JPH0571353A - Engine with air after charger - Google Patents
Engine with air after chargerInfo
- Publication number
- JPH0571353A JPH0571353A JP3257131A JP25713191A JPH0571353A JP H0571353 A JPH0571353 A JP H0571353A JP 3257131 A JP3257131 A JP 3257131A JP 25713191 A JP25713191 A JP 25713191A JP H0571353 A JPH0571353 A JP H0571353A
- Authority
- JP
- Japan
- Prior art keywords
- air
- engine
- cylinder
- exhaust
- pressure
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
Landscapes
- Supercharger (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明はエアアフタチャージ機能
を持つ２ストローク内燃機関に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a two-stroke internal combustion engine having an air aftercharge function.
【０００２】[0002]
【従来の技術】過給機効率が近年大いに向上してその本
来の役目である過給給気供給で必要な空気量以上に給気
が供給されタービン出口の排気ガス温度が低い、給気エ
ネルギが十分内燃機関の性能に反映されていない等の状
況にある。排気エネルギの利用については（１）高い過
給器効率で排気エネルギを回収してその動力を出力軸に
環元するターボコンパウンドエンジンが実用化されてい
る。（２）ライナポートのマッチング等により給気エネ
ルギを利用する方法が行われている。2. Description of the Related Art In recent years, the efficiency of a supercharger has been greatly improved, and more than the amount of air required for the supercharged air supply, which is the original function of the supercharger, has been supplied and the exhaust gas temperature at the turbine outlet has been low. Is not sufficiently reflected in the performance of the internal combustion engine. Regarding the use of exhaust energy, (1) a turbo compound engine in which exhaust energy is recovered with high supercharger efficiency and its power is returned to an output shaft has been put into practical use. (2) A method of utilizing supply air energy by matching the liner port and the like is performed.
【０００３】[0003]
【発明が解決しようとする課題】前記（１）のコンパウ
ンドエンジンには付属のシステムが必要であり（２）に
ついては効果的な方策が見出しにくい状況にある。本発
明の目的は前記不具合を解消し排気ターボ過給機付２ス
トロークディーゼル機関の排気エネルギを有効に利用し
たサイクルを実施できるエアアフタチャージ付内燃機関
を提供することである。The compound engine of (1) requires an attached system, and it is difficult to find an effective measure for (2). It is an object of the present invention to provide an internal combustion engine with an air after-charge, which can solve the above-mentioned problems and can implement a cycle in which the exhaust energy of a two-stroke diesel engine with an exhaust turbocharger is effectively used.
【０００４】[0004]
【課題を解決するための手段】前記課題を解決するため
機関内部に過給空気圧による動力回収の機構を設ける。
第１排気ターボ過給機付２ストロークディーゼル機関に
おいて、空気吸入口が掃気室に連通された第２排気ター
ボ過給機と、前記排気ターボ過給機の空気吐出口に連結
された空気冷却器と、前記空気冷却器の吐出口に連結さ
れた前記２ストロークディーゼル機関の各気筒頭に設け
られた給気弁とを有してなることを特徴としている。To solve the above problems, a mechanism for recovering power by supercharged air pressure is provided inside the engine.
In a two-stroke diesel engine with a first exhaust turbocharger, a second exhaust turbocharger having an air intake port communicating with a scavenging chamber, and an air cooler connected to an air discharge port of the exhaust turbocharger And an air supply valve provided at each cylinder head of the two-stroke diesel engine connected to the discharge port of the air cooler.
【０００５】[0005]
【作用】掃気室に連通された排気ターボ過給機は前記掃
気室の空気を圧縮し空気冷却器を通して冷却して温度の
低い圧力の高い空気を前記給気弁へ送る。機関の圧縮行
程で従来の場合の筒内圧が前記給気弁へ送られる圧力よ
り低い或るピストン位置で制御装置の制御により前記給
気弁を開き前記空気を筒内へ供給する。これにより筒内
の圧力は上り、温度は下る。前記給気弁を閉じ機関は従
来と同じ行程を行う。圧縮行程で投入された空気圧エネ
ルギは膨張行程で正の仕事に環元されるため、投入エネ
ルギにより効率が向上するとともに高圧空気を冷却して
投入するので熱サイクル的にも効率が上る。又空気過剰
率を向上させ燃焼の改善が可能となる。The exhaust turbo supercharger connected to the scavenging chamber compresses the air in the scavenging chamber and cools it through the air cooler to send low temperature and high pressure air to the air supply valve. In the compression stroke of the engine, at a certain piston position where the in-cylinder pressure in the conventional case is lower than the pressure sent to the air supply valve, the air supply valve is opened by the control of the controller to supply the air into the cylinder. As a result, the pressure in the cylinder rises and the temperature falls. The air intake valve is closed and the engine performs the same stroke as before. The pneumatic energy input in the compression stroke is returned to the positive work in the expansion stroke, so that the efficiency is improved by the input energy and the high-pressure air is cooled and input, so that the thermal cycle efficiency is also improved. Further, it becomes possible to improve the combustion by improving the excess air ratio.
【０００６】（１）ピストンは膨張行程ではシリンダ内
のガスの膨張により仕事をするがピストンの上昇行程で
は負の圧縮仕事をする。圧縮時に筒内圧が低いと負の仕
事は軽減される。 （２）掃気圧を低目にマッチングし圧縮初期の圧力を低
くして圧縮行程の途中で給気弁を開いて追加の空気を投
入し、従来の圧力に回復させ給気弁を閉じてその後従来
と同じ行程を行うサイクルを行うことにより、圧縮行程
前部の負の圧縮仕事を軽減せしめてサイクル効率を改善
させるものである。 （３）後に投入する過給空気は温度が低いので筒内の温
度が下り熱サイクル的に冷却掃気が流入したことと同じ
になり効率が改善される。 （４）一方給気追加により筒内の空気過剰率はポート掃
気の場合に比べ追加分の空気はすべて排気弁から逃げな
いのでより高い空気過剰率となり燃焼面で有利となる。(1) The piston performs work by the expansion of the gas in the cylinder during the expansion stroke, but performs negative compression work during the upward stroke of the piston. When the cylinder pressure is low during compression, negative work is reduced. (2) Match the scavenging pressure to a low value to lower the pressure at the beginning of compression, open the air supply valve in the middle of the compression stroke to add additional air, restore the conventional pressure, and close the air supply valve. By performing the same cycle as the conventional stroke, the negative compression work in the front part of the compression stroke is reduced and the cycle efficiency is improved. (3) Since the temperature of the supercharged air that is introduced later is low, the temperature inside the cylinder is lowered and the cooling scavenging gas flows in the same manner as the heat cycle, and the efficiency is improved. (4) On the other hand, the additional air supply causes the excess air ratio in the cylinder to be higher than that in the case of port scavenging because all the additional air does not escape from the exhaust valve, which is advantageous in terms of combustion.
【０００７】[0007]
【実施例】本発明の実施例を図１〜３によって説明す
る。図１は本発明のアフタチャージサイクル系統図、図
２は実施例の機関の気筒の断面図、図３は実施例の機関
の模型化した指圧線図である。図において１１は排気集
合管で全気筒の排気管が連通している。１２は高効率過
給機で排気集合管１１に接続され吸気管は大気へ連通し
た排気ターボ過給機である。１３は空気冷却器で高効率
過給機１２の空気吐出管に結合されている。１４は掃気
室で空気冷却器１３の吐出管が接続され各気筒の掃気口
に通じている。１５はシリンダライナ、１６はシリンダ
内で機関の公知の部分である。１７は回収過給機で排気
集合管１１に連通され空気入口は掃気室１４に連結され
た排気ターボ過給機である。１８は空気冷却器で回収過
給器１７の空気吐出管に接続されている。１９はアフタ
チャージ空気のサージタンクで空気冷却器１８の吐出管
が接続されている。２０はアフタチャージ弁で各気筒頭
に設けられアフタチャージ空気サージタンク１９に連通
し図示しない制御装置で開閉される給気弁である。Ｐは
筒内圧力、Ｖはピストン位置である。図３の縦軸は筒内
圧力、横軸はピストン位置である。１′−２′−４−５
−６−７−８は従来の機関の線図、１−２−３−４は本
発明のサイクルの線図である。３はアフタチャージを行
う点、４はアフタチャージが終った点であるが体積と圧
力は従来と等しいが温度は低い。これがサイクル効率を
向上させる。図３において斜線を施した部分に相当した
仕事が正の仕事のゲインとなる。Embodiments of the present invention will be described with reference to FIGS. FIG. 1 is an aftercharge cycle system diagram of the present invention, FIG. 2 is a sectional view of a cylinder of an engine of an embodiment, and FIG. 3 is a modeled acupressure diagram of the engine of the embodiment. In the figure, reference numeral 11 denotes an exhaust collecting pipe, which communicates with the exhaust pipes of all the cylinders. Reference numeral 12 is a high-efficiency turbocharger, which is an exhaust turbocharger connected to the exhaust collecting pipe 11 and having an intake pipe communicating with the atmosphere. An air cooler 13 is connected to the air discharge pipe of the high efficiency supercharger 12. A scavenging chamber 14 is connected to a discharge pipe of an air cooler 13 and communicates with a scavenging port of each cylinder. Reference numeral 15 is a cylinder liner, and 16 is a known part of the engine in the cylinder. Reference numeral 17 denotes a recovery supercharger, which is an exhaust turbocharger connected to the exhaust collecting pipe 11 and having an air inlet connected to the scavenging chamber 14. An air cooler 18 is connected to the air discharge pipe of the recovery supercharger 17. Reference numeral 19 is a surge tank for aftercharge air, to which the discharge pipe of the air cooler 18 is connected. Reference numeral 20 denotes an after-charge valve, which is provided in each cylinder head and communicates with the after-charge air surge tank 19 and is opened and closed by a control device (not shown). P is the cylinder pressure, and V is the piston position. The vertical axis in FIG. 3 is the cylinder pressure, and the horizontal axis is the piston position. 1'-2'-4-5
-6-7-8 is a conventional engine diagram, 1-2-3-4 is a cycle diagram of the present invention. 3 is a point where after-charging is performed, and 4 is a point where after-charging is finished. The volume and pressure are equal to those of the conventional one, but the temperature is low. This improves cycle efficiency. The work corresponding to the shaded portion in FIG. 3 is the positive work gain.
【０００８】本実施例の作用を説明する。機関の各気筒
は時刻だけをずらして同様の作用をするので一つの気筒
についてだけ説明する。高効率過給機１２は排気集合管
１１に集められた機関排気によって排気タービンをまわ
し之に結合された空気圧縮機で大気を従来より低い圧力
に圧縮して空気冷却器１３を通して掃気室１４に送る。
回収過給機１７は排気集合管１１の排気で排気ガスター
ビンをまわし之に連結された圧縮機は掃気室１４の空気
を吸入して圧縮して空気冷却器１８を通して冷却してア
フタチャージ空気サージタンク１９へ送る。機関は掃気
室１４の空気で掃気を行い図２に示す線１−２−３に示
す如く圧縮線上の点３において図示しない制御装置によ
ってアフタチャージ弁２０が開かれ、アフタチャージ空
気サージタンク１９の空気を同じピストン位置の従来の
圧縮線１′２′４上の点の圧力まで短時間に流入させて
アフタチャージ弁２０を閉じ以後従来通りに行程を行
う。回収過給機１７の吐出圧は前記点４の圧力より高く
なければならない。The operation of this embodiment will be described. Since each cylinder of the engine has a similar effect by shifting only the time, only one cylinder will be described. The high-efficiency supercharger 12 is an air compressor that is connected to an exhaust turbine by the engine exhaust collected in the exhaust collecting pipe 11 to compress the atmosphere to a pressure lower than that of the conventional air compressor and to pass the air cooler 13 to the scavenging chamber 14. send.
The recovery supercharger 17 rotates the exhaust gas turbine by the exhaust gas of the exhaust collecting pipe 11, and the compressor sucks and compresses the air in the scavenging chamber 14 and cools it through the air cooler 18 to charge the aftercharge air surge. Send to tank 19. The engine performs scavenging with the air in the scavenging chamber 14 and the after-charge valve 20 is opened by a control device (not shown) at a point 3 on the compression line as shown by a line 1-2-3 in FIG. The air is allowed to flow to the pressure at the point on the conventional compression line 1'2'4 at the same piston position in a short time, the after-charge valve 20 is closed, and then the stroke is performed as usual. The discharge pressure of the recovery supercharger 17 must be higher than the pressure at the point 4.
【０００９】[0009]
【発明の効果】本発明による低い掃気圧のときの圧縮
線、図３の１−２−３と従来の掃気圧のときの圧縮線、
１′２′４の間の面積即ち図３で斜線を施した部分に相
当する仕事が正の仕事のゲインとなる。アフタチャージ
空気は空気冷却器１８で冷却されているので筒内圧縮ガ
スより温度が低くこれが混合されるのでアフタチャージ
後の筒内は前記従来の状態より温度が低くなりサイクル
効率の向上になる。よってこの発明は排気ターボチャー
ジ付２ストロークディーゼル機関の排気エネルギーを有
効に利用したサイクルを実施できるエアアフタチャージ
付機関を提供できる。The compression line according to the present invention at a low scavenging pressure, the compression line at 1-2-3 in FIG. 3 and the conventional scavenging pressure,
The area between 1'2'4, that is, the work corresponding to the shaded portion in FIG. 3, is the positive work gain. Since the after-charge air is cooled by the air cooler 18, it has a lower temperature than the compressed gas in the cylinder and is mixed, so that the temperature in the cylinder after after-charge is lower than that in the conventional state and the cycle efficiency is improved. Therefore, the present invention can provide an engine with an air aftercharge capable of executing a cycle in which the exhaust energy of a two-stroke diesel engine with an exhaust turbocharge is effectively used.
【図１】本発明に係るアフタチャージサイクル系統図FIG. 1 is an aftercharge cycle system diagram according to the present invention.
【図２】本発明に係る実施例の機関の気筒の断面図FIG. 2 is a sectional view of a cylinder of an engine according to an embodiment of the present invention.
【図３】本発明に係る実施例の機関の模型化された指圧
線図FIG. 3 is a modeled acupressure diagram of an engine according to an embodiment of the present invention.
１１…排気集合管、１２…高効率過給機（第１排気ター
ボ過給機）、１４…掃気室、１７…回収過給機（第２排
気ターボ過給機）、１８…空気冷却器、２０…アフタチ
ャージ弁。11 ... Exhaust collecting pipe, 12 ... High efficiency supercharger (first exhaust turbocharger), 14 ... Scavenging chamber, 17 ... Recovery supercharger (second exhaust turbocharger), 18 ... Air cooler, 20 ... After charge valve.
Claims (1)
ローク内燃機関において、吸入口が前記内燃機関の掃気
室（１４）に連通された第２排気ターボ過給機（１７）
と、該第２排気ターボ過給機の空気吐出口に連結された
空気冷却器（１８）と、該空気冷却器の空気吐出口に連
結された前記機関の各気筒頭に設けられた給気弁（２
０）とを有してなるエアアフタチャージ付機関。1. A two-stroke internal combustion engine with a first exhaust turbocharger (12), a second exhaust turbocharger (17) having an intake port communicating with a scavenging chamber (14) of the internal combustion engine.
An air cooler (18) connected to the air outlet of the second exhaust turbocharger, and air supply provided to each cylinder head of the engine connected to the air outlet of the air cooler Valve (2
0) and an engine with an air aftercharge.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3257131A JPH0571353A (en) | 1991-09-10 | 1991-09-10 | Engine with air after charger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3257131A JPH0571353A (en) | 1991-09-10 | 1991-09-10 | Engine with air after charger |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0571353A true JPH0571353A (en) | 1993-03-23 |
Family
ID=17302161
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3257131A Withdrawn JPH0571353A (en) | 1991-09-10 | 1991-09-10 | Engine with air after charger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0571353A (en) |
-
1991
- 1991-09-10 JP JP3257131A patent/JPH0571353A/en not_active Withdrawn
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A300 | Withdrawal of application because of no request for examination |
Free format text: JAPANESE INTERMEDIATE CODE: A300 Effective date: 19981203 |