CN1273624A - 内燃机透平增压系统 - Google Patents

内燃机透平增压系统 Download PDF

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CN1273624A
CN1273624A CN98808424A CN98808424A CN1273624A CN 1273624 A CN1273624 A CN 1273624A CN 98808424 A CN98808424 A CN 98808424A CN 98808424 A CN98808424 A CN 98808424A CN 1273624 A CN1273624 A CN 1273624A
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exhaust
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CN1096557C (zh
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M·K·凯尔
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HONEYWELL TURBINE FILLING SYSTEM Inc
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    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • 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
    • 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
    • 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
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/28—Layout, e.g. schematics with liquid-cooled heat exchangers
    • 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
    • F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
    • F02M26/21—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system with EGR valves located at or near the connection to the intake 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
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/35—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with means for cleaning or treating the recirculated gases, e.g. catalysts, condensate traps, particle filters or heaters
    • 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

Abstract

内燃机(11)包括一个废气再循环系统和一个二级充量空气压缩系统,后者采用一个具有一废气透平(15)和一压气机(18)和透平增压器(14);一个连接于透平增压器压气机(18)和入口(20)的马达驱动空气流充量压气机(22);一个双输入比例气体控制阀(35),具有通至大气的第一入口(36)和连接于EGR导管的第二入口(37)及输送空气和废气混合物至马达驱动压气机(22)入口的出口(39);一个操作双输入比例气体控制阀的控制器(40),它采用一个算法规则来控制该气体控制阀,以提供再循环废气和空气的最佳混合物。这些系统可包括一个处在马达驱动充量空气压气机的入口(21)和出口(23)之间的带单向阀的分流导管(28),一个EGR冷却器(45),一个EGR微粒滤清器或收集器(29)和一个压缩充量空气中冷器(24)。

Description

内燃机透平增压系统
发明领域
本发明总的涉及改善内燃机低速性能的减少发动机有害排放物的内燃机系统。
发明背景
通过增压来增加给定尺寸内燃机，例如柴油机的动力输出的实践几十年来一直是公知的。透平增压渐成为一种优先的方法，因为它利用废气能重来驱动一压气机，而不是将压气机机械地连接于发动机。透平增压导致了低燃料消耗，高动力输出，并补偿发动机在高海拨运转时空气密度的降低。
现代发动机自给定气缸排量产生更多动力的可能性由于技术的革新和发展并且由于能利用比单个透平增压器所能提供的更多的充量空气压力一直在稳步地增加。因此，许多高比功率柴油机采用二个透平增压器，它们的透平和压气机成串联连接。在串联透平增压器的通常布置中，一个透平增压器安装在排气歧管上，它构成一高压级，第二透平增压器构成一低压级。高压级透平自排气歧管接收废气，而低压级透平自高压级接收废气，而后将它排到大气。低压级压气机自大气吸入空气，将它压缩，有时经一充量空气冷却器将其输送到高压级压气机。高压压气机级在将充量空气输送到进气歧管之前完成充量空气的第二级压缩。串联的二个透平增压器为将高压空气输送到内燃机提供复杂而昂贵的装置。
在最近的将来，将要求重型发动机达到较低的氮氧化物(Nox)，碳氮化合物(HC)和微粒排放值。对未来排放规定的建议要求更严格的氮氧物，同时将微粒物质标准保持在其目前的水平。在1996年6月，环境保护局(EPA)提出了一个减少重型卡车污染的计划，它要求在2004年前Nox+HC排放室达到，2.4克/制动马力小时(G/BHP-HK)和微粒物质0.10G/BHP-HR。
减少Nox排放量的一种方法是排气再循环，是用于某些轻型柴油机和小客车汽油机的一种技术。废气再循环(通常称作“EGR”)通过稀释充量空气和抑制燃烧期间所达到的最高温度来减少内燃机中的Nox。然而，EGR的一个有害影响是微粒增加。政府规定要求在2004年前微粒排放必须保持在0.10G/BHR-HR。
微粒收集器已用于处理非溶柴油机微粒问题。这种柴油机废气后处理方法的传统特点一直是成本高和可靠性低。利用燃料添加催化剂的被动回收的收集器的最近发展已形成为对普通的主动回收的收集器系统的一种低价格替代物。
在透平增压的重型柴油机中，往往难于将EGR用于进气歧管，因为透平增压的进气歧管压力通常高于排气系统的压力。为避免这个问题，在压力通常高于进气歧管压力的发动机透平增压器上游一点处将废气截获。这种方法通常被称之为高压回路(HPL)EGR。
尽管高压回路EGR应用于一些重型柴油机在将Nox减少到2.0G/BHP-HR方面是有效的，然而，透平增压器的透平上游的EGR废气的分流减少了可用于驱动透平增压器的废气能量。与这一系统相关的代价是燃料消耗增加和微粒物质排放的相伴增加。利用一种以收集器为基础的后处理系统，可实现微粒物质的控制，然而，燃料消耗的代价依然未解决。
另一种EGR布局通过自透平增压器下游一点供应再循环废气保持了透平增压器的性能。在该位置上，废气压力低于进气歧管的压力，因而在透平增压器的压气机上游EGR能被引入该系统。这些系统的这种压差对于为将Nox减少到2.0G/BHP-HR水平所需的EGR流量率一般来说可以是足够的。这种布局被称之为低压回路(LPL)EGR系统。
LPLEGR系统相对于HPLEGR系统的优点包括：
1)由于透平增压器性能较HPL分局的为好，燃料消耗比HPL布局低；
2)由于微粒收集器的存在，LPLEGR供应过滤废气，所改善发动机耐久性；
3)由于收集器下游的废气较自透平增压器上游供给的废气冷(如在HPL情况中那样)，因此，相对于和HPLEGR相同流量率的情况下，LPLEGR具有更大的吸热能力；
4)采用较冷的EGR，有可能减少EGR冷却器的尺寸，从而提供一种更紧凑的装置；
5)降低EGR冷却要求可有助于防止废气冷凝及透平增压器压气机叶轮可能的腐蚀；
6)通过引入透平增压器压气机上游的混合物，可改善EGR与新鲜充量空气的混合。柴油机在低怠速和无负荷工况下对EGR有极好的胃口，在这些工况时，相对于汽油机而言，柴油机经历极高的空燃(A/F)比。柴油机在峰值扭矩的额定转速/全负载工况下，一般的A/F比相应为25-30∶1。因此，在这些工况下，为减少或防止碳烟形成，希望不采用EGR。
马达辅助透平增压器通过用施加于电马达的电解来补充发动机低速时的废气能量已用于改善内燃机性能，该电马达辅助透平增压器的透平驱动该透平增压器的充量空气压气机。当需要发动机自低速加速或增加负荷时，可接通电马达，并由增加透平增压器压气机转速和提供额外的增压来应答。因而改善了在低速时的发动机反应并增加负荷。随着发动机转速增加，例如，超过峰值扭矩转速，发动机透平增压器能产生为发动机固有性能和低排放所需要的高增压，此时可切断电马达。
发明概述
本发明提供具有两级充量空气压缩和废气再循环的内燃机系统和方法。
具有废气再循环和两级充量空气压缩的本发明的系统包括一个内燃机，它具有一根排气歧管和一根进气歧管；一个有一废气透平和一压气机的透平增压器，废气透平和压气机各有一入口和一出口；一根连接废气透平入口和排气歧管的第一废气导管；一根连接透平增压器压气机出口和进气歧管的充量空气导管；一个具有一入口和一出口的马达驱动压气机，所述出口连于透平增压器压气机的入口；一个二输入比例气体控制阀，具有一个通至大气的第一入口和一个连于跟内燃机排气流连通的一EGR导管的第二入口及一个将空气和废气混合物输送到马达驱动充量空气压气机入口的出口；一个操作内燃机进气歧管的二输入比例气体控制阀的控制器，它以控制的比例混合大气空气和内燃机废气，以便该空气和废气混合物作进一步压缩。
本发明的系统可包括处在马达驱动充量空气压气机的入口和出口之间的一根旁通导管和一个单向阀；一个对该二输入比例气体控制阀的第二输入提供冷却的EGR的EGR冷却器；一个EGR微粒滤清器或收集器；一个压缩充量空气中冷器。
本发明的系统包括一个被供以内燃机运转信号的控制器，该控制器可设有控制该二输入比例气体控制阀的规则系统，以便为以低Nox运转的内燃机提供最佳的再循环废气和空气的混合物。
本发明还提供一种以废气再循环和二级充量空气压缩操作内燃机的方法，包括：自内燃机截获废气流；引导废气流进行混合；供给空气流，与废气混合；以受控制的比例将空气与废气流混合成废气与空气的混合物；控制混合物中空气和废气的比例；压缩废气与空气的混合物；引导废气与空气的压缩混合物到透平增压器的压气机输入口；利用透平增压器压气机进一步压缩废气与空气的压缩混合物；引导所得到的进一步压缩混合物到内燃机的进气歧管。
在本发明的方法中，空气与废气流在混合状态受压缩以便为内燃机废气中Nox和微粒物质最适宜的减少创造条件，该方法可包括检测发动机在低于峰值扭矩转速运转时确定的发动机转速、检测发动机负荷以及随着发动机负荷增加减少混合物中废气比例的其它步骤。该方法可包括在高转速时由马达驱动压气机终止作为内燃机充量空气的基本上所有空气混合物的压缩的其它步骤。在本发明的方法中，该再循环废气在与空气混合之前最后被冷却，并可进行过滤以除去微粒物质。
根据本发明的附图和随后更详细的说明，精通本技术的人们将会明白本发明的特点和优点。
附图简述
图1表示本发明的系统，具有内燃机充量空气和废气再循环的二级压缩。
本发明最佳实施例详述
图1表示本发明的系统10，具有二级充量空气压缩和高压回路废气再循环。
图1的系统包括：一个内燃机11，它包括：一根排气歧管12和一根进气歧管13；一个透平增压器14，它具有带一入口16和一出口17的一废气透平15，和带一出口19和一入口20的一充量空气压气机18；一根连接废气透平入口16和排气歧管12的排气导管32和一根最好经一中冷器24连接充量空气压气机出口19和进气歧管13的充量空气导管33；一马达驱动压气机22，具有一入口21和一出口23，其出口23连于充量空气压气机18的入口20；一个双输入比例气体控制阀35，具有通至大气的一个第一入口36和连接于自内燃机11输送EGR的排气导管装置38的一个第二入口37及连于马达驱动压气机22的入口21的出口39；一个操作该双输入比例气体控制阀35的控制器40，它按控制的比例混合大气空气和内燃机废气，并将该混合物导入马达驱动充量空气压气机22的入口21。
在图1所示系统中，内燃机的废气流在排气歧管12和透平增压器透平入口16之间大致以排气歧管的压力被截取，图1的系统构成已被称之为高压回路废气再循环(HPLEGR)的系统。
控制器40，最好是一种以微处理机为基础的控制器，根据如发动机转速传感器和信号发生器及发动机节油门与负荷要求经电连接被供以发动机运转信号。控制器40经一连接线42和其马达的电力控制器22a能操作该马达驱动压气机22，当需要时，当在发动机低转速时和应答加速要求与增加负荷及需要增加空气以减少有害的排放时，提供充量空气压缩。
充量空气混合物中为限制有害排放物，诸如Nox到预定水平所需要的废气量可通过发动机在其整个转速和负荷范围内的试验室试验来确定。在各种转速和负荷下充量空气混合物中所需的废气量此时可被编入控制器40的微处理机的程序内。当控制器40接收到发动机转速与负荷信号时，它能定位混合阀35，使预定的EGR量存在于供给发动机进气歧管的充量空气混合物中。在低怠速时，在自低怠速加速期间和在其它所希望的时间内，马达驱动压气机22能增加被输送到进气歧管13内的废气和空气混合物的压力。当透平增压器14被供以足够的废气能量能通过自身将充足的充量空气供给发动机时，马达驱动压气机22能被切断电源，若需要或希望，经旁通单向阀28分流。
图1的系统对内燃机的EGR和动力增加两者提供控制。废气再循环自内燃机产生，并经EGR冷却器45输送，以降低其温度，提高其减少排放的效果，若需要，可流经EGR流动路线内的微粒滤除装置29。该双输入比例气体控制阀35用作冷却的EGR和新鲜过滤空气之间的连接点。气体控制阀35控制供给马达驱动压气机22的充量混合物，而由气体控制阀35操作的混合物取决于内燃机和其运转工况以便相对于给定排放减少量的所希望的废气再循环率。在内燃机低怠速和部分负荷工况下，气体控制阀35会允许新鲜空气和废气混合物进入马达驱动压气机22，混合的比例由内燃机的排放减少规则系统及其运转工况决定。在低于峰值扭矩转速以下的转速，随着负荷的增加，气体控制阀器将逐渐减少废气在混合物中的比例，并增加空气的比例达到这样一个点，在该点上，气体控制阀35将发动机全负荷工况的基本上100％的空气供给马达驱动压气机22。此外，马达驱动压气机22可由控制器40操作，以便当内燃机操作者要求发动机加速时，和当内燃机的负荷增加时，将增加的充量空气供给低转速下的内燃机11。这样，气体控制阀35和马达驱动压气机22的联合控制能改善在低于峰值扭矩转速下发动机性能和发动机排放。
在峰值扭矩转速以上，透平增压器14通常能和为控制碳烟所需的发动机充量空气很好地匹配，因此，在本发明的系统中，马达驱动压气机22仅可在低于峰值扭矩转速的发动机转速下利用，然而，在各种发动机运转工况下，它提供了低排放运转的能力。
如图1中所示，马达驱动压气机22可设有一分路，包括一单向阀28，在发动机全负荷工况和高于峰值扭矩转速时该系统工作，在高于峰值扭矩转速时，马达驱动压气机22通常是不工作的。最好设置马达驱动压气机的分路以避免在全负荷工况下由不工作的马达驱动压气机22可能造成的潜在的流动限制，允许新鲜空气，或EGR和新鲜空气的混合物流到进气歧管13，不会因马达驱动压气机22而引起明显的限制。
本发明的系统的减轻由固体颗粒物质，诸如非溶或含碳物质产生的问题及其对二级压气机和中冷器的有害影响，该两级压气机和中冷器通过操作该马达驱动压气机22向进气歧管输送废气再循环混合物，以便在发动机运转过程中提供足够的新鲜空气来补偿空燃比的下降，从而避免碳烟形成，然而，EGR导管，如导管38可设有一微粒滤清器或收集器29。
这样，本发明的系统能通过下列作业操作发动机：截获内燃机的废气流，引导供混合的废气流，产生供废气混合的空气流，以控制的比例将空气流与废气流混合成废气的空气的混合物，控制混合物中废气和空气的比例，压缩废气和空气混合物，引导压缩的混合废气和空气至第二级压气机，如透平增压器增气机18，进一步压缩该压缩的混合的废气和空气，并引导最终进一步压缩的混合物作为内燃机的充量空气。
在本发明的方法中，空气和废气流受到混合控制，以提供内燃机废气中Nox的最佳减少。该方法还包括如下步骤：检测发动机转速，检测何时发动机在低于峰值扭矩转速下运动，检测发动机负荷，随着发动机负荷增加到该混合物基本上为全负荷的全部空气的一个点上，减少废气在EGR混合物中的比例。在发动机的方法中，借助于一控制器，可终止基本上全部为空气的混合物的二级压缩。
如上所述，本发明的所示方法包括以基本上为排气歧管的压力截获废气，形成高压回路废气再循环(HPLEGR)。
图1中所公开的本发明的系统为内燃机充量空气提供二级压缩。在图1的系统中，第一级压缩是由马达驱动压缩机22提供的，第二级压缩是由透平增压器14的充量空气压气机18提供的。充量空气最好经一吸入空气滤清器27引入该系统。
上述附图和说明针对目前相信是最佳的本发明的那些实施例，然而，精通本技术的人们会认识到本发明可以其它的系统和实施例来实现而不背离在下述权利要求书中规定的本发明的范围。

Claims (19)

1.一种内燃机系统，包括：
一个包括一排气歧管和一进气歧管的内燃机；
一个透平增压器，具有带一入口和一出口的废气透平和带一入口和出口的充量空气压气机；
一根连接废气透平入口排气歧管的废气导管装置，和一根连接透平增压器充量空气压气机出口和进气歧管的充量空气导管；
一个具有一入口和一出口的马达驱动压气机，其出口连于透平增压器充量空气压气机的入口；
一个双输入比例气体控制阀，其第一入口通至大气，其第二入端与内燃机的废气流连通，其出口连于马达驱动压气机的入口；
一个控制器，它操作双输入比例气体控制阀，按控制的比例使来自大气的空气与来自排气歧管的废气混合，并将该混合物导入马达驱动充量空气压气机的入口。
2.按权利要求1所述的系统，其特征在于还包括处在马达驱动充量空气压气机的入口和出口之间的一个分流导管和单向阀。
3.按权利要求1所述的系统，其特征在于所述废气导管装置包括一个相连的废气冷却器，它对所述双输入比例气体控制阀的第二入口提供冷却的废气流。
4.权利要求3所述的系统，其特征在于所述废气冷却器连通内燃机的冷却液。
5.权利要求1所述的系统，其特征在于所述控制器包括用于计算废气和为减少内燃机排气中Nox所需的空气比例的规则系统。
6.权利要求1所述的系统，其特征在于所述废气导管装置包括在排气歧管和透平增压器废气透平入口之间相连的一根第一废气导管和在该第一废气导管和双输入比例气体控制阀的第二入口之间的一根第二废气导管。
7.权利要求6所述的系统，其特征在于第二废气导管包括一废气冷却器。
8.权利要求7所述的系统，其特征在于第二废气导管包括一微粒收集器。
9.权利要求1所述的系统，其特征在于该系统包括一些提供发动机转速和负荷信号的信号发生器，所述控制器连于信号发生器。
10.权利要求9所述的系统，其特征在于，该控制器根据发动机转速与负荷信号操作马达驱动压气机。
11.一种操作内燃机的方法，包括：
截获内燃机的废气流；
引导废气流混合；
供给空气流与废气混合；
按控制比例将空气与废气流混合成废气与空气的混合物；
控制空气与废气在混合物中的比例；
压缩废气与空气的混合物；
将废气与空气的压缩混合物导至废气透平驱动压气机的压气机输入口，用废气驱动压气机进一步压缩该废气和空气压缩混合物，并引导作为内燃机充量空气的最后压缩混合物。
12.权利要求11所述的方法，其特征在于，空气和废气的混合受控制，以便内燃机废气中Nox有最佳的减少。
13.权利要求12所述的方法，其特征在于，包括其它的步骤：检测发动机转速，确定何时发动机在低于峰值扭矩转速下工作，检测发动机负荷，根据发动机运转工况控制混合物中废气的比例。
14.权利要求13所述的方法，其特征在于，该混合物受控制，以便随发动机负荷增加减少该混合物中的废气。
15.权利要求14所述的方法，其特征在于，包括终止压缩被导至内燃机透平增压器的压气机输入口的基本上是全部空气的混合物的另一步骤。
16.权利要求11所述的方法，其特征在于，废气流是在排气歧管和废气透平之间在流动中被截获的。
17.权利要求11所述的方法，其特征在于，被截获的废气流在与空气流混合之前被冷却。
18.权利要求11所述的方法，其特征在于，被截获的废气流在EGR冷却器之前被过滤以去除微粒，并与空气流混合。
19.权利要求11所述的方法，其特征在于，最终压缩的混合物在作为充量空气被输送到内燃机之前被冷却。
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CN102996290A (zh) * 2012-12-07 2013-03-27 江苏四达动力机械集团有限公司 增压柴油机的废气再循环装置
CN106677890A (zh) * 2015-11-10 2017-05-17 福特环球技术公司 经由双压缩机发动机系统中的压缩机旁通阀的真空控制
CN106677890B (zh) * 2015-11-10 2021-07-23 福特环球技术公司 经由双压缩机发动机系统中的压缩机旁通阀的真空控制
CN109372659A (zh) * 2018-10-26 2019-02-22 江苏中远环保科技有限公司 一种控制循环冷却器中的节能环保装置
CN112031925A (zh) * 2020-08-31 2020-12-04 东风商用车有限公司 发动机用电动增压前置的多级混合增压系统
CN112031929A (zh) * 2020-08-31 2020-12-04 东风商用车有限公司 发动机用双电压的多级增压系统
CN112211717A (zh) * 2020-08-31 2021-01-12 东风商用车有限公司 发动机用带电动增压的多级增压柔性空气系统

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JP2001509561A (ja) 2001-07-24
WO1999001656A1 (en) 1999-01-14
US5771868A (en) 1998-06-30
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AU8176098A (en) 1999-01-25
EP0993549A4 (en) 2007-04-25

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