JPH10131742A - Exhaust gas recirculating type gas engine - Google Patents
Exhaust gas recirculating type gas engineInfo
- Publication number
- JPH10131742A JPH10131742A JP8286225A JP28622596A JPH10131742A JP H10131742 A JPH10131742 A JP H10131742A JP 8286225 A JP8286225 A JP 8286225A JP 28622596 A JP28622596 A JP 28622596A JP H10131742 A JPH10131742 A JP H10131742A
- Authority
- JP
- Japan
- Prior art keywords
- egr
- exhaust gas
- exhaust
- load
- pressure
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000003134 recirculating effect Effects 0.000 title abstract 3
- 239000003054 catalyst Substances 0.000 claims description 10
- 238000011144 upstream manufacturing Methods 0.000 claims description 9
- 238000000034 method Methods 0.000 claims description 2
- 239000000203 mixture Substances 0.000 abstract description 13
- 238000002485 combustion reaction Methods 0.000 abstract description 12
- 239000000446 fuel Substances 0.000 abstract description 11
- 230000000694 effects Effects 0.000 abstract description 6
- 230000001629 suppression Effects 0.000 abstract 1
- 239000007789 gas Substances 0.000 description 61
- 238000010586 diagram Methods 0.000 description 5
- 239000002737 fuel gas Substances 0.000 description 4
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 2
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 2
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 2
- 238000001816 cooling Methods 0.000 description 2
- 230000007797 corrosion Effects 0.000 description 2
- 238000005260 corrosion Methods 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 239000003502 gasoline Substances 0.000 description 2
- 239000001301 oxygen Substances 0.000 description 2
- 229910052760 oxygen Inorganic materials 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 229910002092 carbon dioxide Inorganic materials 0.000 description 1
- 239000001569 carbon dioxide Substances 0.000 description 1
- 238000012790 confirmation Methods 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 229910052757 nitrogen Inorganic materials 0.000 description 1
- 230000002269 spontaneous effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/35—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with means for cleaning or treating the recirculated gases, e.g. catalysts, condensate traps, particle filters or heaters
-
- 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
- F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
-
- 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E20/00—Combustion technologies with mitigation potential
- Y02E20/14—Combined heat and power generation [CHP]
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、コージェネレーシ
ョン駆動用等、通常において高負荷運転が長時間行われ
るようなタイプの排気再循環方式（ＥＧＲ）ガスエンジ
ンに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an exhaust gas recirculation (EGR) gas engine of a type that normally operates for a long time under a high load, such as for driving a cogeneration system.
【０００２】[0002]
【従来の技術】従来、排気中のＮＯX 低減策として、自
動車用ガソリンエンジンや、コージェネレーション用デ
ィーゼルエンジン等においては、排気を低温処理して給
気系に再循環する排気再循環方式（ＥＧＲ）を採用した
ものが公知となっている。しかし、コージェネレーショ
ン用ガスエンジンにおいては、従来、ＥＧＲは採用され
ていない。Conventionally, as a NO X reduction measures in the exhaust, and motor gasoline engines, in cogeneration for diesel engines or the like, an exhaust gas recirculation system (EGR recycled to air supply system and exhaust by low temperature treatment ) Is known. However, EGR has not been conventionally used in cogeneration gas engines.
【０００３】[0003]
【発明が解決しようとする課題】コージェネレーション
駆動用等に適用するようなガスエンジンは、排気ＮＯX
の低減効果もさることながら、通常時に高負荷運転が長
時間なされることから、ノッキング対策として、ＥＧＲ
を採用することが有効である。ＥＧＲにより、燃焼室内
の温度上昇が抑制されるので、シリンダライナ内壁面付
近のエンドガスが自然着火するノッキング限界（正味平
均有効圧の上限値）が上昇し、その分、出力向上に繋が
るのである。（ディーゼルエンジンの場合は火花点火式
ではないため、ノッキングは起こりえない。また、自動
車用ガソリンエンジンでは、ノッキング限界に達するほ
どの高負荷にて運転されることはめったにない。）A gas engine applied to a co-generation drive or the like has an exhaust NO X
In addition to the effect of reducing EGR, high load operation is performed for a long time during normal operation.
It is effective to adopt Since the temperature rise in the combustion chamber is suppressed by the EGR, the knocking limit (upper limit of the net average effective pressure) at which the end gas near the inner wall surface of the cylinder liner spontaneously ignites is increased, which leads to an improvement in output. (Knocking does not occur in diesel engines because they are not spark-ignited. In addition, automobile gasoline engines are rarely operated at a high load that reaches the knocking limit.)
【０００４】しかし、ガスエンジンにＥＧＲを採用する
場合において、留意しなければならない点は、ＥＧＲに
て給気系に導入する排気圧が安定していなければならな
いことである。ＥＧＲによるノッキング限界の上昇を想
定して、気筒内の正味平均有効圧がＥＧＲを行わない場
合のノッキング限界を超えるような高負荷をかけた場合
に、急に該排気圧が低減して、給気系への排気の導入が
なくなると、急にＥＧＲを行わない場合のノッキング限
界値に下がって、エンジンはノッキングを起こす。However, when using EGR in a gas engine, a point to be noted is that the exhaust pressure introduced into the air supply system by EGR must be stable. Assuming an increase in the knocking limit due to EGR, when a high load is applied such that the net average effective pressure in the cylinder exceeds the knocking limit in the case where EGR is not performed, the exhaust pressure suddenly decreases, and When exhaust gas is no longer introduced into the air system, the engine suddenly drops to a knocking limit value where EGR is not performed, and the engine knocks.
【０００５】また、アイドリング状態（負荷０の状態）
からの負荷投入時には、ブースト圧（給気圧）が急には
上昇しないまま、負荷の上昇とともに一気に給気ポート
におけるスロットル下流圧力は上昇し、やがて大気圧に
達すると、スロットルの上下流における差圧がなくな
り、それ以上には負荷がかからなくなる。（それ以上の
負荷をかけるには、ブースト圧の上昇を待たなければな
らない。）この時の負荷値が負荷投入時の上限値であ
る。ところが、ＥＧＲを行うと、アイドリング時にて既
にスロットル下流圧力は、ＥＧＲを行わない場合に比し
て高くなっており、その分、負荷投入時に早くブースト
圧に達してしまう。従って、負荷投入時に得られる負荷
の上限値は、ＥＧＲを行わない時よりも低減してしまう
のである。コージェネレーション運転用として適用する
には、負荷０の状態から一気に高負荷の状態に移行する
状況があり得るので、このまま適用するのでは、不具合
を生じてしまう。Further, an idling state (state of no load)
When a load is supplied from the throttle, the boost pressure (supply pressure) does not suddenly increase, and the pressure downstream of the throttle at the supply port rises at a stretch as the load increases. And no more load is applied. (To apply more load, you must wait for the boost pressure to rise.) The load value at this time is the upper limit value when the load is applied. However, when the EGR is performed, the throttle downstream pressure is already high at the time of idling as compared with the case where the EGR is not performed, and accordingly, the boost pressure reaches the boost pressure earlier when the load is applied. Therefore, the upper limit value of the load obtained when the load is applied is smaller than when the EGR is not performed. In the case of application for cogeneration operation, there may be a situation in which the state changes from a state of zero load to a state of high load at a stretch, and if it is applied as it is, a problem occurs.
【０００６】更に、ＥＧＲの一般的問題として、排気を
熱交換器にて冷却することで、排気中のＮＯX が凝縮
し、これが硝酸化して排気系配管を腐蝕するという不具
合がある。Further, as a general problem of EGR, when exhaust gas is cooled by a heat exchanger, NO X in the exhaust gas is condensed, which is nitrified and corrodes exhaust system piping.
【０００７】[0007]
【課題を解決するための手段】本発明は、以上のような
課題を解決すべく、次のような手段を用いるものであ
る。まず第一に、ガスエンジンにおいて、排気再循環方
式を具備するとともに、排気再循環用排気冷却器の上流
側に三元触媒を介装する。The present invention uses the following means in order to solve the above problems. First, in a gas engine, an exhaust gas recirculation system is provided, and a three-way catalyst is provided upstream of an exhaust gas recirculation cooler.
【０００８】また、排気再循環方式を具備するガスエン
ジンにおいて、排気再循環系と給気系との合流部にベン
チュリーミキサーを配設するとともに、該排気再循環系
における該合流部上流側にレギュレーターを介設する。In a gas engine having an exhaust gas recirculation system, a venturi mixer is provided at a junction of the exhaust gas recirculation system and the air supply system, and a regulator is provided upstream of the junction in the exhaust gas recirculation system. Intervene.
【０００９】また、排気再循環方式を具備するガスエン
ジンにおいて、負荷率が少なくとも負荷投入時の設定負
荷率以下の時には、排気再循環系を遮断する。更にこの
排気再循環方式ガスエンジンにおいて、排気再循環系に
レギュレーターを着脱可能に介設する。In a gas engine having an exhaust gas recirculation system, the exhaust gas recirculation system is shut off when the load factor is at least equal to or less than a set load factor at the time of load application. Further, in this exhaust gas recirculation type gas engine, a regulator is detachably provided in the exhaust gas recirculation system.
【００１０】[0010]
【発明の実施の形態】本発明の実施の形態を、添付の図
面を基に説明する。図１は本発明のＥＧＲ式ガスエンジ
ンの給排気系とその制御系の略図、図２はＥＧＲ率に対
するＮＯX 量及びノッキング限界の相関図、図３は負荷
率に対するスロットル下流圧力Ｐ1 ・Ｐ2 及びブースト
圧Ｐ3 のグラフと電磁弁開閉タイミングＴを示す図、図
４はＥＧＲレギュレーター８を削除した場合におけるＥ
ＧＲ式ガスエンジンの給排気系とその制御系の略図であ
る。Embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram of a supply / exhaust system and its control system of an EGR gas engine according to the present invention, FIG. 2 is a correlation diagram of an NO X amount and a knocking limit with respect to an EGR rate, and FIG. 3 is a throttle downstream pressure P 1 · P with respect to a load rate. 2 and a graph showing the boost pressure P 3 and the solenoid valve opening / closing timing T. FIG. 4 shows the E when the EGR regulator 8 is omitted.
1 is a schematic diagram of a supply and exhaust system of a GR gas engine and a control system thereof.
【００１１】まず、本発明に係るガスエンジンの基本的
給排気系構造について、図１より説明する。ガスエンジ
ン１のシリンダヘッド１ａより延設される排気管（排気
マニホルド）は、三元触媒２に連結され、三元触媒２を
通過してＮＯX 、ＨＣ、ＣＯを除去された排気は、過給
機３のタービン部３ａを通過して、排気冷却器（熱交換
器）４に導入され、排気放出管５にて放出される。排気
は、排気冷却器４の上手側にて三元触媒２を通過するの
で、排気冷却器４到達時点では、ＮＯX も除去されてい
て、排気冷却器４の冷却による凝縮によっても、硝酸は
発生せず、排気放出管５等の排気系配管の腐蝕を解消す
るのである。First, a basic supply / exhaust system structure of a gas engine according to the present invention will be described with reference to FIG. Exhaust pipe extending from the cylinder head 1a of the gas engine 1 (exhaust manifold) is connected to a three-way catalyst 2, the three-way catalyst 2 through NO X, HC exhaust was removed CO is over The gas passes through the turbine section 3 a of the feeder 3, is introduced into the exhaust cooler (heat exchanger) 4, and is discharged from the exhaust discharge pipe 5. Since the exhaust gas passes through the three-way catalyst 2 on the upstream side of the exhaust cooler 4, NO X is also removed when the exhaust cooler 4 is reached. This does not occur, and the corrosion of the exhaust pipe such as the exhaust pipe 5 is eliminated.
【００１２】この排気冷却器４下手側の排気放出管５よ
り分岐してＥＧＲ管６を配管し、給気管１２に連結す
る。該ＥＧＲ管６において、上流側よりＥＧＲ排気冷却
器（熱交換器）７、ＥＧＲレギュレーター８、及びＥＧ
Ｒ制御弁９を介設しており、給気管１２との合流部に
は、ベンチュリーミキサーであるＥＧＲ混合器１１を配
設している。給気系において、該ＥＧＲ混合器１１の上
流側には空燃混合器１０が配設されており、ここで、空
気Ａと燃料ガスＧとが一定比（一定の空気過剰率）にて
混合されて原混合気を生成する。この原混合気に、ＥＧ
Ｒ混合器１１にて、ＥＧＲ管６からの排気Ｅが加わり、
ＥＧＲ混合気となって、過給機３のブロア部３ｂより送
出され、給気冷却器（インタークーラー）１３を経て、
スロットル１４にて供給量を調整され、シリンダヘッド
１ａの給気ポートに至る。出力調整、即ちブースト圧
（給気圧）調整は、スロットル１４の開度調整によるも
のであって、スロットル１４は電子ガバナ１５にて自動
開度制御される。An EGR pipe 6 branches from the exhaust discharge pipe 5 on the lower side of the exhaust cooler 4 and is connected to an air supply pipe 12. In the EGR pipe 6, an EGR exhaust cooler (heat exchanger) 7, an EGR regulator 8, and an EG
An R control valve 9 is interposed, and an EGR mixer 11 as a venturi mixer is disposed at a junction with the air supply pipe 12. In the air supply system, an air-fuel mixer 10 is disposed upstream of the EGR mixer 11, where the air A and the fuel gas G are mixed at a constant ratio (a constant excess air ratio). To produce the raw mixture. This raw mixture is added to EG
In the R mixer 11, the exhaust E from the EGR pipe 6 is added,
As an EGR mixture, the mixture is sent out from the blower section 3b of the supercharger 3, passes through a charge air cooler (intercooler) 13, and
The supply amount is adjusted by the throttle 14 and reaches the air supply port of the cylinder head 1a. The output adjustment, that is, the boost pressure (supply pressure) adjustment is performed by adjusting the opening of the throttle 14, and the electronic governor 15 controls the opening of the throttle 14 automatically.
【００１３】図１の給排気系における制御系について説
明する。コントローラーＣへの入力手段として、スロッ
トル１４下流の給気マニホルドに給気圧センサＳ１、エ
ンジン１のクランク軸に回転数センサＳ２、排気管にお
ける三元触媒２上流側には第一排気センサＳ３、そして
排気放出管５に第二排気センサＳ４を設けている。第一
排気センサＳ３、第二排気センサＳ４は、排気中の酸素
濃度の検出センサであり、両センサＳ３・Ｓ４の検出値
の比較により、三元触媒２の効能を測定して、触媒交換
時期確認の用に当てる。また、空燃混合器１０への燃料
ガス供給管１０ａには、燃料ガスＧの供給量検出センサ
Ｓ５と、空燃混合器１０への燃料ガスＧの供給量を調整
するための空燃比制御弁１６が配設されており、これら
の入力に基づき、電子ガバナ１５、空燃比制御弁１６、
及びＥＧＲ管６の開閉弁であるＥＧＲ制御弁９を制御す
るのである。A control system in the supply / exhaust system of FIG. 1 will be described. As input means to the controller C, a supply pressure sensor S1 on the supply manifold downstream of the throttle 14, a rotation speed sensor S2 on the crankshaft of the engine 1, a first exhaust sensor S3 on the exhaust pipe upstream of the three-way catalyst 2, and A second exhaust sensor S4 is provided in the exhaust pipe 5. The first exhaust sensor S3 and the second exhaust sensor S4 are sensors for detecting the oxygen concentration in the exhaust gas. The efficiency of the three-way catalyst 2 is measured by comparing the detection values of the two sensors S3 and S4. Dedicate for confirmation. The fuel gas supply pipe 10a to the air-fuel mixer 10 has a fuel gas G supply amount detection sensor S5 and an air-fuel ratio control valve for adjusting the supply amount of the fuel gas G to the air-fuel mixer 10. The electronic governor 15, the air-fuel ratio control valve 16,
And the EGR control valve 9 which is an opening / closing valve of the EGR pipe 6 is controlled.
【００１４】ここで、ＥＧＲ（排気再循環方式）の具備
による出力向上効果について、図２より説明する。空燃
比（空気過剰率）が一定の場合には、燃焼室内の温度
は、正味平均有効圧の上昇に伴って上昇する。ノッキン
グ要因となる燃焼室におけるシリンダライナ付近のエン
ドガスの自然着火は、燃焼室内（特にシリンダライナ内
壁付近）の温度が一定に達した時に発生しやすくなる。
この温度に達する時の正味平均有効圧がノッキング限界
であり、即ち、正味平均有効圧の上限値である。ところ
で、ＥＧＲ管６より給気管１２に導入される排気Ｅは、
燃焼に資する酸素Ｏ2 は含まれていない状態（殆どが窒
素Ｎ2 と二酸化炭素ＣＯ2 ）なので、気筒内での燃焼に
際しては、冷却要素となるものである。同じ正味平均有
効圧による給気下で、ＥＧＲ混合気を給気した場合は、
原混合気のみを給気した場合に比べて、燃焼時における
燃焼室内の温度が低い。従って、ＥＧＲ混合気を給気す
る場合には、原混合気を給気する場合に比べ、正味平均
有効圧の上限値、即ちノッキング限界を高めることがで
き、その分だけ出力向上が実現できる。また、勿論、燃
焼室内の温度上昇を抑止すれば、燃焼によるＮＯX 発生
も抑えることができ、排気中のＮＯX を低減できる。図
２は、ＥＧＲ率（原混合気に対するＥＧＲ排気の混合比
率）に対するノッキング限界Ｘ及び排気中ＮＯX 量Ｙの
相関を示すものであって、ＥＧＲ率を高めるほど、ノッ
キング限界Ｘが上昇し、また、排気中ＮＯX 量Ｙが低減
することが判る。Here, the effect of improving output by providing EGR (exhaust gas recirculation) will be described with reference to FIG. When the air-fuel ratio (excess air ratio) is constant, the temperature in the combustion chamber increases as the net average effective pressure increases. The spontaneous ignition of the end gas in the vicinity of the cylinder liner in the combustion chamber, which is a knocking factor, is likely to occur when the temperature in the combustion chamber (particularly near the inner wall of the cylinder liner) reaches a certain level.
The net average effective pressure at which this temperature is reached is the knocking limit, ie, the upper limit of the net average effective pressure. By the way, the exhaust gas E introduced from the EGR pipe 6 to the air supply pipe 12 is:
Since oxygen O 2 that contributes to combustion is not contained (mostly nitrogen N 2 and carbon dioxide CO 2 ), it serves as a cooling element during combustion in the cylinder. When the EGR mixture is supplied under the same net average effective pressure,
The temperature in the combustion chamber during combustion is lower than when only the raw mixture is supplied. Therefore, when the EGR mixture is supplied, the upper limit of the net average effective pressure, that is, the knocking limit, can be increased as compared with the case where the original mixture is supplied, and the output can be improved accordingly. Of course, if the temperature rise in the combustion chamber is suppressed, NO X generation due to combustion can be suppressed, and NO X in exhaust gas can be reduced. 2, there is shown the correlation of knock limit X and the exhaust amount of NO X Y for EGR ratio (mixing ratio of EGR exhaust of the original mixture), as increasing the EGR rate, the knocking limit X rises, Further, it can be seen that the NO X amount Y in the exhaust gas is reduced.
【００１５】しかし、このようなＥＧＲの効果も、ＥＧ
Ｒ管６からＥＧＲ混合器１１への排気Ｅの供給圧が安定
していなければならない。ベンチュリーミキサーである
ＥＧＲ混合器１１は、その上流側が正圧でなければ有効
に機能しないのである。ＥＧＲ運転をしながら、ＥＧＲ
なしでのノッキング限界以上に高負荷をかけていた場合
に、急にＥＧＲ管６からの排気Ｅの供給が滞ると、たち
まちノッキング限界はもとにもどって、気筒内の平均有
効圧は、その上限値であるノッキング限界を超え、ノッ
キングが発生することとなる。図１において、前記の如
くＥＧＲ管６にＥＧＲレギュレーター８を介設している
のは、ＥＧＲ管６からＥＧＲ混合器１１に、ＥＧＲレギ
ュレーター８にて調圧した排気Ｅを安定供給するためで
ある。[0015] However, such an effect of EGR is also caused by EG.
The supply pressure of the exhaust gas E from the R pipe 6 to the EGR mixer 11 must be stable. The EGR mixer 11, which is a Venturi mixer, does not function effectively unless the upstream side has a positive pressure. While performing EGR operation,
If the supply of the exhaust gas E from the EGR pipe 6 is suddenly interrupted when the load is higher than the knocking limit without the knocking, the knocking limit is immediately restored, and the average effective pressure in the cylinder is increased. The knocking limit, which is the upper limit, is exceeded, and knocking occurs. In FIG. 1, the reason why the EGR regulator 8 is provided in the EGR pipe 6 as described above is to stably supply the exhaust gas E regulated by the EGR regulator 8 from the EGR pipe 6 to the EGR mixer 11. .
【００１６】次に、図３より、エンジン負荷に基づきＥ
ＧＲ作動時期を制御するシステムを説明する。図３のグ
ラフは、横軸に負荷率Ｗ（％）、縦軸に圧力Ｐを取り、
過給機３のタービン部３ａに排気が充分に供給されて、
過給機３が有効に作動する状態であって、ブースト圧Ｐ
3 （給気圧）が、作動下限圧である大気圧Ｐ0 まで立ち
上がった状態（アイドリング状態）であることを前提と
する。スロットル下流圧力（給気圧）は、給気ポートの
給気圧センサＳ１にて検出される圧力値であって、ＥＧ
Ｒ率０％、即ち、原混合気のみを給気とする場合の圧力
値Ｐ1 と、一定のＥＧＲ率（例えば３０％）にてＥＧＲ
混合気を給気する場合の圧力値Ｐ2 とを示している。Next, from FIG. 3, E is calculated based on the engine load.
A system for controlling the GR operation timing will be described. In the graph of FIG. 3, the horizontal axis represents the load factor W (%) and the vertical axis represents the pressure P,
Exhaust gas is sufficiently supplied to the turbine section 3a of the supercharger 3,
When the supercharger 3 is operating effectively and the boost pressure P
3 (boost pressure) is assumed to be a state rises to the atmospheric pressure P 0, which is the operating limit pressure (idling state). The throttle downstream pressure (supply pressure) is a pressure value detected by the supply pressure sensor S1 of the supply port, and EG
The R value is 0%, that is, the pressure value P 1 when only the raw air-fuel mixture is supplied and the EGR at a constant EGR rate (for example, 30%).
The mixture shows a pressure value P 2 in the case of air supply.
【００１７】負荷率Ｗは、負荷の定格上限値に対する実
際の負荷の比率であって、前記回転数センサＳ２の検出
による実際の回転数と、スロットル１４の開度調整に基
づく設定回転数との比較より求められる。アイドリング
状態より負荷を投入した場合に、スロットル下流圧力は
急速に上昇するものの、ブースト圧Ｐ3 は、過給機３の
立ち上がりが遅れるため、急には上がらず略大気圧Ｐ0
のままである。The load factor W is a ratio of the actual load to the rated upper limit of the load, and is a ratio between the actual rotational speed detected by the rotational speed sensor S2 and the set rotational speed based on the adjustment of the opening of the throttle 14. Determined by comparison. When a load is applied from an idling state, the downstream pressure of the throttle rises rapidly, but the boost pressure P 3 does not rise suddenly because the rise of the supercharger 3 is delayed, so that the boost pressure P 3 does not rise suddenly and is substantially equal to the atmospheric pressure P 0.
Remains.
【００１８】ＥＧＲを行わない場合（ＥＧＲ率０％）
は、初期（負荷率０の時）のスロットル下流圧力Ｐ
1 （＜Ｐ0 ）が低い分、限界負荷率はＷ1 （例えば５０
％）で、充分な負荷投入が可能である。しかし、ＥＧＲ
を行った場合（例えばＥＧＲ率３０％）には、初期のス
ロットル下流圧力Ｐ2 （＜Ｐ0 ）が高くなる分だけ、負
荷投入時にスロットル下流圧力が早く大気圧Ｐ0 に達す
るので、限界負荷率Ｗ2 （例えば２０％）は小さくなり
（Ｗ2 ＜Ｗ1 ）、充分な負荷投入ができなくなる（（Ｗ
1 −Ｗ2 ）だけ投入できる負荷率が低減する。）。そこ
で、負荷投入時における限界負荷率をＷ1 に高めるべ
く、低負荷時（負荷投入時）にはＥＧＲを行わないよう
にする。即ち、図３の如く、負荷投入時における設定負
荷率を負荷率Ｗ1まで高められるように、ＥＧＲ制御弁
９の開弁時期Ｔを、負荷率がＷ1 以上の時とし、それよ
り負荷率が小さい時には、ＥＧＲ制御弁９を閉弁して、
ＥＧＲ管６より給気管１２への排気Ｅの導入を行わない
ようにした。従って、このＥＧＲ制御弁９の開閉制御に
基づいて、負荷率に対するスロットル下流圧力は、図３
中太線の如く推移する。When not performing EGR (EGR rate 0%)
Is the initial throttle pressure P (when the load factor is 0).
1 (<P 0 ), the critical load factor is W 1 (for example, 50
%), A sufficient load can be input. However, EGR
(For example, an EGR rate of 30%), the throttle downstream pressure P 2 (<P 0 ) increases, and the throttle downstream pressure quickly reaches the atmospheric pressure P 0 when the load is applied. The rate W 2 (for example, 20%) becomes smaller (W 2 <W 1 ), and sufficient load cannot be applied ((W
1 -W 2) only turned possible load factor is reduced. ). Therefore, to increase the limit load factor at load application to W 1, the low load (when the load is turned on) so as not to perform EGR. That is, as shown in FIG. 3, as can be enhanced set load factor at load application to the load factor W 1, the opening timing T of the EGR control valve 9, the load factor is the time of W 1 or more, the load factor than Is smaller, the EGR control valve 9 is closed,
The introduction of the exhaust gas E from the EGR pipe 6 to the air supply pipe 12 is not performed. Therefore, based on the opening / closing control of the EGR control valve 9, the throttle downstream pressure with respect to the load factor is changed as shown in FIG.
It changes like a bold line.
【００１９】なお、図３では、負荷投入時の設定負荷率
を、ＥＧＲ率０％の時の限界負荷率Ｗ1 に設定している
が、勿論、負荷投入時の設定負荷率が、限界負荷率Ｗ1
よりも小さい値でよい時（例えば、負荷投入時の設定負
荷率を４０％とする。）は、少なくとも負荷率がこの設
定負荷率に達した時点で、ＥＧＲ制御弁９を開弁すれば
よく、負荷投入時に設定負荷率に達した段階で、直ちに
ＥＧＲを作動させた状態にすることができる。ただし、
あまり低負荷の場合には、ＥＧＲによるノッキング限界
の上昇効果は関係せず、設定負荷率到達時のスロットル
下流圧力Ｐ1 に基づく気筒内の平均有効圧がノッキング
限界値よりも充分低いのであれば、限界負荷率Ｗ1 まで
ＥＧＲ制御弁９を閉弁したままでも差し支えない。In FIG. 3, the set load factor at the time of load application is set to the limit load factor W 1 when the EGR rate is 0%. Rate W 1
When a smaller value is sufficient (for example, the set load factor at the time of load application is 40%), the EGR control valve 9 may be opened at least when the load factor reaches the set load factor. When the load reaches the set load factor when the load is applied, the EGR can be immediately activated. However,
So in the case of low load, increase the effect of knocking limit by EGR is not related, if less of the well than the average effective pressure is knock limit value in the cylinder based on the throttle downstream pressure P 1 at the time of setting the load factor reaches , no harm the EGR control valve 9 even while closed to the limit load factor W 1.
【００２０】さて、図３の図示のＥＧＲ制御弁９の開閉
制御を導入する場合においては、図１図示のＥＧＲ管６
におけるＥＧＲレギュレーター８を削除することができ
る（図４図示）。なぜなら、ＥＧＲを行うのは、負荷率
を、ＥＧＲ制御弁９の開弁タイミングＴを設定する限界
負荷率Ｗ1 以上にする時であり、この段階で、スロット
ル下流圧力Ｐ2 は、充分に高圧になっており（大気圧Ｐ
0 よりも高圧）、その分、排気側の圧力も高圧になって
いて、ＥＧＲ管６内の排気Ｅの圧力も、空燃混合器１０
からの原混合気の圧力に比して常に高い。従って、ベン
チュリーミキサーであるＥＧＲ混合器１１において、給
気系側がＥＧＲ管６側に比して負圧となり、必ずＥＧＲ
管６からの排気Ｅが導入されるからである。従って、該
ＥＧＲレギュレーター８を着脱自在とし、低コスト化を
図る場合には、削除するようにすればよい。When the opening / closing control of the EGR control valve 9 shown in FIG. 3 is introduced, the EGR pipe 6 shown in FIG.
The EGR regulator 8 can be eliminated (see FIG. 4). This is because, perform EGR is the load factor is when the limit load factor W 1 or more to set the opening timing T of the EGR control valve 9, at this stage, the throttle downstream pressure P 2 is sufficiently high (Atmospheric pressure P
0 ), the pressure on the exhaust side is accordingly high, and the pressure of the exhaust E in the EGR pipe 6 is also high.
It is always higher than the pressure of the raw mixture. Therefore, in the EGR mixer 11 which is a venturi mixer, the air supply system side has a negative pressure as compared with the EGR pipe 6 side, so that the EGR mixer
This is because the exhaust E from the pipe 6 is introduced. Therefore, in order to make the EGR regulator 8 detachable and to reduce the cost, the EGR regulator 8 may be omitted.
【００２１】[0021]
【発明の効果】本発明は以上のように構成したので、次
のような効果を奏する。即ち、請求項１記載の如く、ガ
スエンジンに排気再循環方式を具備することで、燃焼室
内の温度上昇の抑制効果により、ノッキング限界（正味
平均有効圧の上限値）を上昇させることができ、その
分、特に高負荷下での出力増大を図ることができる。ま
た排気再循環系には、三元触媒通過後の排気を導入する
ので、ＮＯX のない排気を給気系に循環させることがで
き、更に、排気再循環方式を具備する場合に、排気冷却
器において、ＮＯX が凝縮し、硝酸化して、排気系配管
を腐蝕するという不具合が発生するおそれがあるが、該
冷却器の上流側にて排気を三元触媒に通すことにより、
排気系配管におけるこのような腐蝕を回避することがで
きる。As described above, the present invention has the following advantages. That is, by providing the gas engine with the exhaust gas recirculation method, the knocking limit (the upper limit of the net average effective pressure) can be increased by the effect of suppressing the temperature rise in the combustion chamber, Accordingly, the output can be increased particularly under a high load. Also in the exhaust recirculation system, since the introduction of the exhaust after the three-way catalyst passage, can be circulated without exhaust of NO X in the air supply system, further, when comprising an exhaust recirculation system, an exhaust cooling In the cooler, NO X may be condensed, nitrated, and the exhaust system piping may be corroded. However, by passing the exhaust gas through the three-way catalyst on the upstream side of the cooler,
Such corrosion in the exhaust pipe can be avoided.
【００２２】また、請求項２記載の如く構成すること
で、排気再循環系の排気が、レギュレーターにて給気系
よりも高圧に調圧された状態で、給気系との合流部に配
設するベンチュリーミキサーに導入されるものであり、
排気再循環系より給気系への排気導入が安定する。従っ
て、排気再循環系からの排気圧が安定しないことによっ
て、急に給気系への排気導入がなくなり、排気再循環を
行わない場合のノッキング限界に下がり、突然ノッキン
グが発生するというような不具合を心配することなく、
排気再循環によって高められたノッキング限界を想定し
て、給気圧を制御し、また、負荷をかけることができ
る。Further, with the configuration described in claim 2, the exhaust gas of the exhaust gas recirculation system is distributed to the junction with the air supply system in a state where the exhaust gas is regulated to a higher pressure than the air supply system by the regulator. Installed in the venturi mixer to be installed,
The introduction of exhaust gas from the exhaust gas recirculation system to the air supply system is stabilized. Therefore, the instability of the exhaust pressure from the exhaust gas recirculation system causes sudden introduction of exhaust gas into the air supply system, lowering the knocking limit when exhaust gas recirculation is not performed, and causing sudden knocking. Without worrying about
Assuming the knock limit increased by exhaust gas recirculation, the supply pressure can be controlled and the load applied.
【００２３】更に、請求項３記載の如き制御構造とする
ことで、負荷投入時（低負荷時）には、排気再循環系の
遮断により、少なくとも負荷投入時の設定負荷率まで負
荷率を得ることができる。そして、少なくとも設定負荷
率以上の高負荷時において、排気再循環を行うことで、
ノッキング限界を上昇させ、出力上昇を図ることができ
るのである。Further, by adopting the control structure according to the third aspect, when a load is applied (when the load is low), the load ratio is obtained at least up to the set load factor at the time of load application by shutting off the exhaust gas recirculation system. be able to. Then, at least at the time of a high load equal to or higher than the set load factor, by performing exhaust gas recirculation,
By increasing the knocking limit, the output can be increased.
【００２４】そして、請求項４の如く、請求項３記載の
制御を採用する場合には、排気圧力が給気系の（排気導
入前の）混合気圧よりも高い状態の時に排気再循環を行
うので、レギュレーターを用いなくても、ベンチュリー
ミキサーを介して、排気再循環系内圧が給気系よりも高
圧となっているので、該ベンチュリーミキサーを介して
の給気系への排気再循環系からの排気の導入が安定的に
行われる。従って、レギュレーターを着脱自在にして、
低コストを図る時にはこれを削除してもよい。When the control according to the third aspect is adopted, the exhaust gas is recirculated when the exhaust pressure is higher than the mixed pressure of the air supply system (before introducing the exhaust gas). Therefore, even without using a regulator, since the exhaust recirculation system internal pressure is higher than the air supply system via the venturi mixer, the exhaust gas recirculation system to the air supply system via the venturi mixer is not used. The exhaust gas is stably introduced. Therefore, make the regulator detachable,
This may be deleted to reduce costs.
【図１】本発明のＥＧＲ式ガスエンジンの給排気系とそ
の制御系の略図である。FIG. 1 is a schematic diagram of a supply / exhaust system of an EGR type gas engine and a control system thereof according to the present invention.
【図２】ＥＧＲ率に対するＮＯX 量及びノッキング限界
の相関図である。FIG. 2 is a correlation diagram of an NO X amount and a knocking limit with respect to an EGR rate.
【図３】負荷率に対するスロットル下流圧力Ｐ1 ・Ｐ2
及びブースト圧Ｐ3 のグラフと電磁弁開閉タイミングＴ
を示す図である。FIG. 3 shows a throttle downstream pressure P 1 · P 2 with respect to a load factor.
And the boost pressure P 3 and the solenoid valve opening / closing timing T
FIG.
【図４】ＥＧＲレギュレーター８を削除した場合におけ
るＥＧＲ式ガスエンジンの給排気系とその制御系の略図
である。FIG. 4 is a schematic view of a supply / exhaust system and a control system of the EGR gas engine when the EGR regulator 8 is omitted.
１ エンジン（ガスエンジン） １ａ シリンダヘッド １ｂ クランク軸 ２ 三元触媒 ３ 過給機 ３ａ タービン部 ３ｂ ブロア部 ４ 排気冷却器（熱交換器） ５ 排気放出管 ６ ＥＧＲ管 ７ ＥＧＲ冷却器（熱交換器） ８ ＥＧＲレギュレーター ９ ＥＧＲ制御弁（電磁弁） １０ 空燃混合器 １１ ＥＧＲ混合器（ベンチュリーミキサー） １２ 給気管 １３ 給気冷却器（インタークーラー） １４ スロットル １５ 電子ガバナ １６ 空燃比制御弁 DESCRIPTION OF SYMBOLS 1 Engine (gas engine) 1a Cylinder head 1b Crankshaft 2 Three-way catalyst 3 Supercharger 3a Turbine part 3b Blower part 4 Exhaust cooler (heat exchanger) 5 Exhaust discharge pipe 6 EGR pipe 7 EGR cooler (heat exchanger) 8) EGR regulator 9 EGR control valve (solenoid valve) 10 Air-fuel mixer 11 EGR mixer (Venturi mixer) 12 Air supply pipe 13 Supply air cooler (intercooler) 14 Throttle 15 Electronic governor 16 Air-fuel ratio control valve
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 ＦＩ Ｆ０２Ｍ 21/02 Ｆ０２Ｍ 21/02 Ｚ 25/07 ５７０ 25/07 ５７０Ｚ ５８０ ５８０Ｄ ５８０Ｅ ５８０Ｐ ５８０Ｂ ──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. 6 Identification code FI F02M 21/02 F02M 21/02 Z 25/07 570 25/07 570Z 580 580D 580E 580P 580B
Claims (4)
るとともに、排気再循環用排気冷却器の上流側に三元触
媒を介装したことを特徴とする排気再循環方式ガスエン
ジン。1. An exhaust gas recirculation gas engine comprising: a gas engine having an exhaust gas recirculation method; and a three-way catalyst interposed upstream of an exhaust gas recirculation exhaust cooler.
において、排気再循環系と給気系との合流部にベンチュ
リーミキサーを配設するとともに、該排気再循環系にお
ける該合流部上流側にレギュレーターを介設したことを
特徴とする排気再循環方式ガスエンジン。2. A gas engine having an exhaust gas recirculation system, wherein a venturi mixer is provided at a junction of an exhaust gas recirculation system and an air supply system, and a regulator is provided upstream of the junction in the exhaust gas recirculation system. An exhaust gas recirculation type gas engine characterized by interposing.
において、負荷率が少なくとも負荷投入時の設定負荷率
以下の時には、排気再循環系を遮断することを特徴とす
る排気再循環方式ガスエンジン。3. A gas engine having an exhaust gas recirculation system, wherein an exhaust gas recirculation system is shut off when a load factor is at least equal to or less than a set load factor when a load is applied.
ジンにおいて、排気再循環系にレギュレーターを着脱可
能に介設することを特徴とする排気再循環方式ガスエン
ジン。4. An exhaust gas recirculation gas engine according to claim 3, wherein a regulator is detachably provided in the exhaust gas recirculation system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28622596A JP4081154B2 (en) | 1996-10-29 | 1996-10-29 | Exhaust gas recirculation gas engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28622596A JP4081154B2 (en) | 1996-10-29 | 1996-10-29 | Exhaust gas recirculation gas engine |
Related Child Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2006182587A Division JP2006266271A (en) | 2006-06-30 | 2006-06-30 | Exhaust recirculation type gas engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH10131742A true JPH10131742A (en) | 1998-05-19 |
| JP4081154B2 JP4081154B2 (en) | 2008-04-23 |
Family
ID=17701592
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP28622596A Expired - Fee Related JP4081154B2 (en) | 1996-10-29 | 1996-10-29 | Exhaust gas recirculation gas engine |
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| Country | Link |
|---|---|
| JP (1) | JP4081154B2 (en) |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005307963A (en) * | 2004-04-21 | 2005-11-04 | Crf Soc Consortile Per Azioni | Diesel engine with turbocharger equipped with exhaust gas recirculating system of long route |
| WO2007130947A1 (en) * | 2006-05-02 | 2007-11-15 | Honeywell International Inc. | Variable geometry egr mixer and system |
| JP2008291698A (en) * | 2007-05-23 | 2008-12-04 | Yanmar Co Ltd | Electronic governor control engine |
| WO2009028802A2 (en) * | 2007-08-28 | 2009-03-05 | Xyvec Inc. | Turbo charger |
| AT512114A1 (en) * | 2011-11-02 | 2013-05-15 | Vaillant Group Austria Gmbh | METHOD FOR LOCKING CONTROL ON AN INTERNAL COMBUSTION ENGINE |
| JP2013238248A (en) * | 2013-09-04 | 2013-11-28 | Osaka Gas Co Ltd | Energy system |
| US10316803B2 (en) | 2017-09-25 | 2019-06-11 | Woodward, Inc. | Passive pumping for recirculating exhaust gas |
| CN110523735A (en) * | 2018-08-31 | 2019-12-03 | 海南汉地阳光石油化工有限公司 | A kind of air cleaning unit improving high-voltage motor security performance |
| CN112211759A (en) * | 2020-10-14 | 2021-01-12 | 哈尔滨工程大学 | Gas engine detonation suppression device and suppression method thereof |
| US10995705B2 (en) | 2019-02-07 | 2021-05-04 | Woodward, Inc. | Modular exhaust gas recirculation system |
| US11174809B1 (en) | 2020-12-15 | 2021-11-16 | Woodward, Inc. | Controlling an internal combustion engine system |
| US11215132B1 (en) | 2020-12-15 | 2022-01-04 | Woodward, Inc. | Controlling an internal combustion engine system |
| US11293382B2 (en) | 2020-01-08 | 2022-04-05 | Woodward, Inc. | Passive pumping for recirculating exhaust gas |
-
1996
- 1996-10-29 JP JP28622596A patent/JP4081154B2/en not_active Expired - Fee Related
Cited By (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005307963A (en) * | 2004-04-21 | 2005-11-04 | Crf Soc Consortile Per Azioni | Diesel engine with turbocharger equipped with exhaust gas recirculating system of long route |
| WO2007130947A1 (en) * | 2006-05-02 | 2007-11-15 | Honeywell International Inc. | Variable geometry egr mixer and system |
| JP2008291698A (en) * | 2007-05-23 | 2008-12-04 | Yanmar Co Ltd | Electronic governor control engine |
| WO2009028802A2 (en) * | 2007-08-28 | 2009-03-05 | Xyvec Inc. | Turbo charger |
| WO2009028802A3 (en) * | 2007-08-28 | 2009-04-23 | Xyvec Inc | Turbo charger |
| AT512114A1 (en) * | 2011-11-02 | 2013-05-15 | Vaillant Group Austria Gmbh | METHOD FOR LOCKING CONTROL ON AN INTERNAL COMBUSTION ENGINE |
| AT512114B1 (en) * | 2011-11-02 | 2013-12-15 | Vaillant Group Austria Gmbh | METHOD FOR LOCKING CONTROL ON AN INTERNAL COMBUSTION ENGINE |
| JP2013238248A (en) * | 2013-09-04 | 2013-11-28 | Osaka Gas Co Ltd | Energy system |
| US10316803B2 (en) | 2017-09-25 | 2019-06-11 | Woodward, Inc. | Passive pumping for recirculating exhaust gas |
| US10634099B2 (en) | 2017-09-25 | 2020-04-28 | Woodward, Inc. | Passive pumping for recirculating exhaust gas |
| CN110523735A (en) * | 2018-08-31 | 2019-12-03 | 海南汉地阳光石油化工有限公司 | A kind of air cleaning unit improving high-voltage motor security performance |
| US10995705B2 (en) | 2019-02-07 | 2021-05-04 | Woodward, Inc. | Modular exhaust gas recirculation system |
| US11293382B2 (en) | 2020-01-08 | 2022-04-05 | Woodward, Inc. | Passive pumping for recirculating exhaust gas |
| CN112211759A (en) * | 2020-10-14 | 2021-01-12 | 哈尔滨工程大学 | Gas engine detonation suppression device and suppression method thereof |
| US11174809B1 (en) | 2020-12-15 | 2021-11-16 | Woodward, Inc. | Controlling an internal combustion engine system |
| US11215132B1 (en) | 2020-12-15 | 2022-01-04 | Woodward, Inc. | Controlling an internal combustion engine system |
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