WO2015186263A1 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

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Publication number
WO2015186263A1
WO2015186263A1 PCT/JP2014/066359 JP2014066359W WO2015186263A1 WO 2015186263 A1 WO2015186263 A1 WO 2015186263A1 JP 2014066359 W JP2014066359 W JP 2014066359W WO 2015186263 A1 WO2015186263 A1 WO 2015186263A1
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WO
WIPO (PCT)
Prior art keywords
exhaust
passage
exhaust gas
compressors
intake
Prior art date
Application number
PCT/JP2014/066359
Other languages
English (en)
Japanese (ja)
Inventor
松田　健
Original Assignee
日産自動車株式会社
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Publication of WO2015186263A1 publication Critical patent/WO2015186263A1/fr

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Classifications

    • 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
    • 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
    • F02B37/007—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in parallel, e.g. at least one pump supplying alternatively
    • 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
    • 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 present invention relates to an improvement of an internal combustion engine that performs supercharging of intake air using a compressor and exhaust gas recirculation for recirculating a part of exhaust gas to the intake air.
  • a supercharger such as a turbocharger or a supercharger in order to increase output or improve fuel efficiency.
  • the supercharger includes a compressor, and the intake air in the intake pipe is compressed by the compressor and supplied to the combustion chamber of the internal combustion engine.
  • exhaust gas recirculation that suppresses an excessive increase in the combustion temperature of fuel by recirculating a part of the exhaust gas to the supply air to the combustion chamber for exhaust gas purification.
  • JP2011-089524A issued by the Japan Patent Office in 2011 proposes to increase the supercharging efficiency by providing two compressors in parallel.
  • the exhaust immediately after flowing into the intake pipe from the exhaust recirculation pipe does not immediately mix with the intake air (fresh air) in the intake pipe, and the concentration of the exhaust gas of the fresh air and the exhaust gas mixed to be supplied to the plurality of compressors are not necessarily uniform.
  • the temperature of the compressor that sucks the mixed gas with a high exhaust concentration rises greatly, while the temperature rise of the compressor that sucks the mixed gas with a low exhaust concentration is suppressed to a small level.
  • the exhaust gas recirculation amount must be determined so that the compressor having the largest temperature rise is not damaged, and as a result, sufficient exhaust gas recirculation may not be performed.
  • an object of the present invention is to equalize the temperature rise of the compressor due to the reflux exhaust in the internal combustion engine including a plurality of supercharging compressors and the exhaust gas recirculation device.
  • an internal combustion engine includes a plurality of compressors that supercharge a mixed gas in an intake passage, and a part of exhaust gas flows into fresh air upstream of the plurality of compressors. And an exhaust gas recirculation passage for generating a mixed gas in the intake passage.
  • the exhaust gas recirculation passage includes exhaust gas recirculation branch passages that branch into the same number or more as the plurality of compressors.
  • the exhaust gas recirculation branch passage is individually connected to an intake passage upstream of the plurality of compressors.
  • FIG. 1 is a schematic configuration diagram of an internal combustion engine according to a first embodiment of the present invention.
  • FIG. 2 is a schematic configuration diagram of an internal combustion engine according to a second embodiment of the present invention.
  • FIG. 3 is a diagram comparing the exhaust gas recirculation (EGR) rates of the internal combustion engine according to the first embodiment of the present invention and the internal combustion engine not according to the present invention.
  • EGR exhaust gas recirculation
  • the multi-cylinder internal combustion engine 1 mixes the intake air sucked from the intake passage 2 with fuel and burns it, and generates rotational force by the combustion energy. Combustion gas generated as a result of combustion is discharged via the exhaust flow 3.
  • a compressor unit 5 ⁇ / b> A of the turbocharger 5 is provided midway in the intake passage 2.
  • the compressor unit 5A includes two compressors 51 and 52 that rotate integrally.
  • the intake passage 2 branches into two intake branch passages 2A and 2B upstream of the compressor unit 5A, the intake branch passage 2A is connected to one compressor 51, and the intake branch passage 2B is connected to the other compressor 52.
  • the intake air individually pressurized in the compressors 51 and 52 is discharged into a common intake passage 2 downstream of the compressor unit 5A, and is cooled by an intercooler 6 provided in the middle of the intake passage 2 downstream of the compressor unit 5A. Further, the flow rate is adjusted by the throttle 7 and then supplied to each combustion chamber of the internal combustion engine 1 via the collector 8 and the intake manifold 9.
  • the intake air supplied to the combustion chamber is mixed with the fuel injected from the fuel injector to generate bite air.
  • the internal combustion engine 1 burns the air-fuel mixture by ignition of the spark plug and rotates by combustion energy.
  • the exhaust of the air-fuel mixture combusted in the combustion chamber is discharged through the exhaust passage 3.
  • a turbine 5 ⁇ / b> B of the turbocharger 5 is provided in the exhaust passage 3.
  • the turbine 5B is rotated by the exhaust flow and rotationally drives the compressors 51 and 52 through a common rotating shaft.
  • Exhaust gas that has rotated the turbine 5B is purified by the exhaust gas purification catalyst 10, and then discharged to the atmosphere through the muffler 11.
  • the exhaust gas recirculation passage 12 for recirculating a part of the exhaust gas to the intake air is connected to the exhaust passage 3 between the exhaust purification catalyst 10 and the muffler 11.
  • the exhaust gas recirculation passage 12 is provided with an exhaust cooler 13 and an exhaust gas recirculation valve 14 in series.
  • the exhaust gas recirculation passage 12 branches downstream of the exhaust gas recirculation valve 14 into two exhaust gas recirculation branch passages 12A and 12B, the same number as the compressors 51 and 52.
  • the exhaust recirculation branch passage 12A is connected in the middle of the intake branch passage 2A.
  • the exhaust gas recirculation branch passage 12B is connected to the intake branch passage 2B.
  • the cross-sectional areas of the intake branch passages 2A and 2B are equal, the cross-sectional areas of the exhaust recirculation branch passages 12A and 12B are also set equal. If the cross-sectional areas of the intake branch passages 2A and 2B are different, the cross-sectional areas of the exhaust recirculation branch passages 12A and 12B are set so that the cross-sectional area ratio is equal to the cross-sectional area ratio of the intake branch passages 2A and 2B.
  • (the cross-sectional area of 12A / the cross-sectional area of 12B) (the cross-sectional area of 2A / 2 cross-sectional area).
  • the setting of the cross-sectional area ratio may be performed over the entire length of the exhaust recirculation branch passages 12A and 12B, or in the vicinity of the connection position (exit) to the intake branch passages 2A and 2B, for example, a simple orifice or the like.
  • a device may be provided near the exit.
  • the turbine 5B rotated by the exhaust gas rotates, and the compressors 51 and 52 rotate.
  • the intake air branches from the intake passage 2 into the intake branch passages 2A and 2B.
  • the intake air in the intake branch passage 2A is pressurized by the compressor 51
  • the intake air in the intake branch passage 2B is pressurized by the compressor 52
  • Combustion gas burned in each combustion chamber of the internal combustion engine 1 passes through the exhaust passage 3 and rotationally drives the turbine 5B. Thereafter, harmful components are purified by the exhaust purification catalyst 10 by reduction or oxidation. The purified exhaust gas is discharged into the atmosphere through the muffler 11.
  • a part of the exhaust gas flows into the exhaust gas recirculation passage 12 between the exhaust purification catalyst 10 and the muffler 11.
  • the exhaust gas flowing into the exhaust gas recirculation passage 12 is lowered in temperature by the exhaust air cooler 13, and the flow rate is adjusted by the exhaust gas recirculation valve 14.
  • the exhaust gas in the exhaust gas recirculation passage 12 is branched to the exhaust gas recirculation branch passages 12A and 12B downstream of the exhaust gas recirculation valve 14.
  • the exhaust gas flowing into the exhaust gas recirculation branch passage 12A flows into the intake air branch passage 2A.
  • the exhaust gas flowing into the exhaust gas recirculation branch passage 12B flows into the intake air branch passage 2A.
  • a mixed gas in which fresh air sucked through the air filter 4 and exhaust gas flowing from the exhaust gas recirculation branch passage 12A are mixed is generated inside the intake branch passage 2A.
  • a mixed gas is generated in which fresh air sucked through the air filter 4 and exhaust gas flowing in from the exhaust recirculation branch passage 12B are mixed.
  • the intake branch passages 2A and 2B By setting the cross-sectional area and connection condition of the intake branch passage 2A and the exhaust recirculation branch path 12A and the cross-sectional area and connection condition of the intake branch passage 2B and the exhaust recirculation branch path 12B to be equal, the intake branch passages 2A and 2B It is possible to make the exhaust gas concentrations of the mixed gas produced equal to each other. As a result, the temperature of the mixed gas pressurized by the compressors 51 and 52 becomes equal. Therefore, the temperature rises of the compressors 51 and 52 are also equal.
  • the temperatures of the two compressors 51 and 52 are kept equal during operation, so that the temperature of a specific compressor greatly exceeds the temperature of other compressors, causing deterioration or damage due to heat. There is no problem of receiving. Therefore, it is not necessary to set the exhaust gas recirculation amount based on a compressor that easily rises in temperature, and as a result, the exhaust amount mixed into the fresh air can be increased.
  • the connection position to the intake passage is provided sufficiently upstream from the branch point of the intake branch passage and the distance for mixing is increased. Since it had to be secured, the transient response of exhaust gas recirculation tended to deteriorate.
  • the exhaust gas recirculation branch passages 12A, 12B can be connected to the intake branch passages 2A, 2B close to the compressors 51, 52 while equalizing the exhaust gas concentration of the mixed gas, and a good transient response can be obtained. Can do.
  • the exhaust gas recirculation (EGR) rate in consideration of the heat resistant temperature of the compressors 51 and 52 in the internal combustion engine 1 can be greatly increased as compared with the internal combustion engine not according to the present invention.
  • the internal combustion engine not according to the present invention refers to an internal combustion engine that includes a plurality of compressors, but directly connects an exhaust pipe flow passage to an intake passage upstream of the intake branch passage without an exhaust recirculation branch passage.
  • the exhaust gas concentration of the mixed gas flowing into the compressor is biased.
  • a compressor that compresses a mixed gas having a high exhaust concentration greatly increases the temperature compared to the other compressor, and even if the overall EGR rate, that is, the EGR rate at the combustion chamber level is low, the heat resistant temperature can be easily set. Will be reached.
  • the overall EGR rate must be kept low, and it may be difficult to perform exhaust gas recirculation necessary for preventing deterioration of the exhaust composition.
  • the EGR rate can be relatively increased. Therefore, there is little restriction on the EGR rate, and sufficient exhaust gas recirculation can be performed without causing thermal deterioration or damage of the compressors 51 and 52.
  • FIG. A second embodiment of the present invention will be described with reference to FIG.
  • the internal combustion engine 1 connects the exhaust recirculation branch passages 12A and 12B to the intake passage 2 immediately upstream of the intake branch passages 2A and 2B from different directions.
  • the different direction is, for example, 180 degrees, but is not limited to this.
  • the point is that the direction of the intake passage 2 is such that mixing of fresh air and exhaust is promoted.
  • mixing of fresh air flowing into the intake passage 2 and the exhaust gas flowing in is promoted by the energy of the flow of the exhaust gas flowing into the intake passage 2 from different directions by the exhaust recirculation branch passages 12A and 12B. That is, the exhaust gas concentration of the mixed gas in the intake passage 2 is made uniform prior to the diversion of the mixed gas to the intake branch passages 2A and 2B. As a result, an effect of equalizing the exhaust gas concentrations of the mixed gas supplied from the intake branch passage 2A to the compressor 51 and the mixed gas supplied from the intake branch passage 2B to the compressor 52 is obtained.
  • this embodiment it is possible to prevent the temperature of a specific compressor from significantly increasing as compared with other compressors. Therefore, it is not necessary to set the exhaust gas recirculation amount with reference to a compressor whose temperature is likely to rise, and as a result, the exhaust amount mixed into the fresh air can be increased as in the first embodiment.
  • the present invention makes it possible to perform sufficient exhaust gas recirculation in an internal combustion engine including a plurality of supercharged compressors. Therefore, by applying it to an internal combustion engine for a vehicle, it is possible to achieve both supercharging performance and exhaust purification performance of the internal combustion engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Supercharger (AREA)

Abstract

La présente invention concerne un moteur à combustion interne pourvu d'une pluralité de compresseurs qui surcompressent un gaz mélangé dans un passage d'air d'admission, et d'un passage de reflux d'échappement qui provoque l'ajout d'une partie de l'échappement à du nouvel air d'un côté amont de la pluralité de compresseurs pour produire le gaz mélangé dans le passage d'air d'admission. Le passage de reflux d'échappement est pourvu de passages ramifiés de reflux d'échappement, dont le nombre est supérieur ou égal à la pluralité de compresseurs. Les passages ramifiés de reflux d'échappement sont raccordés individuellement au passage d'air d'admission en amont de la pluralité de compresseurs, ce qui encourage le mélange de l'échappement et du nouvel air. De cette façon, la concentration en gaz d'échappement dans le gaz mélangé fourni à la pluralité de compresseurs est rendue uniforme, ce qui rend uniformes les augmentations de température de compresseur, et un taux de reflux de gaz d'échappement du moteur à combustion interne peut être augmenté.
PCT/JP2014/066359 2014-06-04 2014-06-19 Moteur à combustion interne WO2015186263A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JPPCT/JP2014/064867 2014-06-04
JP2014064867 2014-06-04

Publications (1)

Publication Number Publication Date
WO2015186263A1 true WO2015186263A1 (fr) 2015-12-10

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003129874A (ja) * 2001-10-23 2003-05-08 Fuji Heavy Ind Ltd 過給機付筒内噴射エンジンの排気還流装置
JP2005291090A (ja) * 2004-03-31 2005-10-20 Toyota Industries Corp 内燃機関における排気ガス浄化装置
JP2009250048A (ja) * 2008-04-02 2009-10-29 Toyota Motor Corp 過給制御装置及び過給制御方法
JP2012127205A (ja) * 2010-12-13 2012-07-05 Mitsubishi Heavy Ind Ltd 排ガス再循環システム

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003129874A (ja) * 2001-10-23 2003-05-08 Fuji Heavy Ind Ltd 過給機付筒内噴射エンジンの排気還流装置
JP2005291090A (ja) * 2004-03-31 2005-10-20 Toyota Industries Corp 内燃機関における排気ガス浄化装置
JP2009250048A (ja) * 2008-04-02 2009-10-29 Toyota Motor Corp 過給制御装置及び過給制御方法
JP2012127205A (ja) * 2010-12-13 2012-07-05 Mitsubishi Heavy Ind Ltd 排ガス再循環システム

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