KR20160081912A - Supercharger surplus power recovery device for internal combustion engine - Google Patents

Abstract

The arrangement and piping of the hydraulic pump around the internal combustion engine can be further simplified, thereby realizing a considerable space saving. A second hydraulic pump 11 of a fixed capacity type connected to the crankshaft 2 and a second hydraulic pump 11 of a fixed capacity type connected to the crankshaft 2, A third hydraulic pump 12 for adjusting the flow rate of mutual oil pressure between the first hydraulic pump and the second hydraulic pump, a second hydraulic pump 12 for connecting the first hydraulic pump 12 and the second hydraulic pump 12, And a fourth hydraulic pump 35 for supplying hydraulic oil to the hydraulic circuit from the first hydraulic pump 34 and the fourth hydraulic pump 35. The third hydraulic pump and the fourth hydraulic pump are connected to the rotary shaft of one electric motor 13, And the third and fourth hydraulic pumps are disposed inside the hydraulic oil tank.

Description

Technical Field [0001] The present invention relates to a supercharger surplus power recovery device for an internal combustion engine,

The present invention relates to a supercharger surplus power recovery device for an internal combustion engine having a supercharger.

BACKGROUND ART Conventionally, in an internal combustion engine such as a diesel engine or a gas engine, a supercharger (turbocharger) rotationally drives the turbine by the exhaust gas of the engine, increases the air supply density by the compressor rotated by the turbine, And to improve it.

However, even if the turbocharger is mounted in such a manner to make effective use of the exhaust energy, exhaust energy is surplus at the time of high load of the engine or the like, and the surplus exhaust energy is utilized without waste, Is being requested.

In order to make effective use of surplus exhaust energy of this engine, for example, a generator is connected to a compressor side of a turbocharger via a clutch, and the generator is rotationally driven by a supercharger to perform power generation (for example, 1 and 2). In this case, the surplus exhaust energy of the engine is directly converted into electric energy, and it is used in a ship interior equipment or the like.

However, simply connecting the generator to the supercharger and using it as electric energy can not be said to sufficiently utilize the exhaust energy of the engine in the case where the in-board power consumption is low, so that the surplus exhaust energy of the engine is effectively utilized In addition to improving fuel efficiency, it is also a priority in terms of environmental protection.

A system in which a hydraulic pump is connected to a turbocharger of an internal combustion engine via a transmission and the hydraulic pump is rotationally driven by a turbocharger and excessive exhaust energy is recovered from the hydraulic pressure is disclosed (See, for example, Patent Documents 3 and 4).

In particular, in Patent Document 3, a hydraulic pump is connected to a crankshaft of an internal combustion engine, a hydraulic pump connected to the supercharger is connected to the hydraulic pump through a hydraulic line, and a hydraulic pump connected to the crankshaft And the hydraulic pump of the supercharger is operated as a hydraulic motor to drive the supercharger for supercharging the supercharger.

Japanese Utility Model Publication No. 61-200423 Japanese Laid-Open Patent Publication No. 2004-346803 Japanese Patent Application Laid-Open No. 2006-242051 Japanese Patent Application Laid-Open No. 2008-111384

Here, a hydraulic pump is connected to the crankshaft of the internal combustion engine described in the above-mentioned Patent Document 3, and the hydraulic pump connected to the supercharger is connected to the crankshaft of the internal combustion engine described in the above-mentioned Patent Document 3 and connected to the crankshaft at the bottom of the internal combustion engine In the invention in which the hydraulic pump on the side of the supercharger is driven as a hydraulic motor by rotation of the hydraulic pump caused by the hydraulic pressure generated by the hydraulic pump to increase the supercharging capability of the supercharger, the hydraulic pressure between the two hydraulic pumps is controlled by the two hydraulic pumps , It is necessary to make at least one of the hydraulic pump on the crankshaft side or the supercharger side a variable displacement pump in order to control the rotation speed of the hydraulic pump on the side of the supercharger.

However, in the variable displacement hydraulic pump, in addition to the pump main body for generating the hydraulic pressure, a variable mechanism portion for changing the discharge amount of the hydraulic pump is integrally mounted. Therefore, the variable displacement type hydraulic pump is very large in size and heavy in weight as compared with the fixed displacement type pump. For example, the weight may be 2.5 times that of a fixed displacement pump.

In the invention described in the aforementioned Patent Document 3, since the hydraulic pump of one side is mechanically connected to the crankshaft of the internal combustion engine and the other side of the hydraulic pump is mechanically connected to the supercharger of the internal combustion engine through the transmission, Even if the hydraulic pump is a variable displacement hydraulic pump, it is very difficult to arrange the hydraulic pump in the vicinity of the internal combustion engine where a large number of auxiliary air flows are cracked, and the total weight becomes very heavy as described above . Further, when the hydraulic pump is of the variable displacement type, the variable mechanism portion also has a size corresponding to the discharge amount, and the hydraulic pump becomes very expensive.

Therefore, the inventors of the present invention have found that Japanese Patent Application No. 2012-511471 makes it very easy to arrange the hydraulic pump around the internal combustion engine, can significantly reduce weight, and can reduce the manufacturing cost of the apparatus A supercharger surplus power recovery device of an internal combustion engine is proposed.

However, with the supercharger surplus power recovery device of the internal combustion engine of Japanese Patent Application No. 2012-511471, there is a problem that the space saving of the arrangement of the hydraulic pump around the internal combustion engine and the piping and the like is not yet sufficiently achieved.

SUMMARY OF THE INVENTION The present invention has been made in order to solve such a problem, and it is an object of the present invention to provide a supercharger surplus power recovery device for an internal combustion engine capable of simplifying arrangement, piping, etc. of a hydraulic pump around an internal combustion engine, And the like.

In order to solve the above-described problems, a supercharger surplus power recovery device of an internal combustion engine of the present invention is a supercharger surplus power recovery device of an internal combustion engine, comprising: a supercharger rotatingly driven by exhaust gas of an internal combustion engine to supercharge the supply of the internal combustion engine; A second hydraulic pump of fixed capacity type which is connected to the crankshaft of the internal combustion engine and rotates together with the crankshaft; a second hydraulic pump which is connected to the crankshaft of the internal combustion engine and rotates together with the crankshaft; A third hydraulic pump arranged in the hydraulic circuit and configured to adjust a flow rate of mutual hydraulic pressure between the first hydraulic pump and the second hydraulic pump, and a second hydraulic pump that supplies hydraulic oil to the hydraulic circuit from the hydraulic oil tank In the supercharger surplus power recovery device for an internal combustion engine provided with the fourth hydraulic pump, the third and fourth hydraulic pumps are arranged such that rotation of one electric motor And the third hydraulic pump and the fourth hydraulic pump are disposed inside the hydraulic oil tank.

Thus, the third and fourth hydraulic pumps are connected to the rotary shaft of one electric motor and are rotationally driven by the electric motor, and the third and fourth hydraulic pumps are disposed inside the hydraulic oil tank The piping and the like of the third and fourth hydraulic pumps can be simplified and the space can be saved considerably.

In the supercharger surplus power recovery device of the internal combustion engine described above, the first hydraulic pump connected to the rotating shaft of the turbocharger and the second hydraulic pump connected to the crankshaft of the internal combustion engine are of a fixed capacity type, The second hydraulic pump can be downsized, and the arrangement of the hydraulic pump in the vicinity of the internal combustion engine becomes very easy, and substantial weight reduction can be achieved. By making the first hydraulic pump and the second hydraulic pump a fixed capacity type, the first hydraulic pump and the second hydraulic pump become inexpensive and the manufacturing cost of the apparatus can be reduced.

The flow rate of the mutual oil pressure between the first hydraulic pump and the second hydraulic pump is adjusted by a third hydraulic pump which is different from the first hydraulic pump and the second hydraulic pump. The role of the third hydraulic pump is to adjust the flow rate of the mutual oil pressure between the first hydraulic pump and the second hydraulic pump, and therefore, it is only necessary to use a small variable capacity hydraulic pump. Therefore, it is very advantageous in cost. In addition, since the first hydraulic pump and the second hydraulic pump are connected only by the hydraulic circuit, that is, the hydraulic piping, the arrangement of the auxiliary air flow and the like around the internal combustion engine is facilitated.

In addition, since it is provided with the electric motor connected to the rotary shaft of the third hydraulic pump and rotated together with the third hydraulic pump, when it is necessary to increase the flow rate of the hydraulic pressure of the passage by the third hydraulic pump, The third hydraulic pump is rotationally driven to increase the flow rate of the hydraulic pressure. Further, when it is necessary to reduce the flow rate of the hydraulic pressure, this electric motor can be operated as a generator, and surplus power of the supercharger can be recovered as electric power.

The supercharger surplus power recovery device of the internal combustion engine further includes a controller connected to the capacity variable portion of the third hydraulic pump to change the capacity of the third hydraulic pump, 3 It is desirable to change the capacity of the hydraulic pump.

In this manner, the controller connected to the capacity varying portion of the third hydraulic pump changes the capacity of the third hydraulic pump according to the load of the internal combustion engine, whereby the first hydraulic pump and the second hydraulic pump It is possible to optimally adjust the flow rate of mutual oil pressure between the pumps.

In the supercharger surplus power recovery device of the internal combustion engine, the controller controls the capacity of the third hydraulic pump so that the second hydraulic pump and the third hydraulic pump work together to rotate the first hydraulic pump when the internal combustion engine is running low .

Thus, by changing the capacity of the third hydraulic pump so that the second hydraulic pump and the third hydraulic pump work together to drive the first hydraulic pump to rotate at the time of low load of the internal combustion engine, , The first hydraulic pump operates as a hydraulic motor and the rotational force of the turbocharger connected to the first hydraulic pump is added, so that it is possible to perform optimal supercharging for the internal combustion engine.

In the supercharger surplus power recovery device of the internal combustion engine, the controller controls the first and second hydraulic pumps so that the first hydraulic pump and the third hydraulic pump work together to rotate the second hydraulic pump from the central portion of the internal combustion engine to the vicinity of the commercial load operation, It is desirable to change the capacity of the hydraulic pump.

By varying the capacity of the third hydraulic pump so that the first hydraulic pump and the third hydraulic pump work together to rotate the second hydraulic pump from the central position of the internal combustion engine to the vicinity of the commercial load operation as described above, It is possible to increase the torque of the second hydraulic pump and to apply the pressure to the crankshaft of the internal combustion engine at a load greater than or equal to the intermediate load at which surplus energy starts to be generated,

In the supercharger surplus power recovery device of the internal combustion engine, the controller controls the first hydraulic pump to rotate the second hydraulic pump and the third hydraulic pump from the vicinity of the commercial load operation of the internal combustion engine to the rated load operation, It is preferable to change the capacity of the battery.

Thus, by varying the capacity of the third hydraulic pump so that the first hydraulic pump rotates the second hydraulic pump and the third hydraulic pump from the vicinity of the commercial load operation of the internal combustion engine to the rated load operation, It is possible to rotate the electric motor by the third hydraulic pump and to generate electric power by the electric motor from the vicinity of the commercial load operation where the exhaust gas energy is further surplus to the rated load operation, The fuel consumption can be improved. Thus, the surplus power of the supercharger can be recovered optimally.

In the supercharger surplus power recovery device of the internal combustion engine, the controller preferably controls fuel injection of the internal combustion engine. That is, by introducing the control function of the controller to the above-described third hydraulic pump into the controller for controlling the fuel injection of the internal combustion engine, it is possible to optimally control the capacity of the third hydraulic pump based on the fuel injection amount of the internal combustion engine do. In addition, by integrating the two controllers, the system can be simplified.

In the supercharger surplus power recovery device of the internal combustion engine, it is preferable that the electric motor is connected to a central power distribution device of a picture frame equipped with an internal combustion engine to receive electric power or supply electric power.

As described above, since the input / output of the electric motor is connected to the central electric distribution apparatus such as a vessel or a vehicle equipped with an internal combustion engine, electric power is obtained from the central electric distribution apparatus when the electric motor operates as a motor Together, when the electric motor operates as a generator, the surplus power of the supercharger can be used as the power of the visual body.

A supercharger surplus power recovery device of an internal combustion engine of the present invention is a supercharger surplus power recovery device of an internal combustion engine comprising a supercharger which is rotationally driven by exhaust gas of an internal combustion engine to supercharge the supply of the internal combustion engine, A second hydraulic pump connected to the crankshaft of the internal combustion engine and rotating together with the crankshaft; a hydraulic circuit connecting the first hydraulic pump and the second hydraulic pump; And a fourth hydraulic pump that supplies hydraulic oil from the hydraulic oil tank to the hydraulic circuit from the hydraulic oil tank, wherein the third hydraulic pump is a variable displacement type hydraulic pump that adjusts a flow rate of mutual hydraulic pressure between the first hydraulic pump and the second hydraulic pump, Wherein the third hydraulic pump and the fourth hydraulic pump are connected to the rotary shaft of one electric motor and are driven by the electric motor The third hydraulic pump and the fourth hydraulic pump are disposed inside the hydraulic oil tank.

Accordingly, it is possible to simplify the arrangement and piping of the hydraulic pump around the internal combustion engine, and achieve a remarkable effect of saving space.

1 is a block diagram showing an example of a supercharger surplus power recovery device for an internal combustion engine according to the present invention.
Fig. 2 is a circuit diagram showing the flow of the hydraulic circuit in the normal operation of the engine of Fig. 1; Fig.
Fig. 3 is a circuit diagram showing the arrangement of the two hydraulic pumps shown in Fig. 2 and their driving electric motors.
Fig. 4 is a graph showing the relationship between the engine speed and the turbocharger speed of the engine of Fig. 1. Fig.
Fig. 5 is a view showing an operation mode of the first hydraulic pump for each load of the engine of Fig. 1; Fig.
6 is a circuit diagram showing the flow of a hydraulic circuit at the time of reversing the engine of Fig.
7 is a graph showing the relationship between the engine load and the sweeping pressure of the engine of Fig. 1. Fig.

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment for implementing a supercharger surplus power recovery device of an internal combustion engine according to the present invention will be described in detail with reference to Figs.

Reference numeral 1 in Fig. 1 denotes a two-cycle diesel engine (internal combustion engine) for propulsion mounted on a ship (an image bearing body) as an example. The engine 1 is rotationally driven by the exhaust gas, 1).

The turbocharger 5 is composed of a compressor 6 and a turbine 7. The compressor 6 and the turbine 7 are connected to each other by a rotary shaft 8. The turbine 7 is rotationally driven by the exhaust gas of the engine 1 and the compressor 6 is rotated by the turbine 7. [ This increases the air supply density of the engine and improves the engine output.

Further, the supercharger 5 is not limited to the single stage in its stage number. The engine 1 is not limited to a marine engine and is not limited to a two-cycle diesel engine. The engine 1 may be a four-cycle diesel engine, a gas engine using natural gas or city gas as fuel, Of the internal combustion engine.

1, a transmission 9 is connected to the rotary shaft 8 of the turbocharger 5, and a fixed capacity type hydraulic pump (first hydraulic pump) 10 is connected to the transmission 9. As shown in Fig. A transmission 3 is connected to the crankshaft 2 of the engine 1 and a fixed capacity type hydraulic pump 11 is connected to the transmission 3. [ It is also possible to directly connect the hydraulic pump 11 to the crankshaft 2 of the engine 1 without installing the transmission 3. [

The two hydraulic pumps 10 and 11 described above are mounted in the hydraulic circuit 20. The output side of the hydraulic pump 10 and one of the ports of the hydraulic pump 11 are connected to the input side of the hydraulic pump 10 and the other port of the hydraulic pump 11 by the oil line 22, Respectively.

A small variable displacement type control hydraulic pump (third hydraulic pump) 12 is connected between the two flow paths 21, 22 by flow paths 23, 24. The flow path 23 connects the hydraulic pump 12 and the flow path 21 and the flow path 24 connects the hydraulic pump 12 and the flow path 22. [ Thus, the hydraulic pump 12 is connected in parallel to the hydraulic pump 10 and the hydraulic pump 11, respectively.

These hydraulic pumps 10, 11 and 12 operate as a hydraulic pump when they are rotationally driven from a pump shaft and operate as hydraulic motors when they are rotationally driven by hydraulic pressure. For the sake of simplification of the names, .

An electric motor 13 is connected to the variable displacement hydraulic pump 12. The electric motor 13 is rotationally driven by the hydraulic pump 12 and operates as a generator in addition to rotationally driving the hydraulic pump 12 as an electric motor. In order to simplify the name, the electric motor 13 is simply referred to as an electric motor have.

The electric motor 13 is electrically connected to the central power distributing device 14 of the ship so that power is obtained from the central power distributing device 14 when the electric motor 13 operates as a motor, When the electric motor 13 operates as a generator, the surplus power of the turbocharger 5 can be used as the power of the ship. Further, if the supercharger surplus power recovery device of the internal combustion engine is applied to an internal combustion engine for a vehicle, the supercharger surplus power recovery device can be used as electric power of a vehicle (a body of the paint).

As the variable mechanism of the capacity variable portion of the above-described hydraulic pump 12, for example, there are various types such as a swash plate type and a boss type. A controller 15 for controlling the fuel injection amount of the engine 1 is disposed and the controller 15 is electrically connected to the variable mechanism portion of the hydraulic pump 12 and controls the variable mechanism portion to change the capacity of the hydraulic pump 12 .

An oil pressure operated or electronically operated switching valve 25 and safety valves 26 and 27 are provided between the two flow paths 21 and 22 and in parallel with the hydraulic pumps 11 and 12 as shown in Fig. An electronic on-off valve 28 controlled by the above-described controller 15 and two check valves 29 and 30 connected in series so as to face each other are connected in this order from the hydraulic pump 12 side.

The hydraulic pump 12 and the boost pump 35 are connected to a boost pump (fourth hydraulic pump) 35 for supplying operating oil to the above-described hydraulic circuit, And is rotationally driven by an electric motor 13 connected to the pump 12. That is, the hydraulic pump 12 and the boost pump 35 are connected to the rotary shaft of one electric motor 13, and are rotationally driven by the electric motor 13. The electric motor 13 is disposed outside the hydraulic oil tank 34. The boost pump 35 is connected between the two check valves 29 and 30 via the filter 36. [

3, the hydraulic pump 12 for control and the boost pump 35 are disposed in the interior of the hydraulic oil tank 34. As shown in Fig. The hydraulic pump 12 and the electric motor 13 are integrally connected to each other and the hydraulic pump 12 and the boost pump 35 are disposed in the interior of the hydraulic oil tank 34 Therefore, the arrangement and piping of the hydraulic pump around the internal combustion engine can be simplified, and a considerable space-saving can be achieved. Either or both of the hydraulic pump 12 and the boost pump 35 may be disposed outside the working oil tank 34. [

2, a safety valve 32 for a cooling pump and a heat exchanger 33 are disposed between the two check valves 29, 30 and the working oil tank 34 via a flow path 37 . The outlet of the switching valve 25 is connected to the working oil tank 34 via the safety valve 31, the flow path 37 and the heat exchanger 33.

Next, the operation of the supercharger surplus power recovery device of the internal combustion engine of the present invention will be described. As shown in Fig. 2, at the time of normal operation of the engine 1, the controller 15 shown in Fig. 1 closes the above-described electronic on-off valve 28. Fig. Therefore, in the hydraulic circuit 20, two hydraulic pumps 11 and 12 and a one-way hydraulic circuit by the two oil passages 21 and 22 are formed.

On the other hand, the amount of exhaust gas of the engine 1 is insufficient until the engine load is increased from the low load including the start of the engine 1 to the heavy load of the engine load of 40 to 50% We can not perform sufficient supercharge. Therefore, in the supercharger surplus power recovery device of the present internal combustion engine, the oil pressure generated by the hydraulic pump 11 connected to the crankshaft 2 of the engine 1 from the low load to the high load is applied to the supercharger 5 The connected hydraulic pump 10 is rotationally driven to apply the rotational force to the turbocharger 5. As a result, the turbocharger 5 is further accelerated by the rotational force exclusively of the exhaust gas, so that the engine 1 can be more supercharged.

4 shows the relationship between the rotational speeds of the engine 1 and the turbocharger 5 and the solid line indicates the relationship between the rotational speeds of the hydraulic pump 10 and the hydraulic pump 11 when the hydraulic pump 12 is not equipped. Virtual working line. Since both the hydraulic pump 10 and the hydraulic pump 11 are fixed capacity type, the operating line is almost straight. The dashed lines show the number of revolutions of the actual synchronous supercharger 5 at the number of engine rotational speeds of the respective engines 1 when the hydraulic pump 12 is equipped.

The point A in Fig. 4 shows a state in which the regulated flow rate by the hydraulic pump 12 is not in the active state. At point A, the flow rate of the two fixed capacity type hydraulic pumps 10, 11 in the active state This is equivalent. 4, the hydraulic pump 12 is electrically driven by the electric motor 13 from the low load including starting to the point A, and from the point A to the rated load operation, the hydraulic pump 12 is electrically driven Thereby driving the motor 13 hydraulically. In the engine 1, the point A is set in the vicinity of the commercial load operation where the engine load is 75 to 85%. It goes without saying that the point A need not always be set in the vicinity of the commercial load operation.

Here, in the supercharger surplus power recovery device of the present internal combustion engine, the controller 15 for controlling the fuel injection amount of the engine 1 shown in Fig. 1 changes the capacity of the variable displacement hydraulic pump 12, The hydraulic pump 12 can be rotationally driven by the motor 13 so that the necessary torque is applied to the turbocharger 5 by the two hydraulic pumps 11 and 12 . That is, as shown in Fig. 5, the hydraulic pump 10 operates as a hydraulic motor at the time of a low load. Electric power is supplied to the electric motor 13 from the central power distributing device 14 of the ship shown in Fig.

2, the boost pump 35 is rotationally driven by the electric motor 13 to suck the operating oil in the working oil tank 34 and supply the cooled operating oil to the filters 36, 2 22 to the flow paths 21, 22 via the check valves 29, 30. The hydraulic oil is returned to the hydraulic oil tank 34 via the safety valve 32 for the cooling pump and the heat exchanger 33 when the hydraulic pressure supplied from the two check valves 29 and 30 is excessive. The safety valves 26 and 27 open the valve when the pressure of one of the flow paths 21 and 22 becomes high to prevent the overload of the entire circuit. The hydraulic control changeover valve 25 and the safety valve 31 return the operating oil to the operating oil tank 34 after cooling the hydraulic oil via the oil passage 37 and the heat exchanger 33.

In addition, surplus of the amount of exhaust gas required for the turbocharger 5 to the exhaust gas of the engine 1 starts to be generated when the engine 1 is passed through the heavy load area. At this time, the controller 15 shown in Fig. 1 changes the capacity of the variable displacement hydraulic pump 12 and controls the displacement of the crankshaft 11 (i.e., the hydraulic pump 12) by the hydraulic pressure discharged from the hydraulic pump 10 by the rotational force of the turbocharger 5. [ 2 to rotate the hydraulic pump 11 connected thereto.

That is, as shown in Fig. 5, the hydraulic pump 10 operates as a hydraulic pump when the load is 40 to 50% or more, and its operation mode is switched. 4, the hydraulic pump 12 continues to be driven and rotated by the electric motor 13 until the vicinity of the commercial load operation, and the hydraulic pump 11, which is connected to the crankshaft 2 by the discharge hydraulic pressure, . The switching timing of the hydraulic pump 10 from the motor mode to the pump mode is not necessarily limited to the same 40 to 50% load as the engine 1.

4, from the vicinity of the commercial load operation (point A in Fig. 4) of the engine 1 to the rated load operation at a high load, the exhaust gas of the engine 1 is supplied to the amount of exhaust gas required for the supercharger 5 . At this time, the controller 15 shown in Fig. 1 changes the capacity of the variable displacement hydraulic pump 12 and changes the capacity of the variable capacity hydraulic pump 12 by the hydraulic pressure discharged from the hydraulic pump 10 by the rotational force of the turbocharger 5, The pumps 11 and 12 are driven to rotate.

In other words, the hydraulic pump 11 assists the engine 1 through the crankshaft 2, while the hydraulic pump 12 operates as a hydraulic motor to rotate the electric motor 13 as a generator. The electric power generated by the electric motor 13 is supplied to the central power distribution device 14 of the ship shown in Fig. Thereby, surplus power of the turbocharger 5 can be recovered as the power of the engine 1 and the power of the ship.

Next, the operation of the supercharger surplus power recovery device of the present internal combustion engine at the time of the crash of the ship, that is, when the engine 1 reversely rotates, will be described.

As shown in Fig. 6, the controller 15 shown in Fig. 1 opens the electronic on-off valve 28 when the engine 1 rotates in the reverse direction. Therefore, in the hydraulic circuit 20, a hydraulic circuit circulating between the hydraulic pump 10 and the electromagnetic opening / closing valve 28 and a hydraulic circuit circulating between the hydraulic pump 11 and the electromagnetic opening / closing valve 28 are formed do. In this case, in the hydraulic circuit circulating between the hydraulic pump 10 and the electromagnetic opening / closing valve 28, the hydraulic pump 11 is brought into the no-load operation state, while the hydraulic pump 10 is driven by the operation of the hydraulic pump 11 .

7, the solid line shows the relationship between the engine load and the engine cranking pressure of the engine 1 equipped with the supercharger surplus power recovery device of the present internal combustion engine, and the broken line shows the relationship between the supercharger surplus power recovery device The relationship between the engine load and the engine pressure of the engine 1 when not equipped is represented by a virtual curve.

As apparent from Fig. 7, in the engine 1 equipped with the supercharger surplus power recovery device of the present internal combustion engine, as compared with the engine 1 not equipped with the supercharger surplus power recovery device of the present internal combustion engine, The scavenging pressure is reduced in the region.

On the other hand, in an engine not equipped with such a supercharger surplus power recovery device, the surplus exhaust gas that can not be completely consumed by the supercharger is directly discharged to the atmosphere through a bypass valve or the like to be discarded. However, in the case of the engine 1 equipped with the supercharger surplus power recovery device of the internal combustion engine, the hydraulic pump 10 generates the hydraulic pressure by the reduced scavenging pressure, and the surplus exhaust gas energy is effectively used .

The supercharger surplus power recovery device of the internal combustion engine has a hydraulic pump 10 connected to the rotary shaft 8 of the turbocharger 5 and a hydraulic pump 11 connected to the crankshaft 2 of the engine 1, It is possible to downsize the hydraulic pump 10 and the hydraulic pump 11 so that the arrangement of other auxiliary airflows and the like around the engine 1 becomes very easy and substantial weight reduction can be achieved. In addition, by introducing an inexpensive fixed displacement pump, the manufacturing cost of the apparatus can be reduced.

The flow rate of the mutual hydraulic pressure between the hydraulic pump 10 and the hydraulic pump 11 is adjusted by a hydraulic pump 12 for control which is different from the hydraulic pumps 10 and 11 in a variable capacity type. The control hydraulic pump 12 only adjusts the flow rate of mutual oil pressure between the two fixed displacement hydraulic pumps 10 and 11 so that it can be a small variable displacement hydraulic pump, Which is very advantageous in terms of cost.

Since the electric motor 13 connected to the rotary shaft of the hydraulic pump 12 and rotated together with the hydraulic pump 12 is provided, when it is necessary to increase the flow rate of the hydraulic pressure of the passage by the hydraulic pump 12, When the hydraulic pump 12 is rotationally driven by the electric motor 13 to increase the flow rate of the hydraulic pressure and it is necessary to reduce the flow rate of the hydraulic pressure, the electric motor 13 is operated as a generator , The surplus power of the supercharger 5 can be recovered as electric power.

The controller 15 is connected to the capacity varying portion of the hydraulic pump 12 to change the capacity of the hydraulic pump 12. The controller 15 controls the hydraulic pump 12 12, the flow rate of mutual oil pressure between the two fixed-capacity-type hydraulic pumps 10, 11 can be optimally adjusted in accordance with the load of the engine 1 which is constantly changing.

The controller 15 includes a hydraulic pump 11 and an electric motor 13 that are rotationally driven by the crankshaft 2 of the engine 1 from low load to heavy load including starting of the engine 1, The capacity of the hydraulic pump 12 is changed so as to drive the hydraulic pump 10 on the side of the turbocharger 5 to rotate.

Because of this, the rotational force of the hydraulic pump 10 on the side of the turbocharger 5 is added by the two hydraulic pumps 11, 12 from the low load to the high load including starting with insufficient exhaust gas energy, It is possible to perform the optimum supercharging for the engine 1.

The controller 15 is configured to rotate the hydraulic pump 11 connected to the crankshaft 2 by operating the two hydraulic pumps 10 and 12 together from the center of the engine 1 to the vicinity of the commercial load operation The rotational force of the hydraulic pump 11 is increased to increase the rotational speed of the crankshaft 2 of the engine 1 at a load of more than the heavy load region where surplus is generated in the exhaust gas energy, ) Can be performed, and the fuel consumption can be improved.

The controller 15 controls the hydraulic pump 10 on the side of the supercharger 5 to be connected to the hydraulic pump 10 connected to the crankshaft 2 of the engine 1 from the vicinity of the commercial load operation to the rated load operation of the engine 1 The capacity of the variable displacement pump 12 is changed so as to drive the variable displacement hydraulic pump 11 and the variable displacement hydraulic pump 12 to rotate.

Therefore, the electric motor 13 is rotationally driven by the hydraulic pump 12 from the vicinity of the commercial load operation where the exhaust gas energy is further surplus to the rated load operation, and the electric power is generated by the electric motor 13 . As a result, the surplus power of the turbocharger 5 can be recovered optimally.

Since the controller 15 controls the fuel injection of the engine 1, it is possible to optimally control the capacity of the variable displacement hydraulic pump 12 based on the fuel injection amount of the engine 1. Further, fuel injection of the engine 1 and control of the hydraulic pump 12 are performed by one controller 15, thereby simplifying the system.

The boost pump 35 for supplying the hydraulic oil to the hydraulic circuit 20 from the hydraulic oil tank 34 is mounted on the rotary shaft of the variable displacement control hydraulic pump 12 and rotated by the one electric motor 13 It is not necessary to arrange the power source of the boost pump 35 newly, and the surplus power of the turbocharger 5 can be recovered to a higher level.

Particularly, in the supercharger surplus power recovery device of the present internal combustion engine, the hydraulic pump 12, the boost pump 35 and the electric motor 13 are integrally connected and the hydraulic pump 12 and the boost pump 35 It is possible to simplify the arrangement of the hydraulic pump around the internal combustion engine and to simplify the piping and to save a great deal of space.

Further, the supercharger surplus power recovery device of the above-described internal combustion engine is merely an example, and various modifications are possible based on the object of the present invention, and they are not excluded from the scope of the present invention.

Industrial availability

The supercharger surplus power recovery device of the internal combustion engine of the present invention is not limited to the propulsive two-cycle diesel engine mounted on the above described ship, provided that it is an internal combustion engine having a supercharger, It can be widely used in all types of internal combustion engines.

1: engine
2: Crankshaft
3: Transmission
5: supercharger
6: Compressor
7: Turbine
8:
9: Transmission
10: Hydraulic pump (first hydraulic pump)
11: Hydraulic pump (second hydraulic pump)
12: Hydraulic pump (third hydraulic pump)
13: Electric motor
14: Central distribution device
15: Controller
20: Hydraulic circuit
21, 22, 23, 24:
25: Switching valve
26, 27: Safety valve
28: Electronic opening / closing valve
29, 30: Check valve
31: Safety valve
32: Safety valve
33: heat exchanger
34: Working oil tank
35: Boost pump (fourth pump)
36: Filter
37: Euro

Claims (7)

A supercharger (5) which is rotationally driven by the exhaust gas of the internal combustion engine (1) to supercharge the supply of the internal combustion engine; a first fixed pressure hydraulic pump (10) connected to the rotary shaft of the supercharger and rotated together with the supercharger A second hydraulic pump 11 of a fixed capacity type connected to the crankshaft 2 of the internal combustion engine and rotating together with the crankshaft, and a second hydraulic pump 11 connected to the crankshaft 2 of the internal combustion engine, A third hydraulic pump 12 of a variable displacement type arranged in the hydraulic circuit to adjust the flow rate of mutual hydraulic pressure between the first hydraulic pump and the second hydraulic pump, And a fourth hydraulic pump (35) for supplying operating oil from the first hydraulic pump (34) to the hydraulic circuit, wherein the third hydraulic pump and the fourth hydraulic pump are provided with one electric motor One 3) and is rotationally driven by the electric motor, and the third hydraulic pump and the fourth hydraulic pump are disposed inside the hydraulic oil tank. The method according to claim 1,
Further comprising a controller (15) connected to the capacity variable portion of the third hydraulic pump (12) to change the capacity of the third hydraulic pump, wherein the controller Wherein the capacity of the hydraulic pump is changed by changing the capacity of the supercharger. 3. The method of claim 2,
The controller 15 controls the second hydraulic pump 11 and the third hydraulic pump 12 to work together to rotate the first hydraulic pump 12 at the bottom of the internal combustion engine 1 The capacity of the third hydraulic pump is changed so as to change the capacity of the third hydraulic pump. The method according to claim 2 or 3,
The controller 15 operates the first hydraulic pump 10 and the third hydraulic pump 12 together from the middle load of the internal combustion engine 1 to the vicinity of the commercial load operation to cause the second hydraulic pump 11 And the capacity of the third hydraulic pump is changed so as to rotationally drive the first hydraulic pump and the second hydraulic pump. 5. The method according to any one of claims 2 to 4,
The controller 15 controls the first hydraulic pump 10 and the third hydraulic pump 12 from the vicinity of the commercial load operation of the internal combustion engine 1 to the rated load operation Wherein the capacity of the third hydraulic pump is changed so as to drive the first and second hydraulic pumps. 6. The method according to any one of claims 2 to 5,
The controller (15) controls fuel injection of the internal combustion engine. 7. The method according to any one of claims 1 to 6,
Characterized in that the electric motor (13) is connected to a central power distribution device (14) of a body of a paint body equipped with the internal combustion engine (1) to receive electric power or to supply electric power. Device.

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