydraulic pressure from the discharge port. Therefore, the supercharger 5 is urged while the hydraulic mechanism 20 remains at the low load. Cannot be done. In order to allow the internal combustion engine 1 to perform the same drive as the recovery device 100 at low load, heavy load, and high load, the hydraulic pressure is allowed to flow into the pump from a normal hydraulic inlet even at the time of hydraulic backflow. It is necessary to partially change the configuration and the like of the mechanism 20.

In such a recovery apparatus 100, the amount of hydraulic pressure produced by the hydraulic pump 10 at the time of high load of the internal combustion engine 1 is the hydraulic pressure required for driving the hydraulic control unit 51 and the engine drive hydraulic pump 11. It is more than necessary quantity and is easy to become surplus energy. For this reason, in one embodiment, in order not to generate surplus energy of hydraulic pressure, the quantity of the hydraulic pressure produced by the hydraulic pump 10 according to the increase of the load ratio of the internal combustion engine 1 is the hydraulic control unit 51 and the engine drive hydraulic pressure. When the required amount of hydraulic pressure required for driving the pump 11 is reached, the subsequent high load factor is configured to control the rotation of the supercharger 5. Specifically, a control valve for controlling the exhaust gas flow rate sent to the turbine of the supercharger 5 is provided in the recovery device 100. The controller 50, when the load ratio of the internal combustion engine 1 is equal to or greater than the first value, the internal combustion engine including the hydraulic pressure generated by the hydraulic pump 10 includes the hydraulic pressure required for the operation of the hydraulic control unit 51. It is comprised so that opening degree of a control valve may be controlled so that it may correspond to the required amount of oil_pressure | hydraulic required for driving of (1). Hereinafter, 1st Embodiment and 2nd Embodiment are demonstrated about opening degree control of a control valve.

(1st embodiment)

FIG. 5: is a figure which shows typically one preferable form of the apparatus structure around the turbocharger 5. As shown in FIG.

Between the internal combustion engine 1 and the supercharger 5, the exhaust receiver 60 which receives the exhaust gas discharged from the internal combustion engine 1, and the intake manifold which blows in the supercharged air supply from the supercharger 5 ( 62) is installed. The exhaust receiver 60 is provided with an exhaust gas passage 64 connected to the turbine 7 of the supercharger 5 from the exhaust receiver 60 and a bypass exhaust gas passage 68 bypassing the turbine 7. have. The bypass exhaust gas passage 68 is connected to an external exhaust gas passage 66 that discharges exhaust gas from the turbine 7 to the outside air. In other words, the bypass exhaust gas passage 68 is arranged in parallel with the supercharger 5, specifically, the turbine 7, and exhausts a part of the exhaust gas to the outside without passing through the turbine 7. to be.

The compressor 6 is provided with an outside air introduction passage 72 for introducing air from the outside air, and the compressor 6 is provided with an air supply 74 for guiding the compressed air to the cooler 76. . An exhaust gas circulation path 78 extending from the exhaust receiver 60 is connected to the cooler 76. The gas cooled by the cooler 76 is supplied to the intake manifold 62 as air supply, and also to the internal combustion engine 1. An exhaust gas circulation control valve 80 is provided in the exhaust gas circulation path 78. A part of the exhaust gas in the exhaust receiver 60 passes through the exhaust gas circulation path 78, is mixed with the air received from the outside air and compressed by the compressor 6, and is supplied as an air supply to the internal combustion engine 1. In this way, using a part of the exhaust gas as the air supply lowers the combustion temperature of the internal combustion engine 1 by using NOx (nitrogen oxide) contained in the exhaust gas, thereby reducing the reaction rate between oxygen and nitrogen. This is to reduce the emission of NOx by lowering it. This process is hereinafter referred to as exhaust gas circulation process. This exhaust gas circulation process was carried out in 2005 of the Marine Pollution Prevention Treaty (Marpol Treaty), which specifically determined to reduce NOx emissions in a coastal region around a given foreign country, in ships equipped with the recovery device 100. It is done to adapt to the Third Regulation (IMO Tier III) in Annex VI that came into force. The exhaust gas circulation path 78 and the exhaust gas circulation control valve 80 supply an exhaust gas recirculation apparatus for supplying a part of the exhaust gas to the intake manifold (intake pipe) 62 of the internal combustion engine without sending a part of the exhaust gas to the supercharger 5. Configure

Although not shown in FIG. 5, a dust collector, a compressor, or the like may be installed in the exhaust gas circulation path 78.

In the bypass exhaust gas passage 68, an exhaust bypass valve 70 for controlling the flow rate of the exhaust gas in the bypass exhaust gas passage 68 is provided as the control valve. The controller 50 electrically controls the opening degree of the exhaust bypass valve 70. The controller 50 controls the opening degree of the exhaust bypass valve 70 serving as the control valve so that the amount of hydraulic pressure generated by the hydraulic pump 10 corresponds to the required amount of hydraulic pressure required for driving the internal combustion engine 1. do.

According to one embodiment, the exhaust bypass valve 70 closes the exhaust bypass valve 70 when the load ratio of the internal combustion engine 1 is less than the first value, for example, less than 50%. To control.

According to another embodiment, the controller 50 is closed so that the exhaust bypass valve 70 is closed when the exhaust gas circulation control valve 80 is opened to perform the function of the exhaust recycle device (to drive the exhaust recycle device). Control. According to another embodiment, the controller 50 controls to close the exhaust gas circulation control valve 80 and stop the function of the exhaust recirculation device when opening the exhaust bypass valve 70.

As described above, in the coastal region where the NOx emission limit is severe, the ship equipped with the recovery device 100 moves the coastal region at a low speed, so that the load of the internal combustion engine 1 is low. For this reason, the bottom load of the internal combustion engine 1 drives the exhaust recirculation apparatus in order to reduce the emission of NOx. In this case, in order to suppress discharge of NOx, the exhaust bypass valve 70 is closed and the exhaust gas containing NOx is distributed to the exhaust recirculation apparatus.

On the other hand, a region where the emission limit of NOx is relatively gentle is often the appearance, and in this region, the exhaust recirculation device may be stopped. At this time, since the ship equipped with the recovery device 100 moves at a high speed, hydraulic pressure is generated from the hydraulic pump 10 by the required amount of hydraulic pressure required for driving the internal combustion engine 1. In this case, when the opening degree of the exhaust bypass valve 70 is not controlled, the amount of hydraulic pressure generated from the hydraulic pump 10 exceeds the required amount of hydraulic pressure for driving the internal combustion engine 1, and the internal combustion engine Increase with increasing load of (1). For this reason, the opening degree of the exhaust bypass valve 70 is controlled, and oil pressure is generated from the hydraulic pump 10 by the required amount of oil pressure required for driving the internal combustion engine 1.

Therefore, according to one embodiment, when the load ratio of the internal combustion engine 1 is less than the first value, the amount of hydraulic pressure generated by the hydraulic pump 10 does not reach the required amount of hydraulic pressure required for driving the internal combustion engine 1. Therefore, it is preferable that the controller 50 closes the exhaust bypass valve 70.

Moreover, according to one Embodiment, when opening the exhaust gas circulation control valve 80 and exhibiting the function of an exhaust recirculation apparatus, closing the exhaust bypass valve 70 is preferable at the point which suppresses discharge | release of NOx.

Moreover, according to one embodiment, when the load ratio of the internal combustion engine 1 becomes more than a predetermined upper limit, for example, 50% or more, the controller 50 will close the exhaust gas circulation control valve 80, It is preferable to stop the function of the exhaust recirculation device. For this reason, by the control of the opening degree of the exhaust bypass valve 70, the hydraulic pump 10 can generate | occur | produce as much as the required amount of hydraulic pressure required for the drive of the internal combustion engine 1. In this case, it is preferable that the said upper limit is the same as the said 1st value of the load ratio of the internal combustion engine 1 used as the threshold which controls the opening and closing of the exhaust bypass valve 70.

As described above, in the first embodiment, when the controller 50 has a load ratio of the internal combustion engine 1 equal to or greater than the first value, for example, 50% or more, the amount of hydraulic pressure generated by the hydraulic pump 10 is increased by the internal combustion engine. The opening degree of the exhaust bypass valve 70 for controlling the flow rate of the exhaust gas sent to the turbine 7 of the supercharger 5 is adjusted in accordance with the load ratio of the internal combustion engine 1 so as to correspond to the required amount of hydraulic pressure required for driving of (1). To control.

Specifically, the control of the exhaust bypass valve 70 is preferably performed as follows.

Since the required amount of hydraulic pressure required for the drive of the internal combustion engine 1 is determined according to the load ratio of the internal combustion engine 1, the controller 50 is the supercharger 5 for the hydraulic pump 10 to generate the hydraulic pressure. The correspondence relationship information between the target scavenging pressure corresponding to the required amount of oil pressure and the load factor of the internal combustion engine 1 is kept. When the load ratio of the internal combustion engine 1 is 1st value or more, for example, 50% or more, the controller 50 exhausts exhaust so that the scavenging pressure of the exhaust gas in the supercharger 5 may match a target scavenging pressure. The opening degree of the valve 70 is controlled. The scavenging pressure produced by the supercharger 5 can be obtained, for example, from a sensor (pressure gauge) that measures the pressure of an unshown air supply provided in the intake manifold 62. Since the scavenging pressure is determined by the rotational speeds of the turbine 7 and the compressor 8 of the supercharger 5, the rotational speed of the turbine 7 is determined by the opening degree of the exhaust bypass valve 70. The atmospheric pressure is determined by the opening degree of the exhaust bypass valve 70. On the other hand, hydraulic pressure is generated from the hydraulic pump 10 which is rotationally driven by the supercharger 5. For this reason, the controller 50 exhausts gas so that the measured scavenging pressure may be a target scavenging pressure corresponding to the required amount of hydraulic pressure required for driving the internal combustion engine 1, which is determined according to the load ratio of the internal combustion engine 1. It is desirable to control the opening degree of the pass valve 70.

According to one embodiment, since the required amount of hydraulic pressure required for driving the internal combustion engine 1 is determined according to the load ratio of the internal combustion engine 1, the controller 50 determines the required amount of this hydraulic pressure and the internal combustion engine 1. Correspondence information with load factor is kept. In this case, the controller 50 is such that when the load ratio of the internal combustion engine 1 is equal to or greater than the first value, for example, equal to or greater than 50%, the amount of hydraulic pressure generated by the hydraulic pump 10 matches the required amount of hydraulic pressure. It is preferable to control the opening degree of the exhaust bypass valve 70 according to the load ratio of the internal combustion engine 1.

By controlling the opening degree of the exhaust bypass valve 70, the amount of hydraulic pressure generated by the hydraulic pump 10 corresponds to the required amount of hydraulic pressure required for driving the internal combustion engine 1, but the opening degree is controlled. The valve is not limited to the exhaust bypass valve 70. For example, as an embodiment, the flow control valve may be used as the control valve in the middle of the exhaust gas passage 64 connected to the turbine 7 of the internal combustion engine 1 to variably control the flow path area of the exhaust gas. desirable. By reducing the opening degree of the flow regulating valve, the pressure of the exhaust gas which rotates the turbine 7 becomes high, the rotational speed of the turbine 7 can be raised, and the amount of hydraulic pressure generated by the hydraulic pump 10 can be increased. . By increasing the opening degree of the flow regulating valve, the pressure of the exhaust gas for rotating the turbine 7 is lowered, the rotational speed of the turbine 7 can be lowered, and the amount of oil pressure generated by the hydraulic pump 10 can be reduced. .

(2nd embodiment)

FIG. 6: is a figure which shows typically another preferable form of the apparatus structure around the turbocharger 5. As shown in FIG.

In the form shown in FIG. 6, the supercharger 5 (first supercharger) and the supercharger 150 (second supercharger) are provided in one internal combustion engine 1. The supercharger 150 is smaller in size than the supercharger 5. The small size means that the supercharger's supercharge capacity is low. This structure is an example of the internal combustion engine applied to a ship.

The supercharger 5 shown in FIG. 6 has the same structure as the supercharger 5 shown in FIG. 5, and the exhaust receiver 60, the intake manifold 62, the exhaust gas path 64, and the external exhaust gas shown in FIG. The furnace 66, the bypass exhaust gas furnace 68, the exhaust bypass valve 70, the outside air introduction passage 72, the air supply 74, and the cooler 76 include the exhaust receiver 60 shown in FIG. 5. , Intake manifold 62, exhaust gas passage 64, external exhaust gas passage 66, bypass exhaust gas passage 68, exhaust bypass valve 70, outdoor air introduction passage 72, air supply ( 74) and the description thereof is omitted because it is the same configuration as the cooler 76. Here, in the configuration around the supercharger 5 shown in FIG. 6, a portion different from the configuration around the supercharger 5 shown in FIG. 5 is the supercharger described later by the exhaust gas circulation path 178 extending from the exhaust receiver 60. It is connected to the cooler 176 provided in the 150. That is, a part of the exhaust gas in the exhaust receiver 60 joins the supercharged air from the supercharger 150 and is supplied to the internal combustion engine 1.

The supercharger 150 is provided with the compressor 160 and the turbine 170, and the compressor 160 and the turbine 170 are connected by the rotating shaft 181. As shown in FIG. The turbine 170 is driven to rotate by the exhaust gas of the internal combustion engine 1, and the compressor 160 is rotated by the turbine 170. For this reason, the air supply density of the internal combustion engine 1 becomes high and the output of an engine improves.

The exhaust receiver 60 is provided with an exhaust gas passage 164 connected from the exhaust receiver 60 to the turbine 170 of the supercharger 150, and the turbine 170 exhaust gas from the turbine 170 to the outside air. An external exhaust gas passage 166 for discharging gas is provided.

The compressor 160 is provided with an outside air introduction path 172 for introducing air from the outside air, and the compressor 160 is provided with an air supply path 174 for guiding the compressed air to the cooler 176. . The cooler 176 is provided with an exhaust gas circulation path 178 extending from the exhaust receiver 60, and the exhaust gas circulation path 178 is connected to the cooler 176. The gas cooled by the cooler 176 is supplied to the intake manifold 62 as air supply through the air supply adjustment mechanism 182, and is also supplied to the internal combustion engine 1. The air supply adjustment mechanism 182 is a portion for adjusting the air supply supercharged from the supercharger 150 to mix with the air supercharged from the supercharger 5, and bypasses the blower by an adjustment provided with a blower for pressure adjustment. And a control valve for controlling the flow rate of the bypass passage and the adjustment passage and the bypass passage.

An exhaust gas circulation shutoff valve 180 is provided in the exhaust gas circulation path 178, and supercharge shutoff valves 169 and 175 are provided in the exhaust gas path 164 and the air supply passage 174. The exhaust gas circulation shutoff valve 180 and the boost shutoff valves 169, 175 are electrically connected to the controller 50, and the opening and closing (blocking and opening) of the valve are controlled by the controller 50. The boost cutoff valve 169 is a valve which cuts off the supply of exhaust gas to the turbine 170, and the boost cutoff valve 175 cuts off the supply of the intake air supplied from the compressor 160 to the intake manifold 62. It is a valve.

The exhaust gas circulation path 178 and the exhaust gas circulation shutoff valve 180 are arranged in parallel with the supercharger 150, and do not send a part of the exhaust gas to the supercharger 150, but the intake pipe (intake air) of the internal combustion engine 1 does not send. It functions as an exhaust recirculation device supplied to the manifold 62. The exhaust gas circulation path 178 may be provided with a dust collector, a compressor, or the like.

The supercharger 150 is not provided with a hydraulic pump 10 for generating hydraulic pressure like the supercharger 5.

When the exhaust energy recovery process using the hydraulic pump 10 is not performed, the supercharger 150 is used auxiliary because the supercharger 5 alone cannot achieve a load factor of 100% of the internal combustion engine 1.

In the superchargers 5 and 150 having different sizes, when the load ratio of the internal combustion engine 1 is equal to or greater than the first value and equal to or less than the second value, for example, 50% or more and 65% or less, the controller 50 exhausts. The supercharger by closing (blocking) in the open state of the supercharge shutoff valves 169 and 175 while stopping the operation of the exhaust recirculation device constituted by the gas circulation path 178 and the exhaust gas circulation shutoff valve 180. The air supply of 150 is controlled to stop. In this state, since the load ratio of the internal combustion engine 1 is more than a 1st value, in order to stop the exhaust gas circulation process, the exhaust gas circulation shutoff valve 180 is closed, and the bypass exhaust gas valve 70 is Opened to perform the exhaust energy recovery process, and the opening degree of the exhaust bypass valve 70 is controlled by the controller 50 as in the first embodiment.

Thus, since the exhaust gas is concentrated in the supercharger 5 to which the hydraulic pump 10 which performs the exhaust energy recovery process is connected, the fuel efficiency of the internal combustion engine 1 can be improved in accordance with the effect of the exhaust energy recovery process. .

It is preferable that the collection | recovery apparatus of 1st Embodiment and 2nd Embodiment is mounted in a ship, for example, and the internal combustion engine 1 is an engine for propulsion of this ship. Since the vessel performs the exhaust energy recovery process, the fuel consumption of the internal combustion engine 1 can be improved, and the amount of oil pressure generated can be controlled. Therefore, no waste energy is generated.

The above-mentioned recovery apparatus 100 is only an example, and various modifications are possible based on the meaning of this invention, and they are not excluded from the scope of the present invention. In addition, in the above-mentioned recovery apparatus 100, up to 35% of the load was made into the low load, 35-50% of the load was made into the heavy load, and 50% or more of the load was made into the high load. It differs according to the usage form, etc., It is not limited to these.

1 internal combustion engine
2 crankshaft
3 transmission
4 with exhaust gas
5, 150 supercharger
6, 160 compressor
7, 170 turbines
8, 181 rotary shaft
9 gearbox
10 hydraulic pump
10a, 10b, 11a, 11b outlet
11 throttle driven hydraulic pump
20 hydraulic appliances
21, 22, 23, 24, 26, 27 euro
30 first check valve mechanism
44 solenoid valve mechanism
35 second check valve mechanism
50 controller
51 hydraulic control unit
52 electric motor
53 Hydraulic startup pumps
60 exhaust receiver
62 Intake Manifold
64, 164 exhaust gas furnace
66, 166 external exhaust furnace
68 bypass exhaust furnace
70 exhaust bypass valve
72, 172 By introduction of outside air
74, 174
76,176 Chiller
78 exhaust gas circulation
80 exhaust gas circulation control valve
100 supercharger surplus power recovery device
169, 175 Supercharge Shutoff Valve
178 exhaust gas circuit
180 exhaust gas circulation shutoff valve
182 air supply adjustment mechanism

Claims (9)

Internal combustion engines configured to be driven by electronic control of hydraulically actuated actuators,
A first supercharger disposed in the exhaust gas passage of the internal combustion engine and configured to supply a supercharged air supply to the intake pipe of the internal combustion engine by rotationally driven by the exhaust gas of the internal combustion engine;
A hydraulic pump connected to the first supercharger and configured to be rotationally driven by the first supercharger to generate hydraulic pressure;
A flow path configured to supply hydraulic pressure from the hydraulic pump to the operating device,
A controller configured to electronically control the actuating device,
A control valve configured to control an exhaust gas flow rate to the turbine of the first supercharger,
The controller is configured such that, when the load ratio of the internal combustion engine is equal to or greater than a first value, the amount of hydraulic pressure generated by the hydraulic pump is in accordance with a required amount of hydraulic pressure required for driving the internal combustion engine including hydraulic pressure for operating the operating device. Correspondingly, the supercharger surplus power recovery apparatus of an internal combustion engine is comprised so that opening degree of the control valve may be controlled according to the load ratio of the internal combustion engine. The method of claim 1,
The controller may include target scavenging pressure corresponding to a required amount of the hydraulic pressure of the exhaust gas in the first supercharger, corresponding relationship information with a load ratio of the internal combustion engine, or a required amount of the hydraulic pressure, of the internal combustion engine. Keep correspondence information with load factor,
The controller may be configured such that when the load ratio of the internal combustion engine is equal to or greater than the first value, the scavenging pressure in the first supercharger matches the target scavenging pressure, or the amount of oil generated by the hydraulic pump corresponds to the required amount of hydraulic pressure. A supercharger surplus power recovery device for an internal combustion engine, configured to control the opening degree of the control valve in accordance with the load ratio of the internal combustion engine. The method according to claim 1 or 2,
A bypass exhaust gas disposed in parallel with the first supercharger of the internal combustion engine and configured to exhaust a part of the exhaust gas to the outside without passing through a turbine of the first supercharger,
An exhaust bypass valve configured to control an exhaust gas flow rate in the bypass exhaust gas path,
The control valve is the exhaust bypass valve, the supercharger surplus power recovery device of the internal combustion engine. The method of claim 3,
And the controller is configured to close the exhaust bypass valve when the load ratio of the internal combustion engine is less than the first value. The method of claim 3,
A first exhaust recirculation device configured to supply a part of the exhaust gas to the intake pipe of the internal combustion engine without sending the portion to the first supercharger,
And said exhaust bypass valve is configured to close when driving said first exhaust recirculation device. The method of claim 5,
The first exhaust gas recirculation apparatus is configured to stop when the load ratio of the internal combustion engine is equal to or greater than a predetermined upper limit value. The method according to claim 1 or 2,
A supercharger surplus power recovery device for an internal combustion engine, wherein a flow rate regulating valve configured to variably control the flow path area of the exhaust gas is provided as the control valve in the middle of the exhaust gas passage connected to the turbine of the internal combustion engine. . Internal combustion engines configured to be driven by electronic control of hydraulically actuated actuators,
A first supercharger disposed in the exhaust gas passage of the internal combustion engine and configured to supply a supercharged air supply to the intake pipe of the internal combustion engine by rotationally driven by the exhaust gas of the internal combustion engine;
A hydraulic pump connected to the first supercharger and configured to be rotationally driven by the first supercharger to generate hydraulic pressure;
A flow path configured to supply hydraulic pressure from the hydraulic pump to the operating device,
A controller configured to electronically control the actuating device,
A control valve configured to control an exhaust gas flow rate sent to the turbine of the first supercharger,
Apart from the first supercharger, a second smaller in size than the first supercharger, arranged in parallel to the exhaust gas passage of the internal combustion engine and configured to rotately drive by the exhaust gas of the internal combustion engine to supply the supercharged air to the internal combustion engine supercharger,
A second exhaust recirculation apparatus arranged in parallel to the second supercharger and configured to supply a part of the exhaust gas to the intake pipe of the internal combustion engine without sending a portion of the exhaust gas to the second supercharger;
A shutoff valve configured to block a supply of exhaust gas to the turbine of the second supercharger;
The controller,
The control so that when the load ratio of the internal combustion engine is equal to or greater than a first value, the amount of hydraulic pressure generated by the hydraulic pump corresponds to the required amount of hydraulic pressure required for driving the internal combustion engine including the hydraulic pressure for operating the operating device. To control the opening of the valve,
When the load ratio of the internal combustion engine is greater than or equal to the first value and less than or equal to the second value, the air supply by the second supercharger is stopped by closing the shutoff valve in a state in which the operation of the second exhaust recirculation device is stopped. A supercharger surplus power recovery device for an internal combustion engine, configured to control. The supercharger surplus power recovery device of the internal combustion engine according to any one of claims 1 to 8 is mounted,
Said internal combustion engine is a ship's propulsion engine.