CN216975059U

CN216975059U - Efficient EGR system and vehicle

Info

Publication number: CN216975059U
Application number: CN202122919963.XU
Authority: CN
Inventors: 刘俊龙
Original assignee: Weichai Power Co Ltd
Current assignee: Weichai Power Co Ltd
Priority date: 2021-11-23
Filing date: 2021-11-23
Publication date: 2022-07-15
Anticipated expiration: 2031-11-23

Abstract

The utility model relates to a high-efficiency EGR (exhaust gas recirculation) system and a vehicle, belonging to the field of engine exhaust gas treatment and comprising a first pressurization system, wherein the first pressurization system comprises a first turbine and a first gas compressor, the gas inlet end of the first turbine is communicated with an exhaust pipe, the power output end of the first turbine is connected with the first gas compressor, the first gas compressor is communicated with the atmosphere, and the gas outlet end of the first gas compressor is communicated with a gas inlet pipe; and the second supercharging system comprises a second turbine, a driving assembly and a second gas compressor, the gas inlet end of the second turbine is communicated with the gas outlet end of the exhaust pipe, the power output end of the second turbine can drive the driving assembly, the second gas compressor is connected with the output end of the driving assembly, and the EGR valve is communicated with the gas outlet end of the second gas compressor and is communicated with the gas inlet pipe. The utility model has the advantages of waste gas energy recovery and increasing the driving pressure difference so as to improve the EGR rate, thereby achieving the effect of improving the emission and the oil consumption of the engine.

Description

Efficient EGR system and vehicle

Technical Field

The utility model relates to the technical field of engine exhaust gas treatment, in particular to an efficient EGR system and a vehicle with the efficient EGR system.

Background

This section provides background information related to the present disclosure only and is not necessarily prior art.

The low-speed torque requirement is increased along with the increase of the response requirement of the engine, the EGR rate requirement is higher and higher in order to meet the emission requirement of the engine, particularly, the required EGR rate of an EGR machine type is difficult to realize due to the fact that the driving pressure difference is small in low-speed large torque, if the turbine scheme is matched with a small turbine scheme, the supercharger in a high-speed working condition is over-speed, so that the air-bleed valve supercharger becomes the first choice, and the supercharger in a high-speed working condition bleeds to cause waste of exhaust energy.

SUMMERY OF THE UTILITY MODEL

The object of the present invention is to solve at least the problem of low engine EGR rate. The purpose is realized by the following technical scheme:

in a first aspect, the present invention provides an efficient EGR system, which is connected between an exhaust pipe and an intake pipe, and comprises

The first supercharging system comprises a first turbine and a first compressor, the air inlet end of the first turbine is communicated with the exhaust pipe, the power output end of the first turbine is connected with the first compressor, the first compressor is communicated with the atmosphere, and the air outlet end of the first compressor is communicated with the air inlet pipe;

the second supercharging system comprises a second turbine, a driving assembly and a second gas compressor, the gas inlet end of the second turbine is communicated with the gas outlet end of the exhaust pipe, the power output end of the second turbine can drive the driving assembly, the second gas compressor is connected with the output end of the driving assembly, and the gas outlet end of the second gas compressor is communicated with the gas inlet pipe through an EGR valve.

According to the EGR system, the first supercharging system and the second supercharging system which are respectively connected between the exhaust pipe and the air inlet pipe can recover the energy of the exhaust gas when the engine runs at a high speed, and can realize higher driving pressure difference of the exhaust gas by supercharging the exhaust gas when the engine is in a low-speed and high-torque running state, so that the demand of the EGR rate is met, the energy is recycled, and the purposes of improving the EGR rate and meeting the emission requirement are achieved.

In addition, the high-efficiency EGR system can also have the following additional technical characteristics:

in some embodiments of the present invention, the first supercharging system further comprises an intercooler connected between the air outlet end of the first compressor and the air inlet end of the air inlet pipe.

In some embodiments of the utility model, a control valve is connected between the second turbine and the exhaust pipe.

In some embodiments of the utility model, the drive assembly includes a dual-purpose motor connected between the second turbine and the second compressor, and a battery electrically connected to the dual-purpose motor.

In some embodiments of the present invention, the driving assembly further includes a first clutch and a second clutch, two ends of a rotating shaft of the dual-purpose motor are respectively connected to the first clutch and the second clutch, the first clutch is connected to a power output end of the second turbine, and the second clutch is connected to an input end of the second compressor;

when the second turbine is connected with the dual-purpose motor through the first clutch, the second clutch is in a disconnected state, and the dual-purpose motor generates electricity and stores energy to the storage battery;

when the second compressor is connected with the dual-purpose motor through the second clutch, the first clutch is in a disconnected state.

In some embodiments of the present invention, the second supercharging system further comprises an EGR cooler, and both ends of the EGR cooler are respectively communicated with the exhaust pipe and the second compressor.

In some embodiments of the present invention, the second supercharging system further comprises a bypass valve disposed between the EGR cooler and the second compressor, and the bypass valve is further in communication between the EGR valve and the second compressor.

In some embodiments of the utility model, an aftertreatment system is further included, the aftertreatment system in communication with the gas outlet ends of the first and second turbines.

In some embodiments of the utility model, the first and second supercharging systems are connected in parallel.

Another aspect of the present invention is to provide a vehicle having an efficient EGR system as described in any of the above embodiments.

Drawings

Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the utility model. Also, like parts are designated by like reference numerals throughout the drawings. In the drawings:

FIG. 1 is a schematic diagram of an efficient EGR system.

Reference numerals:

1. a cylinder; 2. an exhaust pipe; 3. a first supercharging system; 31. a first turbine; 32. a first compressor; 33. an intercooler; 4. an air inlet pipe; 5. a post-processing system; 6. a second boost system; 61. a second turbine; 611. a control valve; 62. a drive assembly; 621. a dual-purpose motor; 622. a first clutch; 623. a second clutch; 624. a storage battery; 63. a second compressor; 64. an EGR cooler; 65. a bypass valve; 66. an EGR valve.

Detailed Description

Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

It is to be understood that the terminology used herein is for the purpose of describing particular example embodiments only, and is not intended to be limiting. As used herein, the singular forms "a", "an" and "the" may be intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms "comprises," "comprising," "including," and "having" are inclusive and therefore specify the presence of stated features, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and/or groups thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring their performance in the particular order described or illustrated, unless specifically identified as an order of performance. It should also be understood that additional or alternative steps may be used.

Although the terms first, second, third, etc. may be used herein to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not be limited by these terms. These terms may be only used to distinguish one element, component, region, layer or section from another region, layer or section. Terms such as "first," "second," and other numerical terms when used herein do not imply a sequence or order unless clearly indicated by the context. Thus, a first element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings of the example embodiments.

For convenience of description, spatially relative terms, such as "inner", "outer", "lower", "below", "upper", "above", and the like, may be used herein to describe one element or feature's relationship to another element or feature as illustrated in the figures. Such spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "below" or "beneath" other elements or features would then be oriented "above" or "over" the other elements or features. Thus, the example term "below … …" can include both an orientation of above and below. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

As shown in fig. 1, the high-efficiency EGR system according to the present embodiment includes:

the exhaust pipe 2 communicated with the air outlet end of the cylinder 1 in the engine, the first supercharging system 3 communicated with the air outlet end of the exhaust pipe 2 at the air inlet end, the air inlet pipe 4 communicated with the air outlet end of the first supercharging system 3 at the air inlet end, and the aftertreatment system 5 communicated with the first supercharging system 3 at the air outlet end of the air inlet pipe 4, wherein the air outlet end of the air inlet pipe 4 is communicated with the cylinder 1. The gas exhausted from the cylinder 1 enters the cylinder 1 again after passing through the first supercharging system 3, and the cylinder 1 recycles the waste gas, so that the EGR rate is improved, and simultaneously, the nitrogen oxides in the exhaust gas can be reduced, and the fuel economy is improved.

The first pressurization system 3 comprises a first turbine 31 communicated with the air outlet end of the exhaust pipe 2, a first compressor 32 with an air inlet end communicated with the output end of the first turbine 31, and an intercooler 33 with an air inlet end communicated with the air outlet end of the first compressor 32, wherein the first compressor 32 is communicated with the atmosphere. The gas outlet end of the first turbine 31 is also communicated with the post-treatment system 5, and the exhaust gas is discharged to the atmosphere after passing through the post-treatment system 5. The exhaust gas discharged from the exhaust pipe 2 into the first turbine 31 can be used as power for the first turbine 31 to operate the first turbine 31.

The pressure of the exhaust gas is effectively increased after the exhaust gas passes through the first compressor 32, so as to increase the driving pressure of the exhaust gas. After the exhaust gas passes through the first compressor 32, the temperature of the exhaust gas is sharply increased, and after the exhaust gas with increased air pressure enters the intercooler 33, the intercooler 33 effectively reduces the temperature of the supercharged exhaust gas so as to achieve the purposes of reducing the heat load of the engine and improving the air inflow, thereby increasing the power of the engine.

The efficient EGR system further comprises a second supercharging system 6 arranged between the exhaust pipe 2 and the intake pipe 4, the second supercharging system 6 being connected in parallel with the first supercharging system 3. The second supercharging system 6 comprises a second turbine 61 with an air inlet end communicated with the air outlet end of the exhaust pipe 2, a driving assembly 62 connected with the output end of the second turbine 61, and a second compressor 63 connected with the driving assembly 62, wherein the air outlet end of the second compressor 63 is communicated with the air inlet pipe through an EGR valve 66. It will be appreciated that the first supercharging system 3 is operated at full engine speed and the second supercharging system 6 is operated in accordance with the EGR rate requirement. The outlet end of the second turbine 61 is also connected to the aftertreatment system 5, so that the exhaust emission rate can be increased. By controlling the opening of the EGR valve 66, the magnitude of the EGR rate can be precisely controlled. The exhaust gas enters the second compressor 63, after being pressurized, the exhaust gas enters the air inlet pipe 4 of the engine through the EGR valve 66 and finally enters the cylinder 1, and the pressure of the pressurized exhaust gas is greater than that of the inlet air, so that the driving pressure difference is effectively improved, and the EGR rate is improved.

A control valve 611 is provided between the exhaust pipe 2 and the first turbine 31, and the control valve 611 opens and closes the exhaust pipe 2 and the second turbine 61, thereby controlling the operating state of the second turbine 61. When the control valve 611 is closed, the second supercharging system 6 is in a closed state, in which both the second turbine 61 and the second compressor 63 are not operated, and only the first compressor 32 and the first turbine 31 are operated, in which case the bypass valve 65 directs all of the exhaust gas passing through the EGR cooler 64 into the intake pipe 4 through the EGR valve 66, and not through the second compressor 63, and at the same time controls the opening degree of the EGR valve 66, so that the desired EGR rate is achieved.

The driving assembly 62 includes a dual-purpose motor 621, a first clutch 622 connected to one end of a rotation shaft of the dual-purpose motor 621, a second clutch 623 connected to the other end of the rotation shaft of the dual-purpose motor 621, and a storage battery 624 electrically connected to the dual-purpose motor 621. The first clutch 622 is provided between the second turbine 61 and the dual-purpose motor 621, and serves to connect the second turbine 61 and the dual-purpose motor 621. The second clutch 623 is disposed between the dual-purpose motor 621 and the second compressor 63, and is configured to connect the dual-purpose motor 621 and the second compressor 63.

When the second turbine 61 is connected to the dual-purpose motor 621 through the first clutch 622, the dual-purpose motor 621 is in a power generation state, and the dual-purpose motor 621 can charge the battery 624, and at this time, the second clutch 623 is in an off state; when the second compressor 63 is connected to the dual-purpose motor 621 through the second clutch 623, the battery 624 supplies power to the dual-purpose motor 621, so that the dual-purpose motor 621 drives the second compressor 63 to boost the exhaust gas, and the first clutch 622 is in a disconnected state. The second supercharging system 6 is matched with the first supercharging system 3, so that the exhaust gas discharged is further recovered, and the recovery efficiency of the EGR system is improved.

The second supercharging system 6 further comprises an EGR cooler 64, and two ends of the EGR cooler 64 are respectively communicated with the exhaust pipe 2 and the second compressor 63. Meanwhile, the air outlet end of the EGR cooler 64 is also communicated with a bypass valve 65, and the bypass valve 65 is respectively connected with the second compressor 63 and the EGR valve 66. It should be understood that the operating states of the second compressor 63 and the second turbine 61 need to be calibrated according to the actual EGR rate requirement of the engine, and are realized by controlling the on-off states of the control valve 611, the bypass valve 65, the first clutch 622, the second clutch 623 and the dual-purpose motor 621 through ECU signals, so that the reliability of the device is further improved.

When the EGR valve 66 is used, after the exhaust gas sequentially passes through the exhaust pipe 2, the EGR cooler 64 and the bypass valve 65, all the exhaust gas is guided into the second compressor 63 for pressurization, the driving pressure difference of the EGR system is improved, and therefore a high EGR rate is achieved, and the EGR valve 66 assists in controlling and achieving the required EGR rate. When the EGR driving pressure difference meets the EGR rate requirement, the control valve 611 is closed, the second turbine 61 and the second compressor 63 are in a stop state, only the first compressor 32 and the first turbine 31 work, and at this time, all the exhaust gas passing through the exhaust pipe 2, the EGR cooler 64 and the bypass valve 65 in sequence is led into the intake pipe 4 through the EGR valve 66 and does not pass through the second compressor 63 to realize supercharging.

Another aspect of the present invention is to provide a vehicle having an EGR system with high efficiency as described in any of the above embodiments, and having all of the above features, which will not be described herein.

The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. An efficient EGR system is communicated between an exhaust pipe and an air inlet pipe and is characterized by comprising

the second supercharging system comprises a second turbine, a driving assembly and a second air compressor, wherein the air inlet end of the second turbine is communicated with the air outlet end of the exhaust pipe, the power output end of the second turbine can drive the driving assembly, the second air compressor is connected with the output end of the driving assembly, and the air outlet end of the second air compressor is communicated with the air inlet pipe through an EGR valve.

2. A high efficiency EGR system in accordance with claim 1 wherein said first boost system further comprises an intercooler connected between an outlet end of said first compressor and an inlet end of said inlet duct.

3. A high efficiency EGR system as in claim 1 wherein a control valve is connected between said second turbine and said exhaust pipe.

4. A high efficiency EGR system as in claims 1 or 3 wherein said drive assembly comprises a dual-purpose electric machine connected between said second turbine and said second compressor, and a battery electrically connected to said dual-purpose electric machine.

5. The efficient EGR system of claim 4, wherein the driving assembly further comprises a first clutch and a second clutch, wherein the two ends of the rotating shaft of the dual-purpose motor are connected to the first clutch and the second clutch, respectively, the first clutch is connected to the power output end of the second turbine, and the second clutch is connected to the input end of the second compressor;

6. A high efficiency EGR system as recited in claim 4, wherein the second boost system further comprises an EGR cooler, both ends of the EGR cooler being in communication with the exhaust pipe and the second compressor, respectively.

7. A high efficiency EGR system as in claim 6, wherein said second boost system further comprises a bypass valve disposed between said EGR cooler and said second compressor, and said bypass valve is further in communication between said EGR valve and said second compressor.

8. A high efficiency EGR system as in claim 1 further comprising an aftertreatment system in communication with the outlet ends of said first and second turbines.

9. A high efficiency EGR system as recited in claim 1 wherein said first boost system and said second boost system are connected in parallel.

10. A vehicle characterized by having an efficient EGR system according to any of claims 1-9.