JPS5820911A - Compound engine system - Google Patents
Compound engine systemInfo
- Publication number
- JPS5820911A JPS5820911A JP11914481A JP11914481A JPS5820911A JP S5820911 A JPS5820911 A JP S5820911A JP 11914481 A JP11914481 A JP 11914481A JP 11914481 A JP11914481 A JP 11914481A JP S5820911 A JPS5820911 A JP S5820911A
- Authority
- JP
- Japan
- Prior art keywords
- engine
- steam
- expander
- rankine
- main engine
- 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.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
- F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
- F01K23/02—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled
- F01K23/06—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle
- F01K23/065—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle the combustion taking place in an internal combustion piston engine, e.g. a diesel engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
- F01K3/00—Plants characterised by the use of steam or heat accumulators, or intermediate steam heaters, therein
- F01K3/08—Use of accumulators and the plant being specially adapted for a specific use
- F01K3/10—Use of accumulators and the plant being specially adapted for a specific use for vehicle drive, e.g. for accumulator locomotives
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Engine Equipment That Uses Special Cycles (AREA)
Abstract
Description
【発明の詳細な説明】
この発明は、内燃機関などの主エンジンの排気熱により
作動するランキンエンジンを有する複合エンジンシステ
ムの改ｊＬＫ関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a modified jLK of a composite engine system having a Rankine engine operated by exhaust heat of a main engine such as an internal combustion engine.
従来のこの種の複合エンジンシステムとしては第１図に
示すようなものがある。（例えば、特開１８５１−１２
４７４８公報）。A conventional composite engine system of this type is shown in FIG. (For example, JP 1851-12
4748 Publication).
すなわち、主エンジン１の排気管１に設けられた熱交換
器の一種である蒸気発生器３．この蒸気発生器３からの
蒸気ｖｉａさせ動力を取り出すエキスパンダ４．このエ
キスパン〆４から排出された低圧蒸気な凝縮させるコン
デンサｉ、凝縮した作動流体を蒸気発生器３に供給する
給液ポンプ６等によって、ランキンエンジンは主に構成
される。That is, a steam generator 3. which is a type of heat exchanger provided in the exhaust pipe 1 of the main engine 1. An expander 4 that extracts power from the steam via the steam generator 3. The Rankine engine is mainly composed of a condenser i for condensing low-pressure steam discharged from the expander 4, a liquid supply pump 6 for supplying the condensed working fluid to the steam generator 3, and the like.
Ｔは歯車や流体継手などの動力伝達装置であり、エキス
パンダ４において発生した動力を主エンジン１に伝達し
て主エンジン１ｖ這転し、主エンジン１の燃費な改善さ
せる。さらに、ランキンエンジンは必要に応じ、エアプ
ン用のコンプレツｔ＠。T is a power transmission device such as a gear or a fluid coupling, which transmits the power generated in the expander 4 to the main engine 1 to rotate the main engine 1v, thereby improving the fuel efficiency of the main engine 1. Furthermore, the Rankine engine can be used as a compressor for air pumps if necessary.
発電機＠を駆動し、エンジンシステムとしての燃費をさ
らに改善させるようＫなっている。この場合のランキン
エンジンからの動力の取り出しは主エンジン１０運転中
にのみ行われる構成となっている。なお、１は排気ガス
浄化用酸化触媒、１１は排気流量が太き−１ときに排気
の−ｍＶ蒸気尭生ＩＩ３に対してバイパスさせる排気バ
イパスパルプである。It is designed to drive a generator and further improve the fuel efficiency of the engine system. In this case, the power is taken out from the Rankine engine only while the main engine 10 is operating. Note that 1 is an oxidation catalyst for exhaust gas purification, and 11 is an exhaust bypass pulp that bypasses -mV steam generation II3 of the exhaust when the exhaust flow rate is large -1.
Ｃのように従来の複合エンジンシステムにあっては、蒸
気発生ａＳ、エキスパンダ４．コンデンサＳ、給液ポン
プ６等によってランキンエンジンが構成され、主エンジ
ン１の作動中にのみランキンエンジンより動力ｔ−散り
出すような構成となっていたため、自動車用に本システ
ムを適用したとしてもフィトリング運転の多い市街地走
行モードにおいては、フィトリング運転に消費される燃
料は全燃料の１ｓ〜２５−にもなるにもかかわらず前記
運転時における動力回収率が像くならざるｔ得ない＝め
、排気熱によりランキンエンジＶｖ作ｍさせ【も前記走
行モードにおける全体としての燃費の改善率は１０〜１
５％にすぎず、大幅な改曹は期待できないという問題点
があった。In a conventional combined engine system such as C, there are a steam generator aS, an expander 4. The Rankine engine was composed of the capacitor S, the liquid supply pump 6, etc., and the power was dissipated from the Rankine engine only when the main engine 1 was in operation. In the city driving mode where there is a lot of ring driving, the power recovery rate during the driving is unavoidable, even though the fuel consumed in the ring driving is 1 s to 25 - of the total fuel. , the exhaust heat causes the Rankine engine Vv to work; however, the overall fuel efficiency improvement rate in the driving mode is 10 to 1.
The problem was that it was only 5%, and a significant change in carbon dioxide could not be expected.
この発明は、このような従来の問題点に着目してなされ
たもので、ランキンエンジンのエキスパン〆の蒸気入口
部に蒸気７キユームレータを設げ、アイドリング運転時
には主エンジＶｖ停止し、？！始動は蒸気アキュームレ
ータ内の蒸気状態に基づき、もし可能であればランキン
エンジンのみによって行うように制御する構成として上
記問題点【解決することを目的としている。This invention was made by focusing on such conventional problems, and includes a steam 7 cumulator installed at the steam inlet of the expander end of the Rankine engine, and the main engine Vv is stopped during idling operation. ! The purpose of the present invention is to solve the above-mentioned problems by controlling the start-up based on the steam condition in the steam accumulator, and if possible, by controlling the Rankine engine only.
以下、この発ａｔ’図面に基づいて説明する。The following description will be made based on this at' drawing.
＊ｇ図はこの発明の一実施例を示す図である。*Figure g is a diagram showing an embodiment of the present invention.
第２Ｉｉにおいて、第１ＩＩと同一構成部分は同一符号
で示しその説明は省略する。１１は前記エキスパンダ４
の蒸気人口ｍに設けられた蒸気アキュームレータで、こ
の蒸気ア＋ニームレータ１２０本体は断熱＃１ｓで被わ
れている。ｔた、蒸気７キエームレータ１２とエキスパ
ン〆４との間には蒸気パルプ１４が設げられる。さらに
蒸気アキュームレータ１２には蒸気の温度および圧力な
検出する温度センサ１ｓおよび圧力センサ１６が設けら
れている。In the second Ii, the same components as those in the first II are denoted by the same reference numerals, and the explanation thereof will be omitted. 11 is the expander 4
This steam accumulator 120 is provided with a steam population m, and the main body of the steam accumulator 120 is covered with heat insulation #1s. Additionally, a steam pulp 14 is provided between the steam 7 chemulator 12 and the expander 4. Further, the steam accumulator 12 is provided with a temperature sensor 1s and a pressure sensor 16 for detecting the temperature and pressure of steam.
第３１Ｉｌは第１図の制御回踏の一例を示す図であり、
その時の車速Ｖと設定車速Ｖｒｄ ｖ比較し、車速Ｖが
設定単連Ｖ、、ｆ以下のとｔ出力を出す比較器＄１．こ
の比＄１１３１の出力とアクセルスイッチ８．の信号に
より出力を出すイン上ビットゲート３ＬＩｌｉ気７キエ
ームレータ１２内の蒸気温度ＴＶ設定値Ｔｒｄと比較し
蒸気温度Ｔが設定値Ｔｒｅｆ以上のとき出力な出す比Ｉ
２器３３．同じく蒸気圧力Ｐが設定値Ｐｒ＊ｆ以上のと
き出力な出す比Ｉ２器Ｓ４．これら両比較１１＄８．３
４の出力が加えられるＡＮＤ回路Ｓｓ、およびインヒビ
ッＹゲート＄２とムＮＤＩＩＩＩＩＳの出力が加えられ
るＡＮＤａＳ＊Ｓ・、さらにはアクセルスイッチＳ、の
信号とＡＮＤＩＩＩＩＳＩの出力が加えられるＡＮＤ回
路３１譬によって構成される。なお、ｓ量はイグニツシ
曹ンスイッチであり、ＡＮＤ回路３６から出力が加えら
れたときＯＦＦとなる。蒸気パルプ１４はム）ｉＤｉ１
ｍｌ＄７から出力が加えられたと鎗開となる。31Il is a diagram showing an example of the control circuit in FIG. 1;
A comparator $1. compares the vehicle speed V at that time with the set vehicle speed Vrd v and outputs a t output if the vehicle speed V is less than or equal to the set single series V,, f. The output of this ratio $1131 and the accelerator switch 8. Steam temperature in the input bit gate 3LIli7 is compared with the set value Trd of the input bit gate 3LIli7 which outputs an output according to the signal of
2 vessels 33. Similarly, the ratio I2 device S4 outputs an output when the steam pressure P is equal to or higher than the set value Pr*f. Comparison of both 11$8.3
It is composed of an AND circuit Ss to which the output of 4 is added, ANDaS*S to which the output of inhibit Y gate $2 and MUNDIIIS is added, and an AND circuit 31 to which the signal of the accelerator switch S and the output of ANDIIISI are added. be done. Note that the s amount is an ignition switch, which is turned off when the output from the AND circuit 36 is applied. Steam pulp 14) iDi1
When the output is added from ml$7, it becomes an opening.
次に第１１ＩＩＫ示した実施例の作用な第５ＷＡＷ参照
しながらｌｌ＠する。Next, refer to the 5th WAW showing the operation of the embodiment shown in the 11th IIK.
蒸気アキニームレータ１２内の蒸気温度、蒸気圧力のい
ずれかが低く、夫々の設定値Ｔｒｏｔ ｔにはＰｙｄ
Ｋ達令しない場合にはエキスパンダ４ｔ’十６の出力も
１０′なので、主エンジン１のイクニツシ■ンスイッチ
８ｉはＯＦＦとならない（ここではガソリンエンジンの
場合）ため点火は継続され主エンジン１は停止せず、運
転をつづける。Either the steam temperature or the steam pressure in the steam generator 12 is low, and each set value Trott is Pyd.
If the K command is not reached, the output of the expander 4t'16 is also 10', so the ignition switch 8i of the main engine 1 will not turn OFF (here, in the case of a gasoline engine), so ignition will continue and the main engine 1 will Continue driving without stopping.
蒸気７キユームレータ１２内の蒸気温度Ｔおよび蒸気圧
力Ｐのいずれもが夫々設定値ＴｒｄおよびＰｒ５ｆ以上
ノドきは、ＡＮＤＢ回路３Ｉｓの出カバ１１′となる。When both the steam temperature T and the steam pressure P in the steam 7 cumulator 12 exceed the set values Trd and Pr5f, respectively, the output cover 11' of the ANDB circuit 3Is occurs.
以下、この場合について説明する。この時、通常の走行
時であれば車速Ｖが設定車速Ｖｔ＠ｔ ｓ例えば４ｋｍ
／ｈより大きいか、あるいはアクセルペダルｖＩＩＩＩ
んでおり、したがつ【アクセルスイッチＳ１がＯＮとな
っているので、インヒビットグー）３２ｆ）出力は１０
１となるため、ム’ＮＤＩＩＩＮＳ６の出力は１０′で
あり、土工ンジＶ１のイグニツシ曽ンスイッチＳ１はＯ
ＦＦとならない。しかし、停止しようとしているような
場合、すなわち減速走行時にあってはアタ七ルＶ員し、
また、車速■が設定値ｖｒ、ｆ以下になると比較１１１
１から出力が出てインヒビットグート＄２の一方の入力
端に加えられ、アクセルスイッチ８ａはオフであるから
インヒビットグート３２の出力力いＩ′となり、したが
ってＡＮＤｌｉｍ路＄６の出力が１１１となって主エン
ジン１のイブ二ッシ璽ンスイッチ８．４寡ＯＦＦとなり
、主エンジン１は停止する。This case will be explained below. At this time, during normal driving, the vehicle speed V is the set vehicle speed Vt@ts, for example, 4 km.
greater than /h or accelerator pedal vIII
32f) The output is 10.
1, the output of M'NDIIIINS6 is 10', and the ignition switch S1 of earthwork engine V1 is set to 0.
It will not become FF. However, when the vehicle is about to stop, that is, when the vehicle is decelerating,
Also, when the vehicle speed ■ becomes less than the set value vr, f, comparison 111
The output from 1 is applied to one input terminal of inhibit gate $2, and since the accelerator switch 8a is off, the output force of inhibit gate 32 becomes I', so the output of ANDlim path $6 becomes 111. The event switch 8.4 of the main engine 1 is turned OFF, and the main engine 1 is stopped.
主エンジン１の再始動時は、アクセルペダルｖｉａめげ
アクセルスイッチＳ、がＯＮとなり、ＡＮＤ回１１＄２
の出力が１０１となって、ＡＮＤｉｌ路３６を介してイ
ダニツシ薦ンスイッチＳ１のＯＦＦが堺除され、点火を
開始する一方、ＡＮＤ回路３Ｔの出力が１１１となって
蒸気パルプ１４は開きランキンエンジンが始動し、動力
伝達装置Ｔによって主エン？ン１に動力を伝達し、主エ
ンジン１１’始動兜爆させて車輌を駆動するのである。When the main engine 1 is restarted, the accelerator pedal via megge accelerator switch S is turned ON, and the AND times 11$2
The output of the AND circuit 3T becomes 101 and the OFF switch S1 is turned off via the AND circuit 36 to start ignition, while the output of the AND circuit 3T becomes 111 and the steam pulp 14 is opened to start the Rankine engine. It starts and the main engine is turned on by the power transmission device T? The main engine 11' is started and detonated to drive the vehicle.
エキスパンダ４は蒸気の供給のみによって起動するため
、きわめてなめらかに車輌の駆動上行うことが可能であ
る。Since the expander 4 is activated only by supplying steam, it is possible to drive the vehicle extremely smoothly.
第４図はこの発明の他の実施例な示す図である。FIG. 4 is a diagram showing another embodiment of the invention.
この実施例は、蒸気発生ｌ１１１ｖ補助的に加熱する燃
焼１１１１７１’備えた例である。燃焼１１１Ｆは、燃
料噴射弁１８．空気ポンプ１１．点火プラグ２０などに
より構成され、蒸気アキニームレータ１２内の蒸気温度
、蒸気圧力が設定値より下がった場合に作動するように
制御され、長時間の停車においても蒸気アキュームレー
タ１２内の蒸気温度。This embodiment is an example in which steam generation l111v is provided with combustion 111171' for auxiliary heating. Combustion 111F is carried out by fuel injection valve 18. Air pump 11. It is configured with a spark plug 20, etc., and is controlled to operate when the steam temperature and steam pressure in the steam accumulator 12 fall below a set value, and the steam temperature in the steam accumulator 12 is controlled even when the vehicle is stopped for a long time.
蒸気圧力が低下しないようにしたものである。したがっ
て、長時間停車後冷間運転時等においてもランキンエン
ジンにより主エンジン１ｖ始動することができる。なお
、２１．２２はクラッチである。This is to prevent the steam pressure from decreasing. Therefore, even during cold operation after being stopped for a long time, the main engine 1v can be started by the Rankine engine. Note that 21 and 22 are clutches.
以上説明したように、この軸明は、ランキンエンジンの
エキスパンダの蒸気入口ＩＩＫ蒸気７キ二−ムレータを
設け、フィトリング運転時には主エンジンな停止し、再
始動は蒸気アキニームレータ内の蒸気の状態に基づいて
ランキンエンジンによって行５よ５制御する構成とした
ため、アイドリング運転の多い市術地走行において、燃
費を改善することができる。また、フィト替ンダ運転時
に主エンジンを停止するよ５Ｋしたりで、車輌停車時の
アイドル騒音（４１にこもり音）も低減することができ
、さらになめらかな再始動が可能になる等の効果が得ら
れる。As explained above, this engine is equipped with a steam inlet IIK steam 7-kine mulator for the Rankine engine expander, and the main engine is stopped during fitting operation, and when restarted, the steam in the steam akiniulator is installed. Since the configuration is such that the Rankine engine performs row 5 to 5 control based on the state, fuel efficiency can be improved in city driving where there is a lot of idling. In addition, by stopping the main engine during vehicle operation, it is possible to reduce idle noise when the vehicle is stopped (muffled noise on the 41st wheel), and smooth restarting is possible. can get.
第１＠ｌは従来の複合エンジンシステムの構成図、第２
ＩＱはこの発明の一実施例を示す複合エンジンシステム
の構成図、第３図は第２図の制御回路の一例を示す図、
第４＠はこの発明の他の実施例を示す構成図である。
図中、１は主エンジン、２は排気管、３は蒸気発生器、
４はエキスパンダ、Ｓはコンデンサ、６は供給ポンプ、
Ｔは動力伝達装置、１２は蒸気アキニームレータ、１４
は蒸気パルプ、１５は温度センサ、１・は圧力センサで
ある。
第１図The first @l is a configuration diagram of a conventional combined engine system, and the second
IQ is a configuration diagram of a composite engine system showing an embodiment of the present invention, FIG. 3 is a diagram showing an example of the control circuit of FIG. 2,
The fourth @ is a configuration diagram showing another embodiment of the present invention. In the figure, 1 is the main engine, 2 is the exhaust pipe, 3 is the steam generator,
4 is the expander, S is the capacitor, 6 is the supply pump,
T is a power transmission device, 12 is a steam akimulator, 14
1 is a steam pulp, 15 is a temperature sensor, and 1 is a pressure sensor. Figure 1
Claims (1)
プを備えると共に、主エンジンの排気熱により作動する
ランキンエンジンを有する複合エンジンシステムにおい
て、前記エキスパンダの蒸気入口１１に蒸気７キエーム
レータを設け、この蒸気７キユームレータ内の蒸気温度
および蒸気圧力が設定値以上の場合は、アイドリング運
転時に前記主エンジンを停止し、この主エンジンの再始
動な前記ランキンエンジンによって行うように制御する
制御８１１ｉな具備したことｔ’＊＊とする複合エンジ
ンシステム。In a composite engine system including a steam generator, an expander, a condenser, and a liquid feed pump, and having a Rankine engine operated by the exhaust heat of the main engine, a steam 7 chiemulator is provided at the steam inlet 11 of the expander, and the steam 7 If the steam temperature and steam pressure in the steam generator are above the set values, the main engine is stopped during idling operation, and the main engine is restarted by the Rankine engine. **Composite engine system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11914481A JPS5820911A (en) | 1981-07-31 | 1981-07-31 | Compound engine system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11914481A JPS5820911A (en) | 1981-07-31 | 1981-07-31 | Compound engine system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5820911A true JPS5820911A (en) | 1983-02-07 |
Family
ID=14754002
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11914481A Pending JPS5820911A (en) | 1981-07-31 | 1981-07-31 | Compound engine system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5820911A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6067198U (en) * | 1983-10-12 | 1985-05-13 | 株式会社クボタ | Heat exchange type double pipe air diffuser for composting |
| WO2012048959A1 (en) * | 2010-10-13 | 2012-04-19 | Robert Bosch Gmbh | Device and method for the recovery of waste heat of an internal combustion engine |
| CN102865155A (en) * | 2011-06-22 | 2013-01-09 | 曼卡车和巴士股份公司 | Method and apparatus for recovering heat and converting it into mechanical power in a drive system for motor vehicles |
| WO2014097923A1 (en) | 2012-12-17 | 2014-06-26 | いすゞ自動車株式会社 | Exhaust heat recovery device for internal combustion engine and exhaust heat recovery method for internal combustion engine |
| WO2014154568A1 (en) * | 2013-03-25 | 2014-10-02 | Dana Belgium N.V. | Waste heat recovery system and a method of controlling the mass flow rate of a positive displacement expander comprised in such a system |
-
1981
- 1981-07-31 JP JP11914481A patent/JPS5820911A/en active Pending
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6067198U (en) * | 1983-10-12 | 1985-05-13 | 株式会社クボタ | Heat exchange type double pipe air diffuser for composting |
| WO2012048959A1 (en) * | 2010-10-13 | 2012-04-19 | Robert Bosch Gmbh | Device and method for the recovery of waste heat of an internal combustion engine |
| CN103154442A (en) * | 2010-10-13 | 2013-06-12 | 罗伯特·博世有限公司 | Device and method for the recovery of waste heat of an internal combustion engine |
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