EP0653559A1 - Turbocharged diesel engines - Google Patents

Turbocharged diesel engines Download PDF

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Publication number
EP0653559A1
EP0653559A1 EP94308269A EP94308269A EP0653559A1 EP 0653559 A1 EP0653559 A1 EP 0653559A1 EP 94308269 A EP94308269 A EP 94308269A EP 94308269 A EP94308269 A EP 94308269A EP 0653559 A1 EP0653559 A1 EP 0653559A1
Authority
EP
European Patent Office
Prior art keywords
venturi
gas
engine
flow
flow line
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.)
Withdrawn
Application number
EP94308269A
Other languages
German (de)
English (en)
French (fr)
Inventor
Rod Radovanovic
Angela R. Manon
A.S. Ghuman
Gregory H. Henderson
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.)
Cummins Inc
Original Assignee
Cummins Engine Co Inc
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 Cummins Engine Co Inc filed Critical Cummins Engine Co Inc
Publication of EP0653559A1 publication Critical patent/EP0653559A1/en
Withdrawn legal-status Critical Current

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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
    • F02M26/13—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
    • F02M26/25—Layout, e.g. schematics with coolers having bypasses
    • 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
    • F02M26/19—Means for improving the mixing of air and recirculated exhaust gases, e.g. venturis or multiple openings 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
    • F02M26/17—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
    • F02M26/22—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
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/12—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having slidably-mounted valve members; having valve members movable longitudinally of conduit
    • 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
    • F02M26/09—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
    • F02M26/50—Arrangements or methods for preventing or reducing deposits, corrosion or wear caused by impurities

Definitions

  • the present invention relates in general to the routing and flow path for recirculating exhaust gas and the routing and flow path for blow-by (crankcase vent) gas. More specifically the present invention relates to the use of venturi designs in the flow paths to introduce the particular gases into the intake manifold in a mix with fresh charge air from the turbocharger.
  • blow-by (crankcase vent) gas of medium and heavy duty diesel engines is typically vented to the atmosphere.
  • this gas is recirculated into the fresh charge air.
  • the expected legislation will likely be similar if not the same as what is now in effect for gasoline engines and light duty diesel engines.
  • blow-by gas In anticipation of such legislation, some thought must be given to where and how such blow-by gas can be integrated into the air/gas flow network.
  • routing the blow-by gas in front of the compressor of the turbocharger is not desirable due to fouling of the wheel and aftercooler by oily deposits and other particulate matter.
  • a venturi is placed in the flow path downstream of the aftercooler so as to induce the flow of blow-by gas into the fresh charge air.
  • the induced flow is created by having a low enough static pressure at the throat of the venturi.
  • exhaust gas recirculation A related gas flow arrangement which is applicable to diesel engine design is exhaust gas recirculation or EGR as it is abbreviated.
  • EGR exhaust gas recirculation
  • a variety of exhaust gas recirculation systems are known to exist and a representative sampling of such systems is provided by the listing of United States patent references which are set forth hereinafter.
  • EGR Enhanced spasmodic satutica satutica satutica satutica satutica satutica satutica satutica satutica satutica satutica satutica satutica satutica satutica satutica satutica satutica satutica satutica satutica adamente, EPA and CARB.
  • the intake manifold pressure (boost) is typically higher than exhaust pressure in front of the turbine of the turbocharger.
  • boost intake manifold pressure
  • One choice would be to route the exhaust gas to the inlet of the compressor of the turbocharger.
  • this is not a good practice due to the fouling of the compressor wheel and possibly the aftercooler due to particulate in the exhaust gas.
  • the compressor wheel which is typically made of aluminum cannot tolerate the high temperature of the incoming mixture of fresh air and exhaust gas due to the very high temperature of the compressed mixture at the point of leaving the wheel.
  • a venturi is placed in the fresh charge air flow line between the compressor and aftercooler and is connected to an exhaust gas flow line whose input side is connected between the exhaust manifold and the turbine. Static pressure at the throat of the venturi is sufficiently low so as to induce the flow of exhaust gas into the flow of fresh charge air.
  • a combination of a turbocharged diesel engine assembly and a venturi for blending outlet gas flow from the diesel engine with fresh charge air comprises a diesel engine, a turbocharger, a gas flow outlet from the diesel engine and a fresh charge air flow path from the turbocharger to the diesel engine so as to deliver fresh charge air from the turbocharger to the diesel engine and a venturi placed in the fresh charge air flow path after the turbocharger and being connected in flow communication with the gas flow outlet whereby gas flow exiting from the gas flow outlet is blended with fresh charge air due to a low static pressure created by the venturi.
  • One object of the present invention is to provide an improved turbocharged diesel engine assembly which includes a venturi for blending outlet gas flow and fresh charge air.
  • FIG. 1 is a schematic illustration of a turbocharged diesel engine assembly including a venturi in the air flow path according to a typical embodiment of the present invention.
  • FIG. 2 is a schematic illustration of a turbocharged diesel engine assembly including a venturi in the air flow path according to a typical embodiment of the present invention.
  • FIG. 3 is a diagrammatic illustration of an alternative configuration for placement of the FIG. 2 venturi in the flow path.
  • FIG. 4 is a diagrammatic illustration of a flow tube and flow line arrangement which results in a venturi effect and which is suitable for use in either the FIG. 1 or FIG. 2 assemblies.
  • FIG. 5 is a schematic illustration of a turbocharged diesel engine assembly with a venturi in the air flow path according to a typical embodiment of the present invention.
  • FIG. 6 is a diagrammatic illustration of a control valve which is suitable for use in the flow path of the FIG. 5 assembly.
  • FIG. 7 is a diagrammatic illustration of a control valve design which is suitable for use in the FIG. 5 assembly.
  • FIG. 8 is a diagrammatic illustration of a variable flow rate venturi which may be used with any of the FIG. 1, FIG. 2 or FIG. 5 assemblies.
  • FIG. 9 is a diagrammatic illustration of a variable throat area venturi which is suitable for use with any of the FIG. 1, FIG. 2 or FIG. 5 assemblies.
  • FIG. 1 there is illustrated a schematic representation of an air/exhaust flow network 10 for a highly turbocharged diesel engine 11.
  • the exhaust gas from the cylinders is directed to turbine 12 of the turbocharger 13.
  • the illustration of FIG. 1 is actually a turbocharged diesel engine assembly which includes the actual engine 11 as well as separate turbocharger 13, aftercooler 14, various flow lines and components.
  • Turbocharger 13 is of a conventional construction and operation. Its structure includes exhaust intake 13a, exhaust outlet 13b, air intake 13c, compressor 13d and compressed air outlet 13e.
  • Flow line 15 routes compressed air (fresh charge air) to the aftercooler 14 and from there via flow line 16 to the intake manifold 17 of engine 11.
  • Flow 18 connects the exhaust manifold to the turbine and flow line 18a is connected to flow line 18 as illustrated.
  • Disposed in flow line 16 is venturi 19 and flow line 18a is designed to deliver recirculating engine gas (EGR) to venturi 19 by means of the low static pressure of venturi 19.
  • Venturi 19 may be configured with a fixed or variable throat area and it creates a low enough static pressure so as to induce the flow of EGR gas from flow line 18a into the flow of fresh charge air from aftercooler 14.
  • FIG. 2 there is illustrated a schematic representation of an air/exhaust flow network 20 for a highly turbocharged diesel engine 21.
  • the exhaust gas from the cylinders are directed to turbine 22 of turbocharger 23.
  • the illustration of FIG. 2 is actually a turbocharged diesel engine assembly which includes the actual engine as well as a separate turbocharger and other flow lines and components.
  • Turbocharger 23 is of a conventional construction and operation. Its structure includes exhaust intake 24, exhaust outlet 25, air intake 26, compressor 27 and compressed air outlet 28. Flow line 32 routes the compressed air (fresh charge air) to the aftercooler 33 and from there via flow line 34 to the intake manifold 35 of engine 21.
  • the crankcase vent 39 delivers blow-by gas via flow line 40 to venturi 41 which is disposed within flow line 34.
  • Venturi 41 may be configured with a fixed or variable throat area and it creates a low enough static pressure so as to induce the flow of blow-by gas from flow line 40 into the flow of fresh charge air from aftercooler 33.
  • Venturi 44 which is suitable for use as either venturi 19 or venturi 41 is disposed in a branch line 45 which splits off of flow line 34 (or flow line 16 in FIG. 1). Branch line 45 which incorporates the venturi 44 then rejoins flow line 34 (16) downstream of the venturi 44.
  • flow line 40 which delivers the blow-by gas to the low pressure throat of the venturi 44 is shown as intersecting the sidewall of venturi 44.
  • flow line 34 which delivers the blow-by gas to the low pressure throat of the venturi 44 is shown as intersecting the sidewall of venturi 44.
  • only a smaller portion of the entire fresh charge air in flow line 34 is split into branch line 45 and flows through venturi 44.
  • Butterfly valve 46 disposed in flow line 34 is used to control the amount of gas flowing to venturi 44.
  • FIG. 4 another design suitable for the present invention (including the FIG. 1 and FIG. 2 systems) is diagrammatically illustrated.
  • the arrangement of FIG. 4 represents a relatively simple way to introduce EGR gas into the flow of fresh charge air in flow line 16 (FIG. 1) or blow-by gas into the flow of fresh charge air in flow line 34 (FIG. 2).
  • a small pipe 50 inserted into flow line 34 and directed in a downstream direction, blow-by gas is drawn into the flow of fresh charge air.
  • pipe 50 acts as a type of ejector, flow is still the result of pressure differences.
  • the pressure drop which is part of the flow of the fresh charge air creates enough of a pressure drop relative to the pressure in pipe 50 for a suction action to occur and for the blow-by gas to be drawn from the small pipe 50 into flow line 34.
  • FIG. 5 there is illustrated a schematic representation of an alternative EGR system 55 for a highly turbocharged diesel engine 56 according to the present invention.
  • EGR system 55 is configured in several respects in a manner similar to flow networks 10 and 20. The most notable differences are the positioning of the venturi 57 upstream of the aftercooler 58 and the addition of flow line 59, filter 60 and control valve 61.
  • the cylinder exhaust from engine 56 (exhaust manifold) flows into the turbine 66 of turbocharger 67.
  • Flow line 59 is a branch line off of flow line 69 and intersects flow line 69 upstream of the turbocharger 67.
  • Flow line 59 routes exhaust gas first through filter 60 and then through control valve 61 and finally to venturi 57.
  • flow line 59 is in fact arranged in three sections, the same reference number has been used to indicate a single flow path from flow line 69 to venturi 57.
  • Flow line 70 from compressor 71 carries compressed air (fresh charge air) to venturi 57.
  • the output side of venturi 57 flows into aftercooler 58 and from there to intake manifold 72.
  • Venturi 57 By using a venturi 57 (with either a fixed or variable throat area) downstream of the compressor 71, static pressure at the throat can be sufficiently low to induce the flow of exhaust gas. Venturi 57 may be made of aluminum or other low cost material because it is not subject to high mechanical loading unlike the compressor wheel.
  • a small filter 60 which can be either self-regenerating at high loads or electrically regenerated, fouling of the aftercooler 58 can be eliminated. In the case of fairly clean exhaust gas, the filter 60 can be omitted. This system also allows for only one heat exchanger of the intake air instead of having another small heat exchanger in the EGR loop.
  • Cooled EGR helps maintain a higher air/fuel ratio so that with the introduction of exhaust gas into the fresh charge air there is no increase or only a very small increase in particulate, thus resulting in better NO x --particulate trade-off than without cooled EGR.
  • control valve 61 In order to control when EGR is introduced into the fresh charge air there is a control valve 61.
  • This valve can be solenoid operated and controlled by the central electronic control unit (ECU), thus providing EGR as a function of speed and load. If the engine does not have an electronic fuel injection system, it would be quite expensive to have an ECU and appropriate sensors just for control of EGR. In this case by providing a simple spring biased control valve (see FIG. 5) the exhaust gas flows into the fresh charge air, via venturi 57, at and above a predetermined pressure in the exhaust manifold.
  • ECU central electronic control unit
  • a closing flap or plate 76 is placed at an angle and hinged within the flow line 77.
  • the flow line 77 which receives control valve 75 is effectively the same as flow line 59.
  • Plate 76 is spring biased by means of spring 78 and piston 79. Whenever the line pressure of the exhaust gas from the exhaust manifold is sufficient to overcome the predetermined spring force, exhaust gas is allowed to flow into the fresh charge air from the turbocharger 67 via the venturi 57. In effect a predetermined pressure in the exhaust manifold is selected as the threshhold for the introduction of exhaust gas into the venturi and the spring bias is set accordingly.
  • venturi style of venturi 57 as used in system 55 may have a fixed or variable throat area and otherwise be of conventional construction as would be known to a person of ordinary skill in the art. It is also an option to replace venturi 57 with either of the venturi styles or arrangements of FIGS. 3 and 4. While the small pipe arrangement of FIG. 4 is not shaped as a narrow throated venturi conduit or nozzle, there is a pressure difference which influences the flow of exhaust (or blow-by) gas into the primary flow of fresh charge air.
  • Control valve 85 is positioned above flow line 86 (same as flow lines 59 and 77) which extends from the exhaust manifold of engine 56 to venturi 57.
  • An enclosed spring chamber 87 receives a bias spring 88 which acts on a diaphragm piston 89 having as a piston arm a connected flow-blocking plate 90 that extends into and across flow line 86.
  • Plate 90 is sized and shaped to block the flow of exhaust gas unless a sufficient boost pressure is seen by diaphragm 91.
  • conduit 92 the intake manifold boost pressure acts on diaphragm 91.
  • the spring biasing force is predetermined at a level which correlates to a predetermined boost pressure.
  • boost pressure When that pressure is exceeded the spring force is overcome and the diaphragm pushed upwardly, lifting plate 90 which in turn enables some flow through flow line 86.
  • exhaust gas recirculation is proposed as a means of reducing NO x in medium and heavy duty turbocharged diesel engines.
  • the exhaust gas will flow from the exhaust side to intake side through a simple tube if the exhaust side pressure is greater than the intake side pressure.
  • the intake side pressure is either about the same as the exhaust-side pressure or greater than the exhaust-side pressure.
  • the intake side static pressure can be reduced by accelerating the intake-side flow through a venturi. Connecting the EGR tube to the venturi throat will increase the pressure differential from the exhaust to intake side which will enhance the EGR flow rates and increase the number of engine operating conditions where EGR is possible.
  • This is basically the technical foundation or theory as embodied by systems 10 and 55 and the designs of venturis 19 and 57 (and the venturi design variations of FIGS. 3 and 4) and control valves 75 and 85.
  • FIGS. 8 and 9 two further venturi designs which are suitable for use with the present invention are illustrated. Each of these designs provide control over the EGR flow rate by controlling the pressure at the venturi throat.
  • venturi 95 is a variable mass flow or flow rate venturi. Venturi 95 is to be positioned similar to venturi 57 (see FIG. 5) downstream from the compressor and upstream from the aftercooler. Inlet 96 receives the fresh charge air from the compressor and this incoming flow is directed by a controllable diverter valve 97. Flow chamber 98 is separated by partition 99 into a by-pass path 100 and a venturi path 101. When the closing flap 102 of diverter valve 97 is moved all the way to the right (broken line position) the venturi path 101 is completely closed off from the incoming fresh charge air which flows through the by-pass path 100 to the aftercooler without the introduction of any EGR.
  • venturi path 101 When closing flap 102 is positioned all the way to the left so as to close off the by-pass path 100, the venturi path 101 is opened. As fresh charge air flows through the venturi path, the narrow throat 105 creates a venturi effect on the EGR which is present within flow line 106 coming from the exhaust manifold.
  • controllable diverter valve 97 is capable of being positioned at virtually any point in between the two extremes of all of the way to the left or all the way to the right.
  • closing flap 102 of the diverter valve When the closing flap 102 of the diverter valve is positioned between the end point extremes it will adjust or proportion the flow between the two flow paths 100 and 101.
  • the static pressure at the venturi throat and thus the differential pressure is set by controlling the mass flow through the venturi flow path.
  • the throat section of the venturi is sized to provide controllable EGR over the entire engine map.
  • Venturi arrangement 110 is positioned in a flow line 111 with an intake side 112 and an exit flow side 113.
  • the EGR flow line 114 intersects the flow line 111 as illustrated. The point of intersection is at a narrowed portion 115 of flow line 111; the narrowing being achieved by the placement of a narrowing sleeve in the flow line 111.
  • the remainder of venturi arrangement 110 includes guide rings 118, struts 119, actuator 120 and centerbody 121.
  • Centerbody 121 which is aerodynamically smooth is positioned within the slight area reduction section (portion 115) and is moveable axially relative to the area reduction section.
  • the static pressure at the venturi throat is controlled by changing the venturi area via the centerbody position.
  • the centerbody 121 is held by struts 119 to guide rings 118 which keep the centerbody in the center of the tube.
  • the rear guide ring is used as a shut-off valve.
  • the controlling actuator is located in the clean, up stream air.
  • venturi arrangements of FIG. 8 and 9 are suitable for use as the venturi of the FIG. 1 flow network 10 or the FIG. 2 flow network 20 or the FIG. 5 flow system 55.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Supercharger (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Jet Pumps And Other Pumps (AREA)
EP94308269A 1993-11-12 1994-11-09 Turbocharged diesel engines Withdrawn EP0653559A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US15245393A 1993-11-12 1993-11-12
US152453 1993-11-12

Publications (1)

Publication Number Publication Date
EP0653559A1 true EP0653559A1 (en) 1995-05-17

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Family Applications (1)

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EP94308269A Withdrawn EP0653559A1 (en) 1993-11-12 1994-11-09 Turbocharged diesel engines

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Country Link
EP (1) EP0653559A1 (ja)
JP (1) JPH07229449A (ja)

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0732490A2 (en) * 1995-03-14 1996-09-18 Cummins Engine Company, Inc. A turbocharged diesel engine assembly
GB2351321A (en) * 1999-06-23 2000-12-27 Daimler Chrysler Ag Arrangement for extracting air from the crankcase of a throttle-free i.c. engine
EP1205655A1 (en) * 2000-05-24 2002-05-15 Nissan Diesel Motor Co., Ltd. Device and method for exhaust gas circulation of internal combustion engine
FR2894624A1 (fr) * 2005-12-09 2007-06-15 Renault Sas Moteur a combustion interne comportant des moyens pour optimiser la recirculation des gaz d'echappement
US10316803B2 (en) 2017-09-25 2019-06-11 Woodward, Inc. Passive pumping for recirculating exhaust gas
US10995705B2 (en) 2019-02-07 2021-05-04 Woodward, Inc. Modular exhaust gas recirculation system
US11174809B1 (en) 2020-12-15 2021-11-16 Woodward, Inc. Controlling an internal combustion engine system
US11215132B1 (en) 2020-12-15 2022-01-04 Woodward, Inc. Controlling an internal combustion engine system
US11293382B2 (en) 2020-01-08 2022-04-05 Woodward, Inc. Passive pumping for recirculating exhaust gas
CN114738077A (zh) * 2022-06-13 2022-07-12 潍坊力创电子科技有限公司 增压发动机曲轴箱通风系统

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5131486B2 (ja) * 2009-09-03 2013-01-30 三菱自動車工業株式会社 ブローバイガスの気油分離装置

Citations (7)

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Publication number Priority date Publication date Assignee Title
FR2271394A1 (ja) * 1974-05-15 1975-12-12 France Etat
EP0080327A2 (en) * 1981-11-20 1983-06-01 Dresser Industries,Inc. Engine installation having exhaust gas recirculation system
DE3831080A1 (de) * 1987-09-23 1989-04-06 Volkswagen Ag Abgasrueckfuehrung fuer eine brennkraftmaschine
JPH04103867A (ja) * 1990-08-21 1992-04-06 Nissan Motor Co Ltd 過給機付ディーゼルエンジン
DE4038918A1 (de) * 1990-12-06 1992-06-11 Porsche Ag Mischvorrichtung fuer gasfoermige medien von brennkraftmaschinen
GB2250801A (en) * 1990-12-10 1992-06-17 Pierburg Gmbh Solenoid actuated control valve
US5333456A (en) * 1992-10-01 1994-08-02 Carter Automotive Company, Inc. Engine exhaust gas recirculation control mechanism

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2271394A1 (ja) * 1974-05-15 1975-12-12 France Etat
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EP0732490A2 (en) * 1995-03-14 1996-09-18 Cummins Engine Company, Inc. A turbocharged diesel engine assembly
EP0732490A3 (en) * 1995-03-14 1997-08-13 Cummins Engine Co Inc Turbocharged diesel engine
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GB2351321B (en) * 1999-06-23 2001-07-04 Daimler Chrysler Ag Arrangement for extracting air from the crankcase of an internal combustion engine
US6298836B1 (en) 1999-06-23 2001-10-09 Daimler-Chrysler A.G. Arrangement for venting an engine crankcase
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EP1205655A4 (en) * 2000-05-24 2003-08-13 Nissan Diesel Motor Co DEVICE AND METHOD FOR THE CIRCULATION OF EXHAUST GASES FROM AN INTERNAL COMBUSTION ENGINE
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FR2894624A1 (fr) * 2005-12-09 2007-06-15 Renault Sas Moteur a combustion interne comportant des moyens pour optimiser la recirculation des gaz d'echappement
US10316803B2 (en) 2017-09-25 2019-06-11 Woodward, Inc. Passive pumping for recirculating exhaust gas
US10634099B2 (en) 2017-09-25 2020-04-28 Woodward, Inc. Passive pumping for recirculating exhaust gas
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