JP4587923B2 - Turbo compound engine - Google Patents

Turbo compound engine Download PDF

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JP4587923B2
JP4587923B2 JP2005274007A JP2005274007A JP4587923B2 JP 4587923 B2 JP4587923 B2 JP 4587923B2 JP 2005274007 A JP2005274007 A JP 2005274007A JP 2005274007 A JP2005274007 A JP 2005274007A JP 4587923 B2 JP4587923 B2 JP 4587923B2
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valve
power
exhaust
turbine
accelerator
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JP2007085226A (en
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裕久 桑野
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Hino Motors Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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Description

本発明は、ターボコンパウンドエンジンに関するものである。   The present invention relates to a turbo compound engine.

従来より、排気ガスから動力回収するターボチャージャと、該ターボチャージャのタービンを経た排気ガスから更に動力回収するパワータービンとを備え、ターボチャージャで回収した動力を吸気を加圧するための過給動力として、パワータービンで回収した動力をエンジン駆動力として有効利用し得るようにしたターボコンパウンドエンジンが知られている。   Conventionally, a turbocharger that recovers power from exhaust gas and a power turbine that recovers power from exhaust gas that has passed through the turbine of the turbocharger are provided, and the power recovered by the turbocharger is used as supercharging power to pressurize the intake air. A turbo compound engine is known in which power recovered by a power turbine can be effectively used as engine driving force.

図３は一般的なターボコンパウンドエンジンの一例を示すもので、ここに図示する例においては、エンジン本体１から排気マニホールド２を介して排出された排気ガス３の持つエネルギーをターボチャージャ４のタービン５で動力として回収し、該タービン５により駆動されるコンプレッサ６でエンジン本体１に入る吸気（図示せず）を加圧する一方、タービン５を経た排気ガス３からパワータービン７で更にエネルギーを動力として回収し、その回収した動力を第一ギアトレーン８、流体継手９、第二ギアトレーン１０を介してエンジン本体１のクランクシャフト１１に伝達するようにし、前記パワータービン７を経た排気ガス３は排気管１２を介して車外へ排出するようにしてある。尚、図３中における１３は排気ブレーキ、１４はフライホイールを示す。   FIG. 3 shows an example of a general turbo compound engine. In the example shown here, the energy of the exhaust gas 3 discharged from the engine body 1 through the exhaust manifold 2 is converted into the turbine 5 of the turbocharger 4. Is recovered as power, and the intake air (not shown) entering the engine body 1 is pressurized by the compressor 6 driven by the turbine 5, while further energy is recovered from the exhaust gas 3 passing through the turbine 5 by the power turbine 7 as power. The recovered power is transmitted to the crankshaft 11 of the engine body 1 via the first gear train 8, the fluid coupling 9, and the second gear train 10, and the exhaust gas 3 passing through the power turbine 7 is an exhaust pipe. 12 is discharged to the outside of the vehicle. In FIG. 3, 13 indicates an exhaust brake, and 14 indicates a flywheel.

近年、斯かるターボコンパウンドエンジンにおいては、各気筒のバルブの開閉タイミングやリフトを任意に変更し得る可変バルブ機構を備え、アクセルオフによる惰性走行の際にバルブの開弁動作を停止させて閉状態に保持し、これによりエンジンフリクションを下げて車両の速度低下を抑えることが考えられている。   In recent years, such a turbo compound engine has a variable valve mechanism that can arbitrarily change the opening / closing timing and lift of each cylinder valve, and stops the valve opening operation when the vehicle is coasting due to accelerator off. It is considered that the engine friction is lowered to suppress the vehicle speed reduction.

即ち、バルブの開弁動作を停止した気筒では、バルブが閉状態に保持されて気筒内に空気が封止されることになるが、この空気は気筒内で拡縮されるだけで出力を下げる作用が生じることはなく（圧縮時の抵抗が膨張時に相殺されるため）、寧ろバルブの開弁動作を継続させた場合（燃料噴射だけをカットした場合）に空気が出入りすることで生じる抵抗が回避されるので、エンジンフリクションが低下して車両の速度低下が抑えられ、該車両の燃費が従来よりも大幅に向上されることになる。   In other words, in a cylinder in which the valve opening operation is stopped, the valve is kept closed and air is sealed in the cylinder, but this air simply expands and contracts in the cylinder and reduces the output. Will not occur (because the resistance during compression is offset during expansion), rather, the resistance caused by the air going in and out when the valve opening operation is continued (when only fuel injection is cut) is avoided. Therefore, the engine friction is reduced and the speed reduction of the vehicle is suppressed, and the fuel consumption of the vehicle is greatly improved as compared with the prior art.

尚、この種のターボコンパウンドエンジンに関連する先行技術文献情報としては下記の特許文献１等がある。
特開平９−２２２０２６号公報 As prior art document information related to this type of turbo compound engine, there is the following Patent Document 1 and the like.
JP-A-9-2222026

しかしながら、前述した如きターボコンパウンドエンジンでアクセルオフ時に各気筒のバルブの開弁動作を停止してしまうと、ターボチャージャ４のタービン５の駆動力となる作動流体（アクセルオフ時にあっては空気）がなくなってしまい、ターボチャージャ４のタービン５の回転が大幅に低下してしまうため、次にアクセルを踏み込んで再加速した場合に、ターボチャージャ４のタービン５を大幅に落ち込んだ回転数から駆動しなければならなくなってターボラグ（加速時などで実際に排気ガスの量が増加してタービンによる過給が始まるまでの時間遅れ）が大きくなり、加速性の悪化や黒煙の増加といった問題を招く虞れがあった。   However, if the valve opening operation of each cylinder is stopped when the accelerator is off in the turbo compound engine as described above, the working fluid (air when the accelerator is off) is used as the driving force of the turbine 5 of the turbocharger 4. Since the rotation of the turbine 5 of the turbocharger 4 is significantly reduced, the turbine 5 of the turbocharger 4 must be driven from the greatly reduced rotational speed when the accelerator is depressed and reaccelerated next time. The turbo lag (time delay until the turbocharger starts to increase due to the actual increase in the amount of exhaust gas at the time of acceleration, etc.) will increase and may cause problems such as deterioration in acceleration and increase in black smoke was there.

本発明は上述の実情に鑑みてなしたもので、アクセルオフ時に各気筒のバルブの開弁動作を停止しても、再加速時におけるターボラグを抑制し得るようにしたターボコンパウンドエンジンを提供することを目的とする。   The present invention has been made in view of the above circumstances, and provides a turbo compound engine capable of suppressing turbo lag during re-acceleration even when the valve opening operation of each cylinder is stopped when the accelerator is off. With the goal.

本発明は、排気ガスから動力回収するターボチャージャと、該ターボチャージャのタービンを経た排気ガスから更に動力回収するパワータービンとを備え、該パワータービンで回収した動力をクランクシャフトに伝達するようにしたターボコンパウンドエンジンにおいて、アクセルオフ時に各気筒のバルブの開弁動作をバルブ動作停止手段により停止して惰性走行を行い得るように構成し、パワータービンより下流側の排気管から分岐して排気マニホールドに至るバイパス流路を設け、該バイパス流路の途中に第一の開閉バルブを備え且つ前記排気管におけるバイパス流路の分岐位置より下流側に第二の開閉バルブを備えたことを特徴とするものである。   The present invention includes a turbocharger that recovers power from exhaust gas, and a power turbine that further recovers power from exhaust gas that has passed through the turbine of the turbocharger, and transmits power recovered by the power turbine to a crankshaft. In a turbo compound engine, when the accelerator is off, the valve opening operation of each cylinder is stopped by the valve operation stop means so that inertial running can be performed, branching from the exhaust pipe downstream from the power turbine to the exhaust manifold Characterized in that a bypass passage is provided, a first opening / closing valve is provided in the middle of the bypass passage, and a second opening / closing valve is provided downstream of the bypass passage branching position in the exhaust pipe. It is.

而して、このようにすれば、アクセルオフ時に各気筒のバルブの開弁動作がバルブ動作停止手段により停止され、各気筒のバルブが閉状態となってターボチャージャのタービンに作動流体（アクセルオフ時にあっては空気）が入らなくなるため、パワータービンにも作動流体が導かれなくなって動力回収ができなくなるが、惰性走行により回転するクランクシャフト側から本来の動力伝達とは逆向きにパワータービン側へ動力が伝達されて該パワータービンが駆動されることになる。   In this way, when the accelerator is off, the valve opening operation of each cylinder is stopped by the valve operation stop means, and the valve of each cylinder is closed, so that the working fluid (accelerator off) However, sometimes the working fluid is not guided to the power turbine and the power cannot be recovered. However, the power turbine side is opposite to the original power transmission from the crankshaft rotating by inertial running. Power is transmitted to the power turbine to drive the power turbine.

この際、アクセルオフと同時に第一の開閉バルブを開け且つ第二の開閉バルブを閉じておけば、前記惰性走行で駆動されるパワータービンにより、排気系に残存する空気がバイパス流路を介して排気マニホールドに循環され、該排気マニホールドからの空気の循環流でターボチャージャのタービンの回転が維持されるため、次にアクセルを踏み込んで再加速した場合のターボラグが大幅に抑制されることになる。   At this time, if the first on-off valve is opened and the second on-off valve is closed at the same time as the accelerator is turned off, the air remaining in the exhaust system is passed through the bypass passage by the power turbine driven by the inertia traveling. Since the rotation of the turbine of the turbocharger is maintained by the circulating flow of air from the exhaust manifold and is re-accelerated by depressing the accelerator, the turbo lag is greatly suppressed.

また、本発明をより具体的に実施するに際しては、例えば、アクセルオフ時に各気筒のバルブの開弁動作を停止するバルブ動作停止手段が可変バルブ機構により構成されていたり、第二の開閉バルブが排気ブレーキを兼ねたものであっても良い。   In more specific implementation of the present invention, for example, the valve operation stop means for stopping the valve opening operation of each cylinder when the accelerator is off is constituted by a variable valve mechanism, or the second opening / closing valve is It may also serve as an exhaust brake.

上記した本発明のターボコンパウンドエンジンによれば、アクセルオフ時にエンジンフリクションを低下して燃費の向上を図るべく各気筒のバルブの開弁動作を停止しても、バイパス流路を開通させて排気系の残存空気を排気マニホールドに循環することができ、該排気マニホールドからの空気の循環流でターボチャージャのタービンの回転を維持することができるので、次にアクセルを踏み込んで再加速した場合のターボラグを大幅に抑制することができ、加速性の悪化や黒煙の増加といった問題を未然に回避することができるという優れた効果を奏し得る。   According to the turbo compound engine of the present invention described above, even if the valve opening operation of each cylinder is stopped in order to reduce engine friction and improve fuel efficiency when the accelerator is off, the bypass passage is opened and the exhaust system is opened. The remaining air can be circulated to the exhaust manifold, and the rotation of the turbocharger turbine can be maintained by the circulating air flow from the exhaust manifold. It can be greatly suppressed, and an excellent effect can be obtained that problems such as deterioration in acceleration and increase in black smoke can be avoided in advance.

以下本発明の実施の形態を図面を参照しつつ説明する。   Embodiments of the present invention will be described below with reference to the drawings.

図１は本発明を実施する形態の一例を示すもので、本形態例においては、前述した図３と略同様に構成したターボコンパウンドエンジンに関し、アクセルオフ時に各気筒のバルブの開弁動作を後述のバルブ動作停止手段により停止して惰性走行を行い得るように構成すると共に、パワータービン７より下流側の排気管１２から分岐して排気マニホールド２に至るバイパス流路１５を設け、該バイパス流路１５の途中に開閉バルブ１６（第一の開閉バルブ）を備え且つ前記排気管１２におけるバイパス流路１５の分岐位置より下流側に排気ブレーキ１３（第二の開閉バルブ）を備えている。   FIG. 1 shows an example of an embodiment for carrying out the present invention. In this embodiment, a valve opening operation of each cylinder is described later with respect to a turbo compound engine configured substantially the same as FIG. This is configured so that the inertial running can be performed by being stopped by the valve operation stop means, and a bypass flow path 15 branched from the exhaust pipe 12 downstream from the power turbine 7 to reach the exhaust manifold 2 is provided. 15 is provided with an opening / closing valve 16 (first opening / closing valve), and an exhaust brake 13 (second opening / closing valve) downstream from the branch position of the bypass passage 15 in the exhaust pipe 12.

ここで、前記排気ブレーキ１３は、アクセルオフ時に排気管１２の流路を絞り込んで排気系の残存空気の流れをバイパス流路１５側へ切り替える機能を兼ね備えたものとなっており、要するに、バルブが通常通り開弁動作され且つバイパス流路１５が不通状態となっている条件下でアクセルオフ時に閉じれば排気ブレーキとして機能し、バルブの開弁動作が停止され且つバイパス流路１５が開通状態となっている条件下でアクセルオフ時に閉じれば流路切り替え用の第二の開閉バルブとして機能するようになっている。   Here, the exhaust brake 13 has a function of narrowing the flow path of the exhaust pipe 12 when the accelerator is off and switching the flow of the remaining air in the exhaust system to the bypass flow path 15 side. If it is closed when the accelerator is off under the condition that the valve opening operation is normally performed and the bypass flow path 15 is disconnected, it functions as an exhaust brake, the valve opening operation of the valve is stopped, and the bypass flow path 15 is opened. If it is closed when the accelerator is off under the condition, it functions as a second opening / closing valve for switching the flow path.

また、図２は本形態例のターボコンパウンドエンジンに採用されたバルブ動作停止手段の一例を示すもので、バルブ１７（図中には排気弁を図示）の開閉タイミングやリフトを任意に変更し得る手段として従来から知られている可変バルブ機構１８をバルブ動作停止手段として採用している。   FIG. 2 shows an example of the valve operation stop means employed in the turbo compound engine of this embodiment. The opening / closing timing and lift of the valve 17 (exhaust valve is shown in the figure) can be arbitrarily changed. As a means, a conventionally known variable valve mechanism 18 is employed as a valve operation stop means.

即ち、図２に例示する油圧式の可変バルブ機構１８においては、気筒１９の並び方向に延びるカムシャフト２０に、各気筒１９に対応して吸気用と排気用のカム２１（図中では排気用のカムを図示）が並設されており、前記カムシャフト２０の近傍を平行に延びるロッカーシャフト２２には、前記カム２１により一端をローラ２３ａを介し押し上げられて傾動するロッカーアーム２３が装備されている。   That is, in the hydraulic variable valve mechanism 18 illustrated in FIG. 2, the camshaft 20 extending in the direction in which the cylinders 19 are arranged is connected to the intake and exhaust cams 21 (exhaust in the drawing) corresponding to the cylinders 19. The rocker shaft 22 extending in parallel in the vicinity of the camshaft 20 is provided with a rocker arm 23 that is tilted by being pushed up by the cam 21 through a roller 23a. Yes.

そして、このロッカーアーム２３の一端が上方の油圧ユニット２４に備えられたマスターピストン２５を押し上げ、前記油圧ユニット２４内に穿設された開弁用油通路２６に油圧を発生させてブリッジ３１直上のスレーブピストン２７を下降せしめ、このスレーブピストン２７によりブリッジ３１を介し両バルブ１７を押し下げて開弁し得るようになっている。   Then, one end of the rocker arm 23 pushes up the master piston 25 provided in the upper hydraulic unit 24 to generate hydraulic pressure in the valve opening oil passage 26 drilled in the hydraulic unit 24 to directly above the bridge 31. The slave piston 27 is lowered, and both valves 17 can be opened by the slave piston 27 via the bridge 31 to open the valve.

ここで、前記油圧ユニット２４内の開弁用油通路２６には、該開弁用油通路２６の油圧の保持・開放を切り替えるための３ウェイ式のソレノイドバルブ２８（油圧供給手段）を介して給油通路２９が接続されており、図示しないエンジン駆動のオイルポンプにより送り込まれる作動油３０を開弁用油通路２６に導き入れて該開弁用油通路２６内を満たし、マスターピストン２５の作動時には、開弁用油通路２６の油圧の保持・開放を適宜に切り替えてスレーブピストン２７の追従時期や作動量を制御することでバルブ１７の開閉タイミングやリフトを調節し得るようにしてある。   Here, the valve opening oil passage 26 in the hydraulic unit 24 is connected via a three-way solenoid valve 28 (hydraulic supply means) for switching between holding and releasing the oil pressure of the valve opening oil passage 26. An oil supply passage 29 is connected, and hydraulic oil 30 fed by an unillustrated engine-driven oil pump is introduced into the valve opening oil passage 26 to fill the valve opening oil passage 26, and when the master piston 25 is in operation. The opening and closing timing and the lift of the valve 17 can be adjusted by appropriately switching the holding and opening of the hydraulic pressure in the valve opening oil passage 26 and controlling the follow-up timing and operation amount of the slave piston 27.

即ち、マスターピストン２５の作動時において、ソレノイドバルブ２８により開弁用油通路２６の油圧を保持すれば、マスターピストン２５の作動に直ちに追従してスレーブピストン２７が作動することになるが、マスターピストン２５の作動により生じる開弁用油通路２６の油圧をソレノイドバルブ２８の切り替えでアキュームレータ等へ逃がせば、マスターピストン２５が作動していてもスレーブピストン２７が追従しなくなるので、その追従時期を遅らせたり作動量を減らしたりすることが可能となり、更には、バルブ１７の開弁動作を完全に停止することも可能となる。   That is, when the master piston 25 is operated, if the solenoid valve 28 holds the hydraulic pressure of the valve opening oil passage 26, the slave piston 27 immediately operates following the operation of the master piston 25. If the oil pressure of the valve opening oil passage 26 generated by the operation of the valve 25 is released to the accumulator or the like by switching the solenoid valve 28, the slave piston 27 will not follow even if the master piston 25 is operated. The amount of operation can be reduced, and furthermore, the valve opening operation of the valve 17 can be completely stopped.

而して、長い下り坂などで排気ブレーキ１３による制動を効かせたい場合を除く通常の走行状態にあって、燃費向上を目的として惰性走行での車両の速度低下を抑えたい場合に、アクセルオフ（アクセルオフをアクセルセンサなどにより直接検出しなくても燃料噴射制御系での燃料噴射の停止の信号などを流用してエンジン制御コンピュータ［ＥＣＵ：Electronic Control Unit］で判定させれば良い）と同時に可変バルブ機構１８のソレノイドバルブ２８をアキュームレータへ油圧を開放した状態に保持すると、マスターピストン２５が作動していてもスレーブピストン２７が追従しなくなる結果、各気筒１９におけるバルブ１７の開弁動作が停止され、各気筒１９のバルブ１７が閉状態となって作動流体（アクセルオフ時にあっては空気）がエンジン本体１から排出されなくなる。   Thus, when the vehicle is in a normal driving state except when it is desired to apply braking by the exhaust brake 13 on a long downhill or the like, and when it is desired to suppress a decrease in vehicle speed during inertial driving for the purpose of improving fuel efficiency, the accelerator is off. (Even if the accelerator off is not directly detected by an accelerator sensor or the like, the engine control computer [ECU: Electronic Control Unit] may be used to determine the fuel injection stop signal in the fuel injection control system) If the solenoid valve 28 of the variable valve mechanism 18 is kept open to the accumulator, the slave piston 27 does not follow even if the master piston 25 is operating, and as a result, the valve opening operation of the valve 17 in each cylinder 19 is stopped. As a result, the valve 17 of each cylinder 19 is closed and the working fluid (air when the accelerator is off) is energized. It will no longer be discharged from the down main body 1.

この結果、図１のターボチャージャ４のタービン５に作動流体が入らなくなるため、パワータービン７にも作動流体が導かれなくなって動力回収ができなくなるが、惰性走行により回転するクランクシャフト１１側から本来の動力伝達とは逆向きに第二ギアトレーン１０、流体継手９、第一ギアトレーン８を介しパワータービン７側へ動力が伝達されて該パワータービン７が駆動されることになる。   As a result, since the working fluid does not enter the turbine 5 of the turbocharger 4 in FIG. 1, the working fluid is not guided to the power turbine 7 and the power cannot be recovered. Power is transmitted to the power turbine 7 side through the second gear train 10, the fluid coupling 9, and the first gear train 8 in the opposite direction to the power transmission, and the power turbine 7 is driven.

この際、アクセルオフと同時に開閉バルブ１６を開け且つ排気ブレーキ１３を閉じておけば、前記惰性走行で駆動されるパワータービン７により、排気系に残存する空気がバイパス流路１５を介して排気マニホールド２に循環され、該排気マニホールド２からの空気の循環流でターボチャージャ４のタービン５の回転が維持されるため、次にアクセルを踏み込んで再加速した場合のターボラグが大幅に抑制されることになる。   At this time, if the open / close valve 16 is opened and the exhaust brake 13 is closed simultaneously with the accelerator off, the air remaining in the exhaust system is exhausted via the bypass passage 15 by the power turbine 7 driven by the inertia traveling. 2, and the rotation of the turbine 5 of the turbocharger 4 is maintained by the circulating flow of air from the exhaust manifold 2, so that the turbo lag when the accelerator is depressed and re-accelerated next time is greatly suppressed. Become.

従って、上記形態例によれば、アクセルオフ時にエンジンフリクションを低下して燃費の向上を図るべく各気筒１９のバルブ１７の開弁動作を停止しても、バイパス流路１５を開通させて排気系の残存空気を排気マニホールド２に循環することができ、該排気マニホールド２からの空気の循環流でターボチャージャ４のタービン５の回転を維持することができるので、次にアクセルを踏み込んで再加速した場合のターボラグを大幅に抑制することができ、加速性の悪化や黒煙の増加といった問題を未然に回避することができる。   Therefore, according to the above embodiment, even if the opening operation of the valve 17 of each cylinder 19 is stopped in order to improve the fuel consumption by reducing the engine friction when the accelerator is off, the bypass passage 15 is opened and the exhaust system is opened. The remaining air can be circulated to the exhaust manifold 2, and the rotation of the turbine 5 of the turbocharger 4 can be maintained by the circulating flow of air from the exhaust manifold 2. In this case, the turbo lag can be greatly suppressed, and problems such as deterioration in acceleration and increase in black smoke can be avoided in advance.

尚、本発明のターボコンパウンドエンジンは、上述の形態例にのみ限定されるものではなく、バルブ動作停止手段は各気筒のバルブの開弁動作を停止し得るようになっていれば良く、必ずしも可変バルブ機構をバルブ動作停止手段として用いなくても良いこと、また、第二の開閉バルブは必ずしも排気ブレーキと兼用させる必要はなく、排気ブレーキと独立して別途設けるようにしても良いこと、その他、本発明の要旨を逸脱しない範囲内において種々変更を加え得ることは勿論である。   The turbo compound engine according to the present invention is not limited to the above-described embodiment. The valve operation stopping means may be any variable as long as it can stop the valve opening operation of each cylinder. The valve mechanism may not be used as a valve operation stop means, and the second opening / closing valve does not necessarily have to be used as an exhaust brake, and may be provided separately from the exhaust brake, Of course, various modifications can be made without departing from the scope of the present invention.

本発明を実施する形態の一例を示す概略図である。It is the schematic which shows an example of the form which implements this invention. 本形態例に採用されたバルブ動作停止手段の一例を示す断面図である。It is sectional drawing which shows an example of the valve operation stop means employ | adopted as this form example. 従来例を示す概略図である。It is the schematic which shows a prior art example.

符号の説明Explanation of symbols

２ 排気マニホールド
３ 排気ガス
４ ターボチャージャ
５ タービン
７ パワータービン
１１ クランクシャフト
１２ 排気管
１３ 排気ブレーキ（第二の開閉バルブ）
１５ バイパス流路
１６ 開閉バルブ（第一の開閉バルブ）
１７ バルブ
１８ 可変バルブ機構（バルブ動作停止手段）
１９ 気筒 2 exhaust manifold 3 exhaust gas 4 turbocharger 5 turbine 7 power turbine 11 crankshaft 12 exhaust pipe 13 exhaust brake (second on-off valve)
15 Bypass flow path 16 Open / close valve (first open / close valve)
17 Valve 18 Variable valve mechanism (valve operation stop means)
19 cylinders

Claims (3)

排気ガスから動力回収するターボチャージャと、該ターボチャージャのタービンを経た排気ガスから更に動力回収するパワータービンとを備え、該パワータービンで回収した動力をクランクシャフトに伝達するようにしたターボコンパウンドエンジンにおいて、アクセルオフ時に各気筒のバルブの開弁動作をバルブ動作停止手段により停止して惰性走行を行い得るように構成し、パワータービンより下流側の排気管から分岐して排気マニホールドに至るバイパス流路を設け、該バイパス流路の途中に第一の開閉バルブを備え且つ前記排気管におけるバイパス流路の分岐位置より下流側に第二の開閉バルブを備えたことを特徴とするターボコンパウンドエンジン。   In a turbo compound engine comprising: a turbocharger that recovers power from exhaust gas; and a power turbine that further recovers power from exhaust gas that has passed through the turbine of the turbocharger, wherein the power recovered by the power turbine is transmitted to a crankshaft. The bypass passage that opens from the exhaust pipe downstream from the power turbine and reaches the exhaust manifold is configured such that when the accelerator is off, the valve opening operation of each cylinder is stopped by the valve operation stop means and coasting can be performed. And a first open / close valve in the middle of the bypass flow path, and a second open / close valve downstream of the bypass flow path branch position in the exhaust pipe. バルブ動作停止手段が可変バルブ機構により構成されていることを特徴とする請求項１に記載のターボコンパウンドエンジン。   2. The turbo compound engine according to claim 1, wherein the valve operation stop means is constituted by a variable valve mechanism. 第二の開閉バルブが排気ブレーキを兼ねていることを特徴とする請求項１又は２に記載のターボコンパウンドエンジン。   The turbo compound engine according to claim 1, wherein the second opening / closing valve also serves as an exhaust brake.
JP2005274007A 2005-09-21 2005-09-21 Turbo compound engine Expired - Fee Related JP4587923B2 (en)

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