WO2010097979A1 - 内燃機関の過給システム - Google Patents
内燃機関の過給システム Download PDFInfo
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- WO2010097979A1 WO2010097979A1 PCT/JP2009/066100 JP2009066100W WO2010097979A1 WO 2010097979 A1 WO2010097979 A1 WO 2010097979A1 JP 2009066100 W JP2009066100 W JP 2009066100W WO 2010097979 A1 WO2010097979 A1 WO 2010097979A1
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- WIPO (PCT)
- Prior art keywords
- turbocharger
- flow path
- internal combustion
- combustion engine
- turbo
- Prior art date
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Classifications
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- 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
- F02B37/007—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in parallel, e.g. at least one pump supplying alternatively
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- 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
- F02B37/001—Engines characterised by provision of pumps driven at least for part of the time by exhaust using exhaust drives arranged in parallel
- F02B37/002—Engines characterised by provision of pumps driven at least for part of the time by exhaust using exhaust drives arranged in parallel the exhaust supply to one of the exhaust drives can be interrupted
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- 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
- F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
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- 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
- F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/22—Control of the pumps by varying cross-section of exhaust passages or air passages, e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits
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- 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 supercharging system for an internal combustion engine having an internal combustion engine and a plurality of turbochargers.
- FIG. 8 shows an example of a conventional two-stage turbo system.
- the conventional two-stage turbo system has an internal combustion engine 1 and two turbochargers 2A and 2B driven by exhaust gas from the internal combustion engine 1.
- the two-stage turbo system also includes three control valves V1 to V3 for switching the flow path between the intake gas sucked into the internal combustion engine 1 and the exhaust gas from the internal combustion engine 1, and the three control valves V1 to V3. And a control device 3 for controlling the turbochargers 2A and 2B.
- the control valves V1 to V3 function as a bypass valve, a flow control valve, and a wastegate valve, respectively.
- this two-stage turbo system has an intercooler 5 that cools while maintaining the pressure of the air compressed and heated by the turbocharger on the upstream side (supply passage section) from the internal combustion engine 1. Further, this two-stage turbo system includes an air cleaner 4A for allowing purified air to flow into the compressor side of the turbocharger 2B, and a muffler 4B through which exhaust gas from the turbine side of the turbochargers 2A and 2B flows. have.
- FIG. 9 shows the gas flow in the complete two-stage supercharging state where the engine speed is about 1000 to 1250 rpm. In this state, all of the control valves V1 to V3 are closed.
- the intake air passes through the turbocharger 2B and the compressor side of the turbocharger 2A, then flows into the intercooler 5, and then flows into the internal combustion engine 1.
- the exhaust gas from the internal combustion engine 1 is discharged
- the turbocharger 2A and the turbocharger 2B larger than the turbocharger 2A are connected in series.
- FIG. 10 shows the flow of gas in a variable two-stage supercharging state where the engine speed is about 1250 to 2500 rpm.
- the control valves V1 and V3 are closed, and the control valve V2 is half open. Since the control valve V2 is a flow control valve, the flow rate is appropriately controlled depending on the degree of opening. Due to the presence of the control valve V2, the flow rate of the exhaust gas to the turbocharger 2A is controlled, and the turbine output is controlled. Then, the exhaust gas passing through the turbocharger 2A and the exhaust gas passing through the control valve V2 merge and then flow into the turbocharger 2B. And exhaust gas is discharged
- FIG. 11 shows the gas flow when the engine speed is about 2500 to 3500 rpm.
- the control valve V3 is closed and the control valves V1 and V2 are open.
- the flow path having the control valves V1 and V2 has a larger flow cross-sectional area than the flow path passing through the turbocharger 2A, so that most of the air and exhaust gas are on the control valve V1 or V2 side.
- the turbocharger 2A does not operate much and is in an idling state.
- FIG. 12 shows the gas flow when the engine speed is 3500 rpm or more.
- the control valves V1 and V2 are in an open state, and the control valve V3 is in a half-open state.
- the flow rate of the exhaust gas flowing to the turbine side of the turbocharger 2B is controlled by the control condition of the control valve V3, and the output of the turbocharger 2B is controlled.
- the above-described supercharging system for an internal combustion engine may require two-stage supercharging to achieve the target output even at high speed and high load (FIGS. 11 and 12).
- stage supercharging When the stage supercharging is performed, the temperature on the compressor side rises, which causes a problem that intermediate cooling of the turbocharger or a material change is necessary.
- the turbo system is required to have high engine output and improved acceleration, and it is preferable to use a simple structure or a small turbo with as little inertia as possible.
- Patent Document 5 only two turbines are switched between the serial mode and the parallel mode. However, when the engine speed is high, the flow rate of the two turbines by the wastegate valve is adjusted because the compressor side has two stages. As a result, stable control becomes difficult.
- the present invention has been made in view of the above-described problems of the prior art, and an object thereof is to provide a supercharging system for an internal combustion engine having a simple structure while using a small turbocharger.
- the present invention relates to an internal combustion engine, a plurality of turbochargers driven by exhaust gas from the internal combustion engine, and a flow path for switching flow paths of intake gas sucked into the internal combustion engine and exhaust gas from the internal combustion engine.
- a supercharging system for an internal combustion engine having a switching valve, and a control device for controlling the flow path switching valve and the turbocharger, wherein the plurality of turbochargers are arranged on the most downstream side of the exhaust flow path.
- the turbocharger has high responsiveness and is advantageous at the time of engine acceleration by adopting a serial supercharging mode of two small turbochargers and performing control for shifting from a complete two-stage to a variable two-stage. .
- the parallel supercharging mode is set, and appropriate measures can be taken in a high-speed control area where a large flow rate is required.
- the gas flows only to the first turbocharger or the second turbocharger and is appropriately combined so that the target according to the intended use can be obtained.
- the engine performance can be controlled very finely.
- it since it is the structure which provides and controls piping and a control valve, it is a simple structure and it is hard to generate
- the intake air flow path to the internal combustion engine is connected to the internal combustion engine via the turbo compressor of the first turbocharger and the turbo compressor of the second turbocharger.
- An intake bypass passage that connects a passage to an outlet side of the turbo compressor of the second turbocharger from an outlet side of the turbo compressor of the first turbocharger, the intake bypass passage, and the intake air
- An intake parallel flow path that is downstream from a connection point on the upstream side with the series flow path for use and connected to an outlet side of a turbo compressor of the second turbocharger, and the parallel flow path for intake air
- a flow path switching valve provided at a connection point with the intake serial flow path, and an on-off valve provided in the intake bypass flow path, and an exhaust flow path from the internal combustion engine is an internal combustion engine To the second turbocharger And an exhaust serial flow path leading to the outside through the first turbocharger, an inlet side of the turbine of the second turbocharger, and an inlet of the turbine of the first turbocharger
- the flow rate control valve provided in the exhaust first bypass flow path can control the flow rate of the exhaust gas flowing through the high-pressure turbocharger and the low-pressure turbocharger, thereby changing the engine performance. It is possible to respond accurately to requests.
- the series supercharging mode by controlling the flow rate control valve with respect to the target supercharging pressure to shift from the variable two-stage mode to the parallel supercharging mode, it is advantageous for improving the overtaking acceleration performance. is there.
- the plurality of turbochargers are turbochargers having the same turbine capacity.
- the serial supercharging mode is set at the low speed / medium speed
- the combination of small turbos is used instead of the combination of the conventional large turbo and small turbo.
- the system can be made compact and low inertia can be achieved.
- the parallel supercharging mode is set on the large flow rate side, the pressure loss is reduced by an appropriate pressure balance. That is, a simple structure can be achieved while using a small turbocharger.
- a low-pressure turbo control flow path connecting a downstream side of the flow control valve of the exhaust first bypass flow path and a downstream side of the low-pressure turbocharger, and the low-pressure turbo control flow path And a flow control valve provided in the.
- a low-pressure turbo control flow path is provided, and the amount of exhaust gas flowing through the low-pressure turbocharger can be finely controlled by the flow control valve.
- the second turbocharger is a variable flow rate turbo.
- the flow rate control valve of the variable flow rate turbo is closed at the time of engine acceleration to increase the flow to the inner scroll, and the turbo responsiveness is accelerated, and the acceleration performance of the engine is improved. Further, by adjusting the opening degree of the flow control valve, the control range corresponding to the engine operating state is expanded.
- the second turbocharger is a variable capacity turbocharger.
- the turbine flow rate is reduced, and increasing the turbine capacity is advantageous at high speeds and high loads.
- the throttle amount can be controlled in accordance with the operating state, the supercharging unevenness is further suppressed.
- the second turbocharger is a twin scroll type.
- the turbo responsiveness on the low flow rate side when the engine is accelerated is further improved, and the acceleration performance is improved.
- the supercharging pressure rises and the responsiveness of the turbocharger increases, which is advantageous during acceleration.
- the parallel supercharging mode can increase the intake flow rate, which is advantageous at high speeds and high loads. If the turbocharger mode is combined with a large turbo and a conventional turbocharger as before, the balance of the supercharging pressure will be lost, so adjustment of the check valve and pipe diameter will be necessary, increasing the number of parts and pressure loss. However, the present invention does not cause such a problem.
- the target engine performance corresponding to the intended use can be exhibited extremely finely.
- it is the structure which provides and controls piping and a control valve, it is a simple structure and it is hard to generate
- FIG. 1 is an explanatory view schematically showing an embodiment of a supercharging system for an internal combustion engine of the present invention.
- FIG. 2 is an explanatory diagram schematically showing an improvement of the supercharging system for the internal combustion engine of FIG.
- FIG. 3 is an explanatory diagram illustrating the supercharging system for the internal combustion engine of FIG. 2 more specifically.
- FIG. 4 is an explanatory diagram showing a series supercharging mode in which two turbochargers are connected in series.
- FIG. 5 is an explanatory diagram showing a one-stage supercharging mode (low-pressure stage mode) in which gas flows only in the low-pressure turbo.
- FIG. 6 is an explanatory diagram showing a parallel supercharging mode in which two turbochargers are connected in parallel.
- FIG. 1 is an explanatory view schematically showing an embodiment of a supercharging system for an internal combustion engine of the present invention.
- FIG. 2 is an explanatory diagram schematically showing an improvement of the supercharging system for the internal combustion engine of
- FIG. 7 is a flowchart showing a control valve control method when changing to the parallel supercharging mode.
- FIG. 8 is an explanatory view showing a conventional supercharging system (two-stage turbo system) of an internal combustion engine.
- FIG. 9 is an explanatory diagram showing a gas flow when a large turbo and a small turbo are connected in series.
- FIG. 10 is an explanatory diagram showing the gas flow when the flow control valve is opened and the flow rate is controlled.
- FIG. 11 is an explanatory diagram showing a gas flow when the large turbo is operated and the small turbo is in an idling state.
- FIG. 12 is an explanatory diagram showing the gas flow when the wastegate valve is opened and the flow control to the large turbo is performed.
- FIG. 1 schematically shows an embodiment of a supercharging system (two-stage turbo system) for an internal combustion engine according to the present invention.
- the turbocharger according to the present embodiment includes an internal combustion engine 1 and a first turbocharger 2A and a second turbocharger 2B that are driven by exhaust gas from the internal combustion engine 1. .
- the turbocharger also includes flow path switching valves V3 and V4 for switching the flow path between the intake gas sucked into the internal combustion engine 1 and the exhaust gas from the internal combustion engine 1, and the flow path switching valves V3 and V4 and the turbo.
- a control device (not shown) (reference numeral 3 in FIG. 3) for controlling the superchargers 2A and 2B.
- the control device includes a computer that performs arithmetic processing, a DC power source that supplies current to the coil of the control valve, and the like.
- the two turbochargers 2A and 2B are composed of turbochargers having the same turbine capacity, and in the case of the series supercharging mode, the turbocharger 2A on the upstream side of the exhaust passage functions as a high-pressure turbo, The turbocharger 2B on the downstream side of the flow path functions as a low pressure turbo.
- the turbocharger of the same turbine capacity has the same turbine capacity, and in order to maintain the pressure balance according to the number of cylinders of the engine, the exhaustive shape, and the length, the compressor side wheel diameter, scroll or variable mechanism is used. It is also possible to change it.
- the intake flow path to the internal combustion engine 1 includes an intake serial flow path T1 connected to the internal combustion engine 1 via the turbo compressor of the low-pressure turbocharger 2B and the turbo compressor of the high-pressure turbocharger 2A. And an intake bypass passage T2 connecting the outlet side of the turbo compressor of the high-pressure turbocharger 2A to the outlet side of the turbo compressor of the low-pressure turbocharger 2B. Further, this intake flow path is downstream from the upstream connection point between the intake bypass flow path T2 and the intake serial flow path T1, and on the outlet side of the turbo compressor of the high-pressure turbocharger 2A. It has the parallel flow path T3 for intake connected.
- the intake flow path includes a flow path switching valve V4 provided at a connection point between the intake parallel flow path T3 and the intake serial flow path T1, and an open / close valve V1 provided in the intake bypass flow path T2. ,have.
- the on-off valve V1 and the flow path switching valve V4 function as bypass valves.
- a proportional control valve is used as the on-off valve V1, and the flow rate can be controlled continuously.
- the flow path switching valve V4 is an on / off two-way valve, and only switches the flow path and has no flow rate control function.
- the exhaust passage from the internal combustion engine 1 is connected in series for exhaust gas from the internal combustion engine 1 to the outside (for example, in the outside air or a muffler) via the high-pressure turbocharger 2A and the low-pressure turbocharger 2B.
- An exhaust first bypass flow path T5 connecting the flow path T4, the turbine inlet side of the high-pressure turbocharger 2A and the turbine inlet side of the low-pressure turbocharger 2B, and the exhaust first bypass flow
- the exhaust gas bypass passage T6 connects the upstream side of the connection point between the path T5 and the exhaust serial flow path T4 and the outlet side of the turbine of the turbocharger 2B on the low pressure side.
- the exhaust first bypass flow path T5 may be directly connected to the upstream inlet of the turbocharger 2B or may be connected to the exhaust serial flow path T4.
- the exhaust flow path is provided in the flow path switching valve V3 provided at the upstream connection point between the second bypass flow path T6 and the exhaust serial flow path T4, and the exhaust first bypass flow path T5.
- the flow path switching valve V3 functions as a bypass valve, and the flow control valve V2 functions as a flow control valve.
- the flow path switching valve V3 is an on / off two-way valve, which only switches the flow path and has no flow rate control function.
- a proportional control valve is used as the flow rate control valve V2, and the flow rate can be controlled continuously.
- a low-pressure turbo control flow path T7 connecting the downstream side of the feeder 2B is provided.
- a proportional on-off valve V5 is provided in the low-pressure turbo control flow path T7.
- the proportional on-off valve V5 finely controls the amount of exhaust gas flowing through the low-pressure turbocharger 2B.
- the proportional on-off valve V5 functions as a waste gate valve.
- the two-stage turbo system of the present embodiment shown in FIGS. 1 and 2 is a series supercharger in which two turbochargers 2A and 2B are connected in series by switching the flow path using the control valves V1 to V4.
- a single-stage supercharging mode in which the flow path is switched so that the exhaust gas flows only to the high pressure side turbocharger 2A or only to the low pressure side turbocharger 2B, and two turbochargers 2A,
- FIG. 3 shows the two-stage turbo system of FIG. 2 in a more specific manner. As shown in the figure, this system cools the air flowing into the internal combustion engine 1 and the control device 3 that controls the turbochargers 2A and 2B and the control valves V1 to V5 in addition to the configuration described in FIG.
- the intercooler 5 is provided.
- the control device 3 receives outputs from the pressure sensors P1 to P4 arranged in the flow path, and appropriately controls the control valves V1 to V5.
- FIG. 4 shows a gas flow in the case of the series supercharging mode in which the two turbochargers 2A and 2B are operated.
- air passes through the turbocharger 2B and the turbocharger 2A in order, and further passes through the intercooler 5 before flowing into the internal combustion engine 1.
- the exhaust gas from the internal combustion engine 1 flows into the turbocharger 2A, and is discharged to the outside through the flow path switching valve V3 and the turbocharger 2B.
- FIG. 5 shows the gas flow in the single-stage supercharging mode in which gas flows only to the turbocharger 2A or 2B. Since the turbochargers 2A and 2B have the same turbine capacity, any turbocharger may be used. This mode is used in the case of partial engine load. For example, as shown in the drawing, the air flows only into the turbocharger 2 ⁇ / b> B on the low pressure side, and flows into the internal combustion engine 1 through the intercooler 5. The exhaust gas from the internal combustion engine 1 flows into the turbocharger 2B via the flow control valve V2, and is then discharged to the outside. In this mode, the flow rate of the exhaust gas flowing into the turbocharger 2B can be controlled by opening the proportional on-off valve V5 appropriately (intermittently or by proportionally controlling the opening).
- FIG. 6 shows a gas flow in a parallel supercharging mode in which two turbochargers 2A and 2B are connected in parallel.
- air flows into the turbo system from two flow paths, and each flow path is connected to a low-pressure turbocharger 2A or a high-pressure turbocharger 2B.
- the air passing through the turbochargers 2A and 2B merges, then passes through the intercooler 5 and flows into the internal combustion engine 1.
- the exhaust gas from the internal combustion engine 1 flows into the high-pressure turbocharger 2A and the low-pressure turbocharger 2B separately from each other, that is, in parallel.
- the exhaust gas that has passed through the turbochargers 2A and 2B merges and is discharged to the outside.
- FIG. 7 is a flowchart showing the control method of the control valve, and shows the flow of processing when switching to the parallel supercharging mode of FIG.
- step S2 valve signals from the control valves V1 to V5 are read.
- step S3 a target boost pressure (Pt) is calculated as needed from the engine speed (NE) and the fuel injection amount (Qfinj).
- step S4 it is determined whether Pi is larger than Pt. If Pi is not larger than Pt, it is determined in step S5 whether or not the control valves V1, V2 are fully closed. If the control valves V1 and V2 are not fully closed, the process proceeds to step S6 and is fully closed, and the process returns to step S1. On the other hand, if the control valves V1 and V2 are fully closed, the process proceeds to step S7 and feedback control of the flow rate control valve V2 is performed to control the flow rate and ratio of the flow to the turbochargers 2A and 2B. Then, the process returns to step S1.
- step S4 if Pi is larger than Pt, the process proceeds to step S8, and it is determined whether P2 / P1 is larger than a predetermined value. If P2 / P1 is not larger than the predetermined value, the process proceeds to step S9, the control valve V4 is switched, and the turbochargers 2A and 2B are arranged in parallel. Then, the process returns to step S1. On the other hand, if P2 / P1 is larger than the predetermined value, the process proceeds to step S10, and the pressure values of the pressure sensors P1, P2 are read.
- step S11 it is determined whether P3 / P2 is greater than a predetermined value. If P3 / P2 is not larger than the predetermined value, the control valves V1 and V2 are fully opened in step S12, the mode is switched to the V3 and V4 parallel mode, the feedback control of the control valve V5 is performed, and the flow rate flowing to the turbocharger 2B is reduced. Control. Then, the process returns to step S1. On the other hand, if P3 / P2 is larger than the predetermined value, feedback control of the control valve V2 is performed in step S13, and the flow rate and ratio thereof flowing in the turbochargers 2A and 2B are controlled. Then, the process returns to step S1.
- turbochargers 2A and 2B having the same turbine capacity instead of the conventional combination of a large turbo and a small turbo, a combination of small turbos is used. Downsizing and low inertia.
- the series supercharging mode is set, the supercharging pressure increases and the responsiveness of the turbochargers 2A and 2B increases, which is advantageous during acceleration.
- the parallel supercharging mode can increase the intake flow rate, which is advantageous at high speed and high load.
- the target engine performance according to the intended use can be exhibited by appropriately combining one-stage supercharging mode other than the series supercharging mode and the parallel supercharging mode.
- it is the structure which provides and controls piping and a control valve, it is a simple structure and it is hard to generate
- the control valves V1 to V4 are provided in the intake flow path and the exhaust flow path and are switched by the control device (see FIG. 1).
- the supercharging mode and the one-stage supercharging mode can be switched.
- the flow rate of the exhaust gas flowing through the high pressure side turbocharger 2A and the low pressure side turbocharger 2B can be controlled by the flow rate control valve V2 provided in the first exhaust bypass passage T5. It can accurately respond to changing engine performance requirements.
- the flow control valve V2 is controlled (opening / closing control and opening degree control) with respect to the target supercharging pressure, and control is performed to shift from the variable two-stage mode to the parallel supercharging mode. It is also advantageous for improving the overtaking acceleration of the vehicle.
- a variable capacity turbo may be used as the high-pressure turbocharger 2A.
- the VGT can change the turbine capacity, and by reducing the variable vane at the time of low rotation of the internal combustion engine, the throat area on the turbine side is reduced, and the responsiveness is increased by increasing the flow velocity of the exhaust gas. Furthermore, fine control is possible according to engine load fluctuations.
- a variable flow turbo VFT may be used as the high-pressure turbocharger 2A.
- variable flow rate turbo since the flow rate of the variable flow rate turbo can be reduced during engine acceleration, it is effective for improving the response of the turbo as in the case of VGT. That is, it is advantageous at low speed and low load.
- the VFT is different from the VGT in that the inside and outside of the turbine is divided into two parts and fine throat adjustment is not possible, but it has a simple structure.
- a twin scroll type turbocharger may be used as the high pressure side turbocharger 2A. By doing so, the flow velocity is faster than that of a normal turbine scroll during engine acceleration, and the responsiveness of the turbo is improved.
- the on-off valve V1 is used.
- the on-off valve V1 it is possible to use an on / off switching valve that is advantageous in terms of structure and cost. It is also possible to use a proportional on-off valve that shifts to an off state.
- the example using the flow path switching valves V3 and V4 has been described.
- a two-way valve advantageous in terms of structure and cost can be used as the flow path switching valves V3 and V4.
- the two-stage turbo system of the present invention can have a simple structure while using a small turbocharger.
- the present invention can be applied to all vehicles, ships, and aircrafts equipped with a turbocharger.
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Abstract
Description
このような大型のターボ過給機と小型のターボ過給機とを組み合わせた2ステージターボシステムについて、図8ないし図12を用いて説明する。図8は、従来の2ステージターボシステムの一例を示している。図に示すように、従来の2ステージターボシステムは、内燃機関1と、該内燃機関1からの排気ガスにより駆動される2基のターボ過給機2A,2Bとを有している。また、この2ステージターボシステムは、内燃機関1に吸い込まれる吸気ガスと内燃機関1からの排気ガスとの流路を切り換える3個の制御弁V1~V3と、該3個の制御弁V1~V3及びターボ過給機2A,2Bを制御する制御装置3とを有している。ここで、制御弁V1~V3は、それぞれバイパスバルブ、フローコントロールバルブ及びウエストゲートバルブとして機能する。
図9は、エンジン回転数が1000~1250rpm程度の完全2段過給状態のガスの流れを示している。この状態では、制御弁V1~V3の全てが閉じている。そして、吸入エアはターボ過給機2B及びターボ過給機2Aのコンプレッサ側を通過してからインタークーラ5に流入し、その後、内燃機関1に流入する。そして、内燃機関1からの排気ガスは、ターボ過給機2A及びターボ過給機2Bのタービン側、及びマフラー4Bを経由して外部へ排出される。図9では、ターボ過給機2Aと、ターボ過給機2Aより大型のターボ過給機2Bとは直列に接続されている。
なお、特許文献5では、2基のタービンのみを直列モードと並列モードとに切り換えるが、エンジン高速の場合、コンプレッサ側が2段になっていることでウエストゲートバルブによる2基のタービン流量を調整することとなり、安定した制御が難しくなる。
本発明は、内燃機関と、該内燃機関からの排気ガスにより駆動される複数のターボ過給機と、内燃機関に吸い込まれる吸気ガスと内燃機関からの排気ガスとの流路をそれぞれ切り換える流路切換え弁と、該流路切換え弁及び前記ターボ過給機を制御する制御装置と、を有する内燃機関の過給システムであって、前記複数のターボ過給機は、排気流路最下流側の第1のターボ過給機と、該第1のターボ過給機より排気流路上流側の第2のターボ過給機とからなり、前記流路切換え弁を用いた流路の切換えにより、前記第1のターボ過給機と第2のターボ過給機とを直列に接続する直列過給モードと、前記第1のターボ過給機のみ又は第2のターボ過給機のみにガスが流れる一段過給モードと、前記第1のターボ過給機と第2のターボ過給機とを並列に接続する並列過給モードと、を切換え可能に構成されていることを特徴とする。
かかる発明では、2つの小型ターボ過給機の直列過給モードとし、完全2ステージから可変2ステージに移行する制御を実施することでターボ過給機の応答性が高く、エンジン加速時に有利である。また、並列過給モードにし、大流量が必要とされる高速の制御領域において、適切な対応を可能にする。さらに、一段過給モードでは、部分負荷の制御領域において、第1のターボ過給機又は第2のターボ過給機のみにガスが流れるようにし、適宜組み合わせることで、使用用途に応じた目標のエンジン性能を極め細やかにコントロールすることができる。また、配管と制御弁を設けて制御する構成であるので、簡素な構造であり、システムの不具合も発生し難い。
かかる発明では、吸気流路と排気流路とにそれぞれ2個の制御弁を設けて制御装置で切り換えるという簡素な構造で、直列過給モード、並列過給モード、一段過給モードを切り換えることができる。特に、排気用第1バイパス流路に設けた流量制御弁により、高圧側のターボ過給機と低圧側のターボ過給機とに流れる排気ガスの流量を制御することができ、変化するエンジン性能要求に的確に対応することができる。例えば、直列過給モードにおいて、目標過給圧に対し当該流量制御弁をコントロールして可変2ステージモードから並列過給モードに移行させる制御を実施することで、追い越し加速性の向上にも有利である。
かかる発明では、同一タービン容量の2基のターボ過給機を用いることで、低速・中速時に直列過給モードにすると、従来の大型ターボと小型ターボの組み合わせに替えて、小型ターボ同士の組み合わせにすることができ、システムのコンパクト化や低慣性が図られる。さらに、大流量側の並列過給モードにした場合、適切な圧力バランスにより圧力損失が少なくなる。すなわち、小型のターボ過給機を用いつつ簡素な構造にすることができる。
かかる発明では、低圧ターボ制御用流路が設けられ、低圧側のターボ過給機を流れる排気ガスの量を流量制御弁で微制御することができる。
かかる発明では、エンジン加速時に可変流量ターボの流量制御バルブを閉じて内側スクロールへの流通を高めてターボ応答性が早くなり、エンジンの加速性能が向上する。また、流量制御バルブの開度を調整することで、エンジン運転状態に応じた制御範囲が広がる。
かかる発明では、例えば、タービンの可変ノズルを絞ることで、タービン流量が少なくなり、タービン容量を大きくすると高速・高負荷時に有利である。また、絞り量を運転状態に応じて制御できるため過給のムラが一層抑制される。
かかる発明では、エンジン加速時の低流量側でのターボ応答性がさらに高くなり、加速性能が向上する。
そして、直列過給モード及び並列過給モード以外の高圧段モードと低圧段モードとを適宜組み合わせることで、使用用途に応じた目標のエンジン性能を極め細やかに発揮させることができる。また、配管と制御弁を設けて制御する構成であるので、簡素な構造であり、システムの不具合が発生し難い。
同一タービン容量の2基のターボ過給機を用いるので、従来の大型ターボと小型ターボの組み合わせに替えて、小型ターボ同士の組み合わせになり、システムのコンパクト化や低慣性が図られる。
そこで、先ず、吸気流路について説明する。内燃機関1への吸気流路は、低圧側のターボ過給機2Bのターボコンプレッサ及び高圧側のターボ過給機2Aのターボコンプレッサを介して内燃機関1に接続される吸気用直列流路T1と、高圧側のターボ過給機2Aのターボコンプレッサの出口側から低圧側のターボ過給機2Bのターボコンプレッサの出口側を結ぶ吸気用バイパス流路T2と、を有している。また、この吸気流路は、吸気用バイパス流路T2と吸気用直列流路T1との上流側の接続ポイントより下流側であってかつ高圧側のターボ過給機2Aのターボコンプレッサの出口側に接続される吸気用並列流路T3を有している。
先ず、ステップS1において、図3に示す内燃機関1における、エンジン回転数(NE)、燃料噴射量(Qfinj)、及び現在の過給圧(Pi=P4)を随時読み込む。次いで、ステップS2において、制御弁V1~V5からのバルブ信号を読み込む。次いで、ステップS3において、エンジン回転数(NE)及び燃料噴射量(Qfinj)より、目標の過給圧(Pt)を随時算出する。
例えば、例えば、高圧側のターボ過給機2Aとして、可変容量ターボ(VGT:Variable Geometry Turbo)を用いてもよい。VGTは、タービン容量を変更することができ、内燃機関の低回転時にこの可変ベーンを絞ることで、タービン側のスロート面積を減少させ、排気ガスの流速を増加することで応答性が速くなる。さらに、エンジンの負荷変動に応じて細かな制御が可能になる。また、高圧側のターボ過給機2Aとして、可変流量ターボ(VFT:Variable Flow Turbo)を用いてもよい。このようにすれば、エンジン加速時に可変流量ターボの流量を絞ることができるので、VGTと同様にターボの応答性の向上に有効である。すなわち、低速・低負荷時に有利である。なお、VFTはVGTに比べ、タービン内外が2つに分割され、細かなスロート調整はできないが、シンプルな構造である点で異なる。
また、例えば、高圧側のターボ過給機2Aとして、ツインスクロール式のものを用いてもよい。このようにすれば、エンジン加速時に通常のタービンスクロールより流速が早くなり、ターボの応答性が向上する。
また、上述した実施形態では、流路切換え弁V3,V4を用いた例について説明したが、この流路切換え弁V3,V4として構造的・コスト的に有利な2方弁を用いることができる他、3方弁以上を用いることも当然に可能である。
Claims (7)
- 内燃機関と、該内燃機関からの排気ガスにより駆動される複数のターボ過給機と、
内燃機関に吸い込まれる吸気ガスと内燃機関からの排気ガスとの流路をそれぞれ切り換える流路切換え弁と、
該流路切換え弁及び前記ターボ過給機を制御する制御装置と、
を有する内燃機関の過給システムであって、
前記複数のターボ過給機は、排気流路最下流側の第1のターボ過給機と、該第1のターボ過給機より排気流路上流側の第2のターボ過給機とからなり、
前記流路切換え弁を用いた流路の切換えにより、
前記第1のターボ過給機と第2のターボ過給機とを直列に接続する直列過給モードと、
前記第1のターボ過給機のみ又は第2のターボ過給機のみにガスが流れる一段過給モードと、
前記第1のターボ過給機と第2のターボ過給機とを並列に接続する並列過給モードと、
を切換え可能に構成されていることを特徴とする内燃機関の過給システム。 - 前記内燃機関への吸気流路は、
前記第1のターボ過給機のターボコンプレッサ及び前記第2のターボ過給機のターボコンプレッサを介して内燃機関に接続される吸気用直列流路と、
前記第1のターボ過給機のターボコンプレッサの出口側から前記第2のターボ過給機のターボコンプレッサの出口側を結ぶ吸気用バイパス流路と、
該吸気用バイパス流路と前記吸気用直列流路との上流側の接続ポイントより下流側であってかつ前記第2のターボ過給機のターボコンプレッサの出口側に接続される吸気用並列流路と、前記吸気用並列流路と前記吸気用直列流路との接続ポイントに設けられた流路切換え弁と、
前記吸気用バイパス流路に設けられた開閉弁と、
を有し、
前記内燃機関からの排気流路は、
内燃機関から前記第2のターボ過給機及び前記第1のターボ過給機を介して外部に至るまでの排気用直列流路と、
前記第2のターボ過給機のタービンの入口側と前記第1のターボ過給機のタービンの入口側とを結ぶ排気用第1バイパス流路と、
該排気用第1バイパス流路と前記排気用直列流路との接続ポイントより上流側と前記第1のターボ過給機のタービンの出口側とを結ぶ排気用第2バイパス流路と、
該第2バイパス流路と前記排気用直列流路との上流側の接続ポイントに設けられた流路切換え弁と、
前記排気用第1バイパス流路に設けられた流量制御弁と、
を有していることを特徴とする請求項1に記載の内燃機関の過給システム。 - 前記複数のターボ過給機は、同一タービン容量のターボ過給機からなることを特徴とする請求項2に記載の内燃機関の過給システム。
- 前記排気用第1バイパス流路の流量制御弁より下流側と低圧側のターボ過給機の下流側とを結ぶ低圧ターボ制御用流路と、
該低圧ターボ制御用流路に設けられた流量制御弁と、
を有していることを特徴とする請求項2に記載の内燃機関の過給システム。 - 前記第2のターボ過給機は、可変流量ターボであることを特徴とする請求項1に記載の内燃機関の過給システム。
- 前記第2のターボ過給機は、可変容量ターボであることを特徴とする請求項1に記載の内燃機関の過給システム。
- 前記第2のターボ過給機は、ツインスクロール式であることを特徴とする請求項1に記載の内燃機関の過給システム。
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CN104213998A (zh) * | 2013-05-30 | 2014-12-17 | 通用电气公司 | 运行内燃发动机的系统和方法 |
CN104213998B (zh) * | 2013-05-30 | 2017-07-18 | 通用电气公司 | 运行内燃发动机的系统和方法 |
JP2017180286A (ja) * | 2016-03-30 | 2017-10-05 | 三菱重工業株式会社 | 2ステージターボシステムおよび2ステージターボシステムの制御方法 |
JP2017180287A (ja) * | 2016-03-30 | 2017-10-05 | 三菱重工業株式会社 | 過給機、2ステージターボシステム、および2ステージターボシステムの制御方法 |
WO2017169517A1 (ja) * | 2016-03-30 | 2017-10-05 | 三菱重工業株式会社 | 過給機、2ステージターボシステム、および2ステージターボシステムの制御方法 |
US10787955B2 (en) | 2016-03-30 | 2020-09-29 | Mitsubishi Heavy Industries, Ltd. | Two-stage turbo system and control method for two-stage turbo system |
US10858986B2 (en) | 2016-03-30 | 2020-12-08 | Mitsubishi Heavy Industries, Ltd. | Turbocharger, two-stage turbo system, and control method for two-stage turbo system |
JP2020041542A (ja) * | 2018-08-27 | 2020-03-19 | ザ・ボーイング・カンパニーThe Boeing Company | 高高度内燃機関/ターボチャージャー排気燃焼器 |
JP7403258B2 (ja) | 2018-08-27 | 2023-12-22 | ザ・ボーイング・カンパニー | 高高度内燃機関/ターボチャージャー排気燃焼器 |
Also Published As
Publication number | Publication date |
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KR20110102946A (ko) | 2011-09-19 |
JP2010196681A (ja) | 2010-09-09 |
EP2402576A4 (en) | 2013-10-09 |
US20110296828A1 (en) | 2011-12-08 |
CN102333941A (zh) | 2012-01-25 |
EP2402576B1 (en) | 2017-03-08 |
KR101390542B1 (ko) | 2014-04-30 |
BRPI0925411A2 (pt) | 2019-09-24 |
CN102333941B (zh) | 2013-11-13 |
JP5324961B2 (ja) | 2013-10-23 |
US8635869B2 (en) | 2014-01-28 |
EP2402576A1 (en) | 2012-01-04 |
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