• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    1431016 Charging I C engines; exhaust gas turbines FRANCE ARMED FORCES MINISTER OF 25 Jan 1974 [22 Feb 1973] 03703/74 Headings F1B and F1G An I.C. engine 1 is combined with a turbocompressor 2 having a turbine 4 driving a compressor 3 a by-pass duct 5, which is continuously open in operation, being provided between the compressor outlet and a combustion chamber 6 upstream of the turbine 4 and a pressure difference generating means 7 in the air-flow path between compressor and turbine to create a flow in the direction from the compressor to the turbine for starting the turbocompressor. The means 7 may be a centrifugal blower 8 driven by electric motor 9, Fig. 1, or an ejector (23) supplied from a compressed air reservoir (24), Fig. 2 (not shown), or an auxiliary compressor (26), Figs. 3 and 4 (not shown). The bearings 13 of turbocompressor 2 are lubricated via pipe 12 before being placed in rotation, by oil drawn from a casing 11 by an oil pump 10 driven by motor 9. When engine 1 is started, an oil pump 14 that it drives supplies oil to a manometric device 16 which cuts off the electric supply to motor 9 and allows oil to pass to bearings 13 via pipe 17 when the pressure of oil from the pump 14 reaches a given value. Motor 9 also drives fuel pump 18 supplying the combustion chamber 6 through a pipe 19 and metering device 20 from reservoir R until the motor 9 is stopped, after which the fuel supply is maintained by engine driven pump 21.
    公开号:SU1087085A3
    申请号:SU742000610
    申请日:1974-02-21
    公开日:1984-04-15
    发明作者:Мельшиор Жан
    申请人:Эта Франсэ (Фирма)；
    IPC主号:
    专利说明:

    00

    about
    00 SP The invention relates to mechanical engineering, in particular, to a device for internal combustion engines with supercharging, in particular, devices for starting engines with high over duva: and a reduced compression ratio. There are known devices for boosting internal combustion engines, which contain a turbocharger with an auxiliary starting drive and an additional engine. a combustion chamber connected to its gas-intake case and communicated with the air-pressure pipe by means of a bypass pipe. The turbocharger starting drive is designed as an electric motor. If the engine is made with a low compression ratio (less than 12), then before starting it: the turbocharger is rotated with the help of an electric motor. The air compressed in the compressor is passed through the bypass pipe to the additional combustion chamber, the fuel is burned in it and the combustion products are sent to the turbine. Turbocharger: the group operates at the same time cycling a closed gas turbine unit. After the turbocharger revs, the pressure developed by the compressor becomes sufficient for the liver to ignite the fuel, injected into the compressed cylinder charge, to start the engine Cl. However, since the electric motor for starting must overcome the inertia of the rotor of the turbocharger and, in the initial launch period, provide air compression in the turbocharger, it must be designed for relatively high power and its mechanisms for connection to the rotor of the turbocharger are also relatively complicated. Also known are devices for starting turbo-compressor groups, in which an electrically operated fan is used as a start-up drive, connected by its pressure nozzle to a pipe for supplying compressed air to a combustion chamber connected to a gas-receiving turbine casing. Before starting the turbo-compressor group, a compressed air valve is started. There the air enters through the pipe into the additional combustion chamber, and the products of combustion from it into the turbine. The turbine begins to rotate and the turbocharger group starts in a closed-loop C23 gas turbine cycle. In order for the fan to ensure the start of the turbo-compressor group, its drive power must also be high. In addition, the fan connection to the bypass pipe creates additional resistance in it, resulting in the loss of head pressure when the engine is running under load. The aim of the invention is to reduce the energy consumption for starting. To achieve this goal, in the proposed device, the auxiliary start-up drive of the turbocharger is made in the form of a compressed air source and an ejector nozzle connected to it, placed in a bypass pipe. The source of compressed air can be made in the form of a tank equipped with a manual valve. The drawing shows the proposed device. The internal combustion engine 1 (diesel with a reduced compression ratio) is equipped with a turbocharger with a STATUS of turbine 2 and compressor 3 located on a common shaft 4. The gas intake housing 5 of the turbocharger and its air inlet 6 are connected to each other by means of a bypass pipe 7. To the gas intake housing 5 an additional combustion chamber 8 is connected, communicated with the air-pressure pipe by means of a bypass pipe 7. The fuel into the auxiliary combustion chamber is supplied from the auxiliary fuel system, and when the engine is running the body enters its exhaust gases. In the bypass T1), an ejector nozzle 9 is placed, connected to a source of compressed air, which is made into a reservoir 10 separated from the nozzle by means of a pressure regulator 11, which can be made as a manual valve. An ejector with a compressed air source performs the functions of an auxiliary start-up drive of a turbocharger. In order to lubricate the turbocharger during the period of its start-up and supply of fuel to the auxiliary combustion chamber, an auxiliary electric motor 12 is provided, which drives the oil pump 13 and the fuel pump
    14. After starting the diesel auxiliary; The electric motor is disconnected and, using switch 15, provides lubrication of the turbocharger from the pump 16. The fuel to the dispenser 17 in this case, is blunt from the pump 18. Both pumps are driven by the engine. The oil circulating in the turbocharger bearings 19 includes an oil NE tank 20. An engine crankcase can also be used instead of a tank. The fuel system has a fuel tank 21,
    Before starting the engine, the nozzle 9 of the ejector is connected to the reservoir 10. Under the action of the flow of compressed air from the nozzle, an ejection effect is created and the air is sucked through the inter-blade channels of the compressor 3 and is injected through the combustion chamber into the turbine 2, causing it to rotate. As the speed of rotation of the turbine increases, the air pressure at the outlet of the compressor increases. This overpressure is summed with the pressure difference LR created by the ejector. In connection with this, the DF value, which is necessary for start-up, may be relatively small and amount to about 0.015 bar, i.e. an amount sufficient to create air flow through the additional combustion chamber. After promotion
    turbo-compressor group to speed, providing the pressure of compressed air necessary for ignition of fuel in diesel cylinders,
    crankshaft is driven into rotation and the air supply to the ejector is shut off. Compressed air from the compressor enters partly into the bypass pipe and partly into the diesel, and in the combustion chamber, the exhaust gases of the diesel engine are mixed into the combustion products in it. The engine can work with the load. Due to the fact that
    the pressure drop to start is small, and the nozzle creates a minimum resistance in the bypass pipe, the power consumption for starting is reduced. In addition, the source of the pressure difference
    relatively simple structurally, and the reservoir of compressed air may be small.
    In the event of a non-ignition or poor ignition in the combustion chamber, there is no need to expend energy to spin the turbocharger rotor for restarting, which further reduces the energy costs. The proposed device, as a result of a given direction of flow, also eliminates the discharge of exhaust gases to the engine intake through a bypass pipe, and serves as an aerodynamic diode.
    权利要求:
    Claims (2)
    [1]
    1. DEVICE FOR SUPPLYING THE INTERNAL COMBUSTION ENGINE, containing a turbocharger with an auxiliary starting drive and an additional combustion chamber connected to its gas inlet casing and in communication with the air discharge pipe by the bypass pipe, which reveals that, in order to reduce energy consumption, the auxiliary starting drive of the turbocompressor is made in the form of a source of compressed air and an ejector nozzle connected to it, located in the bypass pipe.
    [2]
    2. The device according to claim 1, characterized in that the compressed air source is made in the form of a reservoir equipped with a valve.
    类似技术:
    公开号 | 公开日 | 专利标题
    SU1087085A3|1984-04-15|Device for supercharging internal combustion engine
    US6182449B1|2001-02-06|Charge air systems for two-cycle internal combustion engines
    US3676999A|1972-07-18|Supercharging means for internal-combustion engines
    EP0040910B1|1986-03-12|Hydraulic assist turbocharger system
    US20110296843A1|2011-12-08|Positive displacement power extraction compensation device
    US20040109760A1|2004-06-10|Method and apparatus for increasing the adiabatic efficiency of a centrifugal compressor
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    RU2230914C2|2004-06-20|Method of operation of internal combustion diesel engine
    US4873825A|1989-10-17|Positive displacement engine compounded with a gas turbine engine
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    US20060196191A1|2006-09-07|Gas turbine engine
    Timoney1969|High pressure turbocharging of two-stroke engines
    GB1229203A|1971-04-21|
    SU709825A1|1980-01-15|Internal combustion engine
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    KR20050008555A|2005-01-21|The devices & construction of the gas turbine engine possible about quick starting & saving fuel idle turning & quick acceleration & variable torque
    RU1802853C|1993-03-15|Method and device for operation of two-fuel diesel with gas-turbine supercharging
    同族专利:
    公开号 | 公开日
    AR200762A1|1974-12-13|
    AU6531174A|1975-08-07|
    GB1431016A|1976-04-07|
    CH585344A5|1977-02-28|
    NL160058C|1979-09-17|
    IT1009584B|1976-12-20|
    DE2404648A1|1974-09-12|
    CA1003649A|1977-01-18|
    BE811303A|1974-08-20|
    FI50567B|1975-12-31|
    ES422677A1|1976-04-16|
    AU468444B2|1976-01-15|
    FI50567C|1976-04-12|
    AT339091B|1977-09-26|
    DE2404648B2|1976-10-28|
    ZA74544B|1974-11-27|
    NL7401257A|1974-08-26|
    JPS5225483B2|1977-07-08|
    ATA65474A|1977-01-15|
    BR7401307D0|1974-11-19|
    SE402957B|1978-07-24|
    DD110093A5|1974-12-05|
    RO70584A|1981-09-24|
    JPS5117716A|1976-02-12|
    US3949555A|1976-04-13|
    IN141231B|1977-02-05|
    FR2219688A5|1974-09-20|
    NL160058B|1979-04-17|
    IL44101D0|1974-05-16|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US3096615A|1961-09-21|1963-07-09|Caterpillar Tractor Co|Turbocharger system for internal combustion engines|FR2284766B1|1974-09-10|1978-10-27|France Etat|
    FR2308785B1|1975-04-24|1978-03-17|France Etat|
    FR2308784B1|1975-04-24|1978-02-03|France Etat|
    DE2553821A1|1975-11-29|1977-06-02|Kloeckner Humboldt Deutz Ag|COMBUSTION ENGINE WITH EXHAUST GAS TURBOCHARGING|
    US4287717A|1979-01-04|1981-09-08|Cummins Engine Company, Inc.|Turbocharged internal combustion engine|
    JPS60187103U|1984-05-21|1985-12-11|
    JPS60195805U|1984-06-07|1985-12-27|
    JPS6149701U|1984-09-05|1986-04-03|
    GB2197910A|1986-11-27|1988-06-02|Orian Emilia|Modular gas turbine plant|
    US6450156B1|2000-09-14|2002-09-17|Albert F. Araujo|Turbine supercharger for an internal combustion engine|
    US6434940B1|2000-09-14|2002-08-20|Albert F. Araujo|Air compressor for charging an internal combustion engine|
    GB2393999B|2002-10-04|2004-09-29|Visteon Global Tech Inc|Reduction of turbo-lag in an internal combustion engine|
    US9239034B2|2012-09-12|2016-01-19|Ford Global Technologies, Llc|Ejector system for a vehicle|
    WO2018004358A1|2016-06-28|2018-01-04|Prescott Jared|Turbocharged two-cycle engine with intake and exhuast valves and higher compression|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    FR7306202A|FR2219688A5|1973-02-22|1973-02-22|
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