US20130174548A1 - EGR for a Two-Stroke Cycle Engine without a Supercharger - Google Patents
EGR for a Two-Stroke Cycle Engine without a Supercharger Download PDFInfo
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- US20130174548A1 US20130174548A1 US13/782,802 US201313782802A US2013174548A1 US 20130174548 A1 US20130174548 A1 US 20130174548A1 US 201313782802 A US201313782802 A US 201313782802A US 2013174548 A1 US2013174548 A1 US 2013174548A1
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/0077—Control of the EGR valve or actuator, e.g. duty cycle, closed loop control of position
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- 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
- F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
- F02B47/04—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only
- F02B47/08—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only the substances including exhaust gas
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- 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
- F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
- F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
- F02B25/04—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke
- F02B25/06—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke the cylinder-head ports being controlled by working pistons, e.g. by sleeve-shaped extensions thereof
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- 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
- F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
- F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
- F02B25/08—Engines with oppositely-moving reciprocating working pistons
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- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
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- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
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- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
- F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
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- 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
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/02—Drives of pumps; Varying pump drive gear ratio
- F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
- F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
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- 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
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
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- 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
- F02B75/00—Other engines
- F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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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
- F02M26/02—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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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
- F02M26/23—Layout, e.g. schematics
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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
- F02M26/34—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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
- F01B7/00—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
- F01B7/02—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with oppositely reciprocating pistons
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- 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
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
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- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/14—Direct injection into combustion chamber
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the field is two-stroke cycle internal combustion engines.
- the field relates to ported, uniflow-scavenged, two-stroke cycle engines with exhaust gas recirculation.
- the field includes two-stroke cycle engines with one or more ported cylinders and uniflow scavenging in which an exhaust gas recirculation (EGR) construction provides a portion of the exhaust gasses produced by the engine in previous cycles for mixture with incoming charge air to control the production of NOx during combustion.
- EGR exhaust gas recirculation
- a two-stroke cycle engine is an internal combustion engine that completes a power cycle with a single complete rotation of a crankshaft and two strokes of a piston connected to the crankshaft.
- One example of a two-stroke cycle engine is an opposed-piston engine in which a pair of pistons is disposed in opposition in the bore of a cylinder for reciprocating movement in opposing directions.
- the cylinder has inlet and exhaust ports that are spaced longitudinally so as to be disposed near respective ends of the cylinder.
- the opposed pistons control the ports, opening respective ports as they move to their bottom center (BC) locations, and closing the ports as they move toward their top center (TC) locations.
- One of the ports provides passage of the products of combustion out of the bore, the other serves to admit charge air into the bore; these are respectively termed the “exhaust” and “intake” ports.
- a two-stroke cycle internal combustion engine 49 is embodied by an opposed-piston engine having at least one ported cylinder 50 .
- the engine may have one ported cylinder, two ported cylinders, three ported cylinders, or four or more ported cylinders.
- Each cylinder 50 has a bore 52 and exhaust and intake ports 54 and 56 formed or machined in respective ends thereof.
- the exhaust and intake ports 54 and 56 each include one or more circumferential arrays of openings in which adjacent openings are separated by a solid bridge. In some descriptions, each opening is referred to as a “port”; however, the construction of a circumferential array of such “ports” is no different than the port constructions shown in FIG. 1 .
- Exhaust and intake pistons 60 and 62 are slidably disposed in the bore 52 with their end surfaces 61 and 63 opposing one another.
- the exhaust pistons 60 are coupled to a crankshaft 71
- the intake pistons are coupled to the crankshaft 72 .
- a combustion chamber is defined in the bore 52 between the end surfaces 61 and 63 of the pistons. Fuel is injected directly into the combustion chamber through at least one fuel injector nozzle 100 positioned in an opening through the sidewall of a cylinder 50 .
- the engine 49 includes an air management system 51 that manages the transport of charge air provided to, and exhaust gas produced by, the engine 49 .
- a representative air management system construction includes a charge air subsystem and an exhaust subsystem.
- the charge air subsystem includes a charge air source that receives intake air and processes it into charge air, a charge air channel coupled to the charge air source through which charge air is transported to the at least one intake port of the engine, and at least one air cooler in the charge air channel that is coupled to receive and cool the charge air (or a mixture of gasses including charge air) before delivery to the intake port or ports of the engine.
- a cooler can comprise an air-to-liquid and/or an air-to-air device, or another cooling device.
- the exhaust subsystem includes an exhaust channel that transports exhaust products from exhaust ports of the engine to an exhaust pipe.
- the air management system 51 includes a turbocharger 120 with a turbine 121 and a compressor that rotate on a common shaft 123 .
- the turbine 121 is coupled to the exhaust subsystem and the compressor 122 is coupled to the charge air subsystem.
- the turbocharger 120 extracts energy from exhaust gas that exits the exhaust ports 54 and flows into the exhaust channel 124 directly from the exhaust ports 54 , or from an exhaust manifold 125 .
- the turbine 121 is rotated by exhaust gas passing through it. This rotates the compressor 122 , causing it to generate charge air by compressing intake air.
- the charge air subsystem includes a supercharger 110 ; in these instances, the charge air output by the compressor 122 flows through a charge air channel 126 to a cooler 127 , whence it is pumped by the supercharger 110 to the intake ports. Air compressed by the supercharger 110 can be output through a cooler 129 to an intake manifold 130 . The intake ports 56 receive charge air pumped by the supercharger 110 , through the intake manifold 130 .
- the intake manifold 130 is constituted of an intake plenum that communicates with the intake ports 56 of all cylinders 50 .
- the air management construction shown in FIG. 1 is equipped to reduce NOx emissions produced by combustion by recirculating exhaust gas through the ported cylinders of the engine.
- the recirculated exhaust gas is mixed with charge air to lower peak combustion temperatures, which lowers NOx emissions. This process is referred to as exhaust gas recirculation (“EGR”).
- EGR exhaust gas recirculation
- the EGR construction shown in FIG. 1 utilizes exhaust gasses transported via an EGR loop external to the cylinder into the incoming stream of fresh intake air in the charge air subsystem.
- the recirculated gas flows through a conduit 131 under the control of the valve 138 .
- EGR constructions for a uniflow-scavenged two-stroke cycle opposed-piston engines require a positive pressure differential from the intake manifold to the exhaust manifold in order to scavenge the cylinders during their port open periods.
- the pressure in the intake port of a cylinder must always be greater than in the exhaust port in order for exhaust gas to flow through the EGR channel into the charge air subsystem.
- a supercharger in the charge air channel provides this positive pressure.
- a turbo-charged opposed-piston engine may not include a supercharger. In such cases, there is a need to ensure positive flow of recirculated exhaust gasses for effective EGR operation.
- a solution to the problem is to equip an EGR loop of a turbo-driven opposed-piston engine with a pump in the EGR loop to boost the pressure of the recirculated exhaust products.
- EGR is provided by an EGR loop having an input coupled to an exhaust port of the cylinder and a loop output coupled to the charge air channel.
- a pump in the EGR loop generates a pressure differential between the exhaust port and the charge air channel that causes the exhaust gas to flow through the EGR loop to the charge air channel where it mixes with charge air.
- FIG. 1 is a conceptual schematic diagram of a two-stroke cycle engine of the opposed-piston type in which aspects of an air management system with EGR are illustrated.
- FIG. 2 is a conceptual schematic drawing illustrating a construction for EGR in a turbocharged two-stroke cycle opposed-piston engine without a supercharger.
- the EGR construction described in this specification is presented in an explanatory context that includes a uniflow-scavenging, two-stroke cycle engine of a type having at least one ported cylinder in which a pair of pistons is disposed with their end surfaces in opposition.
- a “ported” cylinder includes one or more of intake and exhaust ports formed or machined in a sidewall thereof.
- an opposed-piston engine having a construction similar to that of the engine seen in FIG. 1 is equipped with an EGR loop that channels exhaust gas from the exhaust subsystem into the charge air subsystem, but without the aid of a supercharger in the charge air subsystem.
- the EGR loop construction is a high pressure configuration.
- a high pressure EGR loop circulates exhaust gas obtained from the exhaust channel 124 through a loop input upstream (prior to the input) of the turbine 121 to a mixing point downstream (following the outlet) of the compressor 122 .
- the EGR valve 138 is operated to shunt a portion of the exhaust gas from the exhaust manifold 125 through the conduit 131 to be mixed with charge air output by the compressor 122 into the conduit 126 . If no exhaust/air mixing is required the EGR valve 138 is fully shut and charge air with no exhaust gas is delivered to the cylinders. As the EGR valve 138 is increasingly opened, an increasing amount of exhaust gas is mixed into the charge air. This loop subjects the exhaust gas to the cooling effects of the cooler 127 .
- a dedicated EGR cooler 129 can be incorporated into the conduit 131 in series with the valve 138 .
- the high-pressure EGR loop construction seen in FIG. 2 includes an EGR pump 200 in series with the EGR valve 138 .
- the outlet of the valve 138 is connected to the input of the EGR pump 200 whose purpose is to raise the pressure of recirculated exhaust gas from the level in the exhaust manifold 125 to the level in the intake manifold 130 .
- the pressure is applied by the pump 200 from a point in the conduit 131 , as opposed to the application of pressure in the charge air subsystem by a supercharger.
- the pump 200 is an electrically-controlled, variable-speed pump, but other pump types (hydraulically-controlled, for example) are possible.
- the turbocharger 120 is useful that the turbocharger 120 be assisted In order to ensure a continuous positive pressure differential across the manifolds 125 , 130 while the engine 49 is operating.
- the turbocharger 120 includes a power-assist system 210 , which can comprise, for example an electric motor/generator unit, that boosts turbocharger operation during start and low load conditions so as to add energy to the charge air flow when unassisted turbocharger operation is inadequate for it.
- Alternative turbo power-assist devices include hydraulic or pneumatic mechanisms.
- a turbocharger with a power-assist system is referred to as a “power-assisted turbocharger.”
- EGR control process for an EGR system that utilizes the construction illustrated in FIG. 2 is executed by an electronic control unit (ECU) 149 in response to specified engine operating conditions by automatically operating the valve 138 , the pump 200 , and the power assist system 210 .
- ECU electronice control unit
- operation of valves, throttles, and other associated elements that may be used for EGR and air management control can include any one or more of electrical, pneumatic, mechanical, and hydraulic actuating operations.
- valves, including the EGR valve 138 be high-speed, high-resolution, computer-controlled devices with a continuously-variable settings.
- an EGR control process automatically operates the EGR system described and illustrated herein based upon one or more parameters relating to recirculated exhaust gas and to a mixture of recirculated exhaust gas and charge air.
- Parameter values are determined by a combination of one or more of sensors, calculations, and table lookup so as to manage the values of individual parameters and one or more ratios of EGR and mixture parameters in one or more cylinders.
Abstract
A two-stroke cycle, turbo-driven, opposed-piston engine with one or more ported cylinders and uniflow scavenging has no supercharger. The engine includes a high pressure EGR loop and a pump in the EGR loop to boost the pressure of the recirculated exhaust products.
Description
- This application is a continuation-in-part of commonly-assigned U.S. patent application Ser. No. 13/068,679, filed May 16, 2011, which claims priority to U.S. provisional application for patent 61/395,845 filed May 18, 2010, and to U.S. provisional application for patent 61/401,598 filed Aug. 16, 2010.
- This application contains subject matter related to that of commonly-assigned PCT application US2013/026737, filed Feb. 19, 2013.
- The field is two-stroke cycle internal combustion engines. Particularly, the field relates to ported, uniflow-scavenged, two-stroke cycle engines with exhaust gas recirculation. More particularly, the field includes two-stroke cycle engines with one or more ported cylinders and uniflow scavenging in which an exhaust gas recirculation (EGR) construction provides a portion of the exhaust gasses produced by the engine in previous cycles for mixture with incoming charge air to control the production of NOx during combustion.
- A two-stroke cycle engine is an internal combustion engine that completes a power cycle with a single complete rotation of a crankshaft and two strokes of a piston connected to the crankshaft. One example of a two-stroke cycle engine is an opposed-piston engine in which a pair of pistons is disposed in opposition in the bore of a cylinder for reciprocating movement in opposing directions. The cylinder has inlet and exhaust ports that are spaced longitudinally so as to be disposed near respective ends of the cylinder. The opposed pistons control the ports, opening respective ports as they move to their bottom center (BC) locations, and closing the ports as they move toward their top center (TC) locations. One of the ports provides passage of the products of combustion out of the bore, the other serves to admit charge air into the bore; these are respectively termed the “exhaust” and “intake” ports.
- In
FIG. 1 , a two-stroke cycleinternal combustion engine 49 is embodied by an opposed-piston engine having at least one portedcylinder 50. For example, the engine may have one ported cylinder, two ported cylinders, three ported cylinders, or four or more ported cylinders. Eachcylinder 50 has abore 52 and exhaust andintake ports intake ports FIG. 1 . Exhaust andintake pistons 60 and 62 are slidably disposed in thebore 52 with theirend surfaces 61 and 63 opposing one another. The exhaust pistons 60 are coupled to acrankshaft 71, the intake pistons are coupled to thecrankshaft 72. - When the
pistons 60 and 62 of acylinder 50 are at or near their TC positions, a combustion chamber is defined in thebore 52 between theend surfaces 61 and 63 of the pistons. Fuel is injected directly into the combustion chamber through at least onefuel injector nozzle 100 positioned in an opening through the sidewall of acylinder 50. - With further reference to
FIG. 1 , theengine 49 includes anair management system 51 that manages the transport of charge air provided to, and exhaust gas produced by, theengine 49. A representative air management system construction includes a charge air subsystem and an exhaust subsystem. In theair management system 51, the charge air subsystem includes a charge air source that receives intake air and processes it into charge air, a charge air channel coupled to the charge air source through which charge air is transported to the at least one intake port of the engine, and at least one air cooler in the charge air channel that is coupled to receive and cool the charge air (or a mixture of gasses including charge air) before delivery to the intake port or ports of the engine. Such a cooler can comprise an air-to-liquid and/or an air-to-air device, or another cooling device. The exhaust subsystem includes an exhaust channel that transports exhaust products from exhaust ports of the engine to an exhaust pipe. - With reference to
FIG. 1 , theair management system 51 includes aturbocharger 120 with aturbine 121 and a compressor that rotate on acommon shaft 123. Theturbine 121 is coupled to the exhaust subsystem and thecompressor 122 is coupled to the charge air subsystem. Theturbocharger 120 extracts energy from exhaust gas that exits theexhaust ports 54 and flows into theexhaust channel 124 directly from theexhaust ports 54, or from anexhaust manifold 125. In this regard, theturbine 121 is rotated by exhaust gas passing through it. This rotates thecompressor 122, causing it to generate charge air by compressing intake air. In some instances, the charge air subsystem includes asupercharger 110; in these instances, the charge air output by thecompressor 122 flows through acharge air channel 126 to acooler 127, whence it is pumped by thesupercharger 110 to the intake ports. Air compressed by thesupercharger 110 can be output through acooler 129 to anintake manifold 130. Theintake ports 56 receive charge air pumped by thesupercharger 110, through theintake manifold 130. Preferably, but not necessarily, in multi-cylinder opposed-piston engines, theintake manifold 130 is constituted of an intake plenum that communicates with theintake ports 56 of allcylinders 50. - The air management construction shown in
FIG. 1 is equipped to reduce NOx emissions produced by combustion by recirculating exhaust gas through the ported cylinders of the engine. The recirculated exhaust gas is mixed with charge air to lower peak combustion temperatures, which lowers NOx emissions. This process is referred to as exhaust gas recirculation (“EGR”). The EGR construction shown inFIG. 1 utilizes exhaust gasses transported via an EGR loop external to the cylinder into the incoming stream of fresh intake air in the charge air subsystem. The recirculated gas flows through aconduit 131 under the control of thevalve 138. - EGR constructions for a uniflow-scavenged two-stroke cycle opposed-piston engines require a positive pressure differential from the intake manifold to the exhaust manifold in order to scavenge the cylinders during their port open periods. Thus, the pressure in the intake port of a cylinder must always be greater than in the exhaust port in order for exhaust gas to flow through the EGR channel into the charge air subsystem. In instances illustrated by
FIG. 1 , a supercharger in the charge air channel provides this positive pressure. However, there are other instances in which a turbo-charged opposed-piston engine may not include a supercharger. In such cases, there is a need to ensure positive flow of recirculated exhaust gasses for effective EGR operation. - A solution to the problem is to equip an EGR loop of a turbo-driven opposed-piston engine with a pump in the EGR loop to boost the pressure of the recirculated exhaust products.
- In one aspect, EGR is provided by an EGR loop having an input coupled to an exhaust port of the cylinder and a loop output coupled to the charge air channel. A pump in the EGR loop generates a pressure differential between the exhaust port and the charge air channel that causes the exhaust gas to flow through the EGR loop to the charge air channel where it mixes with charge air.
-
FIG. 1 is a conceptual schematic diagram of a two-stroke cycle engine of the opposed-piston type in which aspects of an air management system with EGR are illustrated. -
FIG. 2 is a conceptual schematic drawing illustrating a construction for EGR in a turbocharged two-stroke cycle opposed-piston engine without a supercharger. - The EGR construction described in this specification is presented in an explanatory context that includes a uniflow-scavenging, two-stroke cycle engine of a type having at least one ported cylinder in which a pair of pistons is disposed with their end surfaces in opposition. A “ported” cylinder includes one or more of intake and exhaust ports formed or machined in a sidewall thereof. This explanatory context is intended to provide a basis for understanding a specific EGR construction embodiment by way of an illustrative example.
- With reference to
FIG. 2 , an opposed-piston engine having a construction similar to that of the engine seen inFIG. 1 is equipped with an EGR loop that channels exhaust gas from the exhaust subsystem into the charge air subsystem, but without the aid of a supercharger in the charge air subsystem. Preferably, the EGR loop construction is a high pressure configuration. In this regard, a high pressure EGR loop circulates exhaust gas obtained from theexhaust channel 124 through a loop input upstream (prior to the input) of theturbine 121 to a mixing point downstream (following the outlet) of thecompressor 122. In this EGR loop theEGR valve 138 is operated to shunt a portion of the exhaust gas from theexhaust manifold 125 through theconduit 131 to be mixed with charge air output by thecompressor 122 into theconduit 126. If no exhaust/air mixing is required theEGR valve 138 is fully shut and charge air with no exhaust gas is delivered to the cylinders. As theEGR valve 138 is increasingly opened, an increasing amount of exhaust gas is mixed into the charge air. This loop subjects the exhaust gas to the cooling effects of thecooler 127. Adedicated EGR cooler 129 can be incorporated into theconduit 131 in series with thevalve 138. - EGR loop construction including a pump: The high-pressure EGR loop construction seen in
FIG. 2 includes anEGR pump 200 in series with theEGR valve 138. The outlet of thevalve 138 is connected to the input of theEGR pump 200 whose purpose is to raise the pressure of recirculated exhaust gas from the level in theexhaust manifold 125 to the level in theintake manifold 130. The pressure is applied by thepump 200 from a point in theconduit 131, as opposed to the application of pressure in the charge air subsystem by a supercharger. This pressure creates a pressure differential between the intake and exhaust manifolds that pumps a portion of exhaust gas from theexhaust manifold 125 to theconduit 126 where it is mixed with the charge air and recirculated therewith into theintake manifold 130. Preferably, thepump 200 is an electrically-controlled, variable-speed pump, but other pump types (hydraulically-controlled, for example) are possible. - Power-assisted turbocharger: It is useful that the
turbocharger 120 be assisted In order to ensure a continuous positive pressure differential across themanifolds engine 49 is operating. In this regard, theturbocharger 120 includes a power-assist system 210, which can comprise, for example an electric motor/generator unit, that boosts turbocharger operation during start and low load conditions so as to add energy to the charge air flow when unassisted turbocharger operation is inadequate for it. Alternative turbo power-assist devices include hydraulic or pneumatic mechanisms. A turbocharger with a power-assist system is referred to as a “power-assisted turbocharger.” - Control mechanization: An EGR control process for an EGR system that utilizes the construction illustrated in
FIG. 2 is executed by an electronic control unit (ECU) 149 in response to specified engine operating conditions by automatically operating thevalve 138, thepump 200, and thepower assist system 210. Of course, operation of valves, throttles, and other associated elements that may be used for EGR and air management control can include any one or more of electrical, pneumatic, mechanical, and hydraulic actuating operations. For fast, precise automatic operation, it is preferred that valves, including theEGR valve 138, be high-speed, high-resolution, computer-controlled devices with a continuously-variable settings. - Preferably an EGR control process automatically operates the EGR system described and illustrated herein based upon one or more parameters relating to recirculated exhaust gas and to a mixture of recirculated exhaust gas and charge air. Parameter values are determined by a combination of one or more of sensors, calculations, and table lookup so as to manage the values of individual parameters and one or more ratios of EGR and mixture parameters in one or more cylinders.
- An EGR construction for a two-stroke cycle engine without a supercharger has been described with reference to an opposed-piston engine having two crankshafts; however, it should be understood that various aspects of this EGR system can be applied to opposed-piston engines with one or more crankshafts. Moreover, various aspects of this EGR construction can be applied to opposed-piston engines with ported cylinders disposed in opposition, and/or on either side of one or more crankshafts. Accordingly, the protection afforded to this construction is limited only by the following claims.
Claims (10)
1. A uniflow-scavenged, two-stroke cycle engine including at least one cylinder with piston-controlled exhaust and intake ports and a charge air channel coupled to at least one intake port of the engine, in which the engine has no supercharger and comprises:
a high pressure exhaust gas recirculation (EGR) loop having a loop input coupled to an exhaust port of the cylinder and a loop output coupled to the charge air channel;
a pump in the EGR loop to pump exhaust gas through the EGR loop into the charge air channel; and,
a turbocharger with a charge air output coupled to the charge air channel, a turbine input coupled to the exhaust port, and a turbine output coupled to an exhaust output.
2. The uniflow-scavenged, two-stroke cycle engine of claim 1 , in which the charge air channel includes at least one cooler, wherein the loop output is coupled in series with the at least one cooler.
3. The uniflow-scavenged, two-stroke cycle engine of claim 2 , in which the EGR loop includes a variable valve between the loop input and the pump.
4. The uniflow-scavenged, two-stroke cycle engine of claim 3 , in which the pump is a variable capacity pump.
5. The uniflow-scavenged, two-stroke cycle engine of claim 1 , further including a turbocharger with a charge air output coupled to the charge air channel and a turbine input coupled to the exhaust port.
6. The uniflow-scavenged, two-stroke cycle engine of claim 5 , in which the turbocharger includes a power-assist system.
7. The uniflow-scavenged, two-stroke cycle engine of claim 1 , further including a power-assist system coupled to the turbocharger.
8. A uniflow-scavenged, opposed-piston engine including at least one cylinder with piston-controlled exhaust and intake ports, an exhaust channel coupled to at least one exhaust port of the engine, and a charge air channel coupled to at least one intake port of the engine, in which the engine has no supercharger and comprises:
a power-assisted turbocharger with a compressor output coupled to the charge air channel, a turbine input coupled to the exhaust channel, and a turbine output coupled to an exhaust output
an exhaust gas recirculation (EGR) loop having a loop input coupled to the exhaust channel upstream of the turbine input and a loop output coupled to the charge air channel downstream of the compressor output;
an electrically-driven pump in the EGR loop to pump exhaust gas through the EGR loop into the charge air channel;
an electrically-controlled variable valve in the EGR loop between the loop input and the pump; and,
a control unit connected to provide control signals for the power-assisted turbocharger, the pump, and the valve.
9. The uniflow-scavenged, opposed-piston engine of claim 8 , in which the EGR loop further includes an EGR cooler in series with the pump.
10. A method of operating a non-supercharged, uniflow-scavenged, opposed-piston engine with one or more cylinders, in which charge air is pressurized and then cooled in at least one cooler and provided to an intake port of each of the one or more cylinders, by pumping engine exhaust gas in a high pressure exhaust gas recirculation (EGR) loop to an input of the at least one air charge cooler.
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
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US13/782,802 US20130174548A1 (en) | 2011-05-16 | 2013-03-01 | EGR for a Two-Stroke Cycle Engine without a Supercharger |
PCT/US2014/019344 WO2014134417A1 (en) | 2013-03-01 | 2014-02-28 | Egr for a two-stroke cycle engine without a supercharger |
EP14723518.8A EP2981695B1 (en) | 2013-03-01 | 2014-02-28 | Egr for a two-stroke cycle engine without a supercharger |
CN201480010271.3A CN105026724B (en) | 2013-03-01 | 2014-02-28 | The EGR of two-stroke-cycle engine for not mechanical supercharger |
JP2015560344A JP6404839B2 (en) | 2013-03-01 | 2014-02-28 | EGR for 2-stroke cycle engine without supercharger |
US15/007,077 US9869258B2 (en) | 2011-05-16 | 2016-01-26 | EGR for a two-stroke cycle engine without a supercharger |
Applications Claiming Priority (2)
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US13/068,679 US8549854B2 (en) | 2010-05-18 | 2011-05-16 | EGR constructions for opposed-piston engines |
US13/782,802 US20130174548A1 (en) | 2011-05-16 | 2013-03-01 | EGR for a Two-Stroke Cycle Engine without a Supercharger |
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US13/068,679 Continuation-In-Part US8549854B2 (en) | 2010-05-18 | 2011-05-16 | EGR constructions for opposed-piston engines |
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US15/007,077 Active 2031-07-18 US9869258B2 (en) | 2011-05-16 | 2016-01-26 | EGR for a two-stroke cycle engine without a supercharger |
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EP (1) | EP2981695B1 (en) |
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Also Published As
Publication number | Publication date |
---|---|
CN105026724B (en) | 2018-11-13 |
US9869258B2 (en) | 2018-01-16 |
JP2016512292A (en) | 2016-04-25 |
CN105026724A (en) | 2015-11-04 |
EP2981695B1 (en) | 2019-02-13 |
US20160138499A1 (en) | 2016-05-19 |
JP6404839B2 (en) | 2018-10-17 |
EP2981695A1 (en) | 2016-02-10 |
WO2014134417A1 (en) | 2014-09-04 |
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