WO2014199643A1

WO2014199643A1 - Engine system, and ship

Info

Publication number: WO2014199643A1
Application number: PCT/JP2014/003146
Authority: WO
Inventors: 貴士久保; 誠司西
Original assignee: 川崎重工業株式会社
Priority date: 2013-06-14
Filing date: 2014-06-12
Publication date: 2014-12-18
Also published as: KR20160010623A; CN105264198A; JP6270838B2; CN105264198B; JPWO2014199643A1; KR101861754B1

Abstract

An engine system (100), wherein: when the amount of the exhaust gas discharged from the engine body (10) has reduced, the ratio of the amount of an exhaust gas supplied to a supercharger (20) relative to the amount of the exhaust gas discharged from an engine body (10) is increased by decreasing the area of an opening in a variable nozzle (32); and when the amount of the exhaust gas discharged from the engine body (10) has become greater, the ratio of the amount of the exhaust gas supplied to the supercharger (20) relative to the amount of the exhaust gas discharged from the engine body (10) is decreased by increasing the area of the opening in the variable nozzle (32).

Description

Engine system and ship

The present invention relates to an engine system that efficiently recovers waste heat energy.

In an engine system including both a supercharger driven by the energy of exhaust gas and a power turbine (see, for example, Patent Document 1), a required amount of exhaust gas is preferentially supplied to the supercharger side, and the rest Control is performed to supply exhaust gas to the power turbine side.

In an engine system equipped with both a supercharger and a power turbine, an on-off valve is provided in the flow path of the exhaust gas supplied to the power turbine side, and the on-off valve is closed according to the operating conditions, and the exhaust gas is sent to the power turbine side. May be controlled so as not to flow.

JP-A-10-169455

In an engine system in which control is performed so that exhaust gas is preferentially supplied to the turbocharger, the power turbine is most affected by fluctuations in the amount of exhaust gas discharged from the engine body. Turbine settings are a problem. For example, it is reasonable to set the power turbine so that the engine body is highly efficient during normal operation. In this case, if more exhaust gas is supplied than during normal operation, the power turbine Part of the exhaust gas is discarded so that the turbine speed does not exceed the allowable value. Such an operation cannot be said to sufficiently recover waste heat energy. Of course, the engine system is required to be simplified.

Also, regarding the control to prevent the exhaust gas from flowing to the power turbine side, even if the exhaust gas does not flow to the power turbine by closing the on-off valve, the power turbine is connected to the engine body. The power turbine is driven by the engine body. At this time, the power turbine works like a blower and tries to convey gas, but the gas does not flow because the on-off valve is closed. For this reason, a large force is required to drive the power turbine, resulting in a heavy load on the engine body.

The present invention has been made in view of such circumstances, and an object of the present invention is to provide an engine system that can efficiently recover waste heat energy and can simplify the system. .

The present invention also aims to suppress an excessive load on the engine body when the power turbine is not driven by exhaust gas.

An engine system according to an embodiment of the present invention includes an engine body, a supercharger driven by exhaust gas discharged from the engine body, and a power turbine driven by exhaust gas discharged from the engine body. A turbocharger inlet pipe for guiding exhaust gas discharged from the engine body to the supercharger; and a power turbine inlet pipe for guiding exhaust gas discharged from the exhaust engine body to the power turbine. The turbine has a variable nozzle provided on the inlet side, and when the amount of exhaust gas discharged from the engine body decreases, the exhaust gas discharged from the engine body is reduced by reducing the opening area of the variable nozzle. The ratio of the amount of exhaust gas supplied to the supercharger with respect to the amount of gas is increased and exhausted from the engine body. When the amount of exhaust gas to be increased increases, the ratio of the amount of exhaust gas supplied to the supercharger to the amount of exhaust gas discharged from the engine body is reduced by increasing the opening area of the variable nozzle. The exhaust gas flow rate control is performed.

Usually, the variable nozzle is used to improve the efficiency of the turbine (power turbine in the above configuration) according to the amount of exhaust gas by changing the opening area. According to said structure, the quantity of the exhaust gas supplied to a supercharger is also adjusted simultaneously with the change of the opening area of this variable nozzle. That is, according to the above configuration, the variable nozzle can perform both control for efficiently recovering waste heat energy according to the amount of exhaust gas and control for supplying an appropriate amount of exhaust gas to the supercharger. it can. Therefore, according to the engine system described above, waste heat energy can be efficiently recovered, and the system can be simplified.

In the engine system, the power turbine inlet pipe branches from the supercharger inlet pipe, and is configured to guide part of the exhaust gas in the supercharger inlet pipe to the power turbine. Also good.

Further, in the above engine system, the engine body has a scavenging pipe that accommodates fresh air boosted by the supercharger, and the exhaust gas flow rate control is such that the pressure in the scavenging pipe is less than a predetermined lower limit value. When the pressure is smaller, the opening of the variable nozzle may be reduced, and when the pressure in the scavenging pipe is larger than a predetermined upper limit value, the opening of the variable nozzle may be increased. According to this configuration, since the variable nozzle is opened and closed based on the pressure in the scavenging pipe, an appropriate amount of exhaust gas can be supplied to the supercharger more reliably and easily.

In the engine system described above, the predetermined lower limit value and the predetermined upper limit value may be set to increase as the load on the engine body increases. According to such a configuration, the upper limit value and the lower limit value of the pressure in the scavenging pipe can be appropriately set according to the engine load.

Furthermore, an engine system according to another aspect of the present invention is driven by an engine body, a supercharger driven by exhaust gas discharged from the engine body, and exhaust gas discharged from the engine body, A power turbine connected to a crankshaft of the engine body, a supercharger inlet pipe for guiding exhaust gas discharged from the engine body to the supercharger, and exhaust gas discharged from the engine body to the power turbine Connected to a portion of the power turbine inlet pipe downstream of the opening / closing valve, and a power turbine inlet pipe leading to the opening / closing valve provided in the power turbine inlet pipe and opening / closing in accordance with operating conditions of the engine body A bleed pipe for extracting gas from the power turbine inlet pipe, and a bleed valve provided in the bleed pipe; When the engine body is rotating forward and the load on the engine body is in a first condition that is greater than a predetermined switching load, the on-off valve is opened and the bleed valve is closed, and the engine body rotates in reverse. Or when the load on the engine body is a second condition smaller than the predetermined switching load, the on-off valve is closed or the opening degree is smaller than the opening degree of the on-off valve in the first condition. The bleed valve is configured to open.

According to this configuration, when the power turbine is not driven by the exhaust gas, even if the power turbine is driven by the crankshaft of the engine body, the gas that has passed through the power turbine is extracted from the extraction pipe. It is possible to suppress an excessive load from being generated on the engine body that drives the engine.

Further, in the engine system, the power turbine inlet pipe branches from the supercharger inlet pipe, and is configured to guide a part of the exhaust gas in the supercharger inlet pipe to the power turbine. It may be.

In the engine system described above, the rising switching load that is the switching load when the load on the engine body is rising is the down switching load that is the switching load when the load on the engine body is falling. It may be set larger than. According to such a configuration, the engine system can be operated in consideration of different characteristics when the load of the engine body rises and when it falls. Therefore, a more appropriate engine system can be operated.

Further, in the engine system described above, when the load of the engine main body increases and becomes larger than the increase switching load, the on-off valve may be opened after the extraction valve is closed. According to such a configuration, instead of opening the opening / closing valve at the same time as closing the extraction valve, the opening / closing valve is opened after closing the extraction valve, so that a low-resistance flow path is not formed even temporarily. The exhaust gas can be stably supplied to the supercharger.

In the engine system described above, when the load on the engine body is lowered and becomes smaller than the lowering switching load, the bleed valve may be opened after the on-off valve is closed. Also in this case, a flow path having a small resistance is not formed even temporarily, and the exhaust gas can be stably supplied to the supercharger.

The engine system may further include a power turbine outlet pipe that discharges exhaust gas that has passed through the power turbine, and the extraction pipe is connected to the power turbine outlet pipe and is extracted from the power turbine inlet pipe. The exhausted gas may be discharged to the power turbine outlet pipe. According to such a configuration, when the power turbine is not driven by the exhaust gas, even if the power turbine is driven by the crankshaft of the engine body, the gas that has passed through the power turbine circulates in the circulation flow path including the extraction pipe. Therefore, it is possible to suppress an excessive load on the engine body.

Further, in the above engine system, an air intake that is connected between the power turbine outlet pipe and a portion to which the extraction pipe is connected and the power turbine, and can take outside air into the power turbine outlet pipe. A pipe and an air intake valve provided in the air intake pipe, wherein the air intake valve is closed when the first condition is satisfied, and the air intake valve is opened when the second condition is satisfied. It may be configured. According to such a configuration, since the gas in the circulation channel is switched, it is possible to suppress the temperature of the gas in the circulation channel from excessively rising.

The engine system further includes a supercharger outlet pipe that discharges exhaust gas that has passed through the supercharger, wherein the extraction pipe is connected to the supercharger outlet pipe, and the power turbine inlet The gas extracted from the pipe may be discharged to the supercharger outlet pipe. According to such a configuration, since the circulation channel as described above is not formed in the first place, the temperature of the gas in the circulation channel does not excessively increase.

Furthermore, a ship according to an embodiment of the present invention includes any one of the above engine systems.

As described above, according to the engine system according to the above aspect, waste heat energy can be efficiently recovered, and the system can be simplified.

Further, according to the engine system according to another embodiment, it is possible to suppress an excessive load from being generated in the engine body when the power turbine is not driven by the exhaust gas.

FIG. 1 is an overall view of an engine system according to the first embodiment. FIG. 2 is a block diagram of a control system of the engine system. FIG. 3 is a flowchart showing the control contents of the engine system. FIG. 4 is a graph showing a range of proper scavenging pressure. FIG. 5 is an overall view of an engine system according to the second embodiment. FIG. 6 is an overall view of an engine system according to the third embodiment.

Hereinafter, the engine system according to the embodiment will be described with reference to the drawings. Below, the same code | symbol is attached | subjected to the element which is the same or it corresponds through all the drawings, and the overlapping description is abbreviate | omitted.

(First embodiment)
<Overall configuration of engine system>
First, the overall configuration of the engine system 100 according to the first embodiment will be described. FIG. 1 is an overall view of an engine system 100 according to the present embodiment. As shown in FIG. 1, an engine system 100 according to this embodiment is a so-called main engine for navigating a ship 101, and includes an engine body 10, a supercharger 20, a power turbine 30, and various pipes 41 to 41. 45 and

various valves

51 and 52. Hereinafter, these will be described in order.

The engine body 10 is a central device of the engine system 100. The engine body 10 of the present embodiment is a so-called low speed diesel engine. The engine body 10 is for rotating a propeller shaft 103 having a propeller 102 attached to the tip thereof. The engine body 10 rotates in a forward direction that generates a propulsive force in a direction in which the ship 101 moves forward, and a propulsive force in a direction in which the ship 101 moves backward. The reverse rotation can be performed. The propeller shaft 103 is connected to the crankshaft 11, and the crankshaft 11 is connected to a plurality of pistons 12. Each piston 12 reciprocates as the fuel explodes in the cylinder 13, and the crankshaft 11 rotates by the reciprocating motion of each piston 12. The engine body 10 is provided with an engine tachometer 14 that measures the rotation speed of the crankshaft 11, that is, the rotation speed of the engine body 10.

The engine body 10 includes a common scavenging pipe 15 on the upstream side of each cylinder 13 and a common exhaust pipe 16 on the downstream side of each cylinder 13. The scavenging pipe 15 temporarily stores the air compressed by the supercharger 20 and supplies the air to each cylinder 13. The scavenging tube 15 is provided with a scavenging pressure gauge 17 that measures the pressure in the scavenging tube 15 (hereinafter referred to as “scavenging pressure”). The exhaust pipe 16 once collects the exhaust gas discharged from the cylinder 13 and supplies it to the supercharger 20 and the power turbine 30. By providing the scavenging pipe 15 and the exhaust pipe 16, the engine body 10 can suppress pulsation caused by the combustion cycle of each cylinder 13. As the load on the engine body 10 (hereinafter referred to as “engine load”) increases, the amount of exhaust gas discharged from the engine body 10 increases accordingly.

The supercharger 20 is a device that compresses air taken in from the outside and supplies the compressed air to the engine body 10. The supercharger 20 has a turbine part 21 and a compressor part 22. Exhaust gas discharged from the engine body 10 (exhaust pipe 16) is supplied to the turbine unit 21. The turbine unit 21 rotates using the energy of the exhaust gas supplied from the exhaust pipe 16. The exhaust gas that has passed through the turbine section 21 is guided to the flue through the supercharger outlet pipe 46. The compressor unit 22 is connected to the turbine unit 21 via a connecting shaft 23. Therefore, as the turbine unit 21 rotates, the compressor unit 22 also rotates. The compressor unit 22 compresses the air taken from outside and supplies the compressed air to the scavenging pipe 15. When the engine load is small, the amount of exhaust gas discharged from the engine body 10 is smaller than the amount required by the supercharger 20, but the exhaust gas discharged from the engine body 10 increases as the engine load increases. The amount gradually increases beyond the amount required by the supercharger 20.

The power turbine 30 is a device that assists the engine body 10 using the energy of the exhaust gas. The power turbine 30 includes a turbine part 31 and a variable nozzle 32. When the exhaust gas is supplied to the power turbine 30, the turbine unit 31 is rotated by the energy of the supplied exhaust gas. The turbine part 31 is connected to the crankshaft 11 of the engine body 10 via a speed reducer 33, and the rotational power of the turbine part 21 is transmitted to the crankshaft 11 via the speed reducer 33. Note that the rotation direction of the power turbine 30 when rotating by the exhaust gas is constant, and the engine body 10 can be assisted only when the engine body 10 rotates forward.

The variable nozzle 32 is provided on the inlet side of the power turbine 30 and is mainly configured by a plurality of movable vanes arranged in an annular shape. The opening area (opening degree) of the variable nozzle 32 can be adjusted by changing the angle of the movable vane. The variable nozzle 32 can efficiently operate the power turbine 30 by adjusting the opening degree to change the inflow speed to the turbine unit 21. That is, when the flow rate of the exhaust gas supplied to the power turbine 30 is large, the opening degree of the variable nozzle 32 is increased, and when the flow rate of the exhaust gas supplied to the power turbine 30 is small, the opening degree of the variable nozzle 32. Make it smaller. On the other hand, the variable nozzle 32 also functions as an “aperture” because the opening area changes. In the present embodiment, the function of the variable nozzle 32 as an aperture is very important. That is, in this embodiment, by adjusting the opening degree of the variable nozzle 32, the power turbine 30 (the turbine unit 31) is not only efficiently rotated, but also the amount of exhaust gas supplied to the supercharger 20 ( The ratio of the amount of exhaust gas supplied to the supercharger 20 with respect to the amount of exhaust gas discharged from the engine body 10 is controlled (exhaust gas flow rate control).

The engine system 100 according to the present embodiment includes a supercharger inlet pipe 41, a power turbine inlet pipe 42, a power turbine outlet pipe 43, an extraction pipe 44, and an engine inlet pipe 45. Among these, the supercharger inlet pipe 41 is a pipe that connects the exhaust pipe 16 and the turbine portion 21 of the supercharger 20 and guides the exhaust gas discharged from the engine body 10 to the supercharger 20. The power turbine inlet pipe 42 is a pipe that branches from the supercharger inlet pipe 41 and extends to the power turbine 30 and guides a part of the exhaust gas in the supercharger inlet pipe 41 to the power turbine 30. . Further, the power turbine outlet pipe 43 is arranged on the downstream side of the power turbine 30 and is a pipe for guiding the exhaust gas that has passed through the power turbine 30 to the flue. The bleed pipe 44 is a pipe that connects a portion of the power turbine inlet pipe 42 downstream of an on-off valve 51 described later and the power turbine outlet pipe 43. The engine inlet pipe 45 is a pipe that connects the compressor section 22 of the supercharger 20 and the scavenging pipe 15 and guides the air compressed by the supercharger 20 to the scavenging pipe 15.

The on-off valve 51 is a valve provided in the power turbine inlet pipe 42. The on-off valve 51 is closed when the engine body 10 rotates in reverse (when the ship 101 moves backward) and when the engine load is small. When the engine main body 10 is rotating in the reverse direction, the power turbine 30 and the engine main body 10 (crankshaft 11) rotate in directions that cause resistance to each other, and therefore the on-off valve 51 is closed and the flow of exhaust gas to the power turbine 30 The power turbine 30 is not driven. Further, when the engine load is small, the amount of exhaust gas exhausted from the engine body 10 is small. Therefore, unless all the exhaust gas is supplied to the supercharger 20, the temperature of the combustion chamber member of the engine body 10 rises. . Therefore, when the engine load is small, all the exhaust gas discharged from the engine body 10 is supplied to the supercharger 20 by closing the on-off valve 51. The on-off valve 51 of the present embodiment is sufficient as long as it can maintain two states of “open” and “closed”, but may be a valve capable of adjusting the opening degree.

The extraction valve 52 is a valve provided in the extraction pipe 44. When the on-off valve 51 is closed, the power turbine 30 is not driven by the exhaust gas. However, since the power turbine 30 and the crankshaft 11 are connected, the power turbine 30 is operated while the engine body 10 is rotating. The turbine 30 is driven by the crankshaft 11 (engine body 10). At this time, the power turbine 30 functions like a blower. In this embodiment, when the on-off valve 51 is closed, the extraction valve 52 is opened to form a circulation channel through which the gas that has passed through the power turbine 30 circulates (circulation channel formation control). That is, by opening the bleed valve 52 when the on-off valve 51 is closed, the gas is supplied to the power turbine outlet pipe 43, the power turbine 30, and the power turbine inlet in both cases where the engine body 10 rotates in the forward direction and in the reverse direction. The piping 42, the extraction piping 44, and the power turbine outlet piping 43 flow in this order, and a counterclockwise circulation passage is formed in FIG.

If there is no bleed pipe 44 and bleed valve 52 and the circulation channel is not formed when the on-off valve 51 is closed, the following problems occur. The power turbine 30 tries to send the gas in the power turbine outlet pipe 43 to the power turbine inlet pipe 42 regardless of whether the engine body 10 rotates forward or reversely. However, when the on-off valve 51 is closed, the pressure in the power turbine inlet pipe 42 gradually increases and the differential pressure across the power turbine 30 increases, so that driving the power turbine 30 is significant for the engine body 10. It becomes a load. Therefore, in this embodiment, a circulation flow path is formed when the on-off valve 51 is closed to avoid the above problem. In the present embodiment, the bleed valve 52 may be a valve that can maintain two states of “open” and “closed”, but may be a valve that can adjust the opening degree.

Subsequently, the setting of the engine system 100 will be described. As described above, when the on-off valve 51 is open, the supply amount of the exhaust gas to the supercharger 20 is adjusted by the opening degree of the variable nozzle 32. Here, the opening of the variable nozzle 32 for supplying an appropriate amount of exhaust gas to the supercharger 20 is referred to as an “appropriate amount supply opening”. At this time, a predetermined amount of exhaust gas is supplied to the power turbine 30, and when the amount of the exhaust gas flows to the power turbine 30, the opening degree of the variable nozzle 32 that can rotate the power turbine 30 most efficiently is “ It will be called the “maximum efficiency opening”. Then, the engine system 100 according to the present embodiment ensures that the “appropriate amount supply opening” and the “maximum efficiency opening” are substantially the same at any engine load (for example, the error is within 5%). Is set). That is, in any engine load, if the opening amount of the variable nozzle 32 is adjusted and an appropriate amount of exhaust gas is supplied to the supercharger 20, the engine system inevitably rotates the power turbine 30 efficiently. 100 is set. In this setting, the combination of the turbine blades of the turbine section 31 of the power turbine 30 and the variable nozzle 32 is changed, or the main items such as the turbine nozzles, turbine blades, compressor wheels, and compressor diffusers of the supercharger 20 are changed. Can be done.

<Control system configuration>
Next, the configuration of the control system in the engine system 100 will be described. The engine system 100 includes a control device 60 that controls the entire engine system 100. The control device 60 is constituted by a CPU, a ROM, a RAM, and the like. FIG. 2 is a block diagram of a control system of engine system 100. As shown in FIG. 2, the control device 60 includes a driving operation panel 104 that operates the ship 101, an engine tachometer 14 that measures the rotational speed of the engine body 10, and a fuel input that measures the amount of fuel injected into the cylinder 13. It is electrically connected to a quantity indicator 18 and a scavenging meter 17 for measuring scavenging pressure. The control device 60 acquires various information such as the rotation direction of the engine body 10, the engine speed, the fuel input amount, and the scavenging pressure based on input signals from these devices.

Further, the control device 60 controls various parts of the engine system 100 by performing various calculations and the like based on input signals from the respective devices. In the present embodiment, the control device 60 is electrically connected to the on-off valve 51, the bleed valve 52, and the variable nozzle 32, and based on the results of calculations performed based on the respective input signals, the on-off valve 51. The control signal is transmitted to the bleed valve 52 and the variable nozzle 32.

Furthermore, the control device 60 has a valve control unit 61 and a variable nozzle control unit 62 as functional configurations. Among these, the valve control part 61 is a part which controls opening and closing of the on-off valve 51 and the extraction valve 52, and performs circulation flow path formation control mentioned later. On the other hand, the variable nozzle control unit 62 is a part that determines the opening degree of the variable nozzle 32 and performs exhaust gas flow rate control described later. Hereinafter, the circulation flow path formation control and the exhaust gas flow rate control performed by the control device 60 will be described in order.

<Circular flow path formation control>
First, the circulation flow path formation control will be described with reference to FIG. FIG. 3 is a flowchart showing the control contents of the engine system 100. While engine system 100 is in operation, control device 60 repeats the cycle of steps S1 to S16 in FIG. Steps S1 to S10 in FIG. 3 are related to the circulation flow path formation control. The circulation flow path formation control is control for forming a circulation flow path for the gas that has passed through the power turbine 30 by opening the extraction valve 52 when the on-off valve 51 is closed, as already described in outline.

First, the control device 60 acquires various information (step S1). Specifically, the control device 60 acquires the rotation direction of the engine body, the engine speed, the fuel input amount, and the scavenging pressure based on the input signals from each device.

Subsequently, the control device 60 determines whether or not the engine body 10 is rotating forward (step S2). If the engine body 10 is rotating forward (YES in step S2), the process proceeds to step S3. If the engine body 10 is rotating backward (NO in step S2), the process proceeds to step S4. Among these, in step S4, the opening / closing valve 51 is closed and the bleed valve 52 is opened simultaneously, and then the process returns to step S1. The reason why the on-off valve 51 is closed when the engine body 10 is rotating in reverse is to prevent the power turbine 30 and the crankshaft 11 from canceling out the power. Further, the reason why the extraction valve 52 is opened when the on-off valve 51 is closed is to reduce the engine load by forming a circulation passage through which the gas that has passed through the power turbine 30 circulates as described above.

In step S3, it is determined whether the on-off valve 51 is closed and the bleed valve 52 is open at present. That is, in step S3, it is determined (confirmed) how the opening / closing of the opening / closing valve 51 and the extraction valve 52 is determined in the previous cycle. Note that at least at the time of determination in step S3, the bleed valve 52 is always closed when the on-off valve 51 is open, and the bleed valve 52 is always open when the on-off valve 51 is closed. If the controller 60 determines that the on-off valve 51 is closed and the bleed valve 52 is open (YES in step S3), the control device 60 proceeds to step S5. If it is determined that the on-off valve 51 is open and the bleed valve 52 is closed (NO in step S3), the process proceeds to step S6.

In step S5, an engine load is calculated based on the number of revolutions of the engine body 10 and the amount of fuel input, and it is determined whether or not the engine load is equal to or higher than the upward switching load. Since it is determined in step S3 that the on-off valve 51 is closed, the process proceeds to step S5. Therefore, it can be said that the on-off valve 51 is controlled to be closed in at least one previous cycle. The on-off valve 51 was closed because the engine load was small and exhaust gas could not be supplied to the power turbine 30. Therefore, in step S5, it is determined whether the engine load remains so small that exhaust gas cannot be supplied to the power turbine 30, or whether the engine load has increased to such an extent that exhaust gas can be supplied to the power turbine 30. That is, the “rising switching load” in step S5 is an engine load when the engine load increases and the exhaust gas can be supplied to the power turbine 30, and in this embodiment, for example, a 50% load (of the engine body 10). 50% load when the maximum load is 100%).

In step S5, when the engine load is equal to or higher than the increase switching load (YES in step S5), it is a time when exhaust gas can be supplied to the power turbine 30, so the on-off valve 51 is opened and the extraction valve 52 is opened. Close (step S7). However, in this embodiment, the on-off valve 51 is not closed and the bleed valve 52 is not opened at the same time, but after the bleed valve 52 is closed, the on-off valve 51 is opened after a certain time. If the bleed valve 52 is closed at the same time as the on / off valve 51 is opened, a state in which both the on / off valve 51 and the bleed valve 52 are opened temporarily occurs, and the gas in the power turbine inlet pipe 42 passes through the power turbine 30. Without this, a bypass flow path is formed through the extraction pipe 44 to the power turbine outlet pipe 43. Since this channel has a low resistance, a large amount of exhaust gas flows into this channel, resulting in a decrease in the amount of exhaust gas passing through the supercharger inlet pipe 41. Thereby, the pressure of the air supplied from the supercharger 20 varies, and the engine body 10 may become unstable. On the other hand, in this embodiment, by opening the on-off valve 51 after closing the bleed valve 52, the amount of exhaust gas flowing to the supercharger 20 is suppressed from being reduced at once. After step S7, the process proceeds to step S11.

In step S5, when the engine load is smaller than the increase switching load (NO in step S5), the exhaust gas cannot be continuously supplied to the power turbine 30, so the on-off valve 51 is closed and the extraction valve 52 is opened. Is maintained (step S8). After step S8, the process returns to step S1.

In step S6, the engine load is calculated based on the engine speed and the fuel input amount acquired in step S1, and it is determined whether or not the engine load is equal to or higher than the descent switching load. Since it is determined in step S3 that the on-off valve 51 is open, the process proceeds to step S6. Therefore, it can be said that the on-off valve 51 is controlled to be opened in at least one previous cycle. The reason for opening the on-off valve 51 is that the engine load is large and the exhaust gas can be supplied to the power turbine 30. Based on this, in step S6, it is determined whether the engine load is maintained so high that exhaust gas can be supplied to the power turbine 30, or whether the engine load has been reduced to a level at which exhaust gas cannot be supplied to the power turbine 30. ing. That is, the “decreasing switching load” in step S6 is an engine load when the engine load decreases and exhaust gas cannot be supplied to the power turbine 30, and in this embodiment, for example, 45% load (maximum load of the engine body) The load is set to 45% with respect to 100%. The reason why the values of the downward switching load and the upward switching load are different is due to so-called hysteresis.

In step S6, when the engine load is equal to or higher than the lowering switching load (YES in step S6), the exhaust gas can be continuously supplied to the engine body 10, so that the on-off valve 51 is opened and the extraction valve is opened. The state where 52 is closed is maintained (step S9). After step S9, the process proceeds to step S11.

In step S6, when the engine load is smaller than the descent switching load (YES in step S6), it is a time when exhaust gas cannot be supplied to the power turbine 30, so the on-off valve 51 is closed and the extraction valve 52 is opened ( Step S10). However, in this embodiment, the opening / closing valve 51 is not closed and the extraction valve 52 is not opened at the same time, but after the opening / closing valve 51 is closed, the extraction valve 52 is opened after a certain time. Thus, the reason why the bleed valve 52 is opened after the on-off valve 51 is closed is the same as the reason described in step S7, in order to prevent the amount of exhaust gas flowing into the supercharger 20 from being reduced at once. is there. After step S10, the process returns to step S1.

<Exhaust gas flow control>
Subsequently, the exhaust gas flow rate control will be described. Steps S11 to S16 in FIG. 3 are parts related to the exhaust gas flow rate control. In the exhaust gas flow rate adjustment control, an appropriate amount of exhaust gas is supplied to the supercharger 20 and the power turbine 30 is efficiently operated by adjusting the opening of the variable nozzle 32 provided in the power turbine 30. Control. The exhaust gas flow rate control is performed after step S7 or step S9. That is, the exhaust gas flow rate control is performed only when the on-off valve 51 is open. Note that whether or not appropriate exhaust gas can be supplied to the supercharger 20 can be determined by scavenging pressure. That is, when the scavenging pressure is higher than a predetermined value, the amount of exhaust gas supplied to the supercharger 20 is excessive, and when the scavenging pressure is lower than the predetermined value, the amount of exhaust gas supplied to the supercharger 20 is small. It can be judged that it is insufficient.

First, the control device 60 sets an appropriate scavenging air pressure range (step S11). Here, FIG. 4 is a graph showing an appropriate scavenging air pressure range. The horizontal axis in FIG. 4 is the engine load, and the vertical axis is the scavenging pressure. Of the two lines in the figure, the upper line indicates the upper limit scavenging pressure, and the lower line indicates the lower limit scavenging pressure. The portion sandwiched between these two straight lines is the appropriate scavenging pressure range. For example, as shown in FIG. 4, when the engine load is an L _1, the lower limit scavenging air pressure becomes P _L, and the upper limit scavenging air pressure P _H. The lower limit scavenging air pressure and the upper limit scavenging air pressure vary depending on the engine load, and are set larger as the engine load increases. In actual step S11, an appropriate scavenging pressure range is calculated using the mathematical expression representing the straight line in FIG.

Subsequently, the control device 60 determines whether or not the actual scavenging air pressure acquired in step S1 is within an appropriate range (step S12). That is, it is determined whether or not the actual scavenging pressure is larger than the lower limit scavenging pressure set in step S11 and smaller than the upper scavenging pressure. If the scavenging pressure is within the appropriate range (YES in step S12), the opening of the variable nozzle 32 is maintained (step S13), and the process returns to step S1. This is because an appropriate amount of exhaust gas is supplied to the supercharger 20 without changing the opening of the variable nozzle 32. As described above, when the opening amount of the variable nozzle 32 is adjusted and an appropriate amount of exhaust gas is supplied to the supercharger 20, the power turbine 30 is necessarily driven efficiently.

On the other hand, if the scavenging air pressure is not within the appropriate range (NO in step S12), it is determined whether or not the actual scavenging air pressure is larger than the appropriate range (step S14). That is, it is determined whether or not the actual scavenging pressure is greater than the upper limit scavenging pressure. If the scavenging pressure is greater than the appropriate range (YES in step S14), the opening of the variable nozzle 32 is increased (step S15), and the process returns to step S1. In this case, since the exhaust gas more than necessary flows through the supercharger 20, control is performed to increase the opening of the variable nozzle 32 to reduce the amount of exhaust gas flowing to the supercharger 20 side. That is, the ratio of the amount of exhaust gas supplied to the supercharger 20 to the amount of exhaust gas discharged from the engine body 10 is reduced. In addition, when the control is performed in this manner, an appropriate amount of exhaust gas is supplied to the supercharger 20, so that the power turbine 30 is inevitably driven efficiently.

If it is determined in step S14 that the actual scavenging air pressure is not greater than the appropriate range (NO in step S14), the opening of the variable nozzle 32 is decreased (step S16), and the process returns to step S1. In this case, since the actual scavenging air pressure is not larger than the appropriate range, the actual scavenging air pressure is smaller than the appropriate range (smaller than the lower limit scavenging air pressure). Then, since the amount of exhaust gas is insufficient in the supercharger 20, control is performed to increase the amount of exhaust gas flowing to the supercharger 20 side by reducing the opening of the variable nozzle 32. That is, the ratio of the amount of exhaust gas supplied to the supercharger 20 to the amount of exhaust gas discharged from the engine body 10 is increased. In addition, when the control is performed in this manner, an appropriate amount of exhaust gas is supplied to the supercharger 20, so that the power turbine 30 is inevitably driven efficiently.

As described above, the engine system 100 according to this embodiment includes the bleed pipe 44 and the bleed valve 52, and the gas circulation flow that opens the bleed valve 52 and passes through the power turbine 30 when the on-off valve 51 is closed. It is comprised so that a path may be formed. Therefore, even when the power turbine 30 is driven by the crankshaft 11 when the on-off valve 51 is closed, the differential pressure across the power turbine 30 does not become too large, and an excessive load on the engine body 10 is suppressed. be able to.

Further, the engine system 100 according to the present embodiment can not only improve the efficiency of the power turbine 30 but also adjust the amount of exhaust gas supplied to the supercharger 20 by the variable nozzle 32 of the power turbine 30. it can. Therefore, the control and configuration of the entire engine system 100 can be simplified.

(Modification of the first embodiment)
In the above, when the engine body 10 is rotating forward and the load of the engine body 10 is larger than a predetermined switching load (hereinafter referred to as “first condition”), the on-off valve 51 is opened and the engine body 10 rotates backward. The case where the on-off valve 51 is closed (fully closed) when the load on the engine body 10 is smaller than the switching load (hereinafter referred to as “second condition”) has been described. However, in the case of the second condition, the opening / closing valve 51 may not be closed but may be a small opening. That is, “the on-off valve is closed” in steps S3 and S8 in the flowchart of FIG. 3 is read as “the on-off valve is a small opening”, and “the on-off valve is closed” in steps S4, S8, and S10 is “smallly opened”. The control may be read as “degree”.

Here, the “small opening” is an opening smaller than the opening of the on-off valve 51 in the first condition, and includes the first small opening and the second small opening. The first small opening is the opening of the opening / closing valve 51 when the exhaust gas that has passed through the opening / closing valve 51 is at the boundary between the state where the exhaust gas is conveyed by the power turbine 30 and the state where the power turbine 30 is driven. The second small opening is smaller than the first small opening and is the opening of the on-off valve 51 when exhaust gas slightly flows into the circulation channel.

As described above, when the opening / closing valve 51 is closed and the extraction valve 52 is opened, the gas that has passed through the power turbine 30 passes through the power turbine 30 again through the circulation flow path. There is a risk that the temperature of the engine will rise due to the energy received from the power turbine 30. On the other hand, when the on-off valve 51 is set to the first small opening or an opening close to this in the second condition, the energy received by the gas in the circulation flow path from the power turbine 30 decreases, and the gas in the ring flow path decreases. An excessive increase in temperature can be suppressed. Further, when the on-off valve 51 is set to the second small opening degree under the second condition, the exhaust gas slightly flows into the circulation flow path and the gas in the circulation flow path is replaced. Can be prevented from rising excessively.

(Second Embodiment)
Next, a second embodiment will be described with reference to FIG. FIG. 5 is an overall view of an engine system 200 according to the second embodiment. As shown in FIG. 5, the engine system 200 according to the present embodiment relates to the first embodiment in that it includes an air intake pipe 47, an air intake valve 53, and a power turbine outlet valve 54. The configuration is different from the engine system 100. Other points are basically the same as those of the engine system 100 according to the first embodiment.

The air intake pipe 47 is connected between a portion of the power turbine outlet pipe 43 to which the extraction pipe 44 is connected and the power turbine 30, and is configured to take outside air into the power turbine outlet pipe 43. Yes. The air intake valve 53 is provided in the air intake pipe 47, and its opening / closing is controlled by the control device 60. Further, the power turbine outlet valve 54 is provided between a portion of the power turbine outlet pipe 43 to which the extraction pipe 44 is connected and a portion to which the air intake pipe 47 is connected, and its opening and closing is controlled. Controlled by device 60.

In the circulation flow path formation control of the present embodiment, when the opening / closing valve 51 is opened and the extraction valve 52 is closed (when the first condition is satisfied), the air intake valve 53 is closed and the opening / closing valve 51 is closed. The air intake valve 53 is configured to open when 52 is opened (when the second condition is satisfied).

Since the engine system 200 according to the present embodiment is configured as described above, when the on-off valve 51 is closed and the bleed valve 52 is opened, the gas is also circulated through the circulation passage passing through the power turbine 30. Since the outside air is taken into the power turbine outlet pipe 43 via the air intake pipe 47, the gas (air and exhaust gas) in the circulation flow path is switched, and the temperature of the gas in the circulation flow path is prevented from excessively rising. Can do.

The power turbine outlet valve 54 is opened when the opening / closing valve 51 is opened and the extraction valve 52 is closed (when the first condition is satisfied), and when the opening / closing valve 51 is closed and the extraction valve 52 is opened (second). Closed). By controlling in this way, when taking outside air into the power turbine outlet piping 43 through the air intake piping 47, it can prevent that exhaust gas is taken in from a flue with this. Thereby, it can suppress further that the temperature of the gas in an annular flow path rises too much.

(Third embodiment)
Next, a third embodiment will be described with reference to FIG. FIG. 6 is an overall view of an engine system 300 according to the third embodiment. As shown in FIG. 6, the engine system 300 according to the present embodiment differs from the engine system 100 according to the first embodiment in the connection position of the extraction pipe 44 and the power turbine outlet pipe 43. Other points are basically the same as those of the engine system 100 according to the first embodiment.

In this embodiment, the power turbine outlet pipe 43 is connected to the supercharger outlet pipe 46. Therefore, the exhaust gas that has passed through the power turbine 30 is guided to the flue through the power turbine outlet pipe 43 and the supercharger outlet pipe 46. Further, the extraction pipe 44 includes a portion of the power turbine inlet pipe 42 on the downstream side of the on-off valve 51 and a portion of the supercharger outlet pipe 46 on the downstream side of the portion to which the power turbine outlet pipe is connected. Are connected.

Since the engine system 300 according to the present embodiment is configured as described above, when the on-off valve 51 is closed and the bleed valve 52 is opened, the circulation channel as in the first embodiment is not formed, and the power The gas extracted from the turbine inlet pipe 42 is discharged to the supercharger outlet pipe 46. Therefore, the gas that has passed through the power turbine 30 does not pass through the power turbine 30 again, and the temperature of the gas does not gradually rise due to the energy of the power turbine 30 and excessively rise.

The embodiments have been described above with reference to the drawings. However, the specific configuration is not limited to these embodiments, and the present invention can be applied even if there is a design change or the like without departing from the scope of the invention. included.

In addition, if the turbocharger or power turbine reaches a dangerous speed due to damage to some parts of the engine system, or if the scavenging air pressure reaches a dangerous scavenging air pressure, it will be explained above. In some cases, the engine system is not operated. However, it is needless to say that the engine system is included in the present invention as long as the control according to the present invention is performed at the normal time.

In the engine system according to the embodiment, the power turbine is always connected to the crankshaft via the speed reducer. For example, a clutch is provided between the speed reducer and the crankshaft so that the connection between the power turbine and the crankshaft can be released. Even if configured as described above, if the power turbine and the crankshaft remain connected, there is a problem that an excessive load is similarly applied to the engine body when the on-off valve is closed.

In the above description, the case where the power turbine inlet pipe branches from the supercharger inlet pipe has been described. However, the power turbine inlet pipe and the supercharger inlet pipe are formed independently, and each of them is an exhaust pipe. The exhaust gas may be transported from the engine to the supercharger or from the exhaust pipe to the power turbine.

Furthermore, in the above-described embodiment, the case where the engine system is mounted on a ship has been described. However, even an engine system used for power generation equipment is naturally included in the present invention as long as it has the configuration of the present invention. .

The engine system according to one embodiment of the present invention can efficiently recover waste heat energy and can simplify the system. In addition, the engine system according to another aspect of the present invention can suppress an excessive load on the engine body when the power turbine is not driven by the exhaust gas. Therefore, the engine system of the present invention is useful in the technical field of engine systems.

DESCRIPTION OF SYMBOLS 10 Engine main body 11 Crankshaft 15 Scavenging pipe 20 Supercharger 30 Power turbine 32 Variable nozzle 41 Supercharger inlet piping 42 Power turbine inlet piping 43 Power turbine outlet piping 44 Extraction piping 47 Air intake piping 51 On-off valve 52 Extraction valve 53

Air intake valve

100, 200, 300 Engine system 101 Ship

Claims

The engine body,
A supercharger driven by exhaust gas discharged from the engine body;
A power turbine driven by exhaust gas discharged from the engine body;
A supercharger inlet pipe for guiding exhaust gas discharged from the engine body to the supercharger;
A power turbine inlet pipe for guiding the exhaust gas discharged from the exhaust engine body to the power turbine,
The power turbine has a variable nozzle provided on the inlet side,
When the amount of exhaust gas discharged from the engine body decreases, the exhaust gas supplied to the supercharger with respect to the amount of exhaust gas discharged from the engine body is reduced by reducing the opening area of the variable nozzle. When the amount of exhaust gas exhausted from the engine body increases, the opening area of the variable nozzle is increased to increase the ratio of the amount of exhaust gas exhausted from the engine body. An engine system configured to perform exhaust gas flow rate control for reducing a ratio of an amount of exhaust gas supplied to a supercharger.
The said power turbine inlet piping is branched from the said supercharger inlet piping, It is comprised so that a part of exhaust gas in the said supercharger inlet piping may be guide | induced to the said power turbine. Engine system.
The engine body has a scavenging pipe for accommodating fresh air boosted by the supercharger,
When the pressure in the scavenging pipe is smaller than a predetermined lower limit value, the exhaust gas flow rate control reduces the opening of the variable nozzle, and when the pressure in the scavenging pipe is larger than a predetermined upper limit value, The engine system according to claim 1, wherein the engine system is performed by increasing an opening degree.
The engine system according to claim 3, wherein the predetermined lower limit value and the predetermined upper limit value are set so as to increase as a load on the engine body increases.
The engine body,
A supercharger driven by exhaust gas discharged from the engine body;
A power turbine driven by exhaust gas discharged from the engine body and connected to a crankshaft of the engine body;
A supercharger inlet pipe for guiding exhaust gas discharged from the engine body to the supercharger;
A power turbine inlet pipe for guiding exhaust gas discharged from the engine body to the power turbine;
An on-off valve provided in the power turbine inlet pipe, and opened and closed according to operating conditions of the engine body;
An extraction pipe connected to a portion on the downstream side of the on-off valve in the power turbine inlet pipe to extract gas in the power turbine inlet pipe;
An extraction valve provided in the extraction pipe,
When the engine body is in a normal rotation and the load on the engine body is a first condition greater than a predetermined switching load, the on-off valve is opened and the bleed valve is closed,
When the engine body rotates in the reverse direction or when the load on the engine body is a second condition smaller than the predetermined switching load, the on-off valve is closed or smaller than the opening degree of the on-off valve in the first condition An engine system configured to have a small opening and to open the extraction valve.
The said power turbine inlet piping is branched from the said supercharger inlet piping, It is comprised so that a part of exhaust gas in the said supercharger inlet piping may be guide | induced to the said power turbine. Engine system.
The upward switching load that is the switching load when the load of the engine body is rising is set larger than the downward switching load that is the switching load when the load of the engine body is falling, The engine system according to claim 5 or 6.
The engine system according to claim 7, wherein when the load of the engine body increases and becomes larger than the increase switching load, the on-off valve is opened after the extraction valve is closed.
The engine system according to claim 7 or 8, wherein when the load of the engine body is lowered and becomes smaller than the lowering switching load, the bleed valve is opened after the on-off valve is closed.
A power turbine outlet pipe for discharging exhaust gas that has passed through the power turbine;
The said extraction piping is connected with the said power turbine exit piping, The gas extracted from the said power turbine entrance piping is discharged | emitted to the said power turbine exit piping, The description in any one of Claims 5 thru | or 9 Engine system.
Of the power turbine outlet pipe, an air intake pipe that is connected between a portion to which the extraction pipe is connected and the power turbine and can take outside air into the power turbine outlet pipe, and the air intake pipe An air intake valve provided in the
The engine system according to claim 10, wherein the engine is configured to close the air intake valve when the first condition is satisfied and to open the air intake valve when the second condition is satisfied.
Further comprising a supercharger outlet pipe for discharging exhaust gas that has passed through the supercharger;
The said extraction piping is connected with the said supercharger exit piping, The gas extracted from the said power turbine inlet piping is discharged | emitted to the said supercharger exit piping in any one of Claims 5 thru | or 9. The engine system described.
A ship provided with the engine system according to any one of claims 1 to 12.