JP2004028052A - Egr (exhaust gas recirculation) system of diesel engine with turbocharger - Google Patents

Egr (exhaust gas recirculation) system of diesel engine with turbocharger Download PDF

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JP2004028052A
JP2004028052A JP2002189305A JP2002189305A JP2004028052A JP 2004028052 A JP2004028052 A JP 2004028052A JP 2002189305 A JP2002189305 A JP 2002189305A JP 2002189305 A JP2002189305 A JP 2002189305A JP 2004028052 A JP2004028052 A JP 2004028052A
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egr
vgt
exhaust gas
diesel engine
supercharging
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JP4049366B2 (en
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Yuzo Aoyanagi
青柳友三
Masahiro Misawa
三沢昌宏
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SHIN ACE KK
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SHIN ACE KK
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    • 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
    • F02M26/34—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with compressors, turbines or the like in the recirculation passage
    • 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • 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
    • F02M26/13—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

Abstract

<P>PROBLEM TO BE SOLVED: To ensure a large amount of EGR gas in the whole engine operating range, to reduce NO<SB>x</SB>in exhaust gas, and to perform ignition control of premixed compression, ignition and combustion. <P>SOLUTION: A diesel engine 1 having a turbocharger to supercharge an intake side and an EGR passage 9 to circulate exhaust gas to the intake side has a VGT 11 for EGR which is disposed in the EGR passage and driven by the exhaust gas to boost the EGR gas pressure. A VGT 10 for supercharge may be employed as the turbocharger. <P>COPYRIGHT: (C)2004,JPO

Description

【０００１】
【発明の属する技術分野】本発明は、吸気側を過給する過給機と、排気を吸気側に還流させるＥＧＲ通路を備えたディーゼルエンジンに関する。
【０００２】
【従来の技術】ディーゼルエンジンにおいて、ＥＧＲ（排気再循環法）は、排出ガス中のＮＯＸ　の低減および予混合圧縮着火燃焼の着火コントロールのために重要な技術の一つである。しかしながら、過給機付きエンジンでは、過給圧Ｐ２と排気圧Ｐ３の関係は図３に示すようになり、Ｐ２＜Ｐ３のエンジン運転領域ではＥＧＲが可能であるが、Ｐ２＞Ｐ３の領域ではＥＧＲを行うことができない。
【０００３】
この問題を解決するために、特開２００２−４９０４においては、過給機としてＶＧＴ（Ｖａｒｉａｂｌｅ　Ｇｅｏｍｅｔｒｙ　Ｔｕｒｂｏｃｈａｒｇｅｒ：可変容量式ターボ）を採用し、排気圧と過給圧との差圧が目標差圧になるように可変ノズルベーンを制御することにより、ＥＧＲが可能な運転領域を拡大するようにしている。しかしながら、ＶＧＴの本来の機能は、エンジンの運転状態に基づいて可変ノズルベーンが制御され、そのタービン容量をそのときの運転状態に応じて最適に制御するものであり、上記特開２００２−４９０４の方式においては、ＥＧＲ率（ＥＧＲガス量／吸気の総量）および過給圧をそれぞれの目標値に制御することが困難であるという問題を有している。
【０００４】
また、特開２００１−１１５９００においては、可変ノズルベーンを備えるタービンと同軸上に過給用のコンプレッサおよびＥＧＲ用のコンプレッサを連結して、ＥＧＲガス量を制御しているが、過給圧とＥＧＲガス圧とを個別に制御できないため、制御の自由度が低いという問題を有している。
【０００５】
【発明が解決しようとする課題】上記従来のＶＧＴを備えたディーゼルエンジンのＥＧＲシステムにおけるＥＧＲガス量は、フルロード付近にてＥＧＲ率が５０％程度である。しかしながら、排出ガス中のＮＯＸ　の低減および予混合圧縮着火燃焼の着火コントロールのためには、ＥＧＲガス量を大量に（ＥＧＲ率８０％程度）確保する必要がある。
【０００６】
本発明は上記問題および課題を解決するものであって、ＥＧＲ通路にＥＧＲ用ＶＧＴを配設することにより、エンジン運転領域全域でＥＧＲガス量を大量に確保することができ、排出ガス中のＮＯＸ　の低減および予混合圧縮着火燃焼の着火コントロールを図ることができる過給機付きディーゼルエンジンのＥＧＲシステムを提供することを目的とする。
【０００７】
【課題を解決するための手段】そのために本発明の過給機付きディーゼルエンジンのＥＧＲシステムは、吸気側を過給する過給機と、排気を吸気側に還流させるＥＧＲ通路を備えたディーゼルエンジンにおいて、前記ＥＧＲ通路に配設され、ＥＧＲガス圧を昇圧するために排気により駆動されることを特徴とする。
また、前記過給機はＶＧＴであることを特徴とする。
また、前記過給用ＶＧＴの排気を流量調整弁を経てＥＧＲ用ＶＧＴに流入させることを特徴とする。
さらに、前記ディーゼルエンジンの排気を直接、流量調整弁を経てＥＧＲ用ＶＧＴに流入させることを特徴とする。
【０００８】
【発明の実施の形態】以下、本発明の実施の形態を図面を参照しつつ説明する。図１は、本発明における過給機付きディーゼルエンジンのＥＧＲシステムの１実施形態を示す構成図である。なお、以下の説明において、ＶＧＴ（Ｖａｒｉａｂｌｅ　Ｇｅｏｍｅｔｒｙ　Ｔｕｒｂｏｃｈａｒｇｅｒ）は、周知の可変容量式過給機であり、タービンとコンプレッサが同軸上に連結され、タービン側に可変ノズルベーンを備え、可変ノズルベーンをアクチュエータにより制御することによりコンプレッサの吐出圧力が調整可能にされている。
【０００９】
ディーゼルエンジン１は、例えば６気筒エンジンであり、ディーゼルエンジン１には、吸気側に吸気管２、インタークーラー３、吸気マニホールド４が接続され、排気側に排気マニホールド５、排気管６が接続され、また、排気マニホールド５と吸気マニホールド４との間には、熱交換器７および流量調整弁８を備えるＥＧＲ通路９が接続されている。
【００１０】
本実施形態の特徴は、吸気側の新気を過給するための過給用ＶＧＴ１０と、ＥＧＲガス圧を昇圧するためのＥＧＲ用ＶＧＴ１１と備える点である。過給用ＶＧＴ１０は、タービン１０ａとコンプレッサ１０ｂを備え、両者は回転軸１０ｃで連結され、タービン１０ａ側に可変ノズルベーン１０ｄが装着されている。同様に、ＥＧＲ用ＶＧＴ１１は、可変ノズルベーン付きタービン１１ａとコンプレッサ１１ｂを備え、両者は回転軸１１ｃで連結され、タービン１１ａ側に可変ノズルベーン１１ｄが装着されている。
【００１１】
過給用ＶＧＴ１０のタービン１０ａは排気マニホールド５に接続され、コンプレッサ１０ｂは吸気管４とインタークーラー３の間に接続されている。ＥＧＲ用ＶＧＴ１１のコンプレッサ１１ｂは排気マニホールド５に接続され、タービン１１ａは流量調整弁１２を介して、過給用ＶＧＴ１０のタービン１０ａの排気側に接続されている。この流量調整弁１２は、ＥＧＲ用ＶＧＴ１１のタービン１１ａに流入する排ガス流量を制御するもので、流量調整弁１２での余剰の排ガスはタービン１１ａの排ガスとともに排気管６に流れるように構成されている。
【００１２】
上記構成からなる本実施形態の作用について説明する。ディーゼルエンジン１が駆動すると、その排ガス（圧力Ｐ３）により過給用ＶＧＴ１０のタービン１０ａおよびコンプレッサ１０ｂが回転し、吸気管２から吸入された新気（圧力Ｐ１）はコンプレッサ１０ｂにより過給（圧力Ｐ２）され、インタークーラー３で冷却された後、吸気マニホールド４を経てディーゼルエンジン１内に吸入される。このとき、過給用ＶＧＴ１０においては、エンジンの運転状態（少なくともエンジン回転数と負荷）に基づいて可変ノズルベーン１０ｄが制御され、そのタービン容量がそのときの運転状態に応じて最適に制御される。
【００１３】
エンジン１内で燃焼した排ガスは、排気マニホールド５、過給用ＶＧＴ１０のタービン１０ａ、流量調整弁１２を経てＥＧＲ用ＶＧＴ１１のタービン１１ａに流れ、タービン１１ａおよびコンプレッサ１１ｂを回転させ、排気管６から排出される。一方、排気の一部は、ＥＧＲ用ＶＧＴ１１のコンプレッサ１１ｂに流入し、ここでＥＧＲガス圧力（Ｐ４）が昇圧され、ＥＧＲ通路９を経て吸気マニホールド４に還流される。このとき、ＥＧＲ用ＶＧＴ１１においては、排出ガス中のＮＯＸ　の低減および予混合圧縮着火燃焼の着火コントロールのために、最適なＥＧＲ率が得られるように可変ノズルベーン１１ｄ制御される。なお、流量調整弁１２はＥＧＲ用ＶＧＴ１１のタービン１１ａに流れる排ガス量を制御する。
【００１４】
従って、ＥＧＲ率および過給圧をそれぞれの目標値に制御することが容易になり、図３で説明した過給圧Ｐ２と排気圧Ｐ３の関係で言えば、Ｐ２＜Ｐ３のエンジン運転領域を拡大することができ、ＥＧＲガス量を大量に（ＥＧＲ率８０％程度まで）確保することができる。その結果、エンジン運転領域全域で過給量とＥＧＲガス量をそれぞれ最適に制御することができ、排出ガス中のＮＯＸ　の低減および予混合圧縮着火燃焼の着火コントロールを図ることができる。
【００１５】
図２は、本発明における過給機付きディーゼルエンジンのＥＧＲシステムの他の実施形態を示す構成図である。なお、前記実施形態と同一の構成については同一番号を付けて説明を省略する。
前記実施形態においては、過給用ＶＧＴ１０のタービン１０ａの排気を、ＥＧＲ用ＶＧＴ１１のタービン１１ａに流入させるようにしているが、本実施形態においては、排気マニホールド５の排気を直接、ＥＧＲ用ＶＧＴ１１のタービン１１ａに流入させるようにし、過給用ＶＧＴ１０のタービン１０ａとＥＧＲ用ＶＧＴ１１のタービン１１ａの排気を排気管６に流すようにしている。本実施形態においては、ＥＧＲ用ＶＧＴ１１において、排気の大きなエネルギーを利用することができる。
【００１６】
以上、本発明の実施の形態について説明したが、本発明はこれに限定されるものではなく、種々の変更が可能である。例えば上記実施形態においては、過給機としてＶＧＴを採用しているが、可変ノズルベーンを有しない通常の過給機を採用してもよく、その場合でもＥＧＲガス量を大量に確保することができる。
【００１７】
【発明の効果】以上の説明から明らかなように、本発明によれば、吸気側を過給する過給機と、排気を吸気側に還流させるＥＧＲ通路を備えたディーゼルエンジンにおいて、前記ＥＧＲ通路に配設され、ＥＧＲガス圧を昇圧するために排気により駆動されるＥＧＲ用ＶＧＴを備えるため、エンジン運転領域全域でＥＧＲガス量を大量に確保することができ、排出ガス中のＮＯＸ　の低減および予混合圧縮着火燃焼の着火コントロールを図ることができる。また、過給機としてＶＧＴを採用すれば、エンジン運転領域全域で過給量とＥＧＲガス量をそれぞれ最適に制御することができる。
【図面の簡単な説明】
【図１】本発明における過給機付きディーゼルエンジンのＥＧＲシステムの１実施形態を示す構成図である。
【図２】本発明における過給機付きディーゼルエンジンのＥＧＲシステムの他の実施形態を示す構成図である。
【図３】本発明の課題を説明するための図である。
【符号の説明】
１…ディーゼルエンジン
４…吸気マニホールド
５…排気マニホールド
９…ＥＧＲ通路
１０…過給用ＶＧＴ
１１…ＥＧＲ用ＶＧＴ
１０ａ、１１ａ…タービン
１１ａ、１１ｂ…コンプレッサ
１２…流量調整弁[0001]
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a supercharger for supercharging the intake side and a diesel engine having an EGR passage for recirculating exhaust gas to the intake side.
[0002]
BACKGROUND OF THE INVENTION Diesel engines, EGR (exhaust gas recirculation method) is one of the key technologies for the reduction and ignition control of the premixed compression ignition combustion of the NO X in the exhaust gas. However, the turbocharged engine, the relationship of the supercharging pressure P 2 and the exhaust pressure P 3 is as shown in FIG. 3, P 2 <although the engine operating region of the P 3 are possible EGR, P 2> it is impossible to perform the EGR in the region of the P 3.
[0003]
In order to solve this problem, Japanese Patent Application Laid-Open No. 2002-4904 employs a VGT (Variable Geometry Turbocharger) as a supercharger, and the differential pressure between the exhaust pressure and the supercharging pressure becomes the target differential pressure. By controlling the variable nozzle vanes as described above, the operating range in which EGR is possible is expanded. However, the original function of the VGT is to control the variable nozzle vanes based on the operating state of the engine and to optimally control the turbine capacity according to the operating state at that time. However, there is a problem in that it is difficult to control the EGR rate (EGR gas amount / total amount of intake air) and the supercharging pressure to respective target values.
[0004]
In Japanese Patent Application Laid-Open No. 2001-115900, a turbocharger and an EGR compressor are connected coaxially with a turbine having a variable nozzle vane to control the amount of EGR gas. Since the pressure and the pressure cannot be controlled individually, there is a problem that the degree of freedom of the control is low.
[0005]
The amount of EGR gas in the conventional EGR system of a diesel engine equipped with a VGT has an EGR rate of about 50% near a full load. However, in order to reduce and ignition control of the premixed compression ignition combustion of the NO X in the exhaust gas, a large amount of EGR gas amount (EGR rate about 80%) it has to be ensured.
[0006]
SUMMARY OF THE INVENTION The present invention solves the above problems and problems. By arranging an EGR VGT in an EGR passage, a large amount of EGR gas can be secured in the entire engine operating region, and NO in exhaust gas can be secured. It is an object of the present invention to provide an EGR system for a supercharged diesel engine capable of reducing X and controlling ignition of premixed compression ignition combustion.
[0007]
SUMMARY OF THE INVENTION To this end, an EGR system for a diesel engine with a supercharger according to the present invention is a diesel engine having a supercharger for supercharging an intake side and an EGR passage for recirculating exhaust gas to an intake side. , Characterized by being disposed in the EGR passage and being driven by exhaust gas to increase the EGR gas pressure.
Further, the supercharger is a VGT.
Further, the invention is characterized in that the exhaust gas of the supercharging VGT flows into the EGR VGT via a flow control valve.
Further, the invention is characterized in that the exhaust gas of the diesel engine flows directly into the EGR VGT via a flow control valve.
[0008]
Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a configuration diagram showing one embodiment of an EGR system for a supercharged diesel engine according to the present invention. In the following description, VGT (Variable Geometry Turbocharger) is a well-known variable displacement turbocharger, in which a turbine and a compressor are coaxially connected, a variable nozzle vane is provided on the turbine side, and the variable nozzle vane is controlled by an actuator. By doing so, the discharge pressure of the compressor can be adjusted.
[0009]
The diesel engine 1 is, for example, a six-cylinder engine. The diesel engine 1 is connected to an intake pipe 2, an intercooler 3, and an intake manifold 4 on an intake side, and is connected to an exhaust manifold 5 and an exhaust pipe 6 on an exhaust side. An EGR passage 9 having a heat exchanger 7 and a flow control valve 8 is connected between the exhaust manifold 5 and the intake manifold 4.
[0010]
The feature of this embodiment is that a supercharging VGT 10 for supercharging the fresh air on the intake side and an EGR VGT 11 for increasing the EGR gas pressure are provided. The supercharging VGT 10 includes a turbine 10a and a compressor 10b, both of which are connected by a rotating shaft 10c, and a variable nozzle vane 10d is mounted on the turbine 10a side. Similarly, the EGR VGT 11 includes a turbine 11a with a variable nozzle vane and a compressor 11b, both of which are connected by a rotating shaft 11c, and a variable nozzle vane 11d is mounted on the turbine 11a side.
[0011]
The turbine 10a of the supercharging VGT 10 is connected to the exhaust manifold 5, and the compressor 10b is connected between the intake pipe 4 and the intercooler 3. The compressor 11b of the EGR VGT 11 is connected to the exhaust manifold 5, and the turbine 11a is connected via a flow control valve 12 to the exhaust side of the turbine 10a of the supercharging VGT 10. The flow control valve 12 controls the flow rate of exhaust gas flowing into the turbine 11a of the EGR VGT 11, and is configured so that excess exhaust gas from the flow control valve 12 flows to the exhaust pipe 6 together with exhaust gas from the turbine 11a. .
[0012]
The operation of the present embodiment having the above configuration will be described. When the diesel engine 1 is driven, the exhaust gas (pressure P 3 ) rotates the turbine 10a and the compressor 10b of the supercharging VGT 10, and fresh air (pressure P 1 ) sucked from the intake pipe 2 is supercharged (pressure P 1 ) by the compressor 10b ( After being cooled by the intercooler 3 at the pressure P 2 ), it is sucked into the diesel engine 1 via the intake manifold 4. At this time, in the supercharging VGT 10, the variable nozzle vanes 10d are controlled based on the operating state of the engine (at least the engine speed and load), and the turbine capacity is optimally controlled according to the operating state at that time.
[0013]
Exhaust gas burned in the engine 1 flows through the exhaust manifold 5, the turbine 10a of the supercharging VGT 10, the turbine 11a of the EGR VGT 11 through the flow control valve 12, rotates the turbine 11a and the compressor 11b, and is discharged from the exhaust pipe 6. Is done. On the other hand, a part of the exhaust gas flows into the compressor 11 b of the EGR VGT 11, where the EGR gas pressure (P 4 ) is increased, and is returned to the intake manifold 4 through the EGR passage 9. At this time, in the EGR VGT11, for ignition control of the reduction of the NO X in the exhaust gas and the premixed compression ignition combustion, the optimum EGR rate is variable nozzle vane 11d controlled so as to obtain. The flow control valve 12 controls the amount of exhaust gas flowing to the turbine 11a of the EGR VGT 11.
[0014]
Therefore, it becomes easy to control the EGR rate and the supercharging pressure to the respective target values, in terms of the relationship between the exhaust pressure P 3 and the supercharging pressure P 2 described in FIG. 3, the P 2 <P 3 Engine The operation region can be expanded, and a large amount of EGR gas (up to an EGR rate of about 80%) can be secured. As a result, it is possible to optimally control each supercharging amount and the EGR gas amount in the engine operating region whole can be reduced and the ignition control of the premixed compression ignition combustion of the NO X in the exhaust gas.
[0015]
FIG. 2 is a configuration diagram illustrating another embodiment of the EGR system of the supercharged diesel engine according to the present invention. Note that the same components as those of the above-described embodiment are denoted by the same reference numerals, and description thereof is omitted.
In the above-described embodiment, the exhaust gas of the turbine 10a of the supercharging VGT 10 is caused to flow into the turbine 11a of the EGR VGT 11, but in the present embodiment, the exhaust gas of the exhaust manifold 5 is directly supplied to the EGR VGT 11 The exhaust gas is caused to flow into the turbine 11a, and the exhaust gas of the turbine 10a of the supercharging VGT 10 and the exhaust gas of the turbine 11a of the EGR VGT 11 are caused to flow through the exhaust pipe 6. In the present embodiment, the EGR VGT 11 can use large energy of exhaust gas.
[0016]
Although the embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and various modifications can be made. For example, in the above embodiment, the VGT is used as the supercharger, but a normal supercharger without a variable nozzle vane may be used, and even in that case, a large amount of EGR gas can be secured. .
[0017]
As is apparent from the above description, according to the present invention, in a diesel engine having a supercharger for supercharging the intake side and an EGR passage for recirculating exhaust gas to the intake side, the EGR passage is provided. disposed in order to prepare the EGR for VGT driven by the exhaust for boosting the EGR gas pressure, it can be mass ensured the EGR gas amount in the engine operating region throughout reduction of the NO X in the exhaust gas And ignition control of premixed compression ignition combustion can be achieved. If a VGT is adopted as the supercharger, the supercharge amount and the EGR gas amount can be controlled optimally over the entire engine operating region.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing one embodiment of an EGR system for a supercharged diesel engine according to the present invention.
FIG. 2 is a configuration diagram showing another embodiment of the EGR system of the supercharged diesel engine according to the present invention.
FIG. 3 is a diagram for explaining a problem of the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Diesel engine 4 ... Intake manifold 5 ... Exhaust manifold 9 ... EGR passage 10 ... VGT for supercharging
11 ... VGT for EGR
10a, 11a Turbine 11a, 11b Compressor 12 Flow control valve

Claims (4)

吸気側を過給する過給機と、排気を吸気側に還流させるＥＧＲ通路を備えたディーゼルエンジンにおいて、前記ＥＧＲ通路に配設され、ＥＧＲガス圧を昇圧するために排気により駆動されるＥＧＲ用ＶＧＴを備えたことを特徴とする過給機付きディーゼルエンジンのＥＧＲシステム。In a diesel engine having a supercharger for supercharging the intake side and an EGR passage for recirculating exhaust gas to the intake side, the EGR passage is disposed in the EGR passage and driven by exhaust gas to increase the EGR gas pressure. An EGR system for a turbocharged diesel engine comprising a VGT. 前記過給機はＶＧＴであることを特徴とする請求項１記載の過給機付きディーゼルエンジンのＥＧＲシステム。The EGR system for a turbocharged diesel engine according to claim 1, wherein the supercharger is a VGT. 前記過給用ＶＧＴの排気を流量調整弁を経てＥＧＲ用ＶＧＴに流入させることを特徴とする請求項２記載の過給機付きディーゼルエンジンのＥＧＲシステム。3. The EGR system for a turbocharged diesel engine according to claim 2, wherein the exhaust gas of the supercharging VGT flows into the EGR VGT via a flow control valve. 前記ディーゼルエンジンの排気を直接、流量調整弁を経てＥＧＲ用ＶＧＴに流入させることを特徴とする請求項２記載の過給機付きディーゼルエンジンのＥＧＲシステム。3. The EGR system for a turbocharged diesel engine according to claim 2, wherein the exhaust gas of the diesel engine is directly supplied to the EGR VGT via a flow control valve.
JP2002189305A 2002-06-28 2002-06-28 EGR system for a turbocharged diesel engine Expired - Fee Related JP4049366B2 (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010057910A1 (en) * 2008-11-18 2010-05-27 Abb Turbo Systems Ag Two-staged charging system for exhaust gas recirculation
CN109356752A (en) * 2018-12-28 2019-02-19 潍柴动力股份有限公司 A kind of gas recirculation system and engine

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Publication number Priority date Publication date Assignee Title
JP5791960B2 (en) * 2011-05-12 2015-10-07 ヤンマー株式会社 Internal combustion engine with a supercharger
JP5684041B2 (en) * 2011-05-12 2015-03-11 ヤンマー株式会社 Internal combustion engine with a supercharger

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010057910A1 (en) * 2008-11-18 2010-05-27 Abb Turbo Systems Ag Two-staged charging system for exhaust gas recirculation
CN109356752A (en) * 2018-12-28 2019-02-19 潍柴动力股份有限公司 A kind of gas recirculation system and engine

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