JP4278939B2 - EGR device for internal combustion engine - Google Patents

EGR device for internal combustion engine Download PDF

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Publication number
JP4278939B2
JP4278939B2 JP2002261486A JP2002261486A JP4278939B2 JP 4278939 B2 JP4278939 B2 JP 4278939B2 JP 2002261486 A JP2002261486 A JP 2002261486A JP 2002261486 A JP2002261486 A JP 2002261486A JP 4278939 B2 JP4278939 B2 JP 4278939B2
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egr
passage
gas
supercharger
compressor
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JP2004100508A (en
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健吾 田中
裕和 赤川
裕幸 石田
浩之 遠藤
保雄 加藤
基 川嶋
靖幸 本間
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Mitsubishi Heavy Industries Ltd
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Mitsubishi Heavy Industries 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
    • F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the 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
    • F02M26/02—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
    • 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
    • F02M26/24—Layout, e.g. schematics with two or more coolers
    • 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
    • F02M26/04—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

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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)

Description

【０００１】
【発明の属する技術分野】
本発明は、主として過給機付きディーゼル機関に適用され、排気通路から分岐して給気通路に接続されるＥＧＲ（排気ガス再循環）通路と該ＥＧＲ通路に設けられて開度変化によりＥＧＲガス量を調整するＥＧＲ弁とを備え給気圧力の高い高負荷域におけるＥＧＲガス量を増大可能にした過給機付き内燃機関のＥＧＲ装置に関する。
【０００２】
【従来の技術】
図４は、過給機付きディーゼル機関に一般的に用いられているＥＧＲ（排気ガス再循環）システムの１例を示す。図において、１００はエンジン（ディーゼル機関）、１０１は過給機であり、該過給機１０１はエンジン１００から排気管１０５を経た排気ガスにより駆動されるタービン１０１ａと該タービン１０１ａに同軸駆動されるコンプレッサ１０１ｂとを備え該コンプレッサ１０１ｂにより給気を加圧し給気管１０９を通してエンジン１００に供給する。
１０７はコンプレッサ１０１ｂへの給気入口管、１０６はタービン１０１ａからの排気出口管である。
【０００３】
１０４は前記排気管１０５から分岐して給気管１０９に接続されるＥＧＲ（排気ガス再循環）管、１０２は該ＥＧＲ管１０４に設けられて開度変化により該ＥＧＲ管１０４の通路面積つまりＥＧＲガス量を調整するＥＧＲ弁である。
また１１３は前記ＥＧＲ管１０４の給気管１０９との合流部に設けられたベンチュリ、３は前記ＥＧＲ管１０４内のＥＧＲガスを冷却するＥＧＲクーラである。
【０００４】
かかるＥＧＲシステムにおいては、出力検出器１１０によりエンジン１００の出力を、回転数検出器１１１によりエンジン１００の回転数を夫々検出してＥＧＲ弁制御装置１０３に入力し、該ＥＧＲ弁制御装置１０３において前記エンジン出力及びエンジン回転数の検出値に対応するＥＧＲガス量つまりＥＧＲ弁開度を算出し、該開度にＥＧＲ弁１０２を制御している。
また、ＥＧＲ管１０４の給気管１０９との合流部に設けられたベンチュリ１１３のエジェクタ作用によりＥＧＲ管１０４から給気管１０９に流入するＥＧＲガス量を増大している。
【０００５】
また、前記特許文献１（特開平９−２２８９０２号公報）の特に図１に示されるＥＧＲシステムにおいては、ＥＧＲ弁を有するＥＧＲ通路とは別個の開閉弁付きのＥＧＲバイパス通路を設け、低負荷時には開閉弁を閉じてＥＧＲガスをＥＧＲ通路を通して、ＥＧＲ弁による高精度制御を行い、高負荷時には開閉弁を開いてＥＧＲガスをＥＧＲバイパス通路を通すことにより大量のＥＧＲガス量を確保するように構成されている。
【０００６】
また、前記特許文献２（特開平７−１７４０４８号公報）の特に図１に示されるＥＧＲシステムにおいては、エンジンの吸気圧力、スロットル開度、空気流量、水温等のエンジン運転条件及びＥＧＲガス圧力を検出してＥＧＲ弁制御手段に入力し、該ＥＧＲ弁制御手段によってＥＧＲ弁を前記エンジン運転条件及びＥＧＲガス圧力に適応した開度に制御している。
【０００７】
【特許文献１】
特開平９−２２８９０２号公報 （例えば、図１参照）
【特許文献２】
特開平７−１７４０４８号公報 （例えば、図１参照）
【０００８】
【発明が解決しようとする課題】
ＥＧＲシステムを備えたエンジンにおいては、エンジン負荷（エンジン出力）が増大するに従い給気圧力も増大する。一方、ＥＧＲ通路（ＥＧＲ管）から給気通路内へのＥＧＲガスの供給は、ＥＧＲガス圧力Ｐ１と給気圧力Ｐ２との圧力差ΔＰ＝Ｐ１−Ｐ２によって行うため、常時前記圧力差ΔＰ＞０つまりＥＧＲガス圧力Ｐ１を給気圧力Ｐ２よりも大きく保持することを要する。
【０００９】
従って、かかるＥＧＲシステム付きエンジンにおいては、エンジン負荷が増大し給気圧力Ｐ２が増大すると、これに従いＥＧＲガス圧力Ｐ１も増大せしめて前記圧力差ΔＰ＞０をエンジンの全運転域で保持する必要がある。
然るに、図４に示される従来技術にあっては、ＥＧＲ管１０４の給気管１０９との合流部に設けられたベンチュリ１１３のエジェクタ作用によりＥＧＲ管１０４から給気管１０９に流入するＥＧＲガス量を増大しているが、ベンチュリ１１３の圧力低下による吸入作用であるので、前記圧力差ΔＰの増大には限界があり高負荷運転時には十分な機能を果たし得ない。
【００１０】
さらに、前記特許文献１にあっては高負荷時にＥＧＲガスをＥＧＲバイパス通路を通してＥＧＲガス量を増大するようになっており、また前記特許文献２にあってはエンジン運転条件及びＥＧＲガス圧力に適応するようにＥＧＲガス量を制御しているが、何れの技術においても、ＥＧＲガス圧力は過給機出口の排気通路内圧力によって一義的に決まるため、高負荷時における給気圧力の増大に対して追従できず、所要のＥＧＲガス量を確保し難く、所要のＮＯｘ（窒素酸化物）濃度の低減効果が得られ難い、
等の問題点を有している。
【００１１】
本発明はかかる従来技術の課題に鑑み、エンジンの高負荷時における給気圧力の増大に対して確実に追従してＥＧＲガス量を増大可能として、エンジンの全運転域において所要のＥＧＲガス量を確保し、所要のＮＯｘ（窒素酸化物）濃度の低減を実現し得る内燃機関のＥＧＲ装置を提供することを目的とする。
【００１２】
【課題を解決するための手段】
本発明はかかる課題を解決するため、請求項１記載の発明として、過給機への排気通路から分岐して過給後の給気通路に接続されるＥＧＲ（排気ガス再循環）通路と該ＥＧＲ通路に設けられて開度変化によりＥＧＲガス量を調整するＥＧＲ弁とを備えた過給機付き内燃機関のＥＧＲ装置において、前記排気通路から分岐して前記過給機のタービンに至るＥＧＲ排気通路を設け、該ＥＧＲ排気通路の前記分岐部よりも下流側部位から分岐された前記ＥＧＲ通路に、前記ＥＧＲ排気通路を流れる排気ガスにより駆動されるタービンと該タービンに同軸駆動されるコンプレッサとを備え、該コンプレッサにより前記ＥＧＲ通路中のＥＧＲガスを加圧し前記ＥＧＲ弁を経て前記給気通路に送給するＥＧＲ過給機を設置し、前記ＥＧＲ通路の前記ＥＧＲ過給機コンプレッサの上流側部位及び下流側のコンプレッサ出口とＥＧＲ弁との間の部位の双方に、ＥＧＲガスを冷却するＥＧＲクーラを設置し、前記ＥＧＲ通路の前記ＥＧＲ過給機コンプレッサより下流側のＥＧＲクーラとＥＧＲ弁との間のＥＧＲガス温度を検出するＥＧＲ温度検出器から入力されるＥＧＲガス温度検出値が設定された許容温度を超えるとき前記ＥＧＲ弁を閉塞するＥＧＲ制御装置を備え、ＥＧＲ弁を通じて吸気通路側からＥＧＲ通路側への給気の逆流を防止するように構成してなることを特徴とする内燃機関のＥＧＲ装置を提案する。
【００１３】
【００１４】
かかる発明によれば、エンジンの過給機への排気通路から分岐された排気ガスにより駆動されるＥＧＲ過給機のコンプレッサでＥＧＲ通路中のＥＧＲガスを加圧し、この加圧ＥＧＲガスをエンジンに運転条件により開度が制御されるＥＧＲ弁を通して前記給気通路に送給する。
【００１５】
したがって、ＥＧＲガスはＥＧＲ過給機のコンプレッサにより給気通路の圧力つまり給気圧力以上に加圧されるので、エンジンの高負荷時において給気圧力が増大しても給気通路に合流するＥＧＲガスの圧力が常時給気圧力よりも高く保持されている。
これにより、所要のＥＧＲガス量を保持することができ、図４に示される従来技術及び前記特許文献１、２のように高負荷時においてＥＧＲガス圧力が給気圧力の増大に対して追従できず、所要のＥＧＲガス量が得られないという問題点を回避することができる。
【００１６】
従ってかかる発明によれば、エンジンの高負荷時においても給気圧力の増大に正確に追従してＥＧＲガス量を増大することが可能となり、これによりエンジンの全運転域において所要のＥＧＲガス量を保持することができ、酸素濃度抑制によるＮＯｘ（窒素酸化物）の低減を実現できる。
また、ＥＧＲ通路の前記ＥＧＲ過給機コンプレッサの上流側部位及び下流側のコンプレッサ出口とＥＧＲ弁との間の部位の双方に、ＥＧＲガスを冷却するＥＧＲクーラを設置するため、ＥＧＲクーラによりＥＧＲガス温度を給気温度近くの所要温度まで低下せしめることができるとともに、前記ＥＧＲ過給機コンプレッサが配置されるＥＧＲ通路のＥＧＲガス温度を低下させることにより、該コンプレッサの高温化による耐久性の低下を防止できる。
【００１７】
【００１８】
【００１９】
【００２０】
また、本発明は、ＥＧＲ通路のＥＧＲ過給機コンプレッサより下流側のＥＧＲクーラとＥＧＲ弁の間のＥＧＲガス温度が設定された許容温度を超えるときＥＧＲ弁を閉塞することによって、ＥＧＲガスの逆流を検知して給気管側からＥＧＲ管側への給気の逆流を阻止できる。
【００２１】
また、前記ＥＧＲ過給機は、請求項２のように、ノズル翼角を変化させることによりタービン容量を変化させる可変ノズル機構を備えた可変容量タービン過給機にて構成することもできる。
【００２２】
【発明の実施の形態】
以下、本発明を図に示した実施例を用いて詳細に説明する。但し、この実施例に記載されている構成部品の寸法、材質、形状、その相対配置などは特に特定的な記載がない限り、この発明の範囲をそれのみに限定する趣旨ではなく、単なる説明例にすぎない。
【００２３】
図１は本発明の前提となるディーゼル機関のＥＧＲシステムの構成を示す系統図である。図２は参考例を示す図１対応図、図３は本発明の実施例および他の参考例を共に示す図１対応図である。
図１において、１００はエンジン（ディーゼル機関）、１０１は過給機であり、該過給機１０１はエンジン１００から排気管１０５を経た排気ガスにより駆動されるタービン１０１ａと該タービン１０１ａに同軸駆動されるコンプレッサ１０１ｂとを備え該コンプレッサ１０１ｂにより給気を加圧し給気管１０９を通してエンジン１００に供給する。
１０７はコンプレッサ１０１ｂへの給気入口管、１０６はタービン１０１ａからの排気出口管である。
【００２４】
１はＥＧＲ（排気ガス再循環）過給機で、前記排気管１０５の前記過給機１０１上流部位から分岐されたＥＧＲ排気管４を通った排気ガスにより駆動されるタービン１ａと該タービン１ａに同軸駆動されるコンプレッサ１ｂとを備えたもので、該過給機１自体の構造は公知の過給機と同様である。
該ＥＧＲ過給機１のコンプレッサ１ｂ入口には前記排気管１０５の前記ＥＧＲ排気管４の分岐部よりも下流側部位から分岐されたＥＧＲ管６を通ってＥＧＲガスとしての排気ガスが導入されている。そして該コンプレッサ１ｂの出口はＥＧＲ弁１０２が介装されたＥＧＲ管１０４を通して前記給気管１０９に接続されている。
【００２５】
２は第１段のＥＧＲクーラで、前記ＥＧＲ管６の前記コンプレッサ１ｂ上流部位に設置されている。３は第２段のＥＧＲクーラで、前記ＥＧＲ管１０４の前記コンプレッサ１ｂ出口とＥＧＲ弁１０２の間の部位に設置されている。
１１０は前記エンジン１００の出力を検出する出力検出器、１１１は前記エンジン１００の回転数を検出する回転数検出器、１０３はＥＧＲ弁制御装置で、該出力検出器１１０からのエンジン負荷（エンジン出力）の検出信号及び回転数検出器１１１からのエンジン回転数の検出信号はＥＧＲ弁制御装置１０３に入力され、該ＥＧＲ弁制御装置１０３において前記エンジン出力及びエンジン回転数の検出値に対応するＥＧＲガス量つまりＥＧＲ弁１０２の開度を算出し、該開度にＥＧＲ弁１０２を制御している。ＥＧＲ弁制御装置１０３の構成、作動は図４に示される従来のものと同様である。
【００２６】
かかる構成からなる過給機付きディーゼル機関のＥＧＲシステムにおいて、エンジン１００から排気管１０５を通して過給機１０１のタービン１０１ａに送られる排気ガスから分流された分流排気ガスは、ＥＧＲ排気管４を通ってＥＧＲ過給機１のタービン１ａに導入され該タービン１ａを駆動し、これにより該タービン１ａと同軸のコンプレッサ１ｂが回転駆動される。
一方、前記コンプレッサ１ｂ入口には排気管１０５の前記ＥＧＲ排気管４の分岐部よりも下流側部位から分岐されたＥＧＲ管６を通り、
第１段のＥＧＲクーラ２により冷却されたＥＧＲガスとしての排気ガスが導入されており、該コンプレッサ１ｂはこのＥＧＲガスを加圧して第２段のＥＧＲクーラ３に送給する。
そして該ＥＧＲクーラ３にて所定の温度まで冷却されたＥＧＲガスは、後述する手段により開度が設定されたＥＧＲ弁１０２を通って給気管１０９に投入され、前記過給機１０１のコンプレッサ１ｂにより圧送された給気と混合されてエンジン１００に供給される。
【００２７】
また、かかるＥＧＲシステムにおいては、出力検出器１１０によりエンジン１００の出力を、回転数検出器１１１によりエンジン１００の回転数を夫々検出してＥＧＲ弁制御装置１０３に入力し、該ＥＧＲ弁制御装置１０３において前記エンジン出力及びエンジン回転数の検出値に対応するＥＧＲガス量つまりＥＧＲ弁開度を算出し、当該開度にＥＧＲ弁１０２を制御している。
【００２８】
かかる構成によれば、排気管１０５から分岐されたＥＧＲ管６を通り、第１段のＥＧＲクーラ２により冷却されたＥＧＲガスは、ＥＧＲ過給機１のコンプレッサ１ｂにより給気管１０９内の圧力つまり給気圧力以上に加圧されるので、エンジン１００の高負荷時において給気圧力が増大しても、ＥＧＲ管１０４を通って給気管１０９に合流するＥＧＲガスの圧力を前記給気圧力よりも常時高く保持することができ、これにより所要のＥＧＲガス量を保持することができる。
【００２９】
従って、エンジン１００の高負荷時においても給気圧力の増大に正確に追従してＥＧＲガス量を増大することが可能となり、これによりエンジン１００の全運転域において給気に混入する所要のＥＧＲガス量を保持することができ、酸素濃度抑制によるＮＯｘの低減を実現できるようになっている。
【００３０】
また、第１、第２のＥＧＲクーラ２、３によりＥＧＲガス温度を給気温度近くの所要温度まで低下せしめて給気に合流させることができる。さらに第１のＥＧＲクーラ２によって前記ＥＧＲ過給機１のコンプレッサ１ｂが配置されるＥＧＲ通路のＥＧＲガス温度を低下させることが可能となるので、該コンプレッサ１ｂの高温化による耐久性の低下を防止できるようになっている。
【００３１】
図２に示される参考例においては、前記ＥＧＲ管１０４の前記ＥＧＲ過給機１のコンプレッサ１ｂよりも下流側部位、具体的には前記ＥＧＲ弁１０２の下流側部位に、該ＥＧＲ過給機コンプレッサ１ｂ側から給気管１０９側に向かうＥＧＲガスの流れのみを許容するように構成された逆止弁１１を設置している。
かかる参考例によれば、前記逆止弁１１により給気管１０９側からＥＧＲ管１０４側への給気の逆流を防止することにより、給気管１０９内の給気がＥＧＲ管１０４側に流入してエンジン１００への給気量（新気量）が減少し、空気過剰率が低下して燃焼性能が低下するのを防止できる。
その他の構成は前記図１に示す前提となる構成と同様であり、これと同一の部材は同一の符号で示す。
【００３２】
図３に示される他の参考例においては、前記図１に示す前提となる構成と同一構造のＥＧＲシステムに加えて、前記ＥＧＲ管１０４の前記ＥＧＲ過給機コンプレッサ１ｂとＥＧＲ弁１０２との間のＥＧＲガス圧力を検出するＥＧＲ圧力検出器８及び前記給気管１０９内の給気圧力を検出する給気圧力検出器９を設けている。
【００３３】
そして、ＥＧＲ弁制御装置１０３を、前記該ＥＧＲ圧力検出器８から入力されるＥＧＲガス圧力検出値Ｐ１と給気圧力検出器９から入力される給気圧力検出値Ｐ２との差圧ΔＰ＝Ｐ１−Ｐ２を算出して該差圧ΔＰにより前記ＥＧＲ弁を開閉するように構成する。
これにより、該差圧ΔＰが正のときつまり前記ＥＧＲガス圧力Ｐ１が給気圧力検出値Ｐ２よりも大きいときにのみ該ＥＧＲ弁１０２を開放してＥＧＲ管１０４側から給気管１０９側へのＥＧＲガスの流入を可能とし、該差圧ΔＰが負のときつまり前記給気圧力検出値Ｐ２がＥＧＲガス圧力Ｐ１よりも大きいときには該ＥＧＲ弁１０２を閉じて給気管１０９側からＥＧＲ管１０４側への給気の逆流を阻止して、前記参考例と同様に、給気管１０９内の給気がＥＧＲ管１０４側に流入してエンジン１００への給気量（新気量）が減少し、空気過剰率が低下して燃焼性能が低下するのを防止する。
【００３４】
図３に示される本発明の実施例は、前記ＥＧＲ管６の前記ＥＧＲ過給機コンプレッサ１ｂより下流側のＥＧＲクーラ３とＥＧＲ弁１０２の間に、ＥＧＲガス温度を検出するＥＧＲ温度検出器１０を設け、前記ＥＧＲ弁制御装置１０３を、該ＥＧＲ温度検出器１０から入力されるＥＧＲガス温度圧力検出値が、予め設定された許容温度を超えるとき前記ＥＧＲ弁１０２を閉塞せしめるように構成する。
これにより、ＥＧＲガスの逆流を検知し、給気管１０９側からＥＧＲ管１０４側への給気の逆流を阻止して、前記参考例および他の参考例と同様に、給気管１０９内の給気がＥＧＲ管１０４側に流入してエンジン１００への給気量（新気量）が減少し、空気過剰率が低下して燃焼性能が低下するのを防止する。
【００３５】
また、前記ＥＧＲ過給機１は、ノズル翼角を変化させることによりタービン容量を変化させる可変ノズル機構を備えた公知の可変容量タービン過給機にて構成することもできる。
【００３６】
【発明の効果】
以上記載の如く本発明によれば、ＥＧＲガスはＥＧＲ過給機のコンプレッサにより給気通路の圧力つまり給気圧力以上に加圧されるので、エンジンの高負荷時において給気圧力が増大しても、給気通路に合流するＥＧＲガスの圧力が常時給気圧力よりも高く保持されているため所要のＥＧＲガス量を保持することができ、図４に示される従来技術及び前記特許文献１、２のように高負荷時においてＥＧＲガス圧力が給気圧力の増大に対して追従できず所要のＥＧＲガス量が得られないという不具合の発生を回避することができて、エンジンの高負荷時においても給気圧力の増大に正確に追従してＥＧＲガス量を増大することが可能となる。
これによりエンジンの全運転域において所要のＥＧＲガス量を保持することができ、酸素濃度抑制によるＮＯｘ（窒素酸化物）の低減を実現できる。
【００３７】
またＥＧＲ通路の前記ＥＧＲ過給機コンプレッサの上流側部位及び下流側のコンプレッサ出口とＥＧＲ弁との間の部位の双方に、ＥＧＲガスを冷却するＥＧＲクーラを設置するため、ＥＧＲクーラによりＥＧＲガス温度を給気温度近くの所要温度まで低下せしめることができるとともに、前記ＥＧＲ過給機コンプレッサが配置されるＥＧＲ通路のＥＧＲガス温度を低下させることができて該コンプレッサの高温化による耐久性の低下を防止できる。
【００３８】
また、本発明によれば、ＥＧＲクーラ３とＥＧＲ弁１０２の間の温度が許容値を超えたとき、ＥＧＲ弁を閉じて給気通路側からＥＧＲ通路側への給気の逆流を防止することにより、給気がＥＧＲ通路側に流入してエンジンへの給気量（新気量）が減少し、空気過剰率が低下し燃焼性能が低下するのを防止できる。
【図面の簡単な説明】
【図１】 本発明の前提となるディーゼル機関のＥＧＲシステムの構成を示す系統図である。
【図２】 参考例を示す図１対応図である。
【図３】 本発明の実施例および他の参考例を共に示す図１対応図である。
【図４】 従来技術を示す図１対応図である。
【符号の説明】
１ ＥＧＲ過給機
１ａ タービン
１ｂ コンプレッサ
２ ＥＧＲクーラ
３ ＥＧＲクーラ
４ ＥＧＲ排気管
６、７ ＥＧＲ管
８ ＥＧＲ圧力検出器
９ 給気圧力検出器
１１ 逆止弁
１００ エンジン（ディーゼル機関）
１０１ 過給機
１０２ ＥＧＲ弁
１０３ ＥＧＲ弁制御装置
１０４ ＥＧＲ管
１０５ 排気管
１０９ 給気管
１１０ 出力検出器
１１１ 回転数検出器[0001]
BACKGROUND OF THE INVENTION
The present invention is mainly applied to a diesel engine with a supercharger, and is provided in an EGR (exhaust gas recirculation) passage branched from an exhaust passage and connected to an air supply passage, and an EGR gas provided in the EGR passage according to an opening degree change. The present invention relates to an EGR device for an internal combustion engine with a supercharger that includes an EGR valve that adjusts the amount and that can increase the amount of EGR gas in a high load region where the supply pressure is high.
[0002]
[Prior art]
FIG. 4 shows an example of an EGR (exhaust gas recirculation) system generally used in a diesel engine with a supercharger. In the figure, 100 is an engine (diesel engine), 101 is a supercharger, and the supercharger 101 is driven coaxially by the turbine 101a driven by exhaust gas from the engine 100 through an exhaust pipe 105 and the turbine 101a. The compressor 101 b is provided with pressurized air and supplied to the engine 100 through the air supply pipe 109.
Reference numeral 107 denotes an intake air inlet pipe to the compressor 101b, and 106 denotes an exhaust outlet pipe from the turbine 101a.
[0003]
Reference numeral 104 denotes an EGR (exhaust gas recirculation) pipe branched from the exhaust pipe 105 and connected to an air supply pipe 109, and 102 is provided in the EGR pipe 104, and the passage area of the EGR pipe 104, that is, EGR gas is changed by opening change. This is an EGR valve that adjusts the amount.
Reference numeral 113 denotes a venturi provided at the junction of the EGR pipe 104 with the air supply pipe 109, and 3 denotes an EGR cooler that cools the EGR gas in the EGR pipe 104.
[0004]
In such an EGR system, the output of the engine 100 is detected by the output detector 110 and the rotational speed of the engine 100 is detected by the rotational speed detector 111 and input to the EGR valve control device 103. The EGR gas amount corresponding to the detected values of the engine output and the engine speed, that is, the EGR valve opening is calculated, and the EGR valve 102 is controlled to the opening.
Further, the amount of EGR gas flowing from the EGR pipe 104 into the air supply pipe 109 is increased by the ejector action of the venturi 113 provided at the junction of the EGR pipe 104 and the air supply pipe 109.
[0005]
Further, in the EGR system shown in FIG. 1 of Patent Document 1 (Japanese Patent Laid-Open No. 9-228902), an EGR bypass passage with an on-off valve separate from an EGR passage having an EGR valve is provided, and at low load The EGR gas is controlled with high accuracy by the EGR valve by closing the on-off valve and passing through the EGR passage, and at high load, the on-off valve is opened and the EGR gas is passed through the EGR bypass passage to secure a large amount of EGR gas. Has been.
[0006]
Further, in the EGR system shown in FIG. 1 of Patent Document 2 (Japanese Patent Application Laid-Open No. 7-174048), engine operating conditions such as engine intake pressure, throttle opening, air flow rate, water temperature, etc., and EGR gas pressure are determined. Detected and input to the EGR valve control means, and the EGR valve control means controls the EGR valve to an opening degree adapted to the engine operating conditions and the EGR gas pressure.
[0007]
[Patent Document 1]
Japanese Patent Laid-Open No. 9-228902 (for example, see FIG. 1)
[Patent Document 2]
Japanese Patent Laid-Open No. 7-174048 (for example, see FIG. 1)
[0008]
[Problems to be solved by the invention]
In an engine equipped with an EGR system, the supply air pressure increases as the engine load (engine output) increases. On the other hand, since the supply of EGR gas from the EGR passage (EGR pipe) into the air supply passage is performed by the pressure difference ΔP = P 1 −P 2 between the EGR gas pressure P 1 and the air supply pressure P 2 , the pressure is always constant. It is necessary to maintain the difference ΔP> 0, that is, the EGR gas pressure P 1 larger than the supply air pressure P 2 .
[0009]
Accordingly, in such an engine with an EGR system, when the engine load increases and the supply air pressure P 2 increases, the EGR gas pressure P 1 increases accordingly, and the pressure difference ΔP> 0 is maintained in the entire operating range of the engine. There is a need.
However, in the prior art shown in FIG. 4, the amount of EGR gas flowing from the EGR pipe 104 into the air supply pipe 109 is increased by the ejector action of the venturi 113 provided at the junction of the EGR pipe 104 and the air supply pipe 109. However, since the suction action is caused by the pressure drop of the venturi 113, there is a limit to the increase in the pressure difference ΔP, and a sufficient function cannot be achieved during high load operation.
[0010]
Further, in Patent Document 1, the amount of EGR gas is increased through an EGR bypass passage at high load, and in Patent Document 2, it is adapted to engine operating conditions and EGR gas pressure. Although the EGR gas amount is controlled so that the EGR gas pressure is uniquely determined by the pressure in the exhaust passage at the outlet of the turbocharger in any technique, the increase in the supply air pressure at high load It is difficult to ensure the required amount of EGR gas, and it is difficult to obtain the required NOx (nitrogen oxide) concentration reduction effect.
And so on.
[0011]
In view of the problems of the prior art, the present invention makes it possible to increase the amount of EGR gas by reliably following the increase in the supply air pressure at the time of high engine load, and to reduce the required amount of EGR gas in the entire operating range of the engine. An object of the present invention is to provide an EGR device for an internal combustion engine that can ensure and reduce the required NOx (nitrogen oxide) concentration.
[0012]
[Means for Solving the Problems]
In order to solve this problem, the present invention provides an EGR (exhaust gas recirculation) passage branched from the exhaust passage to the supercharger and connected to the air supply passage after supercharging, and In an EGR device of an internal combustion engine with a supercharger provided in an EGR passage and having an EGR valve that adjusts the amount of EGR gas by changing the opening, EGR exhaust branched from the exhaust passage and reaching the turbine of the supercharger A passage is provided, and a turbine driven by exhaust gas flowing through the EGR exhaust passage and a compressor driven coaxially by the turbine are provided in the EGR passage branched from the downstream portion of the branch portion of the EGR exhaust passage. An EGR supercharger that pressurizes the EGR gas in the EGR passage by the compressor and feeds it to the air supply passage through the EGR valve; and the EGR passage in the EGR passage An EGR cooler that cools EGR gas is installed in both the upstream portion of the feeder compressor and the portion between the downstream compressor outlet and the EGR valve, and the EGR passage is located downstream of the EGR supercharger compressor. An EGR control device that closes the EGR valve when an EGR gas temperature detection value input from an EGR temperature detector that detects an EGR gas temperature between the EGR cooler and the EGR valve exceeds a set allowable temperature; There is proposed an EGR device for an internal combustion engine characterized in that it is configured to prevent a backflow of air supply from an intake passage side to an EGR passage side through a valve.
[0013]
[0014]
According to this invention, the EGR gas in the EGR passage is pressurized by the compressor of the EGR supercharger driven by the exhaust gas branched from the exhaust passage to the turbocharger of the engine, and this pressurized EGR gas is supplied to the engine. The air is supplied to the air supply passage through an EGR valve whose opening degree is controlled by operating conditions.
[0015]
Therefore, since the EGR gas is pressurized by the compressor of the EGR supercharger to a pressure higher than the pressure of the air supply passage, that is, the air supply pressure, the EGR merges with the air supply passage even when the air supply pressure increases at a high engine load. The gas pressure is constantly kept higher than the supply pressure.
As a result, the required amount of EGR gas can be maintained, and the EGR gas pressure can follow the increase in the supply air pressure at the time of high load as in the prior art shown in FIG. Therefore, the problem that the required amount of EGR gas cannot be obtained can be avoided.
[0016]
Therefore, according to this invention, it becomes possible to increase the amount of EGR gas by accurately following the increase of the supply air pressure even when the engine is at a high load, thereby reducing the required amount of EGR gas in the entire operating range of the engine. Therefore, NOx (nitrogen oxide) can be reduced by suppressing the oxygen concentration.
Further, since an EGR cooler for cooling EGR gas is installed in both the upstream portion of the EGR passage and the downstream portion of the EGR supercharger compressor and the portion between the EGR valve and the EGR gas, the EGR gas is cooled by the EGR cooler. The temperature can be lowered to a required temperature close to the supply air temperature, and the EGR gas temperature in the EGR passage in which the EGR supercharger compressor is disposed can be lowered, thereby reducing the durability due to the higher temperature of the compressor. Can be prevented.
[0017]
[0018]
[0019]
[0020]
Further, the present invention provides a backflow of EGR gas by closing the EGR valve when the EGR gas temperature between the EGR cooler and the EGR valve downstream of the EGR supercharger compressor in the EGR passage exceeds a set allowable temperature. And the backflow of the supply air from the supply pipe side to the EGR pipe side can be prevented.
[0021]
Further, the EGR supercharger can be constituted by a variable capacity turbine supercharger including a variable nozzle mechanism that changes the turbine capacity by changing the nozzle blade angle.
[0022]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, the present invention will be described in detail with reference to the embodiments shown in the drawings. However, the dimensions, materials, shapes, relative arrangements, and the like of the component parts described in this example are not intended to limit the scope of the present invention only to specific examples unless otherwise specified. Only.
[0023]
FIG. 1 is a system diagram showing a configuration of an EGR system of a diesel engine which is a premise of the present invention. FIG. 2 is a view corresponding to FIG. 1 showing a reference example, and FIG. 3 is a view corresponding to FIG. 1 showing both an embodiment of the present invention and another reference example.
In FIG. 1 , reference numeral 100 denotes an engine (diesel engine) and 101 denotes a supercharger. The supercharger 101 is driven coaxially by the turbine 101a driven by exhaust gas from the engine 100 through an exhaust pipe 105 and the turbine 101a. Compressor 101b, and the compressor 101b pressurizes the supply air and supplies it to the engine 100 through the supply pipe 109.
Reference numeral 107 denotes an intake air inlet pipe to the compressor 101b, and 106 denotes an exhaust outlet pipe from the turbine 101a.
[0024]
Reference numeral 1 denotes an EGR (exhaust gas recirculation) supercharger. A turbine 1a driven by exhaust gas passing through an EGR exhaust pipe 4 branched from the upstream portion of the supercharger 101 of the exhaust pipe 105, and the turbine 1a The compressor 1b is coaxially driven, and the structure of the supercharger 1 itself is the same as that of a known supercharger.
Exhaust gas as EGR gas is introduced into the compressor 1b inlet of the EGR supercharger 1 through an EGR pipe 6 branched from a downstream portion of the EGR exhaust pipe 4 of the exhaust pipe 105. Yes. The outlet of the compressor 1b is connected to the air supply pipe 109 through an EGR pipe 104 in which an EGR valve 102 is interposed.
[0025]
Reference numeral 2 denotes a first-stage EGR cooler, which is installed at the upstream portion of the EGR pipe 6 at the compressor 1b. Reference numeral 3 denotes a second-stage EGR cooler, which is installed at a portion of the EGR pipe 104 between the outlet of the compressor 1b and the EGR valve 102.
110 is an output detector for detecting the output of the engine 100, 111 is a rotational speed detector for detecting the rotational speed of the engine 100, 103 is an EGR valve control device, and an engine load (engine output) from the output detector 110 is shown. ) And the engine rotation speed detection signal from the rotation speed detector 111 are input to the EGR valve control device 103, and the EGR valve control device 103 uses the EGR gas corresponding to the detected values of the engine output and the engine rotation speed. calculating the opening degree of the amount, i.e. EGR valve 102, that controlled the EGR valve 102 to the open degree. Configuration of E GR valve control device 103, operation is similar to the conventional one shown in FIG.
[0026]
In the EGR system of the turbocharged diesel engine having such a configuration, the shunt exhaust gas that is shunted from the exhaust gas sent from the engine 100 to the turbine 101a of the supercharger 101 through the exhaust pipe 105 passes through the EGR exhaust pipe 4. It is introduced into the turbine 1a of the EGR supercharger 1 and drives the turbine 1a, whereby the compressor 1b coaxial with the turbine 1a is rotationally driven.
On the other hand, the inlet of the compressor 1b passes through the EGR pipe 6 branched from the downstream portion of the branch part of the EGR exhaust pipe 4 of the exhaust pipe 105,
Exhaust gas as EGR gas cooled by the first stage EGR cooler 2 is introduced, and the compressor 1b pressurizes the EGR gas and feeds it to the second stage EGR cooler 3.
Then, the EGR gas cooled to a predetermined temperature by the EGR cooler 3 is introduced into an air supply pipe 109 through an EGR valve 102 whose opening is set by means described later, and is supplied by the compressor 1b of the supercharger 101. It is mixed with the pumped air supply and supplied to engine 100.
[0027]
Further, in such an EGR system, the output detector 110 detects the output of the engine 100 and the rotational speed detector 111 detects the rotational speed of the engine 100 and inputs it to the EGR valve control device 103. The EGR gas amount corresponding to the detected values of the engine output and the engine speed, that is, the EGR valve opening is calculated, and the EGR valve 102 is controlled to the opening.
[0028]
According to such a configuration , the EGR gas that passes through the EGR pipe 6 branched from the exhaust pipe 105 and is cooled by the first stage EGR cooler 2 is pressurized by the compressor 1 b of the EGR supercharger 1. Since the pressure is higher than the supply air pressure, even if the supply air pressure increases at a high load of the engine 100, the pressure of the EGR gas that joins the supply air pipe 109 through the EGR pipe 104 is higher than the supply air pressure. It can always be kept high, whereby the required amount of EGR gas can be maintained.
[0029]
Therefore, also it is possible to increase the EGR gas amount to accurately follow the increase in the supply air pressure at the time of high load engine 100, thereby the required mixed in the air supply in the entire operating range of the engine 100 The amount of EGR gas can be maintained, and NOx can be reduced by suppressing the oxygen concentration .
[0030]
In addition, the EGR gas temperature can be lowered to a required temperature close to the supply air temperature by the first and second EGR coolers 2 and 3 and merged with the supply air. Furthermore, since the EGR gas temperature in the EGR passage in which the compressor 1b of the EGR supercharger 1 is arranged can be lowered by the first EGR cooler 2, it is possible to prevent the durability from being lowered due to the high temperature of the compressor 1b. It can be done.
[0031]
In the reference example shown in FIG. 2, the EGR turbocharger compressor is provided at a position downstream of the compressor 1 b of the EGR supercharger 1 of the EGR pipe 104, specifically, at a downstream side of the EGR valve 102. A check valve 11 configured to allow only the flow of EGR gas from the 1b side toward the air supply pipe 109 side is provided.
According to this reference example, the check valve 11 prevents the backflow of the air supply from the air supply pipe 109 side to the EGR pipe 104 side, so that the air supply in the air supply pipe 109 flows into the EGR pipe 104 side. It is possible to prevent the amount of air supplied to the engine 100 (new air amount) from decreasing and the excess air ratio from decreasing to lower the combustion performance.
Other configurations are the same as the premise configuration shown in FIG. 1, and the same members are denoted by the same reference numerals.
[0032]
In another reference example shown in FIG. 3, in addition to the EGR system having the same structure as the premise structure shown in FIG. 1, the EGR supercharger compressor 1 b of the EGR pipe 104 is connected between the EGR valve 102. The EGR pressure detector 8 for detecting the EGR gas pressure and the supply pressure detector 9 for detecting the supply pressure in the supply pipe 109 are provided.
[0033]
Then, the EGR valve control unit 103, the differential pressure between the supply air pressure detection value P 2 that is input from the previous Ki該EGR pressure detector EGR gas pressure detected value inputted from 8 P 1 and charge air pressure detector 9 ΔP = P 1 −P 2 is calculated, and the EGR valve is opened and closed by the differential pressure ΔP.
Thus, the differential pressure ΔP is positive when the clogging the EGR gas pressure P 1 is feed pipe 109 side from the EGR pipe 104 side by opening the EGR valve 102 only when greater than the supply pressure detection value P 2 to allow the flow of EGR gas, EGR pipe from the air supply pipe 109 side to close the EGR valve 102 when differential when pressure ΔP is negative, that the air supply pressure detected value P 2 is greater than the EGR gas pressure P 1 The backflow of the air supply to the 104 side is prevented, and the air supply in the air supply pipe 109 flows into the EGR pipe 104 side and the air supply amount (new air amount) to the engine 100 decreases as in the above-described reference example. Thus, it is possible to prevent the excess air ratio from decreasing and the combustion performance from decreasing.
[0034]
The embodiment of the present invention shown in FIG. 3 is an EGR temperature detector 10 that detects an EGR gas temperature between an EGR cooler 3 and an EGR valve 102 downstream of the EGR supercharger compressor 1b in the EGR pipe 6. The EGR valve control device 103 is configured to close the EGR valve 102 when the detected EGR gas temperature pressure value input from the EGR temperature detector 10 exceeds a preset allowable temperature.
Thereby, the backflow of the EGR gas is detected and the backflow of the air supply from the air supply pipe 109 side to the EGR pipe 104 side is prevented, and the air supply in the air supply pipe 109 is the same as in the reference example and other reference examples. Flows into the EGR pipe 104 side, the amount of air supplied to the engine 100 (the amount of fresh air) is reduced, the excess air ratio is reduced, and the combustion performance is prevented from being lowered.
[0035]
The EGR supercharger 1 can also be configured by a known variable capacity turbine supercharger provided with a variable nozzle mechanism that changes the turbine capacity by changing the nozzle blade angle.
[0036]
【The invention's effect】
As described above, according to the present invention, the EGR gas is pressurized by the compressor of the EGR supercharger above the pressure of the air supply passage, that is, the air supply pressure, so that the air supply pressure increases at a high engine load. However, since the pressure of the EGR gas that joins the air supply passage is constantly kept higher than the air supply pressure, the required amount of EGR gas can be maintained, and the prior art shown in FIG. As shown in FIG. 2, it is possible to avoid the problem that the EGR gas pressure cannot follow the increase of the supply air pressure and the required EGR gas amount cannot be obtained at the time of high load. In addition, the amount of EGR gas can be increased by accurately following the increase in the supply air pressure.
As a result, the required amount of EGR gas can be maintained in the entire operating range of the engine, and NOx (nitrogen oxide) can be reduced by suppressing the oxygen concentration.
[0037]
In addition, since an EGR cooler for cooling EGR gas is installed in both the upstream portion of the EGR supercharger compressor and the portion between the compressor outlet and the EGR valve in the EGR passage, the EGR gas temperature is reduced by the EGR cooler. Can be lowered to a required temperature close to the supply air temperature, and the EGR gas temperature in the EGR passage in which the EGR supercharger compressor is disposed can be lowered, and the durability is lowered due to the high temperature of the compressor. Can be prevented.
[0038]
Further, according to the present invention, when the temperature between the EGR cooler 3 and the EGR valve 102 exceeds the allowable value, the EGR valve is closed to prevent the backflow of the supply air from the supply passage side to the EGR passage side. As a result, it is possible to prevent the supply air from flowing into the EGR passage side to reduce the supply amount (fresh air amount) to the engine, reducing the excess air ratio and reducing the combustion performance.
[Brief description of the drawings]
FIG. 1 is a system diagram showing a configuration of an EGR system of a diesel engine that is a premise of the present invention.
FIG. 2 is a diagram corresponding to FIG. 1 and showing a reference example.
FIG. 3 is a view corresponding to FIG. 1 showing both the embodiment of the present invention and another reference example.
FIG. 4 is a diagram corresponding to FIG.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 EGR supercharger 1a Turbine 1b Compressor 2 EGR cooler 3 EGR cooler 4 EGR exhaust pipe 6, 7 EGR pipe 8 EGR pressure detector 9 Supply pressure detector 11 Check valve 100 Engine (diesel engine)
101 Supercharger 102 EGR valve 103 EGR valve control device 104 EGR pipe 105 Exhaust pipe 109 Supply pipe 110 Output detector 111 Rotation speed detector

Claims (2)

過給機への排気通路から分岐して過給後の給気通路に接続されるＥＧＲ（排気ガス再循環）通路と該ＥＧＲ通路に設けられて開度変化によりＥＧＲガス量を調整するＥＧＲ弁とを備えた過給機付き内燃機関のＥＧＲ装置において、
前記排気通路から分岐して前記過給機のタービンに至るＥＧＲ排気通路を設け、該ＥＧＲ排気通路の前記分岐部よりも下流側部位から分岐された前記ＥＧＲ通路に、前記ＥＧＲ排気通路を流れる排気ガスにより駆動されるタービンと該タービンに同軸駆動されるコンプレッサとを備え、該コンプレッサにより前記ＥＧＲ通路中のＥＧＲガスを加圧し前記ＥＧＲ弁を経て前記給気通路に送給するＥＧＲ過給機を設置し、前記ＥＧＲ通路の前記ＥＧＲ過給機コンプレッサの上流側部位及び下流側のコンプレッサ出口とＥＧＲ弁との間の部位の双方に、ＥＧＲガスを冷却するＥＧＲクーラを設置し、前記ＥＧＲ通路の前記ＥＧＲ過給機コンプレッサより下流側のＥＧＲクーラとＥＧＲ弁との間のＥＧＲガス温度を検出するＥＧＲ温度検出器から入力されるＥＧＲガス温度検出値が設定された許容温度を超えるとき前記ＥＧＲ弁を閉塞するＥＧＲ制御装置を備え、ＥＧＲ弁を通じて吸気通路側からＥＧＲ通路側への給気の逆流を防止するように構成してなることを特徴とする内燃機関のＥＧＲ装置。An EGR (exhaust gas recirculation) passage branched from the exhaust passage to the supercharger and connected to the air supply passage after supercharging, and an EGR valve provided in the EGR passage for adjusting the amount of EGR gas by changing the opening In an EGR device for a supercharged internal combustion engine comprising:
An EGR exhaust passage that branches from the exhaust passage and reaches the turbine of the supercharger is provided, and the exhaust gas that flows through the EGR exhaust passage to the EGR passage branched from the downstream portion of the branch portion of the EGR exhaust passage. An EGR supercharger comprising a turbine driven by gas and a compressor coaxially driven by the turbine, and pressurizing EGR gas in the EGR passage by the compressor and feeding the pressurized gas to the supply passage through the EGR valve And an EGR cooler for cooling EGR gas is installed in both the upstream part of the EGR supercharger compressor and the part between the compressor outlet on the downstream side and the EGR valve in the EGR passage. Input from an EGR temperature detector that detects an EGR gas temperature between an EGR cooler and an EGR valve downstream of the EGR supercharger compressor An EGR control device that closes the EGR valve when the detected EGR gas temperature detection value exceeds a set allowable temperature, and is configured to prevent backflow of the supply air from the intake passage side to the EGR passage side through the EGR valve. An EGR device for an internal combustion engine. 前記ＥＧＲ過給機は、ノズル翼角を変化させることによりタービン容量を変化させる可変ノズル機構を備えた可変容量タービン過給機にて構成されてなることを特徴とする請求項１記載の内燃機関のＥＧＲ装置。  The internal combustion engine according to claim 1, wherein the EGR supercharger is constituted by a variable capacity turbine supercharger including a variable nozzle mechanism that changes a turbine capacity by changing a nozzle blade angle. EGR device.
JP2002261486A 2002-09-06 2002-09-06 EGR device for internal combustion engine Expired - Fee Related JP4278939B2 (en)

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