WO1980000169A1 - Moteur a combustion du type compound pour un vehicule - Google Patents

Moteur a combustion du type compound pour un vehicule Download PDF

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Publication number
WO1980000169A1
WO1980000169A1 PCT/SE1979/000143 SE7900143W WO8000169A1 WO 1980000169 A1 WO1980000169 A1 WO 1980000169A1 SE 7900143 W SE7900143 W SE 7900143W WO 8000169 A1 WO8000169 A1 WO 8000169A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
compressor
turbine
assembly
shaft
Prior art date
Application number
PCT/SE1979/000143
Other languages
English (en)
Inventor
B Palm
Original Assignee
Saab Scania Ab
B Palm
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Saab Scania Ab, B Palm filed Critical Saab Scania Ab
Priority to DE792948917A priority Critical patent/DE2948917A1/de
Publication of WO1980000169A1 publication Critical patent/WO1980000169A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
    • F02B37/105—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump exhaust drive and pump being both connected through gearing to engine-driven shaft
    • 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
    • F02B41/06—Engines with prolonged expansion in compound cylinders
    • 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
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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

Definitions

  • the present invention relates to a combustion engine assembly of the so-called compound type, comprising a diesel engine, a displacement com ⁇ pressor and a turbine, wherein the displacement compressor, for example, a screw compressor, is designed to supply air to the combustion chamber of the engine via the intake system of the engine and wherein the tur ⁇ bine is designed to be driven by the exhaust gases of the engine.
  • the displacement compressor for example, a screw compressor
  • the present invention is based on the problem of creating a combus- ti ⁇ n engine assembly of the compound type, particularly intended for
  • O PI_ use in vehicles comprising a diesel engine, a displacement compresso and a turbine driven by exhaust gas, and with a simple torque-transmi ting transmission, which makes possible an effective co-operation be ⁇ tween the units incorporated in the assembly and thereby eliminates t disadvantages which arise in the known solutions.
  • th assembly according to the invention is characterised in that a mechan cal transmission with fixed gearing connects the output shaft of the engine, the compressor shaft and the turbine shaft with each other, that all the compressed air produced by the compressor is supplied to the engine, and that the turbine is so dimensioned relative to the compressor that the pressure in the exhaust pipe of the engine exceed the pressure prevailing in the intake of the engine, at least when operating above a specific rotary engine speed and/or load.
  • the mechanical transmission with fixed gearing incorporated in the solution consists advantageously of gear wheels, so that both the en ⁇ gine shaft and the turbine shaft are connected torque-transmitting to the compressor shaft.
  • the engine, the ' compressor and the turbine are thus designed to be driven at a constant rotary speed ratio relative
  • the delivery of air from the compressor is controlled by means of a valve arrangement which regulates the volume of air which is sucked into and compressed by the compressor.
  • the supercharging of the engine can thereby be controlled in order to give the assembly a torque characteristic which is suitable for driving a vehicle.
  • the as ⁇ sembly includes a diesel engine 1 of the 4-stroke type which comprises an intake system 2 and an exhaust system 3.
  • the combustion chambers (not shown) of the engine 1 is supplied via the intake system 2 with air, the air being sucked in and cleaned in an air filter 4 and thien compressed in a displacanent compressor 5, and finally cooled in a supercharger air cooler 6 before the air is supplied to the engine 1.
  • the exhaust gas system 3 conducts the exhaust gases from the diesel engine 1 to a tur ⁇ bine 7, from which the air is conducted out into the atmosphere via a
  • the drive shafts 10, 11, 12 of the turbine 7, the compressor 5 and the diesel engine 1 respectively are advantageously ' arranged parallel, and are connected to each other by a transmission 9 which has a fixed gearing, i.e. the rotary speeds of the shafts 10, 11, 12 during operation have a constant ratio relative to each other.
  • the transmission 9 consists of ordinary gear wheels 15, 16, 17, 18 and 19 with bevelled teeth.
  • the two gear wheels 16, 17 on an intermediate shaft 20 change up the rotary speed of the engine " shaft 12 in two stages by ten times for driving the compressor 5 via the gear wheel 18 on its drive shaft 11.
  • This compres ⁇ sor gear wheel 18 is also engaged with the gear wheel 19 on the drive shaft 10 of the turbine 7 and the gear ratio is in this case made such that the rotary speed of the turbine 7 is two and a half times as great as the rotary speed of the compressor 5.
  • the gearing therefore makes it possible to obtain an operating state where the diesel engine 1 operates at 2000 r/min, the compressor 5 at 20000 r/min and the turbine 7 at 50000 r/min.
  • other gearing can be selected, but the said rotary speeds are suitable relative values for this purpose.
  • the transmission 9 transmits torque in two directions, i.e. both from the engine 1 to the compressor S and from the turbine 7 via the co pressor 5 to the engine 1.
  • a vibration isolator 21 is arra which can either be of the hydraulic type or it can be designed to bymeans of torsion on a torque-transmitting shaft.
  • the compressor 5 is advantageously a so-called screw compressor gives a predetermined pressure increase independent of the rotary s
  • the pressure increase can be controlled by means of a valve arrange 22 in the foim of a slide valve 23 built into the compressor 5.
  • the slide valve 23 regulates the amount of air which be compressed. The regulation is effected by returning a specific a of uncompressed air frc the compression space of the compressor 5 t its inlet via a line 26.
  • the load and the rotary speed of the diesel engine 1 are in this case appropriately represented by the position a regulating rod 27 which, dependent both on the action of the vehic driver on the accelerator pedal 28 or the like, and also on a rotary ginespeeddetected by a centrifugal regul «ator 29, controls the suppl fuel to the engine 1.
  • the va arrangement 22 can be constructed as a slide valve which-is known pe disposed in the screw compressor 5 and regulating ⁇ i one or more sta the amount of air sucked in for compression, according to specific p determined values for the engine load.,and rotary speed.
  • the screw compressor 5 adapted to the diesel engine 1 can expedie give an end pressure in the magnitude of 2.5 - 3 bar (2.5 - 3.10 Pa).
  • the air which is heated up during compression is cooled in the super ger air cooler 6 before it is supplied to the diesel engine 1.
  • the cooling effect can amount to between 50 - 100 C depending on which cooling arrangement is used.
  • the diesel engine 1 expediently operates entirely without valve o lap, or possibly with a very small valve overlap, i.e. the exhaust g valve closes before or at least immediately after the inlet valve ha opened. The engine 1 can thereby be allowed to create a higher press on the exhaust gas side than on the intake side.
  • the exhaust gas system 3 and the turbine 7 incorporated in it have b selected so that at the full power point, i.e. in the operating stat where the engine 1 is producing maximum power, an exhaust gas pressu in the region of 4 bar (4.10 Pascal) is created.
  • the exhaust gas energy is converted in the turbine 7 to mechanical power by expansion of the exhaust gases.
  • the pressure level of the ex ⁇ haust gas thereby falls to a value just above atmospheric pressure, and the exhaust gas temperature sinks simultaneously by approximately 250°C , so that it is in the order of 450° C after the turbine 7.
  • the level of efficiency of the turbine 7 can be between 80 - 85 with ⁇ in the operating range which is normal for a combustion engine assembly.
  • a supercharged diesel engine designed for use in vehicles can achieve a level of efficiency of approximately 37 at its full power point. It is assumed here that-the engine is operating at a higher intake pressure than exhaust pressure. If this relationship is reversed, i.e. if the ex ⁇ haust gas pressure of the diesel engine is greater than its intake pres ⁇ sure, which is the case in the present invention, the level of efficiency of the diesel engine decreases.
  • the turbine 7 utilizes the in ⁇ creased energy content of the exhaustgaseswhich is due to the raised exhaust gas pressure, and transmits it in the foi of mechanical power to the output shaft 12 of the assembly.
  • the maximum efficiency of-the assembly during full power operation can instead be increased by in the order of 10%, to approximately 41%.
  • the compressor 5 is designed to operate at a level of efficiency of approximately 80%, and the level of efficiency of the transmission is in this case 94%.
  • An assembly designed for driving a vehicle is expediently designed to operate most effectively at a rotary engine speed which is lower than that which prevails at the full power point.
  • a really optimised diesel engine for vehicle use can achieve a working efficiency of approximately 40% at the rotary speed where the maximum torque is produced.
  • the total level of efficiency of the assembly according to the invention can also achieve a corresponding higher value.
  • the total level of efficiency of the assembly can be raised by 6 to 7% if the cooling losses of the diesel engine can be kept down.
  • This can be accomplished expediently by the use of a heat-resistant material, by means of which the temperature of the exhaust gases can amount to 1000° C which means that the energy content in the exhaust gases which can be used for the turbines is considerably increased.
  • the compressor 5 is in this case desig ed to operate at the best level of efficiency at a rotary speed which is in the middle section of the rotary speed rang which is used when driving a vehicle.
  • the said rotary speed range lies between 100 min and 2200 r/min.
  • the turbine 7 incorporated in the assembly has b designed so that, with full loading of the engine and at a rotary en speed of more than 600 r/min, it is capable of both driving the com ⁇ pressor 5 and also contributing to increase the output of the assemb
  • the desirable increase in the production of torque by the drive asse in a vehicle at low rotary speeds is thereby achieved.
  • the contribution by the .turbine 7 to the output of the assembly is apparent over the whole rotary speed range of the engine
  • the superchargin can be controlled so that the production of torque increases as the rotary speed drops-, which reduces the need for gear changing when dr ing the vehicle up hill and the like.
  • the said valve arrangement 22 controls the supercharging of the engine 1 so that this decreases as load decreases. In this way, it is ensured amongst other things that engine 1 does not have to receive an unnecessary amount of compresse air during partial-load driving, and neither does the assembly need relinquish power in order to produce the said air. At low loads and rotary speeds the turbine 7 does not produce any significant power, a not until, for example, 1200 r/min is the turbine 7 able to drive th compressor, so that at higher rotary speeds and with an unaltered lo it produces only a small supplement to the output of the assembly.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)

Abstract

Un assemblage a moteur a combustion du type compound pour vehicule, comprend un moteur diesel (1), un compresseur a deplacement (5) et une turbine (7) entraines par les gaz d'echappement une transmission mecanique du couple (9) avec transmission fixe entre les unites comprises dans l'assemblage. Le compresseur (5) peut ainsi etre entraine par le moteur (1) et ou/par la turbine (7). Pour obtenir le rendement le plus eleve possible, l'assemblage est adapte de sorte que le moteur (1) fonctionne en general avec une pression d'admission inferieure a la pression de refoulement. La reduction de puissance que subi le moteur (1) est plus que compensee par l'accroissement de la production de puissance de la turbine (7). Le compresseur (5) est de preference un compresseur a vis equipe d'un tiroir de distribution (23) qui regle la quantite d'air comprime dans le compresseur selon la charge et la vitesse de rotation du moteur.
PCT/SE1979/000143 1978-06-30 1979-06-28 Moteur a combustion du type compound pour un vehicule WO1980000169A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE792948917A DE2948917A1 (en) 1978-06-30 1979-06-28 A vehicle combustion engine of the compound type

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE7807407A SE409226B (sv) 1978-06-30 1978-06-30 Forbrenningsmotoraggregat av kompoundtyp for fordon
SE7807407 1978-06-30

Publications (1)

Publication Number Publication Date
WO1980000169A1 true WO1980000169A1 (fr) 1980-02-07

Family

ID=20335351

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE1979/000143 WO1980000169A1 (fr) 1978-06-30 1979-06-28 Moteur a combustion du type compound pour un vehicule

Country Status (5)

Country Link
JP (1) JPS6236141B2 (fr)
DE (1) DE2948917A1 (fr)
GB (1) GB2036486B (fr)
SE (1) SE409226B (fr)
WO (1) WO1980000169A1 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2516167A1 (fr) * 1981-11-11 1983-05-13 Pierburg Gmbh & Co Kg Procede et dispositif de regulation du remplissage de moteurs a explosion par du gaz de combustion
EP0292010A1 (fr) * 1987-05-22 1988-11-23 Isuzu Motors Limited Système de freinage pour moteur
EP0305717A2 (fr) * 1987-09-04 1989-03-08 MAN Gutehoffnungshütte Aktiengesellschaft Unité de suralimentation
EP0331355A1 (fr) * 1988-02-29 1989-09-06 Ishikawajima-Harima Jukogyo Kabushiki Kaisha Turbocompresseurs et méthode de commande
DE3923370A1 (de) * 1989-07-14 1991-01-24 Daimler Benz Ag Reduktionsgetriebe fuer einen turbocompoundantrieb einer aufgeladenen brennkraftmaschine
EP0584427A1 (fr) * 1992-08-24 1994-03-02 New Sulzer Diesel Ag Moteur à combustion interne deux temps
WO1997041338A1 (fr) * 1996-04-29 1997-11-06 Ab Volvo Systeme et procede de transmission de force dans des moteurs a combustion
CN100520071C (zh) * 2005-06-09 2009-07-29 株式会社日立产机系统 螺旋压缩机

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3050932A (en) * 1958-01-18 1962-08-28 Daimler Benz Ag Auxiliary turbine drive arrangement for supercharged internal combustion engines
US3242665A (en) * 1963-07-12 1966-03-29 Flater Anders Harold Compound turbine engine
US3498053A (en) * 1968-09-16 1970-03-03 Belcan Corp Compound engine
US3934418A (en) * 1974-12-19 1976-01-27 Debaun Earl A Turbine engine
US3945200A (en) * 1974-07-16 1976-03-23 Wright Charles H Rotary engine and turbine assembly
US4019324A (en) * 1974-09-11 1977-04-26 Coxon John R Internal combustion engine

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE870616C (de) * 1944-01-26 1953-03-16 Sulzer Ag Mit fluessigen oder gasfoermigen Brennstoffen betriebene, mit einer Abgasturbine undeinem Aufladegeblaese verbundene Zweitakt-brennkraftmaschine
DE2117672A1 (de) * 1970-04-07 1971-10-21 Isuzu Motors Ltd , Tokio Im Verbund betriebener Verbrennungs kraftmotor
JPS5312908B2 (fr) * 1972-06-16 1978-05-06

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3050932A (en) * 1958-01-18 1962-08-28 Daimler Benz Ag Auxiliary turbine drive arrangement for supercharged internal combustion engines
US3242665A (en) * 1963-07-12 1966-03-29 Flater Anders Harold Compound turbine engine
US3498053A (en) * 1968-09-16 1970-03-03 Belcan Corp Compound engine
US3945200A (en) * 1974-07-16 1976-03-23 Wright Charles H Rotary engine and turbine assembly
US4019324A (en) * 1974-09-11 1977-04-26 Coxon John R Internal combustion engine
US3934418A (en) * 1974-12-19 1976-01-27 Debaun Earl A Turbine engine

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2516167A1 (fr) * 1981-11-11 1983-05-13 Pierburg Gmbh & Co Kg Procede et dispositif de regulation du remplissage de moteurs a explosion par du gaz de combustion
US4508089A (en) * 1981-11-11 1985-04-02 Pierburg Gmbh & Co. Kg Method of regulating the charge of combustion gas delivered to an internal combustion engine
EP0292010A1 (fr) * 1987-05-22 1988-11-23 Isuzu Motors Limited Système de freinage pour moteur
EP0305717A2 (fr) * 1987-09-04 1989-03-08 MAN Gutehoffnungshütte Aktiengesellschaft Unité de suralimentation
EP0305717A3 (en) * 1987-09-04 1989-07-26 Man Gutehoffnungshutte Aktiengesellschaft Supercharging unit
EP0331355A1 (fr) * 1988-02-29 1989-09-06 Ishikawajima-Harima Jukogyo Kabushiki Kaisha Turbocompresseurs et méthode de commande
DE3923370A1 (de) * 1989-07-14 1991-01-24 Daimler Benz Ag Reduktionsgetriebe fuer einen turbocompoundantrieb einer aufgeladenen brennkraftmaschine
EP0584427A1 (fr) * 1992-08-24 1994-03-02 New Sulzer Diesel Ag Moteur à combustion interne deux temps
CN1040243C (zh) * 1992-08-24 1998-10-14 新苏舍柴油机有限公司 二冲程活塞内燃机
WO1997041338A1 (fr) * 1996-04-29 1997-11-06 Ab Volvo Systeme et procede de transmission de force dans des moteurs a combustion
US6408626B1 (en) 1996-04-29 2002-06-25 Ab Volvo Arrangement and method for power transmission in combustion engines
CN100520071C (zh) * 2005-06-09 2009-07-29 株式会社日立产机系统 螺旋压缩机
US8221094B2 (en) 2005-06-09 2012-07-17 Hitachi Industrial Equipment Systems Co., Ltd. Screw compressor in which low and high pressure stage compressor bodies overly at least portion of motor body
US8231363B2 (en) 2005-06-09 2012-07-31 Hitachi Industrial Equipment Systems Co., Ltd. Screw compressor
US8734126B2 (en) 2005-06-09 2014-05-27 Hitachi Industrial Equipment Systems Co., Ltd. Screw compressor

Also Published As

Publication number Publication date
GB2036486A (en) 1980-06-25
DE2948917A1 (en) 1981-01-08
SE409226B (sv) 1979-08-06
JPS6236141B2 (fr) 1987-08-05
GB2036486B (en) 1982-12-08
JPS55500395A (fr) 1980-07-03

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