JP2014136977A - Internal combustion engine and egr gas mixing device - Google Patents

Internal combustion engine and egr gas mixing device Download PDF

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JP2014136977A
JP2014136977A JP2013004657A JP2013004657A JP2014136977A JP 2014136977 A JP2014136977 A JP 2014136977A JP 2013004657 A JP2013004657 A JP 2013004657A JP 2013004657 A JP2013004657 A JP 2013004657A JP 2014136977 A JP2014136977 A JP 2014136977A
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fresh air
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JP6051881B2 (en
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Akira Iijima
章 飯島
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Isuzu Motors Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

PROBLEM TO BE SOLVED: To provide an internal combustion engine and an EGR gas mixing device capable of reducing pressure loss generated at a time of mixing low-pressure EGR gas having passed through a turbine of a turbocharger into fresh air flowing in an intake air passage upstream of a compressor of the turbocharger.SOLUTION: An engine 1 including an LP-EGR system 12 comprises an EGR gas mixing device 30. The EGR gas mixing device 30 comprises: a Venturi part 31 provided in an intake air passage 3 upstream of a compressor 11 of a turbocharger 5, and accelerating a flow of fresh air; and a merging part 32 connecting an outlet 32a of an LP-EGR passage 10 to the Venturi part 31, and suppressing acceleration of a flow or EGR gas passing through the outlet 32a.

Description

本発明は、ターボチャージャのタービンを通過した後の低圧のＥＧＲガスを、ターボチャージャのコンプレッサの上流側の吸気通路を流れる新気に混合する内燃機関と、ＥＧＲガスと新気とを混合するＥＧＲガス混合装置に関する。   The present invention relates to an internal combustion engine that mixes low-pressure EGR gas after passing through a turbine of a turbocharger with fresh air flowing in an intake passage upstream of a compressor of the turbocharger, and EGR that mixes EGR gas and fresh air. The present invention relates to a gas mixing device.

従来、エンジン（内燃機関）には、エンジンから排出される排気ガスの一部を新気に混合させて、排気ガス中のＮＯｘ（窒素酸化物）を低減するＥＧＲ（排気ガス再循環）システムが搭載されている。   Conventionally, an engine (internal combustion engine) has an EGR (exhaust gas recirculation) system that mixes a part of exhaust gas discharged from the engine with fresh air to reduce NOx (nitrogen oxide) in the exhaust gas. It is installed.

このＥＧＲシステムには、ターボチャージャのタービンの上流側の排気ガス通路から分岐した高圧ＥＧＲ通路からインテークマニホールドに、比較的高温のＥＧＲガスを還流するＨＰ−ＥＧＲ（高圧ＥＧＲ）システムがある。   This EGR system includes an HP-EGR (high pressure EGR) system that recirculates a relatively high temperature EGR gas from a high pressure EGR passage branched from an exhaust gas passage upstream of a turbine of a turbocharger to an intake manifold.

このＨＰ−ＥＧＲシステムを搭載したエンジンにおいて、コンプレッサにより圧力が高くなった新気にＥＧＲガスを混合する装置がある（例えば、特許文献１、及び特許文献２参照）。   In an engine equipped with this HP-EGR system, there is a device that mixes EGR gas with fresh air whose pressure has been increased by a compressor (see, for example, Patent Document 1 and Patent Document 2).

特許文献１に記載の装置は、燃焼用空気供給部と、排気マニホルドと、前記燃焼用空気供給部に接続され且つ連絡された燃焼用空気吸気口、前記排気マニホルドに接続且つ連絡された排気ガス吸気口、排気口、ベンチュリ・スロートで終端し且つ前記燃焼用空気吸気口と連絡されたベンチュリ区間、前記ベンチュリ区間と前記排気口との間に位置され且つそれらと連絡された膨張部、及び、前記膨張部内で前記ベンチュリ・スロートに近接して終端する少なくとも１つの吸入ポートを含む吸入ベンチュリとを含む。この装置では、コンプレッサにより高圧化された新気とＥＧＲガスとを混合する際に、適度な量のＥＧＲガスを、ベンチュリ区間を通って流れる新気の流れの中に引き込み、また、ＥＧＲガスの新気への拡散を向上させる。加えて、膨張部内における圧力回復も向上させる。   The apparatus disclosed in Patent Document 1 includes a combustion air supply unit, an exhaust manifold, a combustion air inlet connected to and in communication with the combustion air supply unit, and an exhaust gas connected to and in communication with the exhaust manifold. An intake port, an exhaust port, a venturi section that terminates at a venturi throat and communicates with the combustion air intake port, an expansion portion that is located between and communicates with the venturi section and the exhaust port, and A suction venturi including at least one suction port that terminates proximate to the venturi throat within the inflatable portion. In this device, when mixing fresh air and EGR gas whose pressure has been increased by the compressor, an appropriate amount of EGR gas is drawn into the flow of fresh air flowing through the venturi section, and the EGR gas Improve the spread of fresh air. In addition, the pressure recovery in the expansion part is improved.

特許文献２に記載の装置は、吸気管の途中にベンチュリ部を形成して該ベンチュリ部の外周に環状チャンバを設けると共に、該環状チャンバに対し排気側から排気ガスの一部を抜き出して導くＥＧＲパイプを接続し、前記ベンチュリ部に環状チャンバ内部と吸気管内部とを連通する環状スリットを形成して前記ベンチュリ部を上流側の縮径部と下流側の拡径部とに分割したＥＧＲガス混合装置であって、ベンチュリ部の縮径部の終端に対し拡径部の始端を半径方向外側にずらして段差を形成している。この装置では、高い吸引作用を得ることができるので、大量の排気ガスを吸気に良好に混合し得る。   In the apparatus described in Patent Document 2, a venturi portion is formed in the middle of an intake pipe, an annular chamber is provided on the outer periphery of the venturi portion, and a part of exhaust gas is extracted from the exhaust side and led to the annular chamber. An EGR gas mixture in which a pipe is connected and an annular slit is formed in the venturi for communicating the inside of the annular chamber and the inside of the intake pipe to divide the venturi into an upstream reduced diameter portion and a downstream enlarged diameter portion In the apparatus, a step is formed by shifting the start end of the enlarged diameter portion radially outward with respect to the end of the reduced diameter portion of the venturi portion. In this device, since a high suction action can be obtained, a large amount of exhaust gas can be well mixed with intake air.

しかし、特許文献１に記載の装置は、ＥＧＲガスの出口が斜めに開いているため新気の流れを阻害するという問題と、ＥＧＲガスの出口面積がベンチュリ絞り部面積に比して狭く、ＥＧＲガスと新気とが混合する際にＥＧＲガスの流速が加速するので、新気の流れの阻害の程度がさらに大きくなるという問題がある。よって、特許文献１に記載の装置ではＥＧＲガスの圧力損失が大きくなる。また、特許文献２に記載の装置も同様に、ＥＧＲガスの出口面積がベンチュリ絞り面積に比して狭く、ＥＧＲガスの流速が加速するので、ＥＧＲガスの圧力損失が大きくなり、燃費を悪化させる。   However, the apparatus described in Patent Document 1 has a problem that the flow of fresh air is obstructed because the outlet of the EGR gas is opened obliquely, and the outlet area of the EGR gas is narrower than the venturi throttle portion area. Since the flow rate of EGR gas is accelerated when the gas and fresh air are mixed, there is a problem that the degree of inhibition of the flow of fresh air is further increased. Therefore, in the apparatus described in Patent Document 1, the pressure loss of EGR gas becomes large. Similarly, in the apparatus described in Patent Document 2, the EGR gas outlet area is narrower than the venturi throttle area, and the flow rate of the EGR gas is accelerated, so that the pressure loss of the EGR gas increases and the fuel consumption deteriorates. .

特に、特許文献１及び特許文献２に記載の装置は、ＨＰ−ＥＧＲシステムで用いられ、排気圧より吸気圧が高い高負荷時ではある程度意味があるが、低負荷時では圧力損失が大きくなり、燃費が悪化する。   In particular, the devices described in Patent Document 1 and Patent Document 2 are used in the HP-EGR system, and are meaningful to some extent at high loads when the intake pressure is higher than the exhaust pressure, but the pressure loss increases at low loads, Fuel consumption deteriorates.

一方、ＨＰ−ＥＧＲシステムに対して、ターボチャージャのタービンの下流側から分岐した低圧ＥＧＲ通路から、ターボチャージャのコンプレッサの上流側の吸気通路に、低温且つ大量のＥＧＲガスを還流するＬＰ−ＥＧＲ（低圧ＥＧＲ）システムがある。   On the other hand, with respect to the HP-EGR system, LP-EGR (circulates low-temperature and large amount of EGR gas) from the low-pressure EGR passage branched from the downstream side of the turbocharger turbine to the intake passage upstream of the turbocharger compressor. There is a low pressure EGR) system.

このＬＰ−ＥＧＲシステムとＨＰ−ＥＧＲシステムとを併用することにより、エンジンの高負荷運転領域ではＨＰ−ＥＧＲシステムを使用し、低負荷運転領域ではＬＰ−ＥＧＲシステムを使用することで、ＮＯｘを大幅に低減している。   By using this LP-EGR system and the HP-EGR system together, the HP-EGR system is used in the high-load operation region of the engine, and the LP-EGR system is used in the low-load operation region. Has been reduced.

しかし、エンジンにＬＰ−ＥＧＲシステムを搭載するとよりＮＯｘを低減することができる反面、排気ガスと新気が混合する際に圧力損失が大きくなり、エンジンそのもののポンプ損失が増加して、燃費が悪化するという問題がある。   However, if the engine is equipped with the LP-EGR system, NOx can be further reduced. However, when exhaust gas and fresh air are mixed, the pressure loss increases, the pump loss of the engine itself increases, and the fuel consumption deteriorates. There is a problem of doing.

ここで、このＬＰ−ＥＧＲシステムを搭載したエンジンについて、図５を参照しながら説明する。このエンジン（内燃機関）１Ｘは、エンジン本体２に新気を吸入する吸気通路３と、エンジン本体２から排気ガスを排出する排気通路４とを備える。   Here, an engine equipped with the LP-EGR system will be described with reference to FIG. The engine (internal combustion engine) 1 </ b> X includes an intake passage 3 that sucks fresh air into the engine body 2 and an exhaust passage 4 that discharges exhaust gas from the engine body 2.

また、このエンジン１Ｘはターボチャージャ５のタービン６の上流側の排気通路４から分岐したＨＰ−ＥＧＲ通路７からインテークマニホールド８にＥＧＲガスを還流するＨＰ−ＥＧＲシステム９と、タービン６の下流側の排気通路４から分岐したＬＰ−ＥＧＲ通路１０から、ターボチャージャ５のコンプレッサ１１の上流側の吸気通路３にＥＧＲガスを還流するＬＰ−ＥＧＲシステム１２とを備える。   The engine 1X includes an HP-EGR system 9 that recirculates EGR gas from an HP-EGR passage 7 branched from an exhaust passage 4 upstream of the turbine 6 of the turbocharger 5 to an intake manifold 8, and a downstream side of the turbine 6. An LP-EGR system 12 that recirculates EGR gas from the LP-EGR passage 10 branched from the exhaust passage 4 to the intake passage 3 upstream of the compressor 11 of the turbocharger 5 is provided.

エアクリーナー１３から吸入された新気は、コンプレッサ１１とインタークーラー１４を経由して、スロットルバルブ１５からインテークマニホールド８に送られる。   The fresh air sucked from the air cleaner 13 is sent to the intake manifold 8 from the throttle valve 15 via the compressor 11 and the intercooler 14.

一方、エンジン本体２から排出された排気ガスの一部は、ＨＰ−ＥＧＲシステム９のＨＰ−ＥＧＲクーラー１６を介してＨＰ−ＥＧＲバルブ１７からインテークマニホールド８に環流される、あるいはバイパス弁１８によりＨＰ−ＥＧＲクーラー１６を介さずにバイパス通路１９を通ってインテークマニホールド８に環流される。   On the other hand, a part of the exhaust gas discharged from the engine body 2 is circulated from the HP-EGR valve 17 to the intake manifold 8 via the HP-EGR cooler 16 of the HP-EGR system 9 or is bypassed by the bypass valve 18. -Recirculates to the intake manifold 8 through the bypass passage 19 without going through the EGR cooler 16;

また、タービン６を通過した排気ガスは、排気ガス浄化装置（ＤＰＦ；ディーゼルパティキュレートフィルタなど）２０を経由して、ＬＰ−ＥＧＲシステム１２のＬＰ−ＥＧＲクーラー２１を介してＬＰ−ＥＧＲバルブ２２から吸気通路３に環流される。このとき、ＬＰ−ＥＧＲ通路１０を通過したＥＧＲガスは、ターボチャージャ５のコンプレッサ１１の上流側で新気と混合されるが、排気シャッター２５により排気通路４を閉鎖し、排圧を上げることにより、ＬＰ−ＥＧＲ通路１０の入口２３と出口２４との間に差圧を発生させている。これにより、ＬＰ−ＥＧＲ通路１０をＥＧＲガスが環流する。   The exhaust gas that has passed through the turbine 6 passes through an exhaust gas purification device (DPF; diesel particulate filter, etc.) 20 and from an LP-EGR valve 22 via an LP-EGR cooler 21 of the LP-EGR system 12. It is circulated in the intake passage 3. At this time, the EGR gas that has passed through the LP-EGR passage 10 is mixed with fresh air on the upstream side of the compressor 11 of the turbocharger 5, but the exhaust passage 4 is closed by the exhaust shutter 25 to increase the exhaust pressure. A differential pressure is generated between the inlet 23 and the outlet 24 of the LP-EGR passage 10. Thereby, the EGR gas circulates through the LP-EGR passage 10.

しかし、排気シャッター２５で排気通路４を閉鎖することによりＥＧＲガスの排圧を高くしてＥＧＲガスを環流することはできるが、その反面、排気シャッター２５により圧力損失が増加し、エンジン１そのもののポンプ損失が増えて、燃費が悪化するという問題がある。   However, by closing the exhaust passage 4 with the exhaust shutter 25, it is possible to increase the exhaust pressure of the EGR gas and circulate the EGR gas. On the other hand, the exhaust shutter 25 increases the pressure loss, and the engine 1 itself There is a problem that the pump loss increases and the fuel consumption deteriorates.

特開２００１−１６５００２号公報JP 2001-165002 A 特開２００７−０９２５９２号公報JP 2007-092592 A

本発明は、上記の問題を鑑みてなされたものであり、その目的は、ターボチャージャのタービンを通過した後の低圧のＥＧＲガスを、ターボチャージャのコンプレッサの上流側の吸気通路を流れる新気に混合する際に発生する圧力損失を低減する内燃機関とＥＧＲガス混合装置を提供することである。   The present invention has been made in view of the above problems, and its purpose is to convert low-pressure EGR gas after passing through the turbine of the turbocharger into fresh air flowing in the intake passage upstream of the compressor of the turbocharger. An object of the present invention is to provide an internal combustion engine and an EGR gas mixing device that reduce pressure loss that occurs during mixing.

上記の目的を解決するための本発明の内燃機関は、ターボチャージャのタービンの下流側の排気通路から分岐し、低圧ＥＧＲクーラーと低圧ＥＧＲ弁とを設けた低圧ＥＧＲ通路から、前記タービンを通過した後の低圧のＥＧＲガスを、前記ターボチャージャのコンプレッサの上流側の吸気通路に導いて、前記吸気通路を流れる新気に混合する内燃機関において、前記コンプレッサの上流側の前記吸気通路に設けられて、新気の流速を加速するベンチュリ部と、該ベンチュリ部の出口側に前記低圧ＥＧＲ通路の出口を接続すると共に、前記出口を通過したＥＧＲガスの流速の加速を抑制する合流部と、を有するＥＧＲガス混合装置を備えて構成される。   An internal combustion engine of the present invention for solving the above-mentioned object branches from an exhaust passage downstream of a turbine of a turbocharger and passes through the turbine from a low-pressure EGR passage provided with a low-pressure EGR cooler and a low-pressure EGR valve. In an internal combustion engine in which the low-pressure EGR gas afterwards is introduced into the intake passage upstream of the compressor of the turbocharger and mixed with fresh air flowing through the intake passage, the internal combustion engine is provided in the intake passage upstream of the compressor. A venturi portion for accelerating the flow rate of fresh air, and a junction portion for connecting the outlet of the low-pressure EGR passage to the outlet side of the venturi portion and suppressing the acceleration of the flow rate of the EGR gas that has passed through the outlet. It is provided with an EGR gas mixing device.

この構成によれば、低圧ＥＧＲシステムを搭載した内燃機関のＥＧＲガスと新気との合流地点にベンチュリ部を有するＥＧＲガス混合装置を備え、ベンチュリ部を通過する新気の流速を加速して、圧力を低くし、その圧力が低くなった部分にＥＧＲガスの出口を設けることで、排気シャッターなどを用いることなく、低圧ＥＧＲ通路のＥＧＲガスの入口と出口に差圧を発生させることができる。これにより、ターボチャージャのタービンを通過した後の低圧のＥＧＲガスを環流することができる。   According to this configuration, the EGR gas mixing device having the venturi portion is provided at the junction of the EGR gas and the fresh air of the internal combustion engine equipped with the low pressure EGR system, and the flow velocity of the fresh air passing through the venturi portion is accelerated. By lowering the pressure and providing an EGR gas outlet at a portion where the pressure is lowered, a differential pressure can be generated at the EGR gas inlet and outlet of the low-pressure EGR passage without using an exhaust shutter or the like. Thereby, the low-pressure EGR gas after passing through the turbine of the turbocharger can be circulated.

また、このＥＧＲガス混合装置ではベンチュリ部でＥＧＲガスの圧力損失を回復することができ、且つ、出口を通過後のＥＧＲガスの流速が加速しないため、新気の流れを阻害することを抑制することができるので、ＥＧＲガスと新気の両方の圧力損失を低減することができる。これにより、排気シャッターを用いる場合に対して内燃機関そのもののポンプ損失を低減し、燃費を向上することができる。   Further, in this EGR gas mixing device, the pressure loss of the EGR gas can be recovered in the venturi section, and the flow rate of the EGR gas after passing through the outlet is not accelerated, so that the flow of fresh air is inhibited from being inhibited. Therefore, the pressure loss of both EGR gas and fresh air can be reduced. Thereby, the pump loss of the internal combustion engine itself can be reduced and the fuel consumption can be improved as compared with the case where the exhaust shutter is used.

なお、低圧ＥＧＲ通路の出口はベンチュリ部の出口側、つまり拡径した部分に接続されると、ＥＧＲガスを新気と合流する際に、新気の流れに沿って合流させることができるので、より新気の流れを阻害することを抑制することができるので、好ましい。この場合には、例えば、合流部がベンチュリ部の外側に設けた環状チャンバで形成され、低圧ＥＧＲ通路の出口がベンチュリ部の縮径した部分側に小さい方の面を配置する円錐台の側面で形成される。   In addition, when the outlet of the low pressure EGR passage is connected to the outlet side of the venturi section, that is, the diameter-expanded portion, when the EGR gas is merged with fresh air, it can be merged along the flow of fresh air. Since it can suppress inhibiting the flow of fresh air more, it is preferable. In this case, for example, the confluence portion is formed by an annular chamber provided outside the venturi portion, and the outlet of the low pressure EGR passage is the side surface of the truncated cone in which the smaller surface is arranged on the reduced diameter side of the venturi portion. It is formed.

また、上記の内燃機関において、前記出口の総面積と前記ベンチュリ部の縮径した部分の断面積との比率（総面積／断面積）を、ＥＧＲガスと新気の両方の圧力損失を低減する圧力損失低減比率にすると、ＥＧＲガスと新気の圧力損失をより低減することができ、より燃費を向上することができる。   In the internal combustion engine described above, the ratio (total area / cross-sectional area) of the total area of the outlet and the cross-sectional area of the reduced diameter portion of the venturi part is reduced to reduce the pressure loss of both EGR gas and fresh air. When the pressure loss reduction ratio is used, the pressure loss between EGR gas and fresh air can be further reduced, and the fuel efficiency can be further improved.

なお、ここでいう出口の総面積とは、低圧ＥＧＲ通路の噴き出し面積のことをいう。また、ベンチュリ部の縮径した部分の断面積とは、ベンチュリ部の最も縮径した部分の新気の流通面積のことをいう。そして、圧力損失低減比率は、ＥＧＲガスの圧力損失が３ｋＰａ以下になる値が好ましく、４．５以上、４．９以下の値に設定すると効果が高い。   In addition, the total area of an exit here means the ejection area of a low pressure EGR passage. Moreover, the cross-sectional area of the reduced diameter portion of the venturi portion refers to the fresh air distribution area of the most reduced diameter portion of the venturi portion. The pressure loss reduction ratio is preferably a value at which the pressure loss of the EGR gas is 3 kPa or less, and is highly effective when set to a value of 4.5 or more and 4.9 or less.

上記の目的を解決するための本発明のＥＧＲガス混合装置は、吸気通路を流れる新気に、ＥＧＲ通路を通過後のＥＧＲガスを混合するＥＧＲガス混合装置において、前記吸気通路に設けられて、新気の流速を加速するベンチュリ部と、該ベンチュリ部に前記ＥＧＲ通路の出口を接続すると共に、前記出口を通過したＥＧＲガスの流速の加速を抑制する合流部とを備えて構成される。   An EGR gas mixing device of the present invention for solving the above-mentioned object is provided in the intake passage in an EGR gas mixing device that mixes EGR gas after passing through the EGR passage with fresh air flowing through the intake passage. The venturi unit is configured to accelerate the flow rate of fresh air, and the merger unit connects the outlet of the EGR passage to the venturi unit and suppresses acceleration of the flow rate of the EGR gas that has passed through the outlet.

また、上記のＥＧＲガス混合装置において、前記出口の総面積と前記ベンチュリ部の縮径した部分の断面積との比率（総面積／断面積）を、ＥＧＲガスと新気の両方の圧力損失を低減する圧力損失低減比率にすることが好ましい。   In the above EGR gas mixing device, the ratio (total area / cross-sectional area) between the total area of the outlet and the cross-sectional area of the reduced diameter portion of the venturi part is set so that the pressure loss of both EGR gas and fresh air is reduced. The pressure loss reduction ratio is preferably reduced.

上記のＥＧＲガス混合装置は、従来のＥＧＲガス混合装置に比べて、ＥＧＲ通路の出口が、ベンチュリ部の縮径した部分の断面積に比して、充分に広いため、新気の流れを阻害することが無く、且つＥＧＲガスの圧力損失も回復することができる。   Compared to the conventional EGR gas mixing device, the above EGR gas mixing device has a sufficiently wide outlet for the EGR passage compared to the cross-sectional area of the reduced diameter portion of the venturi portion, so that the flow of fresh air is obstructed. And the pressure loss of the EGR gas can be recovered.

本発明によれば、ターボチャージャのタービンを通過した後の低圧のＥＧＲガスを、ターボチャージャのコンプレッサの上流側の吸気通路を流れる新気に混合する際に発生する圧力損失を低減することができる。これにより、内燃機関のポンプ損失を低減して、燃費を向上することができる。   ADVANTAGE OF THE INVENTION According to this invention, the pressure loss which generate | occur | produces when mixing the low pressure EGR gas after passing the turbine of a turbocharger with the fresh air which flows through the intake passage of the upstream of the compressor of a turbocharger can be reduced. . Thereby, the pump loss of an internal combustion engine can be reduced and a fuel consumption can be improved.

本発明に係る実施の形態の内燃機関を示す構成図である。1 is a configuration diagram illustrating an internal combustion engine according to an embodiment of the present invention. 図１に示すＥＧＲガス混合装置の拡大断面図である。It is an expanded sectional view of the EGR gas mixing apparatus shown in FIG. 本発明に係る実施の形態の内燃機関の面積比率と圧力損失を示した表である。It is the table | surface which showed the area ratio and pressure loss of the internal combustion engine of embodiment which concerns on this invention. 図２に示すＥＧＲガス混合装置内の流速を示す拡大断面図である。It is an expanded sectional view which shows the flow velocity in the EGR gas mixing apparatus shown in FIG. 従来の内燃機関を示す構成図である。It is a block diagram which shows the conventional internal combustion engine.

以下、本発明に係る実施の形態の内燃機関とＥＧＲガス混合装置について、図面を参照しながら説明する。なお、以下の実施の形態のエンジン（内燃機関）はディーゼルエンジンを例に説明するが、本発明はディーゼルエンジンに限定されずに、ガソリンエンジンにも適用することができ、その気筒数や、気筒の配列も限定されない。   Hereinafter, an internal combustion engine and an EGR gas mixing apparatus according to embodiments of the present invention will be described with reference to the drawings. In addition, although the engine (internal combustion engine) of the following embodiment demonstrates a diesel engine as an example, this invention is not limited to a diesel engine, It can apply also to a gasoline engine. The arrangement of is also not limited.

また、以下の実施の形態のエンジンは、ＨＰ−ＥＧＲシステム（高圧ＥＧＲシステム）とＬＰ−ＥＧＲシステム（低圧ＥＧＲシステム）の両方を搭載したものを例に説明するが、本発明はこの構成に限定されずに、ＬＰ−ＥＧＲシステムのみを搭載したエンジンにも適用することができる。   Moreover, although the engine of the following embodiment demonstrates as an example what mounted both HP-EGR system (high pressure EGR system) and LP-EGR system (low pressure EGR system), this invention is limited to this structure. In addition, the present invention can be applied to an engine equipped with only the LP-EGR system.

本発明に係る実施の形態のエンジンについて、図１及び図２を参照しながら説明する。このエンジン１は、ターボチャージャ５のタービン６の下流側の排気通路４から分岐し、ＬＰ−ＥＧＲクーラー（低圧ＥＧＲクーラー）２１とＬＰ−ＥＧＲバルブ（低圧ＥＧＲ弁）２２とを設けたＬＰ−ＥＧＲ通路（低圧ＥＧＲ通路）１０から、タービン６を通過後の低圧のＥＧＲガスを、ターボチャージャ５のコンプレッサ１１の上流側の吸気通路３に導いて、吸気通路３を流れる新気に混合するＬＰ−ＥＧＲシステム１２を搭載したエンジン１であり、図５に示す従来のエンジン１Ｘの排気シャッター２５を外し、図１に示すように、コンプレッサ１１の上流側の吸気通路３に、ＥＧＲガス混合装置３０を備えて構成される。   An engine according to an embodiment of the present invention will be described with reference to FIGS. 1 and 2. This engine 1 is branched from an exhaust passage 4 on the downstream side of the turbine 6 of the turbocharger 5 and is provided with an LP-EGR cooler (low pressure EGR cooler) 21 and an LP-EGR valve (low pressure EGR valve) 22. LP− which mixes the low pressure EGR gas after passing through the turbine 6 from the passage (low pressure EGR passage) 10 to the intake passage 3 upstream of the compressor 11 of the turbocharger 5 and fresh air flowing through the intake passage 3. The engine 1 is equipped with an EGR system 12, and the exhaust shutter 25 of the conventional engine 1X shown in FIG. 5 is removed, and an EGR gas mixing device 30 is installed in the intake passage 3 upstream of the compressor 11 as shown in FIG. It is prepared for.

また、このエンジン１は、ＥＧＲガス混合装置３０に、図２に示すように、吸気通路３に設けられて、新気の流速を加速するベンチュリ部３１と、ベンチュリ部３１にＬＰ−ＥＧＲ通路（低圧ＥＧＲ通路）１０の出口３２ａを接続させると共に、出口３２ａを通過したＥＧＲガスの流速の加速を抑制する合流部３２と、を有するＥＧＲガス混合装置３０を備えて構成される。   In addition, the engine 1 is provided in the EGR gas mixing device 30 as shown in FIG. 2 in the intake passage 3 to accelerate the flow rate of fresh air, and to the venturi portion 31 the LP-EGR passage ( The low pressure EGR passage) 10 is connected to the outlet 32a, and the EGR gas mixing device 30 includes a merging portion 32 that suppresses acceleration of the flow rate of the EGR gas that has passed through the outlet 32a.

これにより、ＥＧＲガス混合装置３０のベンチュリ部３１により、吸気通路３を流通する新気の流れを絞り、新気の流速を加速させ、ＥＧＲガス混合装置３０の合流部３２で、その新気の流速が加速したことにより圧力が低くなった部分にＬＰ−ＥＧＲ通路１０の出口３２ａを接続させるので、ＬＰ−ＥＧＲ通路１０の入口２３と出口３２ａに差圧を発生させることができる。よって、ＬＰ−ＥＧＲシステム１２を搭載したエンジン１は、排気シャッター２５などを用いることなく、ＬＰ−ＥＧＲ通路１０のＥＧＲガスの入口２３と出口３２ａに差圧を発生させるので、ターボチャージャ５のタービン６を通過後の低圧のＥＧＲガスを、コンプレッサ１１を通過する前の低圧の新気に環流することができる。   As a result, the flow of fresh air flowing through the intake passage 3 is throttled by the venturi portion 31 of the EGR gas mixing device 30 to accelerate the flow rate of the fresh air, and the merging portion 32 of the EGR gas mixing device 30 Since the outlet 32a of the LP-EGR passage 10 is connected to the portion where the pressure has decreased due to acceleration of the flow velocity, a differential pressure can be generated at the inlet 23 and the outlet 32a of the LP-EGR passage 10. Therefore, the engine 1 equipped with the LP-EGR system 12 generates a differential pressure at the EGR gas inlet 23 and the outlet 32a of the LP-EGR passage 10 without using the exhaust shutter 25 or the like. The low-pressure EGR gas after passing through 6 can be recirculated to the low-pressure fresh air before passing through the compressor 11.

また、このエンジン１は、ＥＧＲガス混合装置３０のベンチュリ部３１を通過後にＥＧＲガスの圧力損失を回復すると共に、出口３２ａを通過後のＥＧＲガスの流速の加速を抑制する。これにより、ＥＧＲガスの圧力損失と新気の圧力損失の両方を低減する。よって、排気シャッター２５を用いる場合に対してエンジン１そのもののポンプ損失を低減し、燃費を向上することができる。   Further, the engine 1 recovers the pressure loss of the EGR gas after passing through the venturi portion 31 of the EGR gas mixing device 30, and suppresses the acceleration of the flow rate of the EGR gas after passing through the outlet 32a. Thereby, both the pressure loss of EGR gas and the pressure loss of fresh air are reduced. Therefore, the pump loss of the engine 1 itself can be reduced and the fuel consumption can be improved as compared with the case where the exhaust shutter 25 is used.

加えて、コンプレッサ１１の上流側の吸気通路３にＥＧＲガス混合装置３０を備えると、コンプレッサ１１を通過前の低圧の新気にタービン６を通過後の低圧のＥＧＲガスを環流することができる。コンプレッサ１１の下流側に配置すると、コンプレッサ１１により新気の圧力が大きくなるため、低圧のＥＧＲガスを環流できなくなってしまう。また、コンプレッサ１１の上流側の吸気通路３に設けると、ＥＧＲガスと新気をコンプレッサ１１内で充分に攪拌して均一にすることができる。これにより、ＨＰ−ＥＧＲシステム９で問題となるＥＧＲ率の気筒間差を無くすことができる。   In addition, when the EGR gas mixing device 30 is provided in the intake passage 3 upstream of the compressor 11, low-pressure EGR gas after passing through the turbine 6 can be circulated to low-pressure fresh air before passing through the compressor 11. If it is arranged downstream of the compressor 11, the pressure of fresh air is increased by the compressor 11, so that low-pressure EGR gas cannot be circulated. In addition, when provided in the intake passage 3 on the upstream side of the compressor 11, EGR gas and fresh air can be sufficiently agitated and made uniform in the compressor 11. Thereby, the difference between the cylinders of the EGR rate which becomes a problem in the HP-EGR system 9 can be eliminated.

次に、上記のＥＧＲガス混合装置３０について、図２を参照しながら詳しく説明する。ここで、合流部３２の出口３２ａの総面積をＭ、ベンチュリ部３１の縮径部３１ａの断面積をＳとする。総面積Ｍは、拡径部３１ｂの点線で示した円錐台Ｌの側面積であり、ＥＧＲガスの噴き出し面積である。また、断面積Ｓは、縮径部３１ａの一点鎖線で示した管ΦＤの断面積であり、新気の流通面積である。   Next, the EGR gas mixing device 30 will be described in detail with reference to FIG. Here, the total area of the outlet 32a of the merging portion 32 is M, and the cross-sectional area of the reduced diameter portion 31a of the venturi portion 31 is S. The total area M is a side area of the truncated cone L indicated by a dotted line of the enlarged diameter portion 31b, and is an area where the EGR gas is ejected. The cross-sectional area S is a cross-sectional area of the pipe ΦD indicated by a one-dot chain line of the reduced diameter portion 31a, and is a fresh air distribution area.

ベンチュリ部３１は、図２に示すように、吸気通路３を流れる新気の流れを絞ることによって新気の流速を加速し、新気の圧力を小さくする縮径部３１ａと、縮径部３１ａを流れる新気の流れを広げることによって新気の流速を減速し、圧力を回復する拡径部３１ｂとを備える。このベンチュリ部３１により、縮径部３１ａで新気の流れを絞り流速を加速するので、圧力を低くすることができる。   As shown in FIG. 2, the venturi section 31 has a reduced diameter portion 31 a for accelerating the flow rate of fresh air by reducing the flow of fresh air flowing through the intake passage 3 and reducing the pressure of the fresh air, and a reduced diameter portion 31 a. A diameter-enlarging portion 31b that decelerates the flow velocity of the fresh air by expanding the flow of the fresh air flowing through and recovers the pressure is provided. By this venturi portion 31, the flow of fresh air is reduced by the reduced diameter portion 31a and the flow velocity is accelerated, so that the pressure can be lowered.

合流部３２は、ベンチュリ部３１の外周に設けられた環状チャンバであり、ベンチュリ部３１の出口側である拡径部３１ｂにＬＰ−ＥＧＲ通路１０の出口３２ａを接続して、ＬＰ−ＥＧＲ通路１０の入口２３と出口３２ａに差圧を発生し、タービン６を通過した低圧のＥＧＲガスを吸気通路３に導いている。   The confluence portion 32 is an annular chamber provided on the outer periphery of the venturi portion 31, and the outlet 32 a of the LP-EGR passage 10 is connected to the enlarged diameter portion 31 b on the outlet side of the venturi portion 31, so that the LP-EGR passage 10 A differential pressure is generated at the inlet 23 and the outlet 32 a of the engine, and the low-pressure EGR gas that has passed through the turbine 6 is guided to the intake passage 3.

ＬＰ−ＥＧＲ通路１０の出口３２ａがベンチュリ部３１の拡径部３１ｂに接続されると、ＥＧＲガスを新気と合流する際に、ＥＧＲガスを新気の流れに沿って合流させることができるので、より新気の流れを阻害することを抑制することができる。   When the outlet 32a of the LP-EGR passage 10 is connected to the enlarged diameter portion 31b of the venturi portion 31, the EGR gas can be merged along the flow of fresh air when the EGR gas merges with fresh air. , Can inhibit the flow of fresh air more.

また、この合流部３２は、出口３２ａを通過したＥＧＲガスの流速の加速を抑制するように構成されている。具体的には、出口３２ａを、拡径部３１ｂの点線で示した円錐台Ｌの側面で形成する。この円錐台Ｌは、ベンチュリ部３１の縮径部３１ａ側に面積が小さい方の面を、拡径部３１ｂ側に面積が大きい方の面を配置する円錐台である。この構成により、出口３２ａのベンチュリ部３１の拡径部３１ｂ側が、縮径部３１ａ側よりも広く形成
されるので、出口３２ａを通過したＥＧＲガスは、新気の流れに沿って吸気通路３に導入される。これにより、ＥＧＲガスが新気の流れを阻害することを抑制することができる。 Further, the junction 32 is configured to suppress acceleration of the flow rate of the EGR gas that has passed through the outlet 32a. Specifically, the outlet 32a is formed on the side surface of the truncated cone L indicated by the dotted line of the enlarged diameter portion 31b. The truncated cone L is a truncated cone in which a surface having a smaller area is arranged on the reduced diameter portion 31a side of the venturi portion 31 and a surface having a larger area is arranged on the enlarged diameter portion 31b side. With this configuration, the enlarged diameter portion 31b side of the venturi portion 31 of the outlet 32a is formed wider than the reduced diameter portion 31a side, so that the EGR gas that has passed through the outlet 32a enters the intake passage 3 along the flow of fresh air. be introduced. Thereby, it can suppress that EGR gas inhibits the flow of fresh air.

さらに、本発明では、ＥＧＲガス混合装置３０の合流部３２の出口３２ａの総面積Ｍとベンチュリ部３１の縮径部３１ａの断面積Ｓとの面積比率（総面積Ｍ／断面積Ｓ）を、ＥＧＲガスと新気の両方の圧力損失を低減する圧力損失低減比率Ｒにして構成される。   Furthermore, in the present invention, the area ratio (total area M / cross-sectional area S) between the total area M of the outlet 32a of the merge part 32 of the EGR gas mixing device 30 and the cross-sectional area S of the reduced diameter part 31a of the venturi part 31 is The pressure loss reduction ratio R is configured to reduce the pressure loss of both EGR gas and fresh air.

この圧力損失低減比率Ｒについて、図３に示す表を参照しながら説明する。この図３に示す表は、特許文献１（特開２００１−１６５００２号公報）の装置（以下、従来例１とする）、特許文献２（特開２００７−０９２５９２号公報）の装置（以下、従来例２とする）、比較例１〜比較例３、及び本発明に係る実施の形態のＥＧＲガス混合装置３０（以下、実施例１とする）の面積比率におけるＥＧＲガスの圧力損失を比較したものである。なお、従来例１については図面から、また従来例２については図面と段落〔００１８〕に記載の数値から面積比率を求めた。   The pressure loss reduction ratio R will be described with reference to the table shown in FIG. The table shown in FIG. 3 is based on the apparatus (hereinafter referred to as Conventional Example 1) of Patent Document 1 (Japanese Patent Laid-Open No. 2001-165002) and the apparatus (hereinafter referred to as Conventional 2007) of Patent Document 2 (Japanese Patent Laid-Open No. 2007-092592). Example 2), Comparative Examples 1 to 3, and EGR gas pressure loss in the area ratio of the EGR gas mixing device 30 of the embodiment according to the present invention (hereinafter referred to as Example 1). It is. In addition, the area ratio was calculated | required from drawing about the prior art example 1, and the numerical value of a drawing and a paragraph [0018] about the prior art example 2.

この図３の表によれば、面積比率が４より小さい従来例１、従来例２、及び比較例１では、ＥＧＲガスの圧力損失が４ｋＰａよりも大きく、燃費が悪化する。また、比較例２では、ＥＧＲガスの圧力損失が３．４ｋＰａと低くなるが、燃費を向上する効果が低い。一方、面積比率が５を超える比較例３では、実施例１と比べるとＥＧＲガスの圧力損失が大きくなる。そこで、この図３の表からＥＧＲガスの圧力損失を充分に低減することができる圧力損失低減比率Ｒは、ＥＧＲガスの圧力損失が３ｋＰａ以下になる値が好ましく、特に、４．５以上、４．９以下の値に設定すると最も効果が高い。   According to the table of FIG. 3, in Conventional Example 1, Conventional Example 2, and Comparative Example 1 in which the area ratio is smaller than 4, the pressure loss of EGR gas is larger than 4 kPa, and the fuel consumption is deteriorated. In Comparative Example 2, the pressure loss of EGR gas is as low as 3.4 kPa, but the effect of improving fuel efficiency is low. On the other hand, in Comparative Example 3 in which the area ratio exceeds 5, compared with Example 1, the pressure loss of EGR gas is increased. Therefore, the pressure loss reduction ratio R that can sufficiently reduce the pressure loss of the EGR gas is preferably a value at which the pressure loss of the EGR gas is 3 kPa or less from the table of FIG. Setting to a value of .9 or less is most effective.

次に、このＥＧＲガス混合装置３０の動作について、図４を参照しながら説明する。エンジン１が始動して、エンジン本体２から排気ガスが排出されると、図４に示すように、ＬＰ−ＥＧＲ通路１０からＥＧＲガスが、吸気通路３を流通する新気に混合される。   Next, the operation of the EGR gas mixing device 30 will be described with reference to FIG. When the engine 1 is started and the exhaust gas is discharged from the engine body 2, the EGR gas is mixed from the LP-EGR passage 10 into fresh air flowing through the intake passage 3 as shown in FIG. 4.

新気は、ベンチュリ部３１の縮径部３１ａで流れが絞られるため、流速が速くなる。これにより、新気の圧力は低くなる。この圧力が低くなった部分にＥＧＲガスの出口３２ａが設けられているので、ＬＰ−ＥＧＲ通路１０の入口２３と出口３２ａとの間に差圧を発生させることができ、タービン６を通過後の低圧のＥＧＲガスを、排気シャッターなどを用いることなく吸気通路３に環流することができる。   Since the flow of fresh air is restricted by the reduced diameter portion 31a of the venturi portion 31, the flow velocity becomes faster. Thereby, the pressure of fresh air becomes low. Since the EGR gas outlet 32a is provided in the portion where the pressure is reduced, a differential pressure can be generated between the inlet 23 and the outlet 32a of the LP-EGR passage 10, and after passing through the turbine 6, The low pressure EGR gas can be recirculated to the intake passage 3 without using an exhaust shutter or the like.

出口３２ａから排出されたＥＧＲガスは、拡径部３１ｂで圧力損失がある程度回復するので、ポンプ損失を低減することができる。また、出口３２ａの総面積Ｍが、縮径部３１ａの断面積Ｓに比して広いため、ＥＧＲガスの流速が合流部３２で上がることがないため、新気の流れを阻害することがないので、圧力損失を低減することができる。   Since EGR gas discharged from the outlet 32a recovers pressure loss to some extent at the enlarged diameter portion 31b, pump loss can be reduced. Further, since the total area M of the outlet 32a is larger than the cross-sectional area S of the reduced diameter portion 31a, the flow rate of the EGR gas does not increase at the merging portion 32, so that the flow of fresh air is not hindered. Therefore, pressure loss can be reduced.

このＥＧＲガス混合装置３０では、タービン６を通過後の低圧のＥＧＲガスを新気に混合すると共に、ＥＧＲガスの圧力損失と、新気の圧力損失の両方を低減することができる。つまり、ＮＯｘを低減するためのＬＰ−ＥＧＲシステム１２をエンジン１に搭載しても、ＥＧＲガスを新気に混合する際に発生する圧力損失を低減することができる。これにより、エンジン１のポンプ損失を低減して、燃費を向上することができる。   In the EGR gas mixing device 30, the low pressure EGR gas after passing through the turbine 6 is mixed with fresh air, and both the pressure loss of the EGR gas and the pressure loss of the fresh air can be reduced. That is, even if the LP-EGR system 12 for reducing NOx is mounted on the engine 1, it is possible to reduce the pressure loss that occurs when the EGR gas is mixed with fresh air. Thereby, the pump loss of the engine 1 can be reduced and fuel consumption can be improved.

本発明の内燃機関は、ターボチャージャのタービンを通過した後の低圧のＥＧＲガスを、ターボチャージャのコンプレッサの上流側の吸気通路を流れる新気に混合する際に発生する圧力損失を低減することができるので、特にディーゼルエンジンを搭載するトラックなどの車両に利用することができ、燃費を向上することができる。   The internal combustion engine of the present invention can reduce the pressure loss that occurs when the low-pressure EGR gas that has passed through the turbine of the turbocharger is mixed with fresh air that flows through the intake passage upstream of the compressor of the turbocharger. Therefore, it can be used for vehicles such as trucks equipped with diesel engines, and fuel efficiency can be improved.

１、１Ｘ エンジン（内燃機関）
２ エンジン本体
３ 吸気通路
４ 排気通路
５ ターボチャージャ
６ タービン
７ ＨＰ−ＥＧＲ通路（高圧ＥＧＲ通路）
８ インテークマニホールド
９ ＨＰ−ＥＧＲシステム（高圧ＥＧＲシステム）
１０ ＬＰ−ＥＧＲ通路（低圧ＥＧＲ通路）
１１ タービン
１２ ＬＰ−ＥＧＲシステム（低圧ＥＧＲシステム）
１３ エアクリーナー
１４ インタークーラー
１５ スロットルバルブ
１６ ＨＰ−ＥＧＲクーラー
１７ ＨＰ−ＥＧＲバルブ
２０ 排気ガス浄化装置
２１ ＬＰ−ＥＧＲクーラー（低圧ＥＧＲクーラー）
２２ ＬＰ−ＥＧＲバルブ（低圧ＥＧＲ弁）
２３ 入口
３０ ＥＧＲガス混合装置
３１ ベンチュリ部
３１ａ 縮経部
３１ｂ 拡経部
３２ 合流部
３２ａ 出口 1, 1X engine (internal combustion engine)
2 Engine body 3 Intake passage 4 Exhaust passage 5 Turbocharger 6 Turbine 7 HP-EGR passage (high pressure EGR passage)
8 Intake manifold 9 HP-EGR system (high pressure EGR system)
10 LP-EGR passage (low pressure EGR passage)
11 Turbine 12 LP-EGR system (Low pressure EGR system)
13 Air cleaner 14 Intercooler 15 Throttle valve 16 HP-EGR cooler 17 HP-EGR valve 20 Exhaust gas purification device 21 LP-EGR cooler (low pressure EGR cooler)
22 LP-EGR valve (low pressure EGR valve)
23 Inlet 30 EGR gas mixing device 31 Venturi part 31a Converging part 31b Expansive part 32 Merge part 32a Outlet

Claims (4)

ターボチャージャのタービンの下流側の排気通路から分岐し、低圧ＥＧＲクーラーと低圧ＥＧＲ弁とを設けた低圧ＥＧＲ通路から、前記タービンを通過した後の低圧のＥＧＲガスを、前記ターボチャージャのコンプレッサの上流側の吸気通路に導いて、前記吸気通路を流れる新気に混合する内燃機関において、
前記コンプレッサの上流側の前記吸気通路に設けられて、新気の流速を加速するベンチュリ部と、
該ベンチュリ部に前記低圧ＥＧＲ通路の出口を接続すると共に、前記出口を通過したＥＧＲガスの流速の加速を抑制する合流部と、を有するＥＧＲガス混合装置を備えることを特徴とする内燃機関。 The low-pressure EGR gas branched from the exhaust passage on the downstream side of the turbine of the turbocharger and provided with the low-pressure EGR cooler and the low-pressure EGR valve is supplied to the upstream of the turbocharger compressor. In the internal combustion engine that leads to the intake passage on the side and mixes with fresh air flowing through the intake passage,
A venturi that is provided in the intake passage upstream of the compressor and accelerates the flow rate of fresh air;
An internal combustion engine comprising: an EGR gas mixing device having an outlet of the low-pressure EGR passage connected to the venturi portion and a merging portion that suppresses acceleration of the flow rate of the EGR gas that has passed through the outlet. 前記出口の総面積と前記ベンチュリ部の縮径した部分の断面積との比率（総面積／断面積）を、ＥＧＲガスと新気の両方の圧力損失を低減する圧力損失低減比率にすることを特徴とする請求項１に記載の内燃機関。   The ratio (total area / cross-sectional area) between the total area of the outlet and the cross-sectional area of the reduced diameter portion of the venturi section is set to a pressure loss reduction ratio that reduces the pressure loss of both EGR gas and fresh air. The internal combustion engine according to claim 1, wherein 吸気通路を流れる新気に、ＥＧＲ通路を通過後のＥＧＲガスを混合するＥＧＲガス混合装置において、
前記吸気通路に設けられて、新気の流速を加速するベンチュリ部と、該ベンチュリ部に前記ＥＧＲ通路の出口を接続すると共に、前記出口を通過したＥＧＲガスの流速の加速を抑制する合流部とを備えることを特徴とするＥＧＲガス混合装置。 In an EGR gas mixing device that mixes EGR gas after passing through the EGR passage with fresh air flowing through the intake passage,
A venturi portion provided in the intake passage for accelerating the flow rate of fresh air; a merging portion for connecting the outlet of the EGR passage to the venturi portion and suppressing acceleration of the flow rate of EGR gas passing through the outlet; An EGR gas mixing device comprising: 前記出口の総面積と前記ベンチュリ部の縮径した部分の断面積との比率（総面積／断面積）を、ＥＧＲガスと新気の両方の圧力損失を低減する圧力損失低減比率にすることを特徴とする請求項３に記載のＥＧＲガス混合装置。   The ratio (total area / cross-sectional area) between the total area of the outlet and the cross-sectional area of the reduced diameter portion of the venturi section is set to a pressure loss reduction ratio that reduces the pressure loss of both EGR gas and fresh air. The EGR gas mixing apparatus according to claim 3, wherein
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