JPH0252089B2 - - Google Patents
Info
- Publication number
- JPH0252089B2 JPH0252089B2 JP60233938A JP23393885A JPH0252089B2 JP H0252089 B2 JPH0252089 B2 JP H0252089B2 JP 60233938 A JP60233938 A JP 60233938A JP 23393885 A JP23393885 A JP 23393885A JP H0252089 B2 JPH0252089 B2 JP H0252089B2
- Authority
- JP
- Japan
- Prior art keywords
- generator
- turbocharger
- exhaust
- internal combustion
- combustion 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.)
- Expired - Lifetime
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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
- F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/46—Series type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
- F01N5/04—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using kinetic energy
-
- 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
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/02—Drives of pumps; Varying pump drive gear ratio
- F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
- F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
-
- 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
- F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
- F02B41/02—Engines with prolonged expansion
- F02B41/10—Engines with prolonged expansion in exhaust turbines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/43—Engines
- B60Y2400/435—Supercharger or turbochargers
-
- 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Transportation (AREA)
- Hybrid Electric Vehicles (AREA)
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、内燃機関の排気エネルギーを回収さ
せることの可能なターボチヤージヤを有するター
ボコンパウンドエンジンのエネルギー回収装置に
係り、特に、排気エネルギーにより駆動される交
流発電機と、車軸に設けた電動機を制御してエネ
ルギーの回収を計るターボコンパウンドエンジン
のエネルギー回収装置に関する。Detailed Description of the Invention (Field of Industrial Application) The present invention relates to an energy recovery device for a turbo compound engine having a turbocharger capable of recovering exhaust energy of an internal combustion engine. This invention relates to an energy recovery device for a turbo compound engine that recovers energy by controlling an alternating current generator and an electric motor installed on an axle.
（従来の技術）
近年、内燃機関の各部、例えば、排気マニホー
ルドの外壁、シリンダライナー、シリンダヘツド
断熱板、ピストンなどにセラミツクスを使用した
断熱式の内燃機関が開発されている。この内燃機
関によれば、その内部に発生した熱を放熱して内
燃機関を冷却する必要がなく、発生した高温度の
排気ガスの持つエネルギーを回生させて内燃機関
の出力軸に帰還させ、内燃機関の出力の向上に利
用できる。(Prior Art) In recent years, heat-insulating internal combustion engines have been developed that use ceramics for various parts of the engine, such as the outer wall of the exhaust manifold, the cylinder liner, the cylinder head insulation plate, and the piston. According to this internal combustion engine, there is no need to cool the internal combustion engine by dissipating the heat generated inside the engine, and the energy of the generated high temperature exhaust gas is regenerated and returned to the output shaft of the internal combustion engine. It can be used to improve the output of the engine.
この種、排気エネルギーの回生方法として、従
来から排気ガスにより回転されるタービンの回転
力を、多段の歯車機構により減速してクランク軸
に帰還させるものが知られている。 As this type of exhaust energy regeneration method, a method is known in which the rotational force of a turbine rotated by exhaust gas is decelerated by a multi-stage gear mechanism and then returned to the crankshaft.
また、排気エネルギー回生装置として、特開昭
59−141713号公報にて、交流発電機を有する排気
タービンを排気ガスのエネルギーによつて回転さ
せ、該交流発電機出力にて内燃機関の出力軸に設
けた誘導電動機を駆動して排気エネルギーを回生
するとともに、内燃機関の負荷の大小を判別する
手段を設けて吸気量を制御し、小負荷時には排気
ガス温度を高くする提案がなされている。 In addition, as an exhaust energy regeneration device,
No. 59-141713 discloses that an exhaust turbine having an alternator is rotated by the energy of the exhaust gas, and the output of the alternator drives an induction motor installed on the output shaft of an internal combustion engine to generate exhaust energy. In addition to regeneration, a proposal has been made to control the amount of intake air by providing means for determining the magnitude of the load on the internal combustion engine, and to raise the exhaust gas temperature when the load is small.
（発明が解決しようとする問題点）
このような排気エネルギーの回生方法におい
て、前者の歯車機構を用いてクランク軸に回転力
を帰還させる方法は、歯車の伝達効率を考慮する
と、例えば通常一段でその効率は0.9〜0.95であ
るので、三段の減速では約80％に効率が低下し、
また、歯車機構が複雑になり、そのコストも高く
なる。なお、小型乗用車ではエンジンルームの空
間が狭いので、歯車機構の設置場所に問題を生ず
る。つぎに後者の排気エネルギー回生装置の提案
では、内燃機関の負荷の大小によつて吸気量を制
御し、生じた排気ガスのエネルギーによつて、ま
ず交流発電機を回転させて交流電力を得、この交
流電力を制御して誘導電動機を駆動し、内燃機関
の出力軸を回転させているが、出力軸の駆動量の
制御が間接的となる不都合が生じた。(Problem to be Solved by the Invention) In such a method of regenerating exhaust energy, the former method of returning rotational force to the crankshaft using a gear mechanism is usually one-stage, for example, considering the transmission efficiency of the gear. Its efficiency is 0.9 to 0.95, so with three-stage reduction, the efficiency decreases to about 80%,
Moreover, the gear mechanism becomes complicated and its cost increases. In addition, since the space in the engine compartment of a small passenger car is narrow, a problem arises in the installation location of the gear mechanism. Next, in the latter proposal of an exhaust energy regeneration device, the amount of intake air is controlled depending on the load of the internal combustion engine, and the energy of the generated exhaust gas is used to first rotate an alternator to obtain AC power. This alternating current power is controlled to drive the induction motor and rotate the output shaft of the internal combustion engine, but there is a problem that the amount of drive of the output shaft is indirectly controlled.
本発明はこれらの点に鑑みてなされたものであ
り、その目的は、歯車機構を使用せず、排気エネ
ルギーを発電−電動機と、発電機とにて電気エネ
ルギーに変換し、両者よりの電力を内燃機関の運
転状況に応じて制御して、効率よくエネルギー回
収を計る内燃機関のエネルギー回収装置を提供す
るにある。 The present invention has been made in view of these points, and its purpose is to convert exhaust energy into electric energy using a power generation motor and a generator, without using a gear mechanism, and to generate electric power from both. An object of the present invention is to provide an energy recovery device for an internal combustion engine that efficiently recovers energy by controlling the internal combustion engine according to the operating status of the engine.
（問題点を解決するための手段）
本発明によれば、少なくとも燃焼室及び排気管
を断熱構造とした内燃機関の排気により駆動され
るターボチヤージヤの回転軸に配設された回転電
機と、該ターボチヤージヤからの排気により駆動
される排気タービンの回転軸に配設された発電機
と、前記内燃機関により駆動される車軸に設けた
電動機と、前記ターボチヤージヤによる過給圧を
検知するブーストセンサと、該検知される過給圧
が、所定値以下の場合には前記発電機からの発電
電力により前記回転電機を電動機駆動せしめター
ボチヤージヤの過給作動を付勢し、所定値以上の
場合には前記発電機及び前記回転電機の発電機作
動による発電電力により前記電動機を駆動せしめ
前記車軸の回転を付勢する駆動制御手段とを有す
ることを特徴とするターボコンパウンドエンジン
のエネルギー回収装置が提供される。(Means for Solving the Problems) According to the present invention, there is provided a rotating electric machine disposed on the rotating shaft of a turbocharger driven by the exhaust gas of an internal combustion engine in which at least a combustion chamber and an exhaust pipe have a heat insulating structure; a generator disposed on a rotating shaft of an exhaust turbine driven by exhaust gas from the engine; an electric motor disposed on an axle driven by the internal combustion engine; a boost sensor for detecting supercharging pressure by the turbocharger; If the supercharging pressure to be generated is below a predetermined value, the electric power generated from the generator drives the rotating electric machine to energize the supercharging operation of the turbocharger, and if it is above the predetermined value, the generator and There is provided an energy recovery device for a turbo compound engine, comprising a drive control means for driving the electric motor and urging rotation of the axle using electric power generated by the operation of a generator of the rotating electric machine.
（作用）
本発明では、アクセルの踏込量を検出して、踏
込みが少ないときは排気管内の第１の発電機を発
電機駆動とすることで、発電電力を得て、バツテ
リの充電を行い、ブースト圧を検出して内燃機関
の吸入圧が低いときはバツテリの電力にて上記第
１の発電機を電動機駆動として過給圧を高めるよ
う作動させており、また、ブースト圧が所定値の
ときは上記第１の発電機を発電機駆動とするとと
もに、排気タービンに設けた第２の発電機も作動
させて、両者の発電電力にて車軸に設けた電動機
を駆動させて、車輪の回転力を助勢する作用があ
る。(Function) In the present invention, the amount of depression of the accelerator is detected, and when the amount of depression is small, the first generator in the exhaust pipe is driven as a generator to obtain generated power and charge the battery. When the boost pressure is detected and the suction pressure of the internal combustion engine is low, the first generator is driven by the battery using electric power to increase the boost pressure, and when the boost pressure is at a predetermined value In this case, the first generator is driven by a generator, and the second generator installed in the exhaust turbine is also operated, and the electric power generated by both drives the electric motor installed in the axle to generate rotational force of the wheels. It has the effect of supporting.
（実施例）
つぎに本発明の実施例について図面を用いて詳
細に説明する。(Example) Next, an example of the present invention will be described in detail using the drawings.
第１図は本発明に係る内燃機関のエネルギー回
収装置の一実施例を示す構成ブロツク図である。 FIG. 1 is a block diagram showing an embodiment of an energy recovery device for an internal combustion engine according to the present invention.
図において、１は燃焼室や排気管の主要部に断
熱材料を使用して断熱構造とした内燃機関であ
り、吸気管２の途中にはブースト圧Ｐ２を検出す
るブーストセンサ２ａが設けられ、排気管３には
排気エネルギーにて作動するターボチヤージヤ４
が接続されている。 In the figure, 1 is an internal combustion engine that has a heat-insulating structure using heat-insulating materials in the main parts of the combustion chamber and exhaust pipe, and a boost sensor 2a that detects boost pressure P2 is installed in the middle of the intake pipe 2. A turbocharger 4 operated by exhaust energy is installed in the pipe 3.
is connected.
ターボチヤージヤ４のタービンブレード４ａと
コンプレツサブレード４ｂとの間には、第１の発
電機である発電機５が取付けられ、タービンブレ
ード４ａが排気エネルギーにより駆動されると、
発電機５からは交流電力が出力される。また、該
発電機５に所定の交流電源を供給すると、コンプ
レツサブレード４ｂを駆動して、ターボチヤージ
ヤ４の過給機作動を助勢する。なお、４ｃはター
ボチヤージヤ４の吸入空気取入口４ｄに設けた吸
入圧センサであり、吸入圧Ｐ１を検出して後述す
るコントローラ９に送出する。 A generator 5, which is a first generator, is installed between the turbine blades 4a and compressor blades 4b of the turbocharger 4, and when the turbine blades 4a are driven by exhaust energy,
The generator 5 outputs AC power. Further, when a predetermined AC power is supplied to the generator 5, the compressor blade 4b is driven to assist the supercharger operation of the turbocharger 4. Note that 4c is a suction pressure sensor provided at the intake air intake port 4d of the turbocharger 4, which detects the suction pressure P1 and sends it to the controller 9, which will be described later.
６は、第２の発電機である発電機７を備えた排
気タービンであり、前記のターボチヤージヤ４の
排気口４ｅに接続され、タービンブレード４ａを
駆動後の残留エネルギーを有する排気ガスＧによ
つてタービンブレード６ａが駆動される。そし
て、タービンブレード６ａには同軸上に発電機７
の回転軸が直結されているので、排気ガスＧのエ
ネルギーは該発電機７にて電気エネルギーに変換
される。なお図中、４ｆは排気口４ｅに設けた排
気EPを検出する排圧センサであり、５ａ，７ａ
はそれぞれ発電機５、発電機７の発電電圧E1，
E2を検出する電圧センサである。 Reference numeral 6 denotes an exhaust turbine equipped with a generator 7 as a second generator, which is connected to the exhaust port 4e of the turbocharger 4, and is powered by exhaust gas G having residual energy after driving the turbine blades 4a. Turbine blade 6a is driven. A generator 7 is coaxially connected to the turbine blade 6a.
Since the rotating shafts of the generator 7 are directly connected to each other, the energy of the exhaust gas G is converted into electrical energy by the generator 7. In the figure, 4f is an exhaust pressure sensor installed at the exhaust port 4e to detect the exhaust gas EP, and 5a and 7a are
are the generated voltage E 1 of generator 5 and generator 7, respectively.
It is a voltage sensor that detects E2 .
８は変圧器であり、発電機５の発電電力を入力
し、コントローラ９からの制御信号TCにより所
定の電圧に変圧して整流器１０に送出する。整流
器１０では入力された交流電力を直流に変換し
て、切換装置１１を介してバツテリ１２を充電す
る。なお、切換装置１１はコントローラ９の指令
CSによつて制御される。 A transformer 8 inputs the generated power of the generator 5, transforms it to a predetermined voltage according to a control signal TC from the controller 9, and sends it to the rectifier 10. The rectifier 10 converts the input AC power into DC power and charges the battery 12 via the switching device 11 . Note that the switching device 11 receives commands from the controller 9.
Controlled by CS.
インバータ１３はバツテリ１２から切換装置１
１を介して入力される直流電力を、所定周波数の
交流に変換し、発電機５を電動機として作動さ
せ、コンプレツサブレード４ｂを駆動して内燃機
関１に過給気を送気するものである。 The inverter 13 connects the battery 12 to the switching device 1.
1 is converted into alternating current at a predetermined frequency, the generator 5 is operated as an electric motor, and the compressor blade 4b is driven to supply supercharging air to the internal combustion engine 1. .
整流器１４は発電機７から出力される交流電力
を直流に変換し、インバータ１５に送電する。な
お、インバータ１５には整流器１０からの交流電
力も入力されている。 The rectifier 14 converts the AC power output from the generator 7 into DC power, and transmits the DC power to the inverter 15 . Note that AC power from the rectifier 10 is also input to the inverter 15 .
１６は、回転軸が車軸１７と同軸に形成された
電動機であり、インバータ１５によつて変換され
た交流電力が供給されて、上記内燃機関とは別系
統の駆動力源として車輪１８を駆動する。そし
て、インバータ１５には車軸１７の回転数を検出
する回転センサ１９からの検出信号WRに基づく
制御信号WSが、コントローラ９より送られてく
るので、該検出信号WRに対応する所定周波数の
交流電力が電動機１６に供給される事となつて、
車軸１７の回転数に応じて、常に車輪１８の回転
力を助勢するように電動機１６は力行する。 Reference numeral 16 denotes an electric motor whose rotating shaft is coaxial with the axle 17, and is supplied with AC power converted by the inverter 15 to drive the wheels 18 as a driving power source separate from the internal combustion engine. . Since a control signal WS based on a detection signal WR from a rotation sensor 19 that detects the rotation speed of the axle 17 is sent to the inverter 15 from the controller 9, AC power of a predetermined frequency corresponding to the detection signal WR is sent to the inverter 15. is supplied to the electric motor 16,
The electric motor 16 is powered so as to always assist the rotational force of the wheels 18 in accordance with the rotational speed of the axle 17.
なお、２０はアクセルペダル２０ａの踏込量
ASを検出するアクセルセンサであり、２１は内
燃機関１の回転数を検出して検出信号ESを発す
る回転センサであり、２２は流量信号FSを発す
る流量センサであり、これらのセンサはそれぞれ
信号をコントローラ９に送出する。また、２３は
ターボチヤージヤ４のタービンノズル開口切換装
置であり、コントローラ９により切換制御され
る。第２図は本実施例の処理の一例を示す処理フ
ロー図であり、つぎにその作動を説明する。 In addition, 20 is the amount of depression of the accelerator pedal 20a.
21 is a rotation sensor that detects the rotation speed of the internal combustion engine 1 and issues a detection signal ES; 22 is a flow sensor that issues a flow rate signal FS; these sensors each output a signal. It is sent to the controller 9. Further, 23 is a turbine nozzle opening switching device of the turbocharger 4, which is switched and controlled by the controller 9. FIG. 2 is a process flow diagram showing an example of the process of this embodiment, and its operation will be explained next.
まず、ステツプ１において、アクセルセンサ２
０からの信号APがチエツクされ、踏込量のない、
すなわちOFFと判断されるとステツプ２に進み、
切換装置１１を整流器１０の方向に切換え、発電
機５からの交流電力を変圧器８→整流器１０に通
じて直流に変換し、バツテリ１２を充電する（ス
テツプ２〜３）。そして所定のΔt時間の保持の
後、Ａに戻る。 First, in step 1, the accelerator sensor 2
The signal AP from 0 is checked, and there is no amount of depression.
In other words, if it is determined to be OFF, proceed to step 2,
The switching device 11 is switched in the direction of the rectifier 10, and the alternating current power from the generator 5 is passed through the transformer 8 and then the rectifier 10, and converted into direct current, thereby charging the battery 12 (steps 2 and 3). After holding the predetermined time Δt, the process returns to A.
ステツプ１にて、アクセルペダル２０ａが踏込
まれて信号APがオンのときは、エンジンの回転
センサ２１からの検出信号ESと流量センサ２２
からの流量信号FSをチエツクし（ステツプ４、
５）、その負荷状態における過給空気の圧力比を
算出して、圧力比PR0（プレツシヤ・レシオ）を
決定する。そしてステツプ６、７にて吸入圧セン
サ４ｃとブースト圧センサ２ａからの信号P1と
P2とを検出して、P2／P1と上記PR0とを比較し、
ステツプ８にてP2／P1が大きいときはステツプ
９に進み、発電機５の発電出力を増大させる。ま
た、ステツプ10にては排気口４ｅに設けた排圧セ
ンサ４ｆからの排圧EPを測定し、発電機７を作
動させて排圧EPが所定値となるまで出力を増加
させる（ステツプ11〜12）。 In step 1, when the accelerator pedal 20a is depressed and the signal AP is on, the detection signal ES from the engine rotation sensor 21 and the flow rate sensor 22
Check the flow signal FS from (Step 4,
5) Calculate the pressure ratio of the supercharged air in that load state and determine the pressure ratio PR 0 (pressure ratio). Then, in steps 6 and 7, the signals P1 from the suction pressure sensor 4c and the boost pressure sensor 2a are
Detect P 2 and compare P 2 /P 1 with the above PR 0 ,
If P 2 /P 1 is large in step 8, the process proceeds to step 9, where the power generation output of the generator 5 is increased. In addition, in step 10, the exhaust pressure EP from the exhaust pressure sensor 4f provided at the exhaust port 4e is measured, and the generator 7 is operated to increase the output until the exhaust pressure EP reaches a predetermined value (steps 11 to 4). 12).
そして、発電機５の出力電圧は電圧センサ５ａ
のE1により、また、発電機７の出力電圧は電圧
センサ７ａのE2よりチエツクし、コントローラ
９から制御信号TCにより変圧器８にて電圧を制
御し、両方の発電電力をそれぞれ整流器１０，１
４を通じて直流としてインバータ１５に送電する
（ステツプ13〜15）。 The output voltage of the generator 5 is determined by the voltage sensor 5a.
In addition, the output voltage of the generator 7 is checked by E 2 of the voltage sensor 7a, and the voltage is controlled by the transformer 8 by the control signal TC from the controller 9, and the generated power of both is connected to the rectifier 10, respectively. 1
The power is transmitted as DC to the inverter 15 through the DC power converter 4 (steps 13 to 15).
インバータ１５にては、コントローラ９からの
車軸の回転数に対応する制御信号WSに基づい
て、入力された直流を所定周波数の交流電力に変
換して電動機１６を力行させて、車輪１８の回転
力を助勢する（ステツプ15〜17）。 The inverter 15 converts the input DC into AC power of a predetermined frequency based on the control signal WS from the controller 9 corresponding to the rotational speed of the axle, powers the electric motor 16, and generates the rotational force of the wheels 18. (Steps 15-17)
一方、ステツプ８にてP2／P1がPR0より小のと
きは、タービンノズル開口切換装置２２を作動さ
せて空気量を増し、ブースト圧P2を高め、P2／
P1が所定値PR1に達すればステツプ９に戻り、発
電機５を発電機作動とする（ステツプ18、19→
９）。 On the other hand, if P 2 /P 1 is smaller than PR 0 in step 8, the turbine nozzle opening switching device 22 is operated to increase the air amount, boost pressure P 2 is increased, and P 2 /P 1 is smaller than PR 0.
When P 1 reaches the predetermined value PR 1 , the process returns to step 9 and the generator 5 is activated (steps 18, 19 →
9).
ステツプ19にて、所定値PR1に達しないときは
切換装置１１をバツテリ１２の方向に切換え、バ
ツテリ１２からの電力をインバータ１３に入力
し、発電機５に交流電力を送つて電動機作動にし
て、ブースト圧P2を高めて、P2／P1を所定値PR2
まで上昇させる（ステツプ20〜21）。そして、排
圧センサ４ｆの信号EPを測定して発電機７の出
力を上昇させ、整流器１４にて直流としての、前
記のようにインバータ１５を作動させて電動機１
６を駆動する（ステツプ22〜24→16〜17）。 In step 19, if the predetermined value PR 1 is not reached, the switching device 11 is switched in the direction of the battery 12, power from the battery 12 is input to the inverter 13, and AC power is sent to the generator 5 to operate the motor. , increase the boost pressure P 2 and set P 2 /P 1 to the predetermined value PR 2
(steps 20-21). Then, the output of the generator 7 is increased by measuring the signal EP of the exhaust pressure sensor 4f, and the inverter 15 is operated as described above to generate a direct current through the rectifier 14.
6 (steps 22-24→16-17).
なお、電動機１６を作動させる交流電力の周波
数は、回転センサ２１の検出信号WRに対応する
制御信号WSに基づいて制御されるので、車輪１
８の回転力を助勢するように電動機１６は力行す
る。 Note that the frequency of the AC power that operates the electric motor 16 is controlled based on the control signal WS corresponding to the detection signal WR of the rotation sensor 21.
The electric motor 16 is powered to assist the rotational force of the motor 8.
以上のように本発明を一実施例により説明した
が、本発明の主旨の範囲内で種々の変形が可能で
あり、これらを本発明の範囲から排除するもので
はない。 As mentioned above, the present invention has been explained using one embodiment, but various modifications can be made within the scope of the present invention, and these are not excluded from the scope of the present invention.
（発明の効果）
以上詳細に説明したように、本発明は断熱構造
を備えた内燃機関の排気管に、第１の発電機を有
するターボチヤージヤと、第２の発電機を有する
排気タービンとを接続し、車軸には電動機を結合
させ、一方、車軸の回転センサ、内燃機関の回転
センサ、流量センサ、ブーストセンサ、アクセル
センサなどを設けたので、これらの各種センサか
らの信号により、内燃機関の運転状況に応じてタ
ーボチヤージヤの過給状態を制御するとともに、
前記第１、第２の発電機の作動を制御して、車軸
に結合させた電動機を力行させる効果が得られ、
効率よいエネルギー回収を実現できる。(Effects of the Invention) As described above in detail, the present invention connects a turbocharger having a first generator and an exhaust turbine having a second generator to the exhaust pipe of an internal combustion engine equipped with a heat insulating structure. An electric motor is connected to the axle, and an axle rotation sensor, an internal combustion engine rotation sensor, a flow rate sensor, a boost sensor, an accelerator sensor, etc. are installed, so signals from these various sensors are used to control the operation of the internal combustion engine. In addition to controlling the supercharging state of the turbocharger depending on the situation,
The effect of controlling the operation of the first and second generators to power the electric motor coupled to the axle is obtained,
Efficient energy recovery can be achieved.
第１図は本発明に係る内燃機関のエネルギー回
収装置の一実施例を示すブロツク構成図、第２図
は本実施例の処理の一例を示す処理フロー図であ
る。
１……内燃機関、２ａ……ブーストセンサ、４
……ターボチヤージヤ、４ｃ……吸入圧センサ、
４ｆ……排圧センサ、５……発電機、６……排気
タービン、７……発電機、１２……バツテリ、１
６……電動機、１７……車軸、１８……車輪、１
９……回転センサ、２０……アクセルセンサ、２
１……回転センサ、２２……流量センサ。
FIG. 1 is a block diagram showing an embodiment of an energy recovery device for an internal combustion engine according to the present invention, and FIG. 2 is a processing flow diagram showing an example of the processing of this embodiment. 1...Internal combustion engine, 2a...Boost sensor, 4
...Turbo charger, 4c...Suction pressure sensor,
4f...exhaust pressure sensor, 5...generator, 6...exhaust turbine, 7...generator, 12...battery, 1
6...Electric motor, 17...Axle, 18...Wheel, 1
9... Rotation sensor, 20... Accelerator sensor, 2
1... Rotation sensor, 22... Flow rate sensor.
Claims (1)
た内燃機関の排気により駆動されるターボチヤー
ジヤの回転軸に配設された回転電機と、該ターボ
チヤージヤからの排気により駆動される排気ター
ビンの回転軸に配設された発電機と、前記内燃機
関により駆動される車軸に設けた電動機と、前記
ターボチヤージヤによる過給圧を検知するブース
トセンサと、該検知される過給圧が、所定値以下
の場合には前記発電機からの発電電力により前記
回転電機を電動機駆動せしめターボチヤージヤの
過給作動を付勢し、所定値以上の場合には前記発
電機及び前記回転電機の発電機作動による発電電
力により前記電動機を駆動せしめ前記車軸の回転
を付勢する駆動制御手段とを有することを特徴と
するターボコンパウンドエンジンのエネルギー回
収装置。1 A rotating electric machine installed on the rotating shaft of a turbocharger driven by the exhaust gas of an internal combustion engine with at least a combustion chamber and an exhaust pipe having an insulated structure, and a rotating electric machine installed on the rotating shaft of an exhaust turbine driven by the exhaust gas from the turbocharger. an electric motor provided on an axle driven by the internal combustion engine, a boost sensor for detecting supercharging pressure from the turbocharger, and a boost sensor for detecting supercharging pressure caused by the turbocharger; The electric power generated by the generator drives the rotating electrical machine and energizes the supercharging operation of the turbocharger, and when the power is greater than a predetermined value, the electric motor is driven by the electric power generated by the generator operation of the generator and the rotating electrical machine. An energy recovery device for a turbo compound engine, comprising drive control means for urging rotation of the axle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60233938A JPS6293423A (en) | 1985-10-19 | 1985-10-19 | Energy recovery equipment for turbo-compound engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60233938A JPS6293423A (en) | 1985-10-19 | 1985-10-19 | Energy recovery equipment for turbo-compound engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6293423A JPS6293423A (en) | 1987-04-28 |
| JPH0252089B2 true JPH0252089B2 (en) | 1990-11-09 |
Family
ID=16962964
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60233938A Granted JPS6293423A (en) | 1985-10-19 | 1985-10-19 | Energy recovery equipment for turbo-compound engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6293423A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10124543A1 (en) * | 2001-05-19 | 2002-11-21 | Bosch Gmbh Robert | Controlling electrically operated turbocharger involves forming control signal that drives electrical charger depending on pressure ratio across electrical charger that is to be set |
| JP4059242B2 (en) * | 2004-11-02 | 2008-03-12 | 株式会社日立製作所 | Hybrid vehicle and control method thereof |
| ES2597163T3 (en) * | 2013-12-20 | 2017-01-16 | Fpt Motorenforschung Ag | Improved turbotraction scheme, particularly in the field of industrial vehicles |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CH658884A5 (en) * | 1984-10-01 | 1986-12-15 | Cerac Inst Sa | INTERNAL COMBUSTION ENGINE UNIT. |
-
1985
- 1985-10-19 JP JP60233938A patent/JPS6293423A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6293423A (en) | 1987-04-28 |
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