JP2005188359A - Internal combustion engine with supercharger - Google Patents

Internal combustion engine with supercharger Download PDF

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JP2005188359A
JP2005188359A JP2003429512A JP2003429512A JP2005188359A JP 2005188359 A JP2005188359 A JP 2005188359A JP 2003429512 A JP2003429512 A JP 2003429512A JP 2003429512 A JP2003429512 A JP 2003429512A JP 2005188359 A JP2005188359 A JP 2005188359A
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engine
compressor
exhaust
internal combustion
combustion engine
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Masaru Nakajima
大 中島
Kiyohiro Shimokawa
清広 下川
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Hino Motors Ltd
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Hino Motors Ltd
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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
    • F02M26/22—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
    • 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
    • F02M26/04—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
    • F02M26/45—Sensors specially adapted for EGR systems
    • F02M26/46—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition
    • F02M26/47—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition the characteristics being temperatures, pressures or flow rates

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide an internal combustion engine with a supercharger capable of exhaust recirculation with high efficiency. <P>SOLUTION: This internal combustion engine with a supercharger operates a turbine 3 of a turbo-charger 2 by the exhaust G of the engine 1 and supplies intake air A compressed by a compressor 4 of the turbo-charger 2 to the engine 1 through an inter cooler 11. With this constitution, an exhaust manifold 6 of the engine 1 is connected to the downstream side of the inter cooler 11 through an EGR conduit 18 with the compressor 17 installed to increase the flow rate of the exhaust G to be circulated to the engine 1 with the compressor 17. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

本発明はＥＧＲ装置を装備した過給機付内燃機関に関するものである。   The present invention relates to a supercharged internal combustion engine equipped with an EGR device.

従来、排気再循環（ＥＧＲ:Exhaust Gas Recirculation）を適用した過給機付内燃機関では、エンジン排気経路から分流した排気をエンジン吸気経路へ送給して燃焼温度の低下を図り、ＮＯｘの発生を低減させている（例えば、特許文献１参照）。   Conventionally, in an internal combustion engine with a supercharger to which exhaust gas recirculation (EGR) is applied, exhaust gas diverted from the engine exhaust path is sent to the engine intake path to lower the combustion temperature, thereby generating NOx. (For example, refer to Patent Document 1).

この過給機付内燃機関は図２に示すように、エンジン１とターボチャージャ２を備え、当該ターボチャージャ２は、タービン３、コンプレッサ４、タービン翼車をコンプレッサ翼車に連結する伝達軸５などで構成されている。   As shown in FIG. 2, the internal combustion engine with a supercharger includes an engine 1 and a turbocharger 2. The turbocharger 2 includes a turbine 3, a compressor 4, a transmission shaft 5 for connecting the turbine impeller to the compressor impeller, and the like. It consists of

タービン３は、排気導入口がエンジン１の排気マニホールド６に接続され、排気送出口が排気管７によりマフラ８に連通し、排気導入口には、流路断面調整機構（図示せず）が設けられている。
また、コンプレッサ４は、吸気導入口が吸気管９によりエアクリーナ１０に接続され、吸気送出口がインタクーラ１１を有する吸気管１２によりエンジン１の吸気マニホールド１３に連通している。 The turbine 3 has an exhaust introduction port connected to the exhaust manifold 6 of the engine 1, an exhaust delivery port communicates with the muffler 8 through an exhaust pipe 7, and a flow path cross-sectional adjustment mechanism (not shown) is provided at the exhaust introduction port. It has been.
The compressor 4 has an intake inlet connected to an air cleaner 10 via an intake pipe 9 and an intake outlet connected to an intake manifold 13 of the engine 1 via an intake pipe 12 having an intercooler 11.

これに加えて、排気マニホールド６に、ＥＧＲクーラ１４とＥＧＲバルブ１５を直列に組み込んだＥＧＲ管路１６の上流端を接続し、吸気管１２のインタクーラ１１よりも下流側個所に、ＥＧＲ管路１６の下流端を接続している。
上記のインタクーラ１１には、空冷方式のフィン形熱交換器が用いられ、ＥＧＲクーラ１４には、液冷方式の管形熱交換器が用いられている。 In addition, an upstream end of an EGR pipe 16 in which an EGR cooler 14 and an EGR valve 15 are incorporated in series is connected to the exhaust manifold 6, and the EGR pipe 16 Is connected to the downstream end.
The intercooler 11 is an air-cooled fin-type heat exchanger, and the EGR cooler 14 is a liquid-cooled tubular heat exchanger.

図２に示す過給機付内燃機関では、エンジン１が稼働状態であるとき、排気Ｇの大部分は、排気マニホールド６からタービン３へ流入してコンプレッサ４を駆動し、排気管７やマフラ８などを経て大気中に放出される。
また、エアクリーナ１０、吸気管９を経てコンプレッサ４に流入し且つ圧縮された吸気Ａは、吸気管１２やインタクーラ１１を通って吸気マニホールド１３へ送給され、同時に排気Ｇの一部が排気マニホールド６からＥＧＲ管路１６へ流入して、ＥＧＲクーラ１４で冷却され且つＥＧＲバルブ１５により流量調整が行なわれた排気Ｇが吸気Ａとともに吸気マニホールド１３へ送給される。 In the supercharged internal combustion engine shown in FIG. 2, when the engine 1 is in an operating state, most of the exhaust G flows from the exhaust manifold 6 into the turbine 3 to drive the compressor 4, and the exhaust pipe 7 and the muffler 8. After being released into the atmosphere.
The compressed air A that flows into the compressor 4 through the air cleaner 10 and the intake pipe 9 and is compressed is supplied to the intake manifold 13 through the intake pipe 12 and the intercooler 11, and at the same time, a part of the exhaust G is exhausted from the exhaust manifold 6. Then, the exhaust gas G flows into the EGR pipe line 16, is cooled by the EGR cooler 14, and the flow rate is adjusted by the EGR valve 15, and is supplied to the intake manifold 13 together with the intake air A.

これにより、燃焼温度の低下が図られ、ＮＯｘの発生が低減することになる。
特開平９−２５６９１５号公報 As a result, the combustion temperature is lowered and the generation of NOx is reduced.
Japanese Patent Laid-Open No. 9-256915

しかしながら、図２に示す従来の過給機付内燃機関において、ＥＧＲ管路１６から吸気マニホールド１３へ送給される排気Ｇの流量を多くするために、流路断面調整機構によりタービン３へ流入しようとする排気Ｇの流量を抑えると、エンジン１のポンピングロスが増えて燃料消費が過大になってしまう。   However, in the conventional turbocharged internal combustion engine shown in FIG. 2, in order to increase the flow rate of the exhaust G fed from the EGR pipe line 16 to the intake manifold 13, let it flow into the turbine 3 by the flow path cross-sectional adjustment mechanism. If the flow rate of the exhaust gas G is suppressed, the pumping loss of the engine 1 increases and fuel consumption becomes excessive.

そのうえ、エンジン１が低速高負荷運転領域で稼働している状態で、タービン３へ流入しようとする排気Ｇの流量を抑え過ぎた場合、コンプレッサ４を通過する吸気Ａの流量が相対的に少なくなり、サージの発生によってコンプレッサ４が損傷することが懸念される。   In addition, if the flow rate of the exhaust gas G that flows into the turbine 3 is excessively suppressed while the engine 1 is operating in the low speed and high load operation region, the flow rate of the intake air A that passes through the compressor 4 is relatively reduced. There is a concern that the compressor 4 may be damaged by the occurrence of a surge.

また車両加速時には、ＥＧＲ管路１６からエンジン１のシリンダ内へ還流する排気Ｇの流量増加がエンジン１の回転数上昇に対して遅れるため、ＮＯｘを効果的に低減することができない。   Further, when the vehicle is accelerated, the increase in the flow rate of the exhaust gas G returning from the EGR line 16 into the cylinder of the engine 1 is delayed with respect to the increase in the rotational speed of the engine 1, so that NOx cannot be effectively reduced.

本発明は上述した実情に鑑みてなしたもので、排気再循環を効率よく行なえる過給機付内燃機関を提供することを目的としている。   The present invention has been made in view of the above-described circumstances, and an object thereof is to provide an internal combustion engine with a supercharger that can efficiently perform exhaust gas recirculation.

上記目的を達成するために、請求項１に記載の発明は、エンジンとターボチャージャを備え、該ターボチャージャのタービンをエンジンの排気で作動させ且つターボチャージャのコンプレッサが圧縮した吸気をインタクーラを介してエンジンへ送給する過給機付内燃機関において、エンジン排気経路のタービンよりも上流側からエンジン吸気経路のコンプレッサよりも下流側へ至るＥＧＲ管路を設け、エンジン吸気経路へ向けて排気を圧送可能な送風手段をＥＧＲ管路に組み込んでいる。   In order to achieve the above object, an invention according to claim 1 is provided with an engine and a turbocharger, the turbine of the turbocharger is operated by the exhaust of the engine, and the intake air compressed by the compressor of the turbocharger is passed through the intercooler. In an internal combustion engine with a turbocharger that delivers to the engine, an EGR pipe is provided from the upstream side of the turbine in the engine exhaust path to the downstream side of the compressor in the engine intake path, and exhaust can be pumped toward the engine intake path. A simple air blowing means is incorporated in the EGR pipe.

請求項２に記載の発明は、モータ駆動の気体圧縮機を送風手段に用いている。
請求項３に記載の発明は、電力回生手段を気体圧縮機に装備させている。
請求項４に記載の発明は、送風手段を経ずにエンジン吸気経路へ排気を導き得るバイパス流路をＥＧＲ管路に付帯させている。 The invention described in claim 2 uses a motor-driven gas compressor as the blowing means.
According to a third aspect of the present invention, the gas compressor is equipped with power regeneration means.
According to a fourth aspect of the present invention, a bypass passage that can guide exhaust to the engine intake path without passing through the air blowing means is attached to the EGR pipe.

請求項１に記載の発明においては、ＥＧＲ管路を流通する排気に対して送風手段により圧力を付与し、エンジン排気経路の圧力を高めずに、エンジン吸気経路へ還流すべき排気の流量を増加させる。   In the first aspect of the present invention, pressure is applied to the exhaust gas flowing through the EGR pipe by the blowing means, and the flow rate of the exhaust gas to be recirculated to the engine intake path is increased without increasing the pressure of the engine exhaust path. Let

請求項２に記載の発明においては、エンジン吸気経路へ還流すべき排気の流量を、気体圧縮機によって速やかに増加させる。   In the invention according to claim 2, the flow rate of the exhaust gas to be recirculated to the engine intake path is quickly increased by the gas compressor.

請求項３に記載の発明においては、非駆動時に気体圧縮機が排気から得る運動エネルギを電力回生手段によって電力に変換する。   In the third aspect of the invention, the kinetic energy obtained from the exhaust gas by the gas compressor when not driven is converted into electric power by the electric power regeneration means.

請求項４に記載の発明においては、送風手段による排気還流の助勢を必要としない場合に、排気をバイパス流路によってエンジン吸気経路へ流入させる。   According to the fourth aspect of the present invention, the exhaust gas is caused to flow into the engine intake path by the bypass flow path when the exhaust gas recirculation assistance by the air blowing means is not required.

（１）請求項１に記載の発明では、送風手段によりエンジン吸気経路へ還流すべき排気の圧力を増加させて、低速高負荷運転領域でエンジンが稼働するときのコンプレッサへの通過気体流量を減らさずに、エンジン吸気経路に還流する排気を増やすことができるので、コンプレッサのサージを防止することができ、また、高速運転領域でエンジンが稼働するときのポンピングロスが解消されるので、燃料消費を軽減できる。   (1) In the first aspect of the present invention, the pressure of exhaust gas to be recirculated to the engine intake path is increased by the blowing means to reduce the flow rate of gas passing to the compressor when the engine is operated in the low speed and high load operation region. Therefore, it is possible to increase the amount of exhaust gas recirculated into the engine intake path, thereby preventing surges in the compressor and eliminating the pumping loss when the engine is operating in the high-speed operation region. Can be reduced.

（２）請求項２に記載の発明では、気体圧縮機によりエンジン吸気流路への排気還流量を、エンジンの回転数上昇に追従して速やかに増加させることができるので、車両加速時にもＮＯｘを効果的に低減できる。   (2) In the invention described in claim 2, since the exhaust gas recirculation amount to the engine intake flow path can be increased rapidly following the increase in the engine speed by the gas compressor, NOx can be increased even during vehicle acceleration. Can be effectively reduced.

（３）請求項３に記載の発明では、気体圧縮機が排気から得た運動エネルギを、電力に変換して有効に活用することができる。   (3) In the invention described in claim 3, the kinetic energy obtained from the exhaust gas by the gas compressor can be converted into electric power and effectively utilized.

（４）請求項４に記載の発明では、気体圧縮機による排気還流の助勢を必要としない際には、排気をバイパス流路からエンジン吸気経路へ導いて流路抵抗の増大を回避することができる。   (4) In the invention according to claim 4, when it is not necessary to assist the exhaust gas recirculation by the gas compressor, the exhaust is led from the bypass flow path to the engine intake path to avoid an increase in the flow path resistance. it can.

以下、本発明の実施の形態を図面に基づき説明する。
図１は本発明の過給機付内燃機関の実施の形態の一例であり、図中、図２と同一の符号を付した部分は同一物を表わしている。 Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 shows an example of an embodiment of an internal combustion engine with a supercharger according to the present invention. In the figure, the same reference numerals as those in FIG. 2 denote the same components.

この過給機付内燃機関では、排気マニホールド６に、ＥＧＲクーラ１４、開閉弁２８、遠心式などの非容積形のコンプレッサ１７、並びにＥＧＲバルブ１５を直列に組み込んだＥＧＲ管路１８の上流端を接続し、吸気管１２のインタクーラ１１よりも下流側個所に、ＥＧＲ管路１８の下流端を接続している。
ＥＧＲ管路１８には、コンプレッサ１７の入口側と出口側とを結び且つ切換バルブ１９を有するバイパス流路２０が付帯している。 In this internal combustion engine with a supercharger, an upstream end of an EGR pipe line 18 in which an EGR cooler 14, an on-off valve 28, a non-volumetric compressor 17 such as a centrifugal type, and an EGR valve 15 are incorporated in series in an exhaust manifold 6 is provided. The downstream end of the EGR pipe line 18 is connected to a location downstream of the intercooler 11 of the intake pipe 12.
The EGR pipe line 18 is accompanied by a bypass flow path 20 that connects the inlet side and the outlet side of the compressor 17 and has a switching valve 19.

これに加えて、コンプレッサ１７を駆動するモータ２１、排気マニホールド６の圧力を検出する圧力センサ２２、アクセル開度をエンジン１の負荷して検出するアクセルセンサ２３、エンジン１の回転数を検出する回転センサ２４、吸気Ａの流入量と温度を検出する吸気センサ２５、インタクーラ１１の出口側の圧力を検出する圧力センサ２６、及び燃料噴射制御、ＥＧＲバルブ１５の開度調整、切換バルブ１９，２８の開閉などを行なう制御ユニット（ＥＣＵ：Electronic Control Unit）２７を有している。   In addition to this, a motor 21 for driving the compressor 17, a pressure sensor 22 for detecting the pressure of the exhaust manifold 6, an accelerator sensor 23 for detecting the accelerator opening by loading the engine 1, and a rotation for detecting the rotational speed of the engine 1 A sensor 24, an intake sensor 25 that detects the inflow amount and temperature of the intake air A, a pressure sensor 26 that detects the pressure on the outlet side of the intercooler 11, fuel injection control, opening adjustment of the EGR valve 15, switching valves 19, 28 A control unit (ECU: Electronic Control Unit) 27 for opening and closing is provided.

制御ユニット２７は、
Ａ．圧力センサ２２で得た排気マニホールド６の圧力が所定値（ポンピングロスの増加が顕著になる値）を上回ったときに、ＥＧＲ管路１８から吸気管１２への排気Ｇの還流量が増えるようにモータ２１を作動させ、これと同時に切換バルブ１９を閉じた状態にし且つ切換バルブ２８を開いた状態にする機能、
Ｂ．アクセルセンサ２３で得たアクセル開度、圧力センサ２６で得たインタクーラ１１の出口側の圧力、回転センサ２４で得たエンジン１の回転数、吸気センサ２５で得た吸気Ａの流入量、及び燃料噴射量などに基づき、車両の加速に伴って要求される排気Ｇの還流量を算出し、当該算出値に見合う量の排気Ｇがエンジン１の回転数上昇に追従して速やかに還流するようにモータ２１を作動させる機能、
Ｃ．モータ２１が稼働していないときに、排気Ｇがコンプレッサ１７を迂回して流通するように切換バルブ１９を開いた状態にし且つ切換バルブ２８を閉じた状態にする機能、
を具備している。 The control unit 27 is
A. When the pressure of the exhaust manifold 6 obtained by the pressure sensor 22 exceeds a predetermined value (a value at which an increase in pumping loss becomes remarkable), the recirculation amount of the exhaust G from the EGR pipe 18 to the intake pipe 12 is increased. A function of operating the motor 21 and simultaneously closing the switching valve 19 and opening the switching valve 28;
B. The accelerator opening obtained by the accelerator sensor 23, the pressure on the outlet side of the intercooler 11 obtained by the pressure sensor 26, the rotational speed of the engine 1 obtained by the rotation sensor 24, the inflow amount of the intake air A obtained by the intake sensor 25, and the fuel Based on the injection amount or the like, the recirculation amount of the exhaust G required as the vehicle is accelerated is calculated, and the exhaust G having an amount corresponding to the calculated value is quickly recirculated following the increase in the rotational speed of the engine 1. The function of operating the motor 21,
C. A function of opening the switching valve 19 and closing the switching valve 28 so that the exhaust G flows around the compressor 17 when the motor 21 is not operating;
It has.

図１に示す過給機付内燃機関では、エンジン１の稼働時に排気マニホールド６の圧力が所定値を上回ると、Ａ項の機能によりコンプレッサ１７の駆動用のモータ２１が作動し、ＥＧＲ管路１８から吸気マニホールド１３へ還流すべき排気Ｇの流量が増え、燃焼温度の低下が図られ、ＮＯｘの発生が低減することになる。   In the supercharged internal combustion engine shown in FIG. 1, when the pressure of the exhaust manifold 6 exceeds a predetermined value during operation of the engine 1, the motor 21 for driving the compressor 17 is activated by the function of A term, and the EGR line 18 Therefore, the flow rate of the exhaust gas G to be returned to the intake manifold 13 is increased, the combustion temperature is lowered, and the generation of NOx is reduced.

すなわち、エンジン１が低速高負荷運転領域が稼働している場合は、流路断面調整機構などによりタービン３へ送給される排気Ｇの流量を抑える行為によりターボチャージャ２のコンプレッサ４の吸気Ａの通過流量を減らさなくても、エンジン１へ還流すべき排気Ｇが増え、コンプレッサ４のサージの発生を防止することができる。
また、エンジン１が高速運転領域で稼働している場合は、ポンピングロスがなくなり、燃料消費を減らすことができる。 That is, when the engine 1 is operating in the low-speed and high-load operation region, the action of suppressing the flow rate of the exhaust G fed to the turbine 3 by a flow path cross-section adjusting mechanism or the like causes the intake A of the compressor 4 of the turbocharger 2 to Even if the passage flow rate is not reduced, the amount of exhaust G to be recirculated to the engine 1 increases, and the occurrence of surge in the compressor 4 can be prevented.
Further, when the engine 1 is operating in the high speed operation region, there is no pumping loss, and fuel consumption can be reduced.

車両が加速するときには、Ｂ項の機能によりコンプレッサ１７の駆動用のモータ２１が作動し、ＥＧＲ管路１８から吸気マニホールド１３へ還流すべき排気Ｇの流量が、前述の算出値に見合うようにエンジン１の回転数上昇に追従して増え、これにより、車両加速時にもＮＯｘを効果的に低減できる。   When the vehicle accelerates, the motor 21 for driving the compressor 17 is actuated by the function of the B term, and the engine G so that the flow rate of the exhaust gas G to be recirculated from the EGR pipe line 18 to the intake manifold 13 matches the calculated value. This increases following the increase in the rotational speed of 1, so that NOx can be effectively reduced even during vehicle acceleration.

コンプレッサ１７の駆動用のモータ２１が作動していないときには、Ｃ項の機能により切換バルブ１９が開き且つ切換バルブ２８が閉じるため、バイパス流路２０を経た排気Ｇが吸気管１２から吸気マニホールド１３へ流入する。
すなわち、排気Ｇの還流の助勢を必要としない場合には、排気Ｇがコンプレッサ１７を迂回し、流路抵抗の増大を回避することができる。 When the motor 21 for driving the compressor 17 is not operating, the switching valve 19 is opened and the switching valve 28 is closed by the function of the term C, so that the exhaust G that has passed through the bypass flow path 20 passes from the intake pipe 12 to the intake manifold 13. Inflow.
That is, when it is not necessary to assist the recirculation of the exhaust gas G, the exhaust gas G can bypass the compressor 17 and an increase in flow resistance can be avoided.

更に、インバータとバッテリなどで構成した電力回生手段をモータ２１に装備し、Ｃ項の機能に代えて、ＥＧＲ管路１８を流れる排気Ｇによりコンプレッサ１７を介してモータ２１を駆動する構成を採用すれば、排気Ｇから得た運動エネルギを、電力に変換して有効に活用することができる。   Furthermore, the motor 21 is equipped with power regeneration means composed of an inverter and a battery, and instead of the function of the C term, the motor 21 is driven via the compressor 17 by the exhaust G flowing through the EGR pipe line 18. For example, the kinetic energy obtained from the exhaust G can be converted into electric power and used effectively.

なお、本発明の過給機付内燃機関は上述した実施の形態のみに限定されるものではなく、ＥＧＲ管路に開閉弁を組み込まずにバイパス管路の開閉弁だけで排気流路の切り換えを行なう構成とすること、その他、本発明の要旨を逸脱しない範囲において変更を加え得ることは勿論である。   The supercharger-equipped internal combustion engine of the present invention is not limited to the above-described embodiment, and the exhaust flow path can be switched only by the open / close valve of the bypass line without incorporating the open / close valve in the EGR line. Of course, it is possible to make changes within a range that does not depart from the gist of the present invention.

本発明の過給機付内燃機関は、車両用のディーゼルエンジンをはじめとして各種の内燃機関に適用できる。   The supercharged internal combustion engine of the present invention can be applied to various internal combustion engines including a diesel engine for vehicles.

本発明の過給機付内燃機関の実施の形態の一例を示す概念図である。It is a conceptual diagram which shows an example of embodiment of the internal combustion engine with a supercharger of this invention. 従来の過給機付内燃機関の一例を示す概念図である。It is a conceptual diagram which shows an example of the conventional internal combustion engine with a supercharger.

符号の説明Explanation of symbols

１ エンジン
２ ターボチャージャ
３ タービン
４ コンプレッサ
６ 排気マニホールド（エンジン排気経路）
１１ インタクーラ
１２ 吸気管（エンジン吸気経路）
１７ コンプレッサ（送風手段）
１８ ＥＧＲ管路
２０ バイパス管路
２１ モータ
Ａ 吸気
Ｇ 排気 1 Engine 2 Turbocharger 3 Turbine 4 Compressor 6 Exhaust manifold (engine exhaust path)
11 Intercooler 12 Intake pipe (engine intake path)
17 Compressor (air blowing means)
18 EGR line 20 Bypass line 21 Motor A Intake G Exhaust

Claims (4)

エンジンとターボチャージャを備え、該ターボチャージャのタービンをエンジンの排気で作動させ且つターボチャージャのコンプレッサが圧縮した吸気をインタクーラを介してエンジンへ送給する過給機付内燃機関において、エンジン排気経路のタービンよりも上流側からエンジン吸気経路のコンプレッサよりも下流側へ至るＥＧＲ管路を設け、エンジン吸気経路へ向けて排気を圧送可能な送風手段をＥＧＲ管路に組み込んだことを特徴とする過給機付内燃機関。   An internal combustion engine with a supercharger comprising an engine and a turbocharger, wherein the turbocharger turbine is operated by engine exhaust and the intake air compressed by the turbocharger compressor is supplied to the engine via an intercooler. The supercharging system is characterized in that an EGR pipe line is provided from the upstream side of the turbine to the downstream side of the compressor in the engine intake path, and a blowing means capable of pumping exhaust gas toward the engine intake path is incorporated in the EGR pipe. Internal combustion engine with a machine. モータ駆動の気体圧縮機を送風手段に用いた請求項１に記載の過給機付内燃機関。   The internal combustion engine with a supercharger according to claim 1, wherein a motor-driven gas compressor is used as a blowing means. 電力回生手段を気体圧縮機に装備させた請求項２に記載の過給機付内燃機関。   The internal combustion engine with a supercharger according to claim 2, wherein a power regeneration means is provided in the gas compressor. 送風手段を経ずにエンジン吸気経路へ排気を導き得るバイパス流路をＥＧＲ管路に付帯させた請求項１に記載の過給機付内燃機関。   The supercharger-equipped internal combustion engine according to claim 1, wherein a bypass passage capable of guiding exhaust gas to the engine intake passage without passing through the air blowing means is attached to the EGR pipe.
JP2003429512A 2003-12-25 2003-12-25 Internal combustion engine with supercharger Pending JP2005188359A (en)

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009167827A (en) * 2008-01-11 2009-07-30 Toyota Motor Corp Supercharging system of internal combustion engine
WO2011065447A1 (en) 2009-11-27 2011-06-03 三菱重工業株式会社 Exhaust gas treatment device
CN102242670A (en) * 2010-05-10 2011-11-16 曼柴油机欧洲股份公司曼柴油机德国分公司 Large-sized two-stroke diesel engine having exhaust gas purifying system
JP2013505392A (en) * 2009-09-23 2013-02-14 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング Internal combustion engine
KR20140073984A (en) * 2012-12-07 2014-06-17 현대자동차주식회사 Device and method for detecting surface defects of shaft
JP2016113895A (en) * 2014-12-11 2016-06-23 日野自動車株式会社 EGR system

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009167827A (en) * 2008-01-11 2009-07-30 Toyota Motor Corp Supercharging system of internal combustion engine
US8720202B2 (en) 2009-09-23 2014-05-13 Robert Bosch Gmbh Internal combustion engine
JP2013505392A (en) * 2009-09-23 2013-02-14 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング Internal combustion engine
KR101373454B1 (en) * 2009-11-27 2014-03-13 미츠비시 쥬고교 가부시키가이샤 Exhaust gas treatment device
WO2011065447A1 (en) 2009-11-27 2011-06-03 三菱重工業株式会社 Exhaust gas treatment device
JP2011112006A (en) * 2009-11-27 2011-06-09 Mitsubishi Heavy Ind Ltd Exhaust gas treatment device
CN102597479A (en) * 2009-11-27 2012-07-18 三菱重工业株式会社 Exhaust gas treatment device
CN103216298A (en) * 2010-05-10 2013-07-24 曼柴油机欧洲股份公司曼柴油机德国分公司 Large two-stroke diesel engine with an exhaust gas purification system
CN102242670A (en) * 2010-05-10 2011-11-16 曼柴油机欧洲股份公司曼柴油机德国分公司 Large-sized two-stroke diesel engine having exhaust gas purifying system
CN103216298B (en) * 2010-05-10 2016-08-24 曼柴油机欧洲股份公司曼柴油机德国分公司 There is the large-sized two-stroke diesel engine of waste gas cleaning system
KR20140073984A (en) * 2012-12-07 2014-06-17 현대자동차주식회사 Device and method for detecting surface defects of shaft
KR101865719B1 (en) * 2012-12-07 2018-06-08 현대자동차 주식회사 Device and method for detecting surface defects of shaft
JP2016113895A (en) * 2014-12-11 2016-06-23 日野自動車株式会社 EGR system

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