JPS5832959A - Exhaust-gas return control device for diesel engine - Google Patents
Exhaust-gas return control device for diesel engineInfo
- Publication number
- JPS5832959A JPS5832959A JP56130742A JP13074281A JPS5832959A JP S5832959 A JPS5832959 A JP S5832959A JP 56130742 A JP56130742 A JP 56130742A JP 13074281 A JP13074281 A JP 13074281A JP S5832959 A JPS5832959 A JP S5832959A
- Authority
- JP
- Japan
- Prior art keywords
- exhaust
- valve
- control valve
- exhaust gas
- negative 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.)
- Pending
Links
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
- F02M26/52—Systems for actuating EGR valves
- F02M26/55—Systems for actuating EGR valves using vacuum actuators
- F02M26/56—Systems for actuating EGR valves using vacuum actuators having pressure modulation valves
-
- 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
- F02M26/15—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 in relation to engine exhaust purifying apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Exhaust-Gas Circulating Devices (AREA)
Abstract
Description
【発明の詳細な説明】
本発明はディーゼルエンジンの排気ガス再ａｌｌ制御装
置に関するものである―
一般に、エンジン排気系にバｔイキエレートトラッパを
備え、＃蝉ガス再＊＊を制御弁にがかる負圧により排気
ガス再循環量が制御されるよう構成されたディーゼルエ
ンジンの排気ガス再循環量が上昇し、その結果排気ガス
再循環量が、増加するという欠点があり九。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an exhaust gas re-control device for a diesel engine. Generally, an engine exhaust system is equipped with a exhaust gas trapper, and #cicada gas re-control device is installed in a control valve. This negative pressure increases the amount of exhaust gas recirculation in a diesel engine configured to control the amount of exhaust gas recirculated, and as a result, there is a drawback that the amount of exhaust gas recirculated increases.
本発明の目的はこＯよ５な欠点に鑑みな１れたもので、
排気系の紳圧の変化を利用し、排気ガス再循濃量管適正
量に制御するようにしたディーゼルエンジンの排気ガス
再循環制御装置を提供するにある。The purpose of the present invention is to overcome the following drawbacks:
To provide an exhaust gas recirculation control device for a diesel engine, which controls the amount of exhaust gas recirculation to an appropriate amount by utilizing changes in exhaust system pressure.
このような目的を達成するために、本脅明は、負圧制御
弁で制御された負圧がダイヤフラム竺に導入されると共
に、該制御負圧に応じて、排気マニホルドから吸気マニ
ホルドに還にされる一気タスの再循環量を制御する排気
ガス再循環量制御弁と、前記排気マニホルドに接続され
る排気パイプ０過中に設けられ九バテイキ瓢レートトラ
ッパを備え危ディーゼルエンジンの排気ガス再循環制御
装置において、前記負圧制御弁と排気ガス再循環量制御
弁との間に、排気パイプのパティキュレートトラッパ前
後の圧力差に応じて排気ガス再循環量制御弁のダイヤフ
ラム宣に大気を導入させる大気導入弁を設けた構成とし
たものである。In order to achieve such a purpose, the present invention introduces negative pressure controlled by a negative pressure control valve into the diaphragm, and returns it from the exhaust manifold to the intake manifold in accordance with the controlled negative pressure. The exhaust gas recirculation control valve for a diesel engine is equipped with an exhaust gas recirculation amount control valve that controls the amount of recirculation of the exhaust gas that is to be recirculated at once, and a rate trapper that is installed in the exhaust pipe connected to the exhaust manifold. In the device, between the negative pressure control valve and the exhaust gas recirculation amount control valve, atmospheric air is introduced into the diaphragm of the exhaust gas recirculation amount control valve according to the pressure difference before and after the particulate trapper of the exhaust pipe. The structure is equipped with an air intake valve.
以下、図に示す実施例を用いて本発明の詳細な説明する
。Hereinafter, the present invention will be explained in detail using embodiments shown in the drawings.
第１図は本発明に係る排気ガス再循環制御装置の一実施
例が配設畜れ九ディーゼルエンジン管示す、一部１ＩＩ
ＦＷｉＥを含む管路図でああ、同図において、符号１は
ディーゼルエンジン２の排気マニホルド３と吸気！エホ
ルド４とを連通する排気ガス再循濃過路（以下、１０１
通路と称する。）５の途中に設けられ九排気ガス再循濃
量ｗ御弁（以下、１１Ｇ翼弁と称する。）で、該１１Ｇ
Ｂ弁１は、ＫＧＢ通路ＩｔＯｍ口面積を増減する弁体６
と、鍍弁体６と一体に形成され九四ツド７０後端が固着
されたダイヤフラム８と、諌ダイヤフラム８を図の左側
に付勢する圧縮バネ９と、負圧制御弁１０と通路ｉｉ、
ｉｚｔ介して連通され友ダイヤフラム室１３とから成り
、前記通路１１．１２ｔ−介して蚊ダイヤフラム童１３
Ｐ！に導入される、負圧制御弁１０で形成畜れた制御負
圧に応じて前記排気マニホルド３から１０１通路５を介
して吸気！エホルド４に遺嵐される排気ガスの再循環量
を制御するよう構成されている。FIG. 1 shows an embodiment of the exhaust gas recirculation control device according to the present invention installed in nine diesel engine pipes, part 1II.
This is a pipe diagram including FWiE. In the same figure, the code 1 is the exhaust manifold 3 and intake of the diesel engine 2! Exhaust gas recirculation concentration path (hereinafter referred to as 101) communicating with Ehold 4
It is called a passage. )5 is installed in the middle of the exhaust gas recirculation concentration w control valve (hereinafter referred to as 11G vane valve).
The B valve 1 includes a valve body 6 that increases or decreases the opening area of the KGB passage ItOm.
, a diaphragm 8 that is formed integrally with the flanged valve body 6 and to which the rear end of the pin 70 is fixed, a compression spring 9 that biases the flanged diaphragm 8 to the left side in the figure, a negative pressure control valve 10, and a passage ii.
The mosquito diaphragm chamber 13 is connected to the mosquito diaphragm chamber 13 through the passage 11 and 12t.
P! Intake air is introduced from the exhaust manifold 3 through the 101 passage 5 according to the controlled negative pressure formed by the negative pressure control valve 10! It is configured to control the amount of exhaust gas recirculated to the ehold 4.
又、前記排気マニホルドａＫｍ！続された排気パ ５
イグ１４．１５Ｏ間にはパティキスレートトラッパ１６
が装着されてお９、排気パ（７１４，１Ｂには夫々排圧
取出し口１４Ａ、１！＄ムが設けられている。更に、前
記ＭＧＮ弁１と７負圧制御弁１０との関〜これｔ更に詳
遮すれば負圧制御弁１０とＩＧＩｔ弁１とを連結する通
路１１、ｘｚｏ間には、大気導入弁１７が設けられてい
る。蚊大気導入弁１７は、大気通路１８Ｑ開口間積を増
減する弁体１９と、該弁体１９と一体に形成されたレッ
ド２００＠端が固着され友ダイ゛ヤ７ラム２１と、骸ダ
イヤ７′ラム２１１１１Ｏ右側に付勢する圧縮バネ２２
と、前記ダイヤフラム２１Ｃ）左右に位置するダイヤプ
ラム前、後室２Ｂ、２４と、大気導入口２５ムを介して
常時大気と連通され九人気室２５とから構成されている
。又、前記ダイヤプラム前室２３にはポート２３ムが設
けられており、このボート２３ムは排圧取出し口１５ム
と通路２６を介して連絡され【おり、東に、前記ダイヤ
フラム後室２４にもボート２４ムが設けられており、こ
のポート２４ムは排８Ｅ教出し口１４ムと通路２７を介
して連絡されている。冑、２８は前記大気通路１８０造
中ＫＭｉ成され友ｌＲ９である。Also, the exhaust manifold aKm! connected exhaust pipe 5
Patiki Slate Trapper 16 between Ig 14 and 15O
9 is installed, and the exhaust valves 714 and 1B are provided with exhaust pressure outlets 14A and 1!, respectively.Further, the relationship between the MGN valve 1 and the negative pressure control valve In more detail, an atmosphere introduction valve 17 is provided between the passage 11 and the xzo connecting the negative pressure control valve 10 and the IGIt valve 1. A valve body 19 that increases or decreases the amount of water, a red 200 formed integrally with the valve body 19, a friend diamond 7 ram 21 whose end is fixed, and a compression spring 22 that biases the skeleton diamond 7' ram 21111O to the right side.
The diaphragm 21C) is composed of front and rear diaphragm chambers 2B and 24 located on the left and right sides, and a nine-portion chamber 25 which is constantly communicated with the atmosphere through an atmosphere inlet 25. Further, the diaphragm front chamber 23 is provided with a port 23m, and this port 23m is connected to the exhaust pressure outlet 15m via a passage 26, and is connected to the diaphragm rear chamber 24 to the east. A boat 24m is also provided, and this port 24m is connected to the exhaust 8E teaching port 14m via a passage 27. The helmet, 28, is the one made by KMi during the construction of the atmospheric passage 180.
次に、作用についてＩ！―する。ｔず、ノ（ティキュレ
ートトラッパ１６内にパティキユレートが詰まっていな
い場合は、一方Ｏ排気パイプ１４の排圧＊＃Ｂｔ、ロ１
４ムと、他方の排気バイア１Ｂの排圧１／ｌＬａ５し口
１ｓムとから検出される圧力は差が小さいため、圧縮バ
ネ２２０％！１により弁体１９は大気通路１＄を閉塵し
た状態にある。ｌ！つ【、この場合は、ＩＧ凰弁１は負
圧制御弁１０によって形成される制御負圧により作動宴
せられ１ことになる。Next, regarding the effect, I! -do. (If the particulate trapper 16 is not clogged with particulate, the exhaust pressure of the O exhaust pipe 14*#Bt, RO1
Since there is a small difference between the pressures detected from the exhaust pressure 1/lLa5 and the exhaust pressure 1sm of the other exhaust via 1B, the compression spring is 220%! 1, the valve body 19 is in a state of closing the atmospheric passage 1$. l! In this case, the IG valve 1 is operated by the controlled negative pressure generated by the negative pressure control valve 10.
一方、パティキュレートトラッパ１６内にパティキユレ
ートが詰まってくると、一方の排気パイプ１４内の排圧
が上昇し、他方の排気パイプ１５内の排圧と圧力差が大
きくなる。そして、この圧力差が大気導入弁１７の圧縮
バネ２２のセット荷重に打ち勝つととにより、弁体１９
は＃圧縮バネ２２の付勢力に抗して図の左側へ移動する
ととになる。その結果、大気通路１８は開口されるこセ
になるので、大気室！ｉｓ内の大気は通路１２を通って
１ｉＧＲ弁１のグイヤフラム童１３内に導入されること
になり、皺ダイヤフラム室１３内の制御負圧は小さくな
る。９１つ【、ｌ：ＧＲ弁ｔｏ弁体６は図の左側に移動
して、ＩＧＢ通路５ｏｔｓ口面積を減少せしめる結果、
排気ガス再循環量の減少化が図られることになる。On the other hand, when the particulate trapper 16 becomes clogged with particulates, the exhaust pressure in one exhaust pipe 14 increases, and the pressure difference with the exhaust pressure in the other exhaust pipe 15 increases. Then, this pressure difference overcomes the set load of the compression spring 22 of the air introduction valve 17, so that the valve body 19
becomes # when it moves to the left in the figure against the biasing force of the compression spring 22. As a result, the atmospheric passage 18 is opened, creating an atmospheric chamber! The atmospheric air in the is will be introduced into the guyafram chamber 13 of the 1iGR valve 1 through the passage 12, and the controlled negative pressure in the wrinkled diaphragm chamber 13 will become smaller. 91 [, l: The GR valve to valve body 6 is moved to the left side of the figure, and as a result, the IGB passage 5ots opening area is reduced.
The amount of exhaust gas recirculation will be reduced.
又、第２図は本発−に係るディーゼルエンジンの排気ガ
ス再循環制御装置の他の実施１１１１に示すものである
。この実施例において上述した第１実施例のものと異な
る点は、第１実施例では排気）（イグ１４．１Ｂ（Ｄ排
圧取出し口１４ム、１５ムから圧力を検出し、これを大
気導入弁１７のダイヤフラム後室２４、ダイヤフラム前
室２３に導くことによって、該大気導入弁１７を制御す
るよう構成しているが、この第２実施例では、排気パイ
プ１４にのみ排圧取出し口１４ムを設け、咳排圧取出し
口１４ムとダイヤフラム後室２４のボート２４ムとを通
路２７で連絡するよう構成したものであ、る。一方、大
気導入弁１７のダイヤフラム前室２３は、排気パイプＩ
Ｓと連絡することなく、大気導入口２８Ｂ？介して大気
と常時連通した構成となっている。Further, FIG. 2 shows another embodiment 1111 of the exhaust gas recirculation control device for a diesel engine according to the present invention. The difference between this embodiment and the first embodiment described above is that in the first embodiment, pressure is detected from the exhaust pressure outlet ports 14 and 15, and the pressure is Although the air introduction valve 17 is controlled by introducing the air into the rear diaphragm chamber 24 and the front diaphragm chamber 23 of the valve 17, in this second embodiment, the exhaust pressure outlet 14 is connected only to the exhaust pipe 14. The cough exhaust pressure outlet 14 and the boat 24 of the diaphragm rear chamber 24 are connected through a passage 27. On the other hand, the diaphragm front chamber 23 of the atmosphere introduction valve 17 is connected to an exhaust pipe. I
Air intake port 28B without contacting S? It is configured to be in constant communication with the atmosphere through the
この第２の実施例の構成においては、パテイヤュレート
トラッパ１６０前儒の排圧変化のみで大気導入弁１７を
制御しようとするもので、このように構成し喪としても
上述した第１実施例のものと同様な効果が得られること
は勿論である。岡、ＩＧＲ弁１、負圧制御弁１０等、そ
の他の構成は上述した第１実施例の構成と同一のもので
、その説明は省略する。In the configuration of this second embodiment, the atmosphere inlet valve 17 is controlled only by a change in the exhaust pressure in front of the partillary trapper 160. Of course, the same effects as those in the example can be obtained. The other components such as the IGR valve 1, the negative pressure control valve 10, etc. are the same as those of the first embodiment described above, and the explanation thereof will be omitted.
以上説明し喪よ５に、本発−に係るディーゼルエンジン
の排気ガス再循環制御装置によれば、負圧制御弁と排気
ガス再循環量制御弁との間に、排気パイプのパティキュ
レートトラッパ前後の圧力差に応じて排気ガス再循環制
御装置後イヤプラム室に大気を導入させる大気導入弁を
設けた構成にしｔことに〆より、排圧変化に応じた適正
な排気ガス再循壌制ａｔ−行うことができるという優れ
た効果を奏する。As explained above, according to the exhaust gas recirculation control device for a diesel engine according to the present invention, a particulate trapper of the exhaust pipe is installed between the negative pressure control valve and the exhaust gas recirculation amount control valve. The exhaust gas recirculation control device is configured with an atmosphere inlet valve that introduces the atmosphere into the ear lumen chamber after the exhaust gas recirculation control device according to the pressure difference between the front and rear. - It has excellent effects in that it can be carried out.
第１図は本発明の排気ガス再循環制御装置の一実施例が
配設されたディーゼル二ン°ジンを示す、一部断面図を
含む管路図、第２図は本発明の排気ガス再循環制御装置
の池の実施例が配設されたディーゼルエンジンを示す、
一部断面図を含む管路−である。
１・・・ＩＧＲ弁、２−ディー−１−ｒルエンジン、３
・・・排気！ニホルド、４・・・吸気！ニホルド、１０
・・・負圧制御弁、ｉａ−・・ダイヤプラム室、１４．
１５・・・排気パイプ、
１６・・・パティキヱレートトラッパ、１７・・・大気
導入弁。
代理人 鵜 沼 辰 之
（１１か２名）
第１図
［
［
ト
［
（FIG. 1 is a pipe diagram including a partial cross-sectional view showing a diesel engine equipped with an embodiment of the exhaust gas recirculation control device of the present invention, and FIG. 2 is a pipe diagram including a partial sectional view. 1 shows a diesel engine equipped with an embodiment of a pond of a circulation control device,
This is a pipe line including a partial cross-sectional view. 1...IGR valve, 2-D-1-r engine, 3
···exhaust! Nihold, 4... Inhale! Nihold, 10
... Negative pressure control valve, ia-... Diaphragm chamber, 14.
15...Exhaust pipe, 16...Party waste trapper, 17...Atmospheric introduction valve. Representative Tatsuyuki Unuma (11 or 2 people) Figure 1
Claims (1)
室に導入されると共に、鋏制御負圧に応じ【、排気マニ
ホルドから吸気マニホルドに還流される排気ガスの再循
環量を制御する排気ガス再循環量制御弁と、前記排気マ
ニホルドに接続される排気パイプの途中に設ゆられたパ
ティ￥ニレートドラッパを備え九ディーイルエンジンの
排気ガス再循環制御装置において、前記負圧制御弁と排
気ガス再循環量制御弁との関に％排気パイプのパティキ
ュレートトラッパ前後Ｏ圧力差に応じて排気ガス再循環
量制御弁のダイヤフラム室に大気を導入させる大気導入
ｆＰを設けたことを特徴とするディーゼルエンジンの排
気ガス再循環制御装置。(1) Negative pressure controlled by the negative pressure control valve is introduced into the diaphragm chamber, and the amount of exhaust gas recirculated from the exhaust manifold to the intake manifold is controlled according to the scissors control negative pressure. In the exhaust gas recirculation control device for a nine-wheel engine, which includes a recirculation amount control valve and a particulate rate drapper installed in the middle of the exhaust pipe connected to the exhaust manifold, the negative pressure control valve and the exhaust gas recirculation A diesel engine characterized in that an air introduction fP is provided in connection with the circulation amount control valve to introduce air into the diaphragm chamber of the exhaust gas recirculation amount control valve according to the O pressure difference before and after the particulate trapper of the exhaust pipe. Engine exhaust gas recirculation control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56130742A JPS5832959A (en) | 1981-08-20 | 1981-08-20 | Exhaust-gas return control device for diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56130742A JPS5832959A (en) | 1981-08-20 | 1981-08-20 | Exhaust-gas return control device for diesel engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5832959A true JPS5832959A (en) | 1983-02-26 |
Family
ID=15041539
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56130742A Pending JPS5832959A (en) | 1981-08-20 | 1981-08-20 | Exhaust-gas return control device for diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5832959A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4882277A (en) * | 1985-12-20 | 1989-11-21 | Huls Aktiengesellschaft | Continuous process for preparing organic acids by fermentation |
| WO2001026915A1 (en) | 1999-10-15 | 2001-04-19 | Pentel Kabushiki Kaisha | Mechanical pencil and production method for its lead protection member |
| US7128487B2 (en) | 2001-09-28 | 2006-10-31 | Pentel Kabushiki Kaisha | Mechanical pencil |
-
1981
- 1981-08-20 JP JP56130742A patent/JPS5832959A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4882277A (en) * | 1985-12-20 | 1989-11-21 | Huls Aktiengesellschaft | Continuous process for preparing organic acids by fermentation |
| WO2001026915A1 (en) | 1999-10-15 | 2001-04-19 | Pentel Kabushiki Kaisha | Mechanical pencil and production method for its lead protection member |
| US7128487B2 (en) | 2001-09-28 | 2006-10-31 | Pentel Kabushiki Kaisha | Mechanical pencil |
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