WO2011046041A1 - ミラーサイクルエンジン - Google Patents
ミラーサイクルエンジン Download PDFInfo
- Publication number
- WO2011046041A1 WO2011046041A1 PCT/JP2010/067423 JP2010067423W WO2011046041A1 WO 2011046041 A1 WO2011046041 A1 WO 2011046041A1 JP 2010067423 W JP2010067423 W JP 2010067423W WO 2011046041 A1 WO2011046041 A1 WO 2011046041A1
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- Prior art keywords
- pressure
- supply
- air
- supercharger
- valve
- Prior art date
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- 230000006835 compression Effects 0.000 claims description 15
- 238000007906 compression Methods 0.000 claims description 15
- 230000001172 regenerating effect Effects 0.000 claims description 12
- 238000011144 upstream manufacturing Methods 0.000 claims description 9
- 239000007789 gas Substances 0.000 description 26
- 238000005086 pumping Methods 0.000 description 18
- 238000002485 combustion reaction Methods 0.000 description 11
- 238000010586 diagram Methods 0.000 description 10
- 239000000446 fuel Substances 0.000 description 7
- 230000007423 decrease Effects 0.000 description 6
- 239000000498 cooling water Substances 0.000 description 5
- 230000000694 effects Effects 0.000 description 5
- 230000002411 adverse Effects 0.000 description 4
- 238000004364 calculation method Methods 0.000 description 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- 239000002737 fuel gas Substances 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 239000000567 combustion gas Substances 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 230000001151 other effect Effects 0.000 description 1
- 238000004088 simulation Methods 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
- F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
- F01K23/02—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled
- F01K23/06—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
- F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
- F01K23/02—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled
- F01K23/06—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle
- F01K23/065—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle the combustion taking place in an internal combustion piston engine, e.g. a diesel engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
- F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
-
- 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
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0203—Variable control of intake and exhaust valves
- F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
- F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D23/00—Controlling engines characterised by their being supercharged
-
- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/32—Miller cycle
-
- 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
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
-
- 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
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/32—Engines with pumps other than of reciprocating-piston type
- F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
- F02B33/40—Engines with pumps other than of reciprocating-piston type with rotary pumps of non-positive-displacement type
-
- 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
- F02B41/04—Engines with prolonged expansion in main cylinders
-
- 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 Miller cycle engine that closes an air supply valve earlier or later than bottom dead center to make a compression ratio smaller than an expansion ratio, and particularly relates to a technique for improving the thermal efficiency of the mirror cycle by increasing the air supply pressure.
- the Miller cycle engine is effective for avoiding knocking and realizing high thermal efficiency by closing the air supply valve earlier or later than the bottom dead center and keeping the compression ratio of the engine smaller than the expansion ratio. Further, it is known that a large expansion ratio can be realized, and combustion gas can be sufficiently expanded to use combustion energy more efficiently as torque.
- a PV diagram indicated by a solid line in FIG. 7 is a PV diagram of an internal combustion engine with a supercharger, and shows a mirror cycle in which the air supply is quickly closed based on the Otto cycle. It consists of a compression stroke (M1), a combustion / expansion stroke (M2), an exhaust stroke (M3), and an air supply stroke (M4).
- M1 compression stroke
- M2 combustion / expansion stroke
- M3 exhaust stroke
- M4 air supply stroke
- the intake valve is set earlier than the bottom dead center. By closing, it expands along the line m1 from the point P, returns again along the line m1, compresses again, and then changes along the line of the compression stroke (M1) from the point P.
- the piston stroke of the combustion chamber volume used for calculating the compression ratio is A1
- the piston stroke of the combustion chamber volume used for calculating the expansion ratio is A2
- the compression ratio is set to the expansion ratio. It can be made smaller.
- the supply stroke (M4) and the exhaust stroke (M3) are performed by the supply air pressurization by the supercharger.
- Patent Document 1 Japanese Patent Laid-Open No. 7-305606
- Patent Document 2 Japanese Patent Laid-Open No. 2000-220480
- the configuration shown in Patent Document 1 connects an exhaust gas supply pipe 03 from a mirror cycle gas engine 01 to a steam generator 05, and a working fluid circulation pipe connected to the steam generator 05.
- 07 is provided with a steam turbine 09
- an output shaft 011 of the steam turbine 09 is provided with a supercharger 013 for supplying compressed air to the Miller cycle gas engine 01
- the combustion exhaust gas from the Miller cycle gas engine 01 is used as a heat source.
- the feeder 013 is driven to increase the engine output.
- Patent Document 2 discloses a Miller cycle engine having a two-stage turbocharger in series. Further, this Miller cycle engine employs exhaust gas recirculation (EGR) to suppress knocking and achieve high fuel efficiency. An invention for realizing the above is shown.
- EGR exhaust gas recirculation
- Patent Documents 1 and 2 do not disclose a technique for improving the thermal efficiency by increasing the pumping work formed by the exhaust stroke and the intake stroke in the Miller cycle engine. Furthermore, as already described with reference to FIG. 7, simply increasing the supercharging pressure of the supercharger not only does not improve the thermal efficiency due to the pumping work, but also increases the in-cylinder maximum pressure (Pmax). Therefore, there is a problem that an adverse effect occurs in the mechanical strength and heat load of the engine body.
- the present invention has been made in view of the above problems, and it is possible to improve the pumping work formed by the supply stroke and the exhaust stroke by increasing only the supply pressure or increasing the supply pressure to be larger than the exhaust pressure. It is an object of the present invention to provide a mirror cycle engine that maintains the maximum in-cylinder pressure substantially the same as before the increase of the supply air pressure and improves the mechanical strength of the engine body and the reliability with respect to the heat load.
- the present invention is provided with a supercharger that increases the supply pressure, and a mirror that closes the supply valve earlier or later than the bottom dead center to make the compression ratio smaller than the expansion ratio.
- the supply valve variable means for controlling the opening / closing valve timing of the supply valve and the supply air pressurized by the supercharger are additionally supplied without increasing the exhaust pressure.
- a supply air pressure adding device that raises only the air pressure or accompanies an increase in exhaust gas pressure and raises the air supply pressure to a value higher than the exhaust gas pressure, and the higher the air supply pressure added by the air supply pressure adding device, the higher the air supply pressure.
- a valve closing timing control means for advancing the valve closing timing to maintain substantially the same cylinder maximum pressure before addition.
- the supply air pressure is increased to be larger than the exhaust gas pressure, and the air supply stroke and the exhaust stroke are performed. Since the pumping work to be formed is improved (improvement of the pumping work by enlarging the hatched area shown in FIG. 4), the thermal efficiency of the mirror cycle engine can be improved.
- valve closing timing control means changes the valve closing timing of the air supply valve according to the air supply pressure added by the air supply pressure adding device, and the valve closing timing of the air supply valve is increased as the added air supply pressure is higher. Since it is maintained to be almost the same as the in-cylinder maximum pressure before addition (in-cylinder maximum pressure (Pmax) shown in FIG. 4), the increase in the in-cylinder maximum pressure has an adverse effect on the mechanical strength and heat load of the engine body It can be avoided to improve reliability.
- valve closing timing control means detects a total supply pressure of a supply pressure by the supercharger and an additional supply pressure by the supply pressure adding device by a supply pressure sensor.
- the closing timing of the air supply valve may be controlled based on the detected value.
- the valve closing timing of the air supply valve is controlled based on the detected value of the air supply pressure reflecting the above, it is possible to accurately control the valve closing timing of the air supply valve in response to a change in the outside air condition. For example, when the outside air temperature increases, the supply air pressure decreases due to a decrease in the air density, and the closing timing of the supply valve is controlled based on the reduced pressure value. Moreover, even if the outside air conditions fluctuate greatly, the in-cylinder maximum pressure can be maintained with high accuracy before the additional supply air pressure acts.
- the supply air pressure adding device is configured by using regenerative energy of the engine.
- regenerative energy is steam generated by utilizing the exhaust gas heat of the engine, and an additional supply air pressure is generated upstream of the supercharger by the compressor section of the steam turbine driven by the steam. To do.
- steam is generated using the exhaust gas heat, the steam turbine is driven, and the supply air is pre-pressurized by the compressor portion of the steam turbine and supplied to the supercharger without increasing the exhaust pressure.
- the supply pressure can be increased, and the pumping work formed by the exhaust stroke and the supply stroke in the mirror cycle can be increased.
- the supercharger is a hybrid supercharger with a built-in generator, and regenerative energy is electric power generated using exhaust gas, and the electric power is provided in the air supply passage.
- the additional air pressure may be generated by driving the air supply blower.
- a front-stage supercharger that is driven by using the exhaust flow of the engine as regenerative energy is provided on the upstream side of the supercharger, and the front-stage supercharger causes the upstream of the supercharger. It is good to generate additional supply air pressure.
- the supercharging characteristic of the front-stage turbocharger is set so that the increase in the supply air pressure becomes larger than the exhaust pressure that increases to drive the front-stage supercharger.
- the pumping work formed by the supply stroke and the exhaust stroke in the mirror cycle can be improved by raising the supply pressure more than the exhaust pressure.
- the present invention relates to a Miller cycle engine provided with a supercharger for increasing an air supply pressure, and an air supply valve variable means for controlling the opening / closing valve timing of the air supply valve, and additional to the supercharging by the supercharger.
- the air supply pressure adding device for increasing the air supply pressure to be larger than the exhaust pressure, and the higher the air supply pressure applied by the air supply pressure adding device.
- valve closing timing control means that advances the valve closing timing of the air supply valve and maintains it approximately the same as the maximum cylinder pressure before addition, only the air supply pressure is increased or the air supply pressure is increased more than the exhaust pressure
- the pumping work formed by the air supply stroke and the exhaust stroke can be improved to improve the thermal efficiency.
- the in-cylinder maximum pressure is maintained substantially the same as before the increase in the supply air pressure, it is possible to provide a mirror cycle engine with improved reliability by avoiding problems with the mechanical strength and heat load of the engine body.
- FIG. 1 is an overall configuration diagram of a first embodiment according to a mirror cycle engine of the present invention. It is a whole block diagram of 2nd Embodiment. It is a whole block diagram of 3rd Embodiment. It is a PV diagram explaining the mirror cycle of the present invention. It is a PV diagram explaining the mirror cycle of the present invention. It is explanatory drawing which shows the relationship between an air supply pressure, exhaust pressure, and a fuel consumption, (a) shows the relationship between an air supply pressure and exhaust pressure, (b) is the air supply pressure and exhaust pressure which were shown to (a). It shows the relationship of fuel consumption in the relationship. It is a PV diagram explaining the conventional mirror cycle. It is explanatory drawing of a prior art.
- FIG. 1 is an overall configuration diagram of a mirror cycle engine (hereinafter referred to as an engine) 2 according to a first embodiment of the present invention.
- the engine 2 is described as a four-cycle gas engine as an example, but is not limited to a gas engine.
- the cylinder 4 of the engine body is provided with a piston 6 slidably fitted in a reciprocating manner, and a crankshaft for converting the reciprocating motion of the piston 6 into rotation through a connecting rod (not shown).
- a combustion chamber 10 defined between the upper surface and the inner surface of the cylinder head 8; an air supply port 12 connected to the combustion chamber 10; and an air supply valve 14 for opening and closing the air supply port 12; An exhaust port 16 connected to the chamber 10 and an exhaust valve 18 for opening and closing the exhaust port 16 are provided.
- the fuel gas is mixed with the compressed air supplied from the compressor unit 20a of the supercharger (exhaust supercharger) 20 and supplied in a premixed gas state.
- the gas is supplied to the combustion chamber 10 through the air port 12 and the air supply valve 14 and ignited by an ignition device.
- Compressed air is supplied to the air supply port 12 from the compressor unit 20a of the supercharger 20 through the air supply passage K2, and an air cooler 22 is provided in the air supply passage K2. Further, the exhaust port 16 is connected to the turbine portion 20b of the supercharger 20 via the exhaust passage L1.
- the exhaust gas that has passed through the turbine portion 20b is led to the first heat exchanger 24 (steam generator) through the exhaust passage L2, and is supplied from the outside by the first heat exchanger (steam generator) 24. Steam is generated by heating the water supply.
- the engine cooling water supplied by the cooling water pipe C1 is led to the second heat exchanger (steam generator) 26 through the cooling water pipe C2, and the water supplied from the outside is heated to generate steam.
- the steam generated in the first heat exchanger 24 and the second heat exchanger 26 is supplied to the turbine section 28b of the steam turbine (supply pressure adding device) 28 through the steam pipe S, and is coaxial with the turbine section 28b.
- the compressor section 28a provided is driven to pressurize the supply air.
- the two-stage supercharging of the compressor unit 28a of the steam turbine 28 and the compressor unit 20a of the supercharger 20 is performed so that the pressurized supply air is supplied to the compressor unit 20a of the supercharger 20 and further pressurized. Consists of.
- steam is generated using the exhaust gas heat
- the steam turbine 28 is driven, the supply air is pre-pressurized by the compressor section 28a of the steam turbine 28, and supplied to the supercharger 20 to thereby reduce the exhaust pressure.
- the air supply pressure can be increased without increasing it.
- the steam that has passed through the turbine section 28b of the steam turbine 28 is cooled and condensed by the condenser 30 and supplied again to the first heat exchanger 24 and the second heat exchange
- a supply air pressure sensor 32 is installed in the vicinity of the supply port 12 of the supply passage K2, and the supply air pressure flowing into the combustion chamber 10 is measured. That is, the pressure in the supply passage K2 at the start of the supply stroke is input to the valve closing timing control means 34 as a detection signal.
- the valve closing timing control means 34 calculates the optimum valve closing timing of the air supply valve 14 based on the detected pressure value, and outputs a control signal to the air supply valve variable means 36.
- the valve closing timing control means 34 has a valve closing timing control map 38 in which the valve closing timing of the air supply valve 14 corresponding to the air supply pressure detected by the air pressure sensor 32 is set.
- steam as a supply air pressure adding device is formed by the supercharger 20 with respect to the exhaust pressure Ph during the exhaust stroke (M3) and the supply air pressure Pk during the air supply stroke (M4).
- the increase in the supply air pressure that is additionally pressurized by the turbine 28 is added as ⁇ P, and becomes the pressure during the supply stroke (M5).
- the total air supply pressure (Pk + ⁇ P) of the air supply pressure Pk by the supercharger 20 and the additional air supply pressure ⁇ P by the steam turbine 28 is detected by the air pressure sensor 32, and the air supply valve 14 is detected based on this detected value.
- the valve closing timing is controlled.
- valve closing timing control map 38 the relationship between the total supply pressure (Pk + ⁇ P) and the closing timing of the supply valve is set in advance.
- the valve closing timing of the air supply valve 14 is set so that the compression stroke is performed along the line of the compression stroke (M1) in FIG. 4, that is, the in-cylinder maximum pressure (Pmax) is set to the additional supply pressure by the steam turbine 28. Therefore, the start position of the compression stroke on the line of the compression stroke (M1) is changed according to the magnitude of the total supply pressure (Pk + ⁇ P). Then, the closing timing of the air supply valve 14 is advanced or delayed so as to correspond to the start position.
- valve closing timing control map 38 the total supply pressure (Pk + ⁇ P) and the supply valve 14 are set so that the compression stroke starts along the line of the compression stroke (M1) before the additional supply pressure acts.
- the relationship with the valve closing timing is preset.
- the supply pressure of the supply air flowing into the combustion chamber 10 is directly detected by the supply pressure sensor 32 and the closing timing of the supply valve 14 is controlled by the detected value, that is, the atmospheric temperature, atmospheric pressure, humidity
- the detected value that is, the atmospheric temperature, atmospheric pressure, humidity
- the effect of changes in the outside air condition such as the above is reflected in the supply air pressure, so that the opening timing of the supply valve can be accurately corrected with respect to the change in the outside air condition.
- the internal maximum pressure (Pmax) can be maintained constant.
- the optimal valve closing timing control of the air supply valve 14 is performed based on the preset total air supply pressure (Pk + ⁇ P), the outside air condition has changed even when the additional air supply pressure is applied. Even in this case, since the cylinder travels on the compression stroke (M1) line before the additional supply air pressure acts, the in-cylinder maximum pressure (Pmax) is maintained constant and accurately.
- FIG. 6 shows a simulation calculation result.
- FIG. 6A shows a change state of the supply air pressure and the exhaust gas pressure with a crank angle on the horizontal axis in a constant supercharging pressure state.
- FIG. 6B shows the fuel consumption.
- the position of the bottom of the characteristic curve in FIG. 6A indicates a substantially bottom dead center, and the direction from the bottom dead center position to the left is the direction in which the closing timing of the air supply valve 14 is advanced.
- FIG. 6 (a) in the calculation result, as the throttle of the turbocharger is made constant and the valve closing timing is advanced, the turbocharger efficiency is improved and the differential pressure between the supply air pressure and the exhaust pressure is increased.
- the pressure difference between the exhaust stroke (M3) and the supply stroke (M5) shown in FIG. 4 is increased, and the pumping work amount can be increased.
- an increase in the differential pressure as shown in FIG. 6A is not necessarily obtained, but the above-mentioned tendency was confirmed in the calculation. .
- FIG. 6B showing the fuel consumption characteristics shows the direction in which the valve closing timing of the air supply valve 14 advances from the bottom dead center position to the left side with the horizontal axis as the crank angle as in FIG. 6A. It can be seen that the fuel consumption rate decreases as the valve closing timing advances. Moreover, in the calculation, when it was assumed that no increase in the exhaust pressure occurred, it was located at the point Q in FIGS. (A) and (b), and a large decrease in fuel consumption could be confirmed.
- the first embodiment described above by using steam generated by utilizing exhaust heat and heated engine cooling water heat as regenerative energy from the engine body, it is possible to suppress an increase in exhaust pressure and only supply air pressure. It becomes possible to rise. In this way, only the supply pressure can be increased by the steam turbine 28 using the exhaust heat and the heated engine cooling water heat, so that it is formed by the supply stroke (M5) and the exhaust stroke (M3).
- the pumping work (shaded area in FIG. 4) can be improved, and the thermal efficiency of the Miller cycle engine can be improved.
- steam is generated by both the first heat exchanger (steam generator) 24 and the second heat exchanger (steam generator) 26, but only one of them is used, that is, It may be generated using either exhaust heat or heated engine coolant heat.
- valve closing timing control means 34 changes the valve closing timing of the air supply valve 14 according to the air supply pressure added by the steam turbine 28, and the valve closing timing of the air supply valve 14 becomes higher as the additional air supply pressure increases. Is maintained to be approximately the same as the maximum cylinder pressure before the addition (maximum cylinder pressure (Pmax) in FIG. 4), and the adverse effect on the mechanical strength and thermal load of the engine body due to the increase in the cylinder maximum pressure is prevented. It can be avoided to improve reliability.
- the supercharger includes a hybrid supercharger 52 with a built-in generator motor 50, and the electric power generated using the exhaust gas is supplied to the air supply passage K ⁇ b> 1 on the upstream side of the hybrid supercharger 52.
- the additional air pressure is generated by driving the air supply blower 54 provided.
- the hybrid supercharger 52 includes a compressor section 52a and a turbine section 52b, and the generator motor 50 is built in the compressor section 52a. Electricity is generated with the rotation of the compressor 52 a, and the generated electric power is supplied to the blower motor 56 that drives the air supply blower 54 through the power supply line M.
- the rotational speed control of the blower motor 56 is performed using an inverter or an acceleration / deceleration gear (not shown). Further, the additional supply air pressure may be generated by supplying electric power W from the outside to the generator motor 50 and increasing the rotation of the compressor section 52a of the hybrid supercharger 52 itself.
- the hybrid supercharger 52 and the air supply blower 54 constitute the supply air pressure adding device, so that it is easy to use without using a steam generator that generates steam as in the first embodiment. And an air supply pressure addition apparatus can be obtained, without enlarging. Further, since the hybrid supercharger 52 including the generator motor 50 is configured to generate electric power using the flow of the exhaust gas and drive the air supply blower 54 provided in the air supply passage K1, the exhaust pressure Even if the exhaust pressure is not increased or the exhaust pressure is increased, the supply air pressure can be made larger than the exhaust pressure, and the same effect as in the first embodiment can be obtained.
- the pre-supercharger 60 is driven using exhaust gas as regenerative energy of the engine. That is, instead of the steam turbine 28 described in the first embodiment, the upstream turbocharger 60 is installed. As shown in FIG. 3, the exhaust gas that has passed through the turbine section 20b of the supercharger 20 flows into the turbine section 60b of the front-stage supercharger 60, and the front-stage supercharging provided coaxially with the turbine section 60b. The compressor 60a of the machine 60 is driven to pressurize the supply air.
- the pressurized air supply is supplied to the compressor unit 20a of the supercharger 20 and is further pressurized so that the compressor unit 60a of the pre-supercharger 60 and the compressor unit 20a of the supercharger 20 are in two stages. Composed by supercharging.
- an air cooler 62 is provided in an air supply passage K1 that connects the compressor unit 60a of the front-stage supercharger 60 and the compressor unit 20a of the supercharger 20.
- the supply air pressure adding device is configured by the front-stage supercharger 60, the size can be easily increased without using a steam generator that generates steam as in the first embodiment. Therefore, it is possible to obtain a supply air pressure adding device.
- the pumping work amount can be increased by increasing the supply pressure increase ⁇ P larger than the exhaust pressure increase ⁇ Ph rather than increasing only the supply pressure without increasing the exhaust pressure.
- the pumping work amount can be increased by increasing the supply pressure increase ⁇ P larger than the exhaust pressure increase ⁇ Ph rather than increasing only the supply pressure without increasing the exhaust pressure.
- the present invention improves a pumping work formed by an air supply stroke and an exhaust stroke by increasing only the supply air pressure or raising the intake air pressure more than the exhaust pressure in a mirror cycle engine equipped with a supercharger.
- the maximum pressure in the cylinder can be maintained substantially the same as before the increase of the supply air pressure, and the mechanical strength of the engine body and the reliability with respect to the heat load can be improved, which is suitable for use in a mirror cycle engine.
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Abstract
Description
圧縮行程(M1)、燃焼・膨張行程(M2)、排気行程(M3)、給気行程(M4)からなっていて、給気行程のP点で給気弁を下死点よりも早い時期に閉じることによって、P点からラインm1に沿って膨張し、再びラインm1に沿って戻って圧縮して、その後P点から圧縮行程(M1)のラインに沿って変化する。
この特許文献1に示される構成は、図8に示すように、ミラーサイクルガスエンジン01からの排ガス供給管03を蒸気発生装置05に接続し、その蒸気発生装置05に接続した作動流体の循環配管07に蒸気タービン09を設け、その蒸気タービン09の出力軸011に、前記ミラーサイクルガスエンジン01に圧縮空気を供給する過給機013を設け、ミラーサイクルガスエンジン01からの燃焼排ガスを熱源として過給機013を駆動し、エンジン出力を高くするものである。
さらに、図7を参照して既に説明したように、単に過給機の過給圧力を高めるだけでは、ポンピング仕事による熱効率の向上が得られないばかりでなく、筒内最高圧力(Pmax)の上昇によって、エンジン本体の機械的強度や熱負荷において悪影響が生じる問題も有する。
具体的には、回生エネルギーがエンジンの排気ガス熱を利用して発生される蒸気であり、該蒸気によって駆動される蒸気タービンのコンプレッサ部によって、前記過給機の上流側に付加給気圧を生成する。
このように排気ガス熱を利用して蒸気を発生させ、蒸気タービンを駆動して蒸気タービンのコンプレッサ部で給気をあらかじめ加圧して過給機に供給することで排気圧力の上昇を伴わずに給気圧力を高めることができ、ミラーサイクルにおける排気行程および給気行程によって形成されるポンピング仕事の増大を図ることができる。
このように発電機を内蔵したハイブリッド過給機で構成することで、排気ガスの流れを利用して電力を生成し、給気通路に設けた給気ブロアを駆動することで排気圧力の上昇を伴わずにまたは排気圧力の上昇を伴っても給気圧力を排気圧力より大きく高めることができ、ミラーサイクルにおける排気行程および給気行程によって形成されるポンピング仕事の増大を図ることができる。
しかも、筒内最高圧力を給気圧力上昇前と略同等に維持するため、エンジン本体の機械的強度および熱負荷に対する問題を回避して信頼性を向上したミラーサイクルエンジンを提供できる。
図1は本発明の第1実施形態に係るミラーサイクルエンジン(以下エンジンという)2の全体構成図である。
図1において、エンジン2は、一例として4サイクルガスエンジンとして説明するがガスエンジンには限らない。
エンジン本体のシリンダ4内には、往復摺動自在に嵌合されたピストン6、該ピストン6の往復動を、図示しないコネクチングロッドを介して回転に変換するクランク軸を備え、また、ピストン6の上面とシリンダヘッド8の内面との間に区画形成される燃焼室10、該燃焼室10に接続される給気ポート12、該給気ポート12を開閉する給気弁14を備え、さらに前記燃焼室10に接続される排気ポート16、該排気ポート16を開閉する排気弁18を備えている。
タービン部20bを通過した排気ガスは、排気通路L2を通って第1熱交換器24(蒸気発生器)に導かれて、該第1熱交換器(蒸気発生器)24で外部から供給された給水を加熱して蒸気を発生させる。また、冷却水管C1によって供給されたエンジン冷却水は冷却水管C2を通って第2熱交換器(蒸気発生器)26に導かれ、外部から供給された給水を加熱して蒸気を発生させる。
このように排気ガス熱を利用して蒸気を発生させ、蒸気タービン28を駆動して蒸気タービン28のコンプレッサ部28aで給気をあらかじ加圧して過給機20に供給することで排気圧力を上昇させることなく給気圧力を高めることができる。
また、蒸気タービン28のタービン部28bを通過した蒸気は復水器30によって冷却凝縮されて再び給水として第1熱交換器24及び第2熱交換器26に供給されるようになっている。
図4に示すように、過給機20によって形成される排気行程(M3)時の排気圧力Phと給気行程(M4)時の給気圧力Pkに対して、給気圧力付加装置としての蒸気タービン28によって付加的に加圧される給気圧力の上昇分がΔPとして付加されて給気行程(M5)時の圧力となる。
従って、過給機20による給気圧力Pkと蒸気タービン28による付加給気圧力ΔPとの合計給気圧力(Pk+ΔP)を給気圧センサ32によって検出し、この検出値に基づいて給気弁14の閉弁時期が制御されることになる。
すなわち、閉弁時期制御マップ38には、付加給気圧力が作用する前の圧縮行程(M1)のライン上に沿って圧縮行程が開始するように合計給気圧力(Pk+ΔP)と給気弁14の閉弁時期との関係があらかじめ設定されている。
以上のように、予め設定された合計給気圧力(Pk+ΔP)に基づいて給気弁14の最適な閉弁時期制御がなされるので、付加給気圧力が作用した場合でも、外気条件が変化した場合でも、付加給気圧力が作用する前の圧縮行程(M1)ライン上を進むため、筒内最高圧力(Pmax)が一定に精度よく維持される。
この図6はシミュレーション計算結果を表すものであり、図6(a)は一定の過給圧状態において、給気圧力と排気圧力との変化状況を横軸にクランク角度をとって示したものであり、図6(b)は燃費を示したものである。
この図6(a)に示すように、計算結果では、過給機の絞りを一定とし、閉弁時期を進めるに従い、過給機効率が向上して給気圧力と排気圧力との差圧が大きくなることが分かり、図4に示す排気行程(M3)と給気行程(M5)との差圧が広がりポンピング仕事量を増大することができる。なお、実際には、過給機効率向上に限界があるため、必ずしも図6(a)のような差圧の増大が得られるわけではないが、計算においては前記のような傾向が確認できた。
しかも、計算上において、排気圧力の上昇が全く生じないと仮定した場合には、図(a)、(b)のQ点に位置し、燃費においても、大きな低下が確認できた。
このように排気熱及び加熱されたエンジン冷却水熱を利用した蒸気タービン28によって付加的に給気圧力だけを上昇せしめることができるため、給気行程(M5)と排気行程(M3)とによって形成されるポンピング仕事(図4の斜線領域)を向上でき、ミラーサイクルエンジンの熱効率を向上することができる。
なお、第1実施形態では、第1熱交換器(蒸気発生器)24と第2熱交換器(蒸気発生器)26の両方によって蒸気を発生したが、いずれか一方のみを利用して、すなわち排気熱または加熱されたエンジン冷却水熱の一方を利用して発生させてもよい。
図2を参照して第2実施形態について説明する。
第2実施形態は、エンジンの回生エネルギーとして排気を利用して生成された電力を用いるものである。
図2のように、過給機が発電電動機50を内蔵したハイブリッド過給機52からなり、排気ガスを利用して発電された電力によって、ハイブリッド過給機52の上流側の給気通路K1に設けられた給気ブロア54を駆動することで付加給気圧を生成する。
また、外部から電力Wを発電電動機50に供給してハイブリッド過給機52のコンプレッサ部52a自体の回転を増速して付加給気圧を発生させるようにしてもよい。
また、発電電動機50を内蔵したハイブリッド過給機52で構成することで、排気ガスの流れを利用して電力を生成し、給気通路K1に設けた給気ブロア54を駆動するため、排気圧力の上昇を伴わずにまたは排気圧力の上昇を伴っても給気圧力を排気圧力より大きく高めることができ、第1実施形態と同様の作用効果がいえる。
次に、図3を参照して第3実施形態を説明する。この第3実施形態は、エンジンの回生エネルギーとして排気を利用して前段過給機60を駆動するものである。すなわち、第1実施形態で説明した、蒸気タービン28に代えて前段過給機60を設置する。
図3に示すように、過給機20のタービン部20bを通過した排気ガスは、前段過給機60のタービン部60bに流入して、該タービン部60bと同軸状に設けられた前段過給機60のコンプレッサ部60aを駆動して給気を加圧する。この加圧された給気は過給機20のコンプレッサ部20aに供給されてさらに加圧されるように、前段過給機60のコンプレッサ部60aと過給機20のコンプレッサ部20aとの2段階過給によって構成される。
また、前段過給機60のコンプレッサ部60aと過給機20のコンプレッサ部20aとを繋ぐ給気通路K1には、空気冷却器62が設けられている。
すなわち、排気圧力を上昇せずに給気圧力だけを上げるのではなく、給気圧力の上昇分ΔPを排気圧力の上昇分ΔPhより大きく上昇せしめることで、ポンピング仕事量を増大させることができる。その他の作用効果については第1実施形態と同様のことがいえる。
Claims (6)
- 給気圧力を高める過給機が設けられるとともに、給気弁を下死点よりも早く若しくは遅く閉じて圧縮比を膨張比よりも小さくするミラーサイクルエンジンにおいて、
前記給気弁の開閉弁時期をコントロールする給気バルブ可変手段と、
前記過給機によって加圧される給気に対してさらに付加的に、排気圧力の上昇を伴わずに給気圧力だけを上昇せしめる、または排気圧力の上昇を伴うとともに給気圧力を排気圧力より大きく上昇せしめる給気圧力付加装置と、
該給気圧力付加装置によって付加される給気圧力が高いほど給気弁の閉弁時期を進めて付加前の筒内最高圧力と略同一に維持する閉弁時期制御手段と、
を備えたことを特徴とするミラーサイクルエンジン。 - 前記閉弁時期制御手段は、前記過給機による給気圧力と前記給気圧力付加装置による付加給気圧力との合計給気圧力を給気圧センサによって検出し、検出値に基づいて給気弁の閉弁時期が制御されることを特徴とする請求項1記載のミラーサイクルエンジン。
- 前記給気圧力付加装置がエンジンの回生エネルギーを用いて構成されることを特徴とする請求項1記載のミラーサイクルエンジン。
- 回生エネルギーがエンジンの排気ガス熱を利用して発生される蒸気であり、該蒸気によって駆動される蒸気タービンのコンプレッサ部によって、前記過給機の上流側に付加給気圧を生成することを特徴とする請求項3記載のミラーサイクルエンジン。
- 前記過給機が発電機を内蔵したハイブリッド過給機からなり、回生エネルギーが排気ガスを利用して発電された電力であり、該電力によって給気通路に設けられた給気ブロアを駆動することで付加給気圧を生成することを特徴とする請求項3記載のミラーサイクルエンジン。
- エンジンの排気流を回生エネルギーとして利用して駆動される前段過給機を前記過給機の上流側に設け、該前段過給機によって前記過給機の上流側に付加給気圧を生成することを特徴とする請求項3記載のミラーサイクルエンジン。
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- 2010-10-05 WO PCT/JP2010/067423 patent/WO2011046041A1/ja active Application Filing
- 2010-10-05 EP EP10823309.9A patent/EP2489861B1/en not_active Not-in-force
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Also Published As
Publication number | Publication date |
---|---|
US20120279218A1 (en) | 2012-11-08 |
EP2489861A4 (en) | 2014-04-09 |
KR20120068027A (ko) | 2012-06-26 |
KR101312157B1 (ko) | 2013-09-26 |
EP2489861A1 (en) | 2012-08-22 |
CN102575589A (zh) | 2012-07-11 |
EP2489861B1 (en) | 2017-04-05 |
CN102575589B (zh) | 2016-06-01 |
JP5185910B2 (ja) | 2013-04-17 |
JP2011085089A (ja) | 2011-04-28 |
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