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WO2013010923A1 - Recirculation des gaz d'échappement dans un moteur à combustion interne - Google Patents

Recirculation des gaz d'échappement dans un moteur à combustion interne Download PDF

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Publication number
WO2013010923A1
WO2013010923A1 PCT/EP2012/063735 EP2012063735W WO2013010923A1 WO 2013010923 A1 WO2013010923 A1 WO 2013010923A1 EP 2012063735 W EP2012063735 W EP 2012063735W WO 2013010923 A1 WO2013010923 A1 WO 2013010923A1
Authority
WO
WIPO (PCT)
Prior art keywords
turbocharger
exhaust gas
arrangement according
egr
location
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.)
Ceased
Application number
PCT/EP2012/063735
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English (en)
Inventor
Philip Newman
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Jaguar Land Rover Ltd
Original Assignee
Jaguar Cars Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Jaguar Cars Ltd filed Critical Jaguar Cars Ltd
Publication of WO2013010923A1 publication Critical patent/WO2013010923A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
    • F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/08—EGR systems specially adapted for supercharged engines for engines having two or more intake charge compressors or exhaust gas turbines, e.g. a turbocharger combined with an additional compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • 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
    • F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
    • 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
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/07—Mixed pressure loops, i.e. wherein recirculated exhaust gas is either taken out upstream of the turbine and reintroduced upstream of the compressor, or is taken out downstream of the turbine and reintroduced downstream of the compressor

Definitions

  • This invention relates to exhaust gas recirculation (EGR) for an internal combustion engine, typically a diesel engine for a motor vehicle. Aspects of the invention relate to an arrangement, to an engine, to a method and to a vehicle.
  • EGR exhaust gas recirculation
  • EGR is a technique used to reduce nitrogen oxide (NOx) emissions of an internal combustion engine, by selectively recirculating some exhaust gas to the engine inlet manifold. As a consequence the amount of excess oxygen is reduced, the peak combustion chamber temperature can be reduced, and thus the amount of NOx which is generated.
  • NOx nitrogen oxide
  • EGR is very common in motor vehicle engines in order to meet the requirements of emissions legislation. It does however have some less desirable characteristics. These may include reduced power because of less efficient combustion, and particularly in diesel engines the introduction of contaminants to the engine inlet manifold, which may cause early deterioration of engine components and lubrication oil.
  • EGR utilizes exhaust gas from the exhaust manifold, which is very hot, and therefore less dense than ambient air admitted to the inlet manifold; such ambient air may be heated in the compressor side of the turbocharger, but is typically cooled via an air to air intercooler.
  • This dense cooled air is mixed with relatively hot less dense exhaust gas during EGR, which means that a larger comparative volume of exhaust gas is required for a given effect.
  • This circumstance can be ameliorated by including an exhaust gas cooler in the EGR duct, by which heat is rejected, typically to the engine coolant.
  • the exhaust gas cooler imposes a flow restriction on gas flowing in the EGR duct, as noted above; the more effective the cooler, the greater the flow restriction which is imposed.
  • Packaging space must also be found to install such a cooler within the confines of an engine compartment, which is often difficult.
  • EGR exhaust gas recirculation
  • the turbocharger compressor and relatively long inlet duct allow good mixing of exhaust gas and fresh air so as to deliver a consistent well-mixed charge to the inlet manifold of the engine.
  • Turbochargers must be capable of operating at a wide range of engine speeds.
  • a relatively small primary turbine is provided to ensure more rapid spooling-up than would be possible with a large turbine.
  • a larger second stage turbine is spooled up by increasing exhaust gas flow. This arrangement provides the benefits of a large turbocharger whilst minimizing turbo-lag.
  • the induction effect at low engine speeds is low because the turbocharger compressor stage is sized for maximum engine speed, and thus maximum gas flow.
  • the relatively large compressor tends to restrict gas flow at low engine speeds because the relative pressure drop across the low pressure EGR duct is too small to induce sufficient EGR flow.
  • EGR exhaust gas recirculation
  • Such an arrangement can bypass the first stage of the compressor, and thus supply EGR gas immediately upstream of a subsequent compressor stage where the induction effect is more marked at low flow rates and low engine speeds.
  • the (smaller) first stage turbine is effective at low exhaust gas flow rate, and accordingly the second stage compressor (which is driven by the first stage turbine).
  • EGR gas is supplied immediately upstream of the second stage compressor, and is induced by the depression generated by the second stage compressor.
  • the low pressure EGR duct also extends to a location upstream of the turbocharger compressor inlet.
  • EGR gas is drawn into the first stage compressor by virtue of the increased depression generated by the first stage.
  • this arrangement avoids throttling of EGR gas by the second or subsequent compressor stage.
  • Control of exhaust gas flow may be benign or determined according to a control strategy incorporated in, for example, an engine electronic control unit (ECU).
  • ECU engine electronic control unit
  • the gas flow path is determined by the pressure drop across the EGR duct.
  • the first compressor stage is relatively ineffective so that flow is induced to the intermediate location, for example immediately in advance of a second compressor stage.
  • the first stage compressor becomes effective, and being larger may induce the majority of EGR flow.
  • the EGR duct may include a closure or non-return valve. This arrangement avoids such back flow when the first stage compressor is effective.
  • Valves may be included in the EGR duct to control flow through outlet branches thereof in a benign or active manner.
  • a non-return valve may be an automatic reed valve or the like.
  • Adjustable throttles for example under the control of an engine ECU, may preferentially permit gas flow through an outlet branch of the EGR duct.
  • Closure valves for example poppet valves, may provide simple open/closed functionality.
  • the arrangement of the invention may also include a conventional high pressure EGR duct extending between the engine exhaust manifold, and a location downstream of the turbocharger compressor - typically the engine inlet manifold. This high pressure EGR duct may be cooled or uncooled, and permits effective EGR during an engine warm-up phase.
  • a catalyst is provided immediately downstream of the turbocharger turbine.
  • the catalyst may be a diesel oxidation catalyst of a diesel engine or a three-way catalyst of a gasoline engine, or other suitable catalyst device.
  • the exhaust stream may include particulates which if returned to the compressor inlet via a low pressure EGR duct may cause deterioration of the turbocharger compressor stage by abrasion.
  • a filter is included in the low pressure EGR pathway from the turbocharger outlet to the turbocharger inlet. This pathway comprises the exhaust tract and the low pressure EGR duct, and the filter may comprise for example a conventional diesel particle filter of a diesel engine.
  • the invention also provides a method of recirculating exhaust gas in an internal combustion engine having a series sequential turbocharger, the method comprising providing an exhaust gas recirculation duct from a location downstream of the turbocharger turbine stage to a location intermediate two adjacent stages of the turbocharger compressor, and recirculating exhaust gas through said duct.
  • the method may further include the steps of providing a branch of the EGR duct to an inlet location upstream of the turbocharger compressor, re-circulating EGR flow to the inlet location, and controlling the flow of EGR in multiple branches of the EGR duct.
  • the method may further comprise the steps of providing a catalyst in the exhaust gas stream for treatment thereof, and/or providing a particle filter in the low pressure EGR pathway, for example a diesel particle filter of a diesel engine exhaust system.
  • Fig. 1 is a schematic showing an EGR system according to an embodiment of the invention.
  • an internal combustion diesel engine 1 1 has an exhaust manifold 12 leading to a two stage exhaust turbocharger T comprising a high pressure turbine 13 and low pressure turbine 14.
  • Exhaust gas exiting the turbocharger passes through a diesel oxidation catalyst (DOC) 15 and a diesel particle filter (DPF) 16 to an open (unthrottled) exhaust pipe 17.
  • DOC diesel oxidation catalyst
  • DPF diesel particle filter
  • a fresh air inlet 21 is coupled to an air box/filter 22 having a mass air-flow meter 23. Air flows via low and high pressure turbocharger turbines 25, 26, and then via an air to air intercooler 27 to an engine inlet manifold 28.
  • Hot exhaust gas is routed via a high pressure EGR duct 30 from the exhaust manifold 12 to a location 32 upstream of the inlet manifold.
  • EGR valve 31 controls the flow of EGR gas in this duct 30; a cooler 41 is provided for lowering the temperature of EGR gas in the duct 30.
  • Exhaust gas is also routed from a location 33 downstream of the diesel particle filter 16 to the air inlet via a low pressure EGR duct 35.
  • This duct 35 has a closure valve 24 to control flow therein, and the duct 35 further includes a cooler 34 upstream of the valve 24.
  • the DPF 16 ensures that particulates do not reach the compressor stage of the turbocharger, and cause deterioration thereof by for example abrasion.
  • the turbocharger has the usual waste gate (not shown) to prevent over speeding of the turbines 13, 14.
  • a relief valve (not shown) may be included to prevent excess pressure (surge) at the inlet side.
  • the outlet of the valve 24 is connected to the turbocharger turbine stage via two routes.
  • a first branch 42 allows EGR gas to flow directly from the valve 24 to the upstream side of the first stage turbine 25, where it mixes with incoming fresh air.
  • the mixed air/EGR gas is compressed in the turbocharger and delivered to the inlet manifold 28 via the intercooler 27.
  • a second branch 43 allows EGR gas to flow via a non-return valve 44 to a location between the first stage turbine 25 and the second stage turbine 26. Gas flowing via the second branch 43 is thus compressed only by the turbine 26 before passing to the inlet manifold via the intercooler 27.
  • a controller receives inputs from sensors of the system illustrated in Fig, 1 so as to determine appropriate operation of the EGR valves in conjunction with the air and fuel supplied to the engine.
  • sensor inputs may include fresh temperature; gas temperature upstream and downstream of the intercooler 27; pressure and temperature of the inlet manifold 28; pressure and temperature of the exhaust manifold 12; temperature upstream of the oxidation catalyst 15, upstream of the particle filter 16, at the inlet 33 of the low pressure EGR duct, and downstream of the cooler 34.
  • Control strategies for emission control are highly complex, and need not be further described here; such strategies may be implemented in an engine electronic control unit (ECU) of the vehicle.
  • ECU engine electronic control unit
  • Fig. 1 provides two sources of EGR gas, namely a high pressure source from upstream of the turbocharger turbines, and a comparatively low pressure source having an inflow downstream of the turbocharger and between the compressor stages of the turbocharger. Suitable drops in pressure are required to ensure natural flow of EGR gas in the respective EGR ducts 30, 35. Back pressure exerted by the non-return valve 44 should be as low as practicable so as not to impede EGR flow.
  • EGR At low engine loads and/or during engine warm-up, high pressure EGR is preferred because the DOC 15 is less able to deal with excess fuel during the warm-up phase.
  • This arrangement provides good combustion consistency, but may for example require restriction of the exhaust gas flow path in order to ensure sufficient pressure drop, and thus flow to the inlet manifold 28. This phenomenon occurs because at the relative speed and load, the turbocharger compressor is more efficient than the turbine, and consequently inlet manifold pressure may prevent flow of EGR gas.
  • One means of restricting exhaust gas flow is to close the turbine vanes of a variable geometry turbocharger, but this solution necessarily degrades turbocharger performance.
  • High pressure EGR gas is also relatively hot, and therefore less dense. A considerable volume is required to have an appreciable effect upon relatively cool air entering the inlet manifold, so that as much as 40% of exhaust gas may be recirculated via the EGR duct 30.
  • This well mixed inlet stream facilitates good combustion efficiency and low combustion noise through improved distribution of the air/EGR mixture in each cylinder.
  • the low inlet temperature of such a stream ensures that oxygen density, is raised as compared with conventional high pressure EGR. Accordingly the capacity of the engine to control NOx emissions is improved, particularly at altitude where the volume percentage of oxygen is reduced owing to low ambient air pressure.
  • Low pressure EGR may be used to raise the temperature of incoming air to a desired value.
  • a mixed gas at entry to the compressor 25 may have a target temperature of about 60 ⁇ €.
  • a humidity sensor (not shown) may be provided at the compressor stage inlet. It will be appreciated that the relatively cool EGR gas flowing through duct 35 may have the capability of producing hydrochloric, nitric and/or sulphuric acid if in the presence of a high air moisture content.
  • the humidity sensor provides a control input which can be utilized by the controller to reduce or inhibit input of low pressure EGR gas in such circumstances.
  • Fig. 1 illustrates a two-stage series sequential turbocharger, but this invention is applicable to a multi stage turbocharger having three or more stages.
  • the EGR duct may be further branched to each intermediate location of the compressor stages with suitable valving or throttling of the kind described herein to promote a desirable flow regime throughout the engine speed/load range.
  • the invention is also applicable to turbocharged gasoline engines.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Abstract

Moteur à combustion interne équipé d'un turbocompresseur à gaz d'échappement (T) séquentiel en série présentant un conduit EGR de recirculation des gaz d'échappement (35) à basse pression s'étendant du collecteur d'échappement à un emplacement intermédiaire situé entre les étages de compression (25, 26) du turbocompresseur. Le conduit EGR peut également comporter une branchement (42) allant vers l'entrée du turbocompresseur et un régulateur de débit (24) adapté. Un clapet antiretour (44) peut être monté sur le conduit EGR en un emplacement intermédiaire.
PCT/EP2012/063735 2011-07-19 2012-07-12 Recirculation des gaz d'échappement dans un moteur à combustion interne Ceased WO2013010923A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1112416.1A GB2492994B (en) 2011-07-19 2011-07-19 Exhaust Gas Recirculation For An I.C Engine
GB1112416.1 2011-07-19

Publications (1)

Publication Number Publication Date
WO2013010923A1 true WO2013010923A1 (fr) 2013-01-24

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PCT/EP2012/063735 Ceased WO2013010923A1 (fr) 2011-07-19 2012-07-12 Recirculation des gaz d'échappement dans un moteur à combustion interne

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GB (1) GB2492994B (fr)
WO (1) WO2013010923A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115539211A (zh) * 2022-06-27 2022-12-30 北京理工大学 基于发动机废气涡轮动能的车辆舱内空气增压装置及设计方法

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9546591B2 (en) * 2014-11-26 2017-01-17 Caterpillar Inc. Exhaust system with exhaust gas recirculation and multiple turbochargers, and method for operating same
JP2022522050A (ja) 2019-04-08 2022-04-13 エスピーアイ．システムズ コーポレイション 内燃機関における処理済み排気ガス再循環のためのシステムおよび方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0840000A1 (fr) * 1996-10-24 1998-05-06 Isuzu Motors Limited Dispositif de recirculation de gaz d'échappement
WO2006115671A1 (fr) * 2005-04-21 2006-11-02 International Engine Intellectual Property Company, Llc Systeme de soupapes de moteur et procede correspondant
DE102009006359A1 (de) * 2009-01-28 2010-07-29 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Vorrichtung und Verfahren zur variablen Abgasturboaufladung und Abgasrückführung
US20110094486A1 (en) * 2009-10-28 2011-04-28 Vuk Carl T Metering exhaust gas recirculation system for a dual turbocharged engine having a turbogenerator system

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2907848A1 (fr) * 2006-10-31 2008-05-02 Renault Sas Moteur a combustion interne comportant au moins un turbocompresseur a fonctionnement a bas regime ameliore
JP2008121635A (ja) * 2006-11-15 2008-05-29 Toyota Motor Corp エンジン
JP2008261294A (ja) * 2007-04-13 2008-10-30 Toyota Motor Corp 過給機付き内燃機関の制御装置
US7975478B2 (en) * 2007-06-26 2011-07-12 International Engine Intellectual Property Company, Llc Internal combustion engine having compressor with first and second tributary inlets
JP2009114952A (ja) * 2007-11-06 2009-05-28 Toyota Motor Corp 内燃機関の制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0840000A1 (fr) * 1996-10-24 1998-05-06 Isuzu Motors Limited Dispositif de recirculation de gaz d'échappement
WO2006115671A1 (fr) * 2005-04-21 2006-11-02 International Engine Intellectual Property Company, Llc Systeme de soupapes de moteur et procede correspondant
DE102009006359A1 (de) * 2009-01-28 2010-07-29 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Vorrichtung und Verfahren zur variablen Abgasturboaufladung und Abgasrückführung
US20110094486A1 (en) * 2009-10-28 2011-04-28 Vuk Carl T Metering exhaust gas recirculation system for a dual turbocharged engine having a turbogenerator system

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115539211A (zh) * 2022-06-27 2022-12-30 北京理工大学 基于发动机废气涡轮动能的车辆舱内空气增压装置及设计方法

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GB2492994A (en) 2013-01-23
GB2492994B (en) 2016-04-13
GB201112416D0 (en) 2011-08-31

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