SU1758255A1 - Method and device for starting vehicle internal combustion engine turbocompressor - Google Patents

Abstract

The purpose of the invention is to reduce the start-up time, to increase the efficiency of using energy sources and the reliability of starting and operating the turbocharger in any 2 operating conditions. Fan, fuel pump with electric drive, starting nozzle of the combustion chamber, solenoid valves of the starting and main nozzles, independent source of compressed air, rotational speed sensors, pressure in the internal combustion engine systems and pressure behind the compressor, second logic valve with OR function, start-up unit with switching elements connected by an appropriate scheme, ensure the launch of a turbocharger according to the algorithm developed for switching routes of fuel, oil, compressed air This will reduce the start-up time, more efficient use of all types of energy used at start-up, due to a more optimal selection of the moment of switching on sources of energy in the process of starting the turbocharger. 2 sec. f-ly, 2 il ..,.,, sl

Description

The invention relates to the launch of transport power plants operating on hot gases, in particular, to control devices for launching a turbo-compression engine of a internal combustion engine.

There is a known method of starting a turbocharger by supplying compressed air, fuel to the combustion chamber, igniting the fuel-air mixture by an ignition unit with the subsequent supply of combustion gases to the turbine of the turbocompressor.

The disadvantage of this method of starting the turbocharger is that due to the wrong choice of the startup algorithm, the turbine begins to spin the compressor.

only after the supply of combustion gases to the turbine, which leads to low efficiency of fuel and compressed air supplied to the combustion chamber, combustion gases supplied to the turbine, unproductive consumption of fuel and compressed air, delaying the start-up process and possible exit from the turbo-compressor.

A device for starting a turbo compressor of an internal combustion engine is known, comprising a bypass line connecting the air inlet port of the turbocharger and the gas inlet pipe of the turbine, an additional combustion chamber installed in

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of this line and fitted with a fuel nozzle and a spark plug, a fan equipped with a drive and connected through an air-pressure pipe to an additional combustion chamber, a fuel pump connected to the fuel nozzle of an additional combustion chamber, an oil pump connected to the lubrication system of a turbo-compressor Yor aGorgan shut off the air-discharge pipe of the fan and the fuel inlet to the nozzle and the starting control unit connected to the latter and to the drive.

However, the known device is characterized by insufficient reliability of the launch.

The aim of the invention is to increase energy efficiency and increase startup reliability.

Figure 1 is a schematic diagram of a turbocharger starting device; Fig. 2 is a circuit diagram of a turbocharger starting device.

The starting device of the turbocharger 1 (Fig. 1) consists of a turbine 2 and a compressor 3, rigidly connected and having a rotational speed sensor 4, an additional combustion chamber 5 having a starting 6 and 7 main nozzles, spark plugs 8 and a gas and oil temperature sensor 9 10 electric pump, the first logic valve 11 with the OR function, the oil pressure sensor 12 in the turbocharger lubrication system, the ignition unit 13, the electric fuel pump 14, the shut-off valves 15 and 16 with electric fuel supply to the starting and main the sensor, the fuel pressure sensor 17 in the fuel system of the turbocharger, the electric fan 18, the second logic valve 19 with the OR function of the air outlet pressure compressor 20, the independent compressed air source 21 of the shut-off valve 22 with electric drive in the air supply system to the turbine, unit 23 start-ups and an oil pressure sensor 24 in the lubrication system of an internal combustion engine 25.

The basic electrical circuit of the turbocharger starting unit 23 (FIG. 2) consists of a protection circuit breaker 26, contactors 27-33, a relay 34-44, a diode 45, buttons 46-48, circuits 49 and 50, bus 51 and a signal lamp 52, Circuit connected to a source of 53 electric power. It also includes opening contacts 54, 55, 60 and 61, closing contacts 56-64, first output 65 of circuit 49, closing contacts 66-68, opening contacts 69 and 71, contact 72,

opening contact 73, closing contact 74, second output 75 and third output 76 of circuit 49, contact 77, closing contacts 78 and 79, fourth output 80 of circuit 49,

make contact 81, output 82 of circuit 50, output 83 of the same level of circuit 49, break contacts 84.85 and contact 86.

The device start the turbocharger works as follows.

0 Turning on the circuit breaker 26 (figure 2),

connect the block 23 run to the source 53

electrical energy, while at the same time

bus 51 of block 23 is supplied plus power.

By pressing the Start button 47, relay 34 is supplied via the circuit: bus 51, button 47, disconnecting contact 54 of relay 42, disconnecting contact 55 of relay 43, relay coil 34, housing. The relay 34 is activated and the closing contact 56 through the button 46 self-locks the button 47 Start, providing an automatic start process after the release of the button 47 Start, the closing contact 57 of the relay 34 energizes the coil of the contactor 27 via the circuit: bus 51,

5 pin 57, diode 45, contactor coil 27, housing. The contactor is activated and its closing contact 58 supplies power to the electric motor 10 of the oil pump from the bus 51 of the unit 23. The oil pump 10 (figure 1)

0 operation, supplies oil through the open input of the logic valve with the OR function to the lubrication system of the turbocharger 1. When the pressure rises to the level of the sensor 12, it is activated by its own (Fig. 2)

The 5th contact supplies power from the bus 51 to the relay coil 35, which, by actuating its closing contact 59, supplies power to the coils of contactors 28 and 29 along the circuit: bus 51, contact 57, contact 59, opening contact 60 of relay 39, contactors coils 28 and 29, housing, and the circuit: bus 51, contact 57, contact 59, break contact 61 of relay 37, contactor coil 30, housing. Contactors are triggered and the contactor

5 28 with its closing contact 62 supplies power from bus 51 to the fan 18 electric motor 18, contactor 29 with its closing contact 63 supplies power from bus 51 to the ignition unit 13, and contactor 30

0 its closing contact 64 supplies power from the bus 51 to the solenoid of the shut-off valve 22 of the autonomous source 21 of compressed air (figure 1). The fan 18 (FIG. 1), operation, supplies compressed air through the open input of the logic valve with the OR 19 function to the combustion chamber 5 and further along the route to the turbine 2 of the turbocharger 1. At the same time, the ignition unit 13 applies a high voltage to the plugs 8, which, work, provide

warming up the candles and burning the fuel-air mixture from the previous work, and shut-off valve 22 allows compressed air from the autonomous source 21 to the turbine 2, the compressed air of the fan 18 and the autonomous source 21 spins the turbines 2 and the compressor rigidly mounted on one shaft 3, the air from which along the route through the closed inlet of the logic valve with the OR function 19 is fed through the combustion chamber 5 again to the turbine 2, increasing the spin-up rate of the turbocharger 1. The rotational speed sensor 4 associated with the turbine 2 gives a value to the circuit 49 (FIG. 2) of the rotational frequency levels and when the first level reaches the first output 65 of the circuit 49, a signal appears that is applied to the coil of the relay 36. The latter is triggered and by its closing contact 66 from the bus 51 supplies the coil the contactor 31. By actuating, it uses its closing contact 67 to supply power from the bus 51 to the electric motor 14 of the fuel pump. The fuel pump 14 (FIG. 1), operation, supplies fuel to the fuel system of the combustion chamber 5 and, when pressure is reached on the sensor 17, it supplies power to the circuit: bus 51, sensor contact 17, contact 68 by its closing contact (figure 2). relay 35, disconnecting contacts 68 relays 40 and 70, relays 42 and 71, relay 44 to relay coil 41, housing. When triggered, the relay 41 with its closing contact supplies power through the circuit; bus 51, contact 57, contact 59, contact 72, disconnecting contact 73 of relay 39, to relay coil 32, a housing which, having actuated, with its closing contact 74, supplies power from bus 51 to the solenoid of the shut-off valve 15 of the starting injector b (Fig. 1) . The fuel is through an open shut-off valve 15, the starting nozzle 6 is fed into the combustion chamber 5, where air-fuel mixture is formed, which is ignited by working candles. The gases from the combustion chamber 5, entering the turbine 2, increase the intensity of spin-up of the turbocharger 1 and the air supply from the compressor 3 to the combustion chamber 5. When the second speed level reaches the second output 75 (FIG. 2) of circuit 49, a signal is applied to the coil of relay 37. Relay 37 is activated and its contact 61 interrupts the power supply circuit of the coil of contactor 30, and its contact 64 terminates the circuit powering the electromagnet 22 of the shut-off valve of an autonomous source of compressed air 21 (Fig. 1), stopping the access of air to the turbine 2. When the third level of rotational frequency is reached, a signal appears at the third outlet 76 (Fig. 2) of circuit 49, which is fed to the relay coil 38. Relay 38 is triggered and voim closing kontakyum 77 energizes the circuit 5 bus 51, a make contact 41 of relay 78, contact 77, to the coil of the contactor 33, the housing. The contactor 33 with its closing contact 79 supplies power from the bus 51 to the solenoid valve 16 of the main injector 7 (Fig. 1). The fuel through the open shut-off valve 16 and the main nozzle 7 is fed into the combustion chamber 5, the amount of fuel supplied to the combustion chamber, increases (running start

5 6 and the main 7 nozzles), which leads to an increase in the pressure of the combustion gases entering turbine 2 and an increase in the rotational speed of the turbocharger. When the fourth level of rotation frequency reaches the fourth output 80 (figure 2) of circuit 49, a signal appears which is applied to the coil of the relay 39. Relay 39 is triggered and its contacts provide contacts 60 - an open circuit of the power supply coil of contactors

5 28 and 29, which, in turn, stop supplying power to the fan 18 electric motor (contact 62) and the ignition unit 13 (contact 63); contact 73 interrupts the supply circuit of the coil of contactor 32, which, in turn, stops supplying power to the solenoid 15 of the shut-off valve (contact 74) of the starting nozzle 6 (Fig. 1), and closing contact 81 supplies power from the bus 51 to the signal lamp 52 ,

5 which notifies the operator that the turbocharger has entered idle mode and that the engine 25 of the internal combustion engine can start (FIG. 1).

With the implementation of the engine start 25

0 in his lubrication system, the pressure rises. The oil along the route through the closed inlet of the logic valve with the OR 11 function is fed to the lubrication system of the turbocharger 1, while the pressure sensor 24 in the system

5 engine lubrication 25 issues a command on the circuit (figure 2): the bus 51, the closing contact of the sensor 24, the relay coil 43, the housing. Relay 43 is activated and its disconnecting contact 55 breaks the power supply circuit of the relay

0 34. With the disconnection of this relay, the starting equipment of the starting unit 23 is terminated. The work remains the elements of the device turbocharger 1 (figure 1), ensuring its normal operation and

5 monitoring the limit values of the monitored parameters: the rotational speeds of the turbocharger (fifth level of circuit 49 of FIG. 2), the oil pressure in the turbocharger system (sensor 12) or the engine (sensor 24), temperatures

gases (diagram 50) and air pressure behind the compressor (sensor 20).

If during the start-up or operation of the combustion chamber the gas temperature exceeds the limit value of circuit 50 (FIG. 2) at the command of temperature sensor-9, the output 82 generates a signal that is fed to the relay coil 44. Relay 44 is activated and CBQ is open contact 71 interrupts the power supply circuit of the relay 41, which, in turn, interrupts the power supply circuit of the coils of the contactors 32 and 33 with its closing contacts 72 and 78. These contactors terminate the power supply circuit of the electromagnets of the shut-off valves 15 and 16 (Fig. 1) 6 with their contacts 74 and 79 and the main 7 fuel forms Snook, stopping the flow of fuel into the chamber 5 of the combustion.

If, in the process of starting or operating the turbocharger 1 (Fig. 1), its rotational speed exceeds the limit value, circuit 49 (Fig. 2), at the command of rotational speed sensor 4 at level 83 output 83, generates a signal that is fed to the relay coil 40. This relay is triggered and its contact 69 terminates the power circuit of relay 41. In the future, the process proceeds as described as when circuit 50 is triggered.

If the pressure of oil in the lubrication system of the turbocharger drops below the set limit monitored by sensor 12 during startup or operation of the turbocharger, the latter interrupts the power supply circuit of the relay coil 35, and this contact 59 interrupts the power supply circuit of the coils of contactors 28-30 and 32 that stop starting the turbocompressor, and the contact 68 of the relay 35 stops supplying power to the coil of the relay 41 during operation, and the process will continue to proceed in the same way as described when the circuit 50 or circuit 49 (the fifth Level of the rotation frequency).

If, during engine operation, the oil pressure in the engine lubrication system drops below the set limit value monitored by sensor 24, the latter interrupts the power supply circuit of the relay coil 43, which, by its break contact 84, supplies power to the circuit: bus 51, break contact 85 relay 34 (when the engine is running, relay 34 is de-energized), contact 86 of relay 36 (the turbocharger is working, so the output 65 of the first level of circuit 49 has a signal and the relay coil 36 receives power), contact 84, contactor coil 27. Last, aftergrowth, motor launches oily hasosa 10 which work,

maintains the pressure in the lubrication system of the turbocharger 1 (Fig. 1) through a logic valve with the function OR 11. Diode 45 prevents the supply of power to the coils of the contactors 28, 29, 30 and 32.

If, in the process of starting the turbocharger 1 (Fig. 1), the pressure at the outlet of compressor 3 will be below the set limit value of pressure sensor 20,

0 which is reached at a rotational speed corresponding to the second level of circuit 49 (FIG. 2), its contact remains closed and when the third level of rotation frequency reaches the relay 38 is activated (clearing process described above) and its closing contact 87 provides power to the circuit: bus 51, the opening contact of the third button 48, the contact of the air pressure sensor 20 behind the compressor, contact 87, coil

0 relay 42, which, having operated with its closing contact 78, self-blocks along the circuit: bus 51, button 48, contact 88, relay coil 42. The housing with contact 54 of relay 42 interrupts the power supply circuit of relay coil 34, stopping the start of turbocharger 1 (Fig. ), and the contact 70 of the relay 42 (figure 2) interrupts the power supply circuit of the relay coil 41, stopping the supply of fuel to the combustion chamber as described. Restarting the turbocharger is possible only by pressing the button 48, thus breaking the power supply circuit of the coil of the relay 42 along the self-locking circuit.

If, during the operation of the turbocharger, the air pressure behind the compressor drops below the limit, the sensor 20 is triggered and by its opening contact supplies power to the coil of the relay 42. Subsequently, the fuel supply to the combustion chamber stops as described above.

0 The use of the invention allows reducing the startup time of a turbocharger by automating the startup process and implementing it as a function of the turbine speed, increasing the power of air energy sources — using a fan, changing the compressed air supply circuit from an independent source and compressor, increasing the fuel supply — using two top-level and one main injectors at the same time, to increase the reliability of starting and operating the turbocharger by introducing protection against overtemperature urs gases and rotational frequency, of reducing

5 oil pressure in the lubrication system of the turbocharger and the air at the compressor outlet against the set limit values, as well as to ensure economical consumption of fuel, compressed air and electrical energy, which is important for

conditions of low-temperature start-up by automating the start-up process and choosing the moments of switching on the device elements ensuring the most optimal start-up and operation conditions.

Claims (2)

Claim 1. A method of starting a turbocharger of an internal combustion engine by supplying compressed air to an additional combustion chamber, supplying fuel to it, igniting and burning it, and stopping the supply of compressed air after the turbo-compressor reaches a predetermined rotational speed that differs from In order to increase energy efficiency and increase start-up reliability, simultaneously with the supply of compressed air to the combustion chamber, it is additionally supplied to the turbine, the fuel in addition Yelnia combustion chamber serves as a main portion and a start coordinate and the supply of fuel and air at a rotational speed of the turbocharger 2. A device for starting the turbo-compressor of the internal combustion engine, containing a bypass line “connecting the air-inlet pipe of the turbo-compressor and the gas-inlet pipe of the turbine, an additional combustion chamber fitted in this line and equipped with a fuel injector and a spark plug, a fan fitted with a drive and connected via an air-pressure pipe to an additional combustion chamber, a fuel pump connected to the fuel injector of an additional combustion chamber, ma a pump connected to the lubrication system of the turbo-compressor; organs of shutting off the air-pressure pipeline of the fan and fuel inlet to the nozzle and connected to the latter and to the fan drive an exhaust control unit, characterized in that equipped with a tank of compressed air, its shut-off valve, a starting nozzle with a body to shut off the fuel inlet, gas temperature sensors in the additional combustion chamber, rotation frequency of the turbocharger and oil pressure, The compressed air tank is connected to the turbine gas inlet pipe, the starting nozzle is installed in the additional combustion chamber and connected to the fuel pump, oil pressure sensors, gas temperatures and turbocharger speed are connected to the control unit, and the latter is additionally connected to the body blocking the fuel inlet starting nozzle, with fan drive and shut-off valve of the compressed air tank. FIG. Z 81 /