GB2474847A - Exhaust gas recirculation system comprising a turbocharger - Google Patents

Exhaust gas recirculation system comprising a turbocharger Download PDF

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Publication number
GB2474847A
GB2474847A GB0918811A GB0918811A GB2474847A GB 2474847 A GB2474847 A GB 2474847A GB 0918811 A GB0918811 A GB 0918811A GB 0918811 A GB0918811 A GB 0918811A GB 2474847 A GB2474847 A GB 2474847A
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GB
United Kingdom
Prior art keywords
gas
exhaust
egr
turbocharger
intake
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.)
Withdrawn
Application number
GB0918811A
Other versions
GB0918811D0 (en
Inventor
Daniel Sabathil
Per-Inge Larsson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GM Global Technology Operations LLC
Original Assignee
GM Global Technology Operations LLC
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 GM Global Technology Operations LLC filed Critical GM Global Technology Operations LLC
Priority to GB0918811A priority Critical patent/GB2474847A/en
Publication of GB0918811D0 publication Critical patent/GB0918811D0/en
Publication of GB2474847A publication Critical patent/GB2474847A/en
Withdrawn legal-status Critical Current

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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
    • 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
    • F02B29/0437—Liquid cooled heat exchangers
    • 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
    • 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
    • F02M25/0707—
    • F02M25/0713—
    • 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
    • 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
    • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
    • F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/28—Layout, e.g. schematics with liquid-cooled heat exchangers
    • 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
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • 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

Landscapes

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

Abstract

Exhaust gas recirculation system 10 comprising an internal combustion engine 12, a gas intake for the internal combustion engine comprising an intake pipe 16 and an intake manifold 18, a gas exhaust for the internal combustion engine comprising an exhaust manifold 20, an exhaust pipe 22, an EGR pipe 34 connected to the gas exhaust extending to the gas intake and a turbocharger 24 being connected to the gas intake and the gas exhaust The turbocharger comprises an electric device 46 being designed to be driven by the exhaust gas. Preferably the electric device may be driven by a shaft of the turbocharger and can work as a generator, store electric energy and work as an electric motor. There may be a bypass, comprising a wastegate, in the exhaust pipe able to bypass the turbocharger and the EGR pipe, where an EGR cooler and/or an EGR valve are connected to the EGR pipe. A turbocharger is also claimed.

Description

Exhaust gas recirculation system
Description
The invention relates to an exhaust gas recirculation system.
To reduce knocking and fuel enrichment at high loads as well as NO emission and fuel consumption, it is known to use an EGR (exhaust gas recirculation) system for an internal combustion engine, especially for a gasoline engine. An EGR system entails the recirculation of combustion gases from the gas exhaust into the gas intake of the engine and thus back into the internal combustion engine.
Generally, two different EGR systems are known. The first is a so called internal EGR. This is realized with respect to the valve timing being arranged so that there is some back-flow into the combustion chamber from the exhaust. The second known EGR system is the so called external EGR. In this case, EGR may be achieved by means of a pipe or system of pipes which connect the gas exhaust to the gas intake. Mostly, the external EGR comprises a control valve interposed in this connection to regulate EGR flow and a cooling for the recirculated gas is provided. In case the recirculated gas is fed into the intake downstream a turbo charger in the flow direction of the fresh gas, the EGR is a so called high pressure EGR.
In a high pressure CGR system, the amount of exhaust gas that can be recirculated is limited as dictated by the difference in pressure between the exhaust and the intake of the system. In order to allow the exhaust gas to flow into the gas intake, the pressure in the gas exhaust must be higher than the pressure in the gas intake. Due to this required pressure difference between gas exhaust and the gas intake, the high pressure EGR does not work properly at all engine speeds and loads but is dependent from the working mode or working performance respectively of the engine. High pressure EGR is thus only possible if the internal combustion engine produces a sufficiently high exhaust gas pressure.
This leads to problems especially if the engine runs in partial load, when EGR is desired at most. In this case, the exhaust gas pressure may be too low for EGR to It is known to increase the exhaust gas pressure by using a throttle. However, by using a throttle to enable high pressure EGR, the charge efficiency has to be decreased. Furthermore, the temperature of the combustion gas is increased leading to an increase in NO emission.
Thus, the use of a throttle is disadvantageous.
To overcome the disadvantages of high pressure EGR it is furthermore known to use a low pressure EGR system.
However, by using a low pressure EGR system, the recirculated exhaust gas has to be conducted through the compressor. This leads to the requirement of the compressor being designed in a larger scale and thus being more expensive and with decreased inertia properties. A further disadvantage of low pressure EGR is the condensation of hydrocarbons on engine components.
For example, the formation of soot in the charge air cooler and in the compressor may appear.
It is the object of the invention to provide an exhaust gas recirculation system which works properly and mostly independent from the load mode of the internal combustion engine.
The solution of the object is achieved by the features of claim 1. Preferred embodiments are given by the dependent claims.
The invention relates to an exhaust gas recirculation system, comprising: an internal combustion engine, especially a gasoline engine; a gas intake for the internal combustion engine comprising an intake pipe and an intake manifold; a gas exhaust for the internal combustion engine comprising an exhaust manifold and an exhaust pipe; an EGR pipe connected to the gas exhaust and extending to the gas intake guiding exhaust gas back into the internal combustion engine; and a turbocharger being connected to the gas intake and the gas exhaust, whereby the turbocharger comprises an electric device being designed to be driven by the exhaust gas.
The provision of a turbocharger with an electrical device which is driven by the exhaust gas increases the flow resistance of the exhaust gas thereby increasing the exhaust pressure. By providing an increased exhaust pressure, the electrical device counteracts the pressure drop between the exhaust gas and the intake gas thereby allowing the exhaust gas being recirculated in a much broader range of engine performance or working mode of the engine respectively. According to the above, it is preferable, if the electric device does only work, when it is required. In detail, if the exhaust gas pressure is too low, the electric device works thereby increasing the exhaust gas pressure leading to the EGR-system working properly. On the other hand, the electric device may not work if the exhaust gas pressure is high enough or if the EGR system is not required to work. In conclusion, the work status of the electric device (i. e. the status whether it works or not) may be dependent on the exhaust gas pressure.
In a preferred embodiment, the electric device is designed to be driven by a shaft of the turbocharger.
This is a particular easy and promising way to drive an electric device by the exhaust gas, because the exhaust gas exerts a rotational force on the shaft. By driving the electric device by the shaft, the rotational resistance of the shaft is increased leading to an increased flow resistance of the exhaust gas and an increased pressure of the exhaust gas.
In a further preferred embodiment, the electric device is designed to work as a generator. In this embodiment, the electric device may generate energy which may be used by electric consumers of the vehicle in an economic way.
Furthermore, in a preferred embodiment, a means is provided to store electric energy generated by the electric device. This can be used for electric consumers in the vehicle whenever it is needed. Therefore, the generator as such has to work less. It is furthermore possible to use the stored energy for an electric motor which drives the shaft. This is especially preferable if the electric device as such is designed to work as an electric motor as well. In this case, it is possible to support the compression of the turbocharger when it is mostly needed.
In a further preferred embodiment of the present invention, the exhaust pipe comprises a bypass with a first and a second junction, the first junction being located upstream the turbocharger and the EGR pipe and the second junction being located downstream the turbocharger and the EGR pipe. This allows the exhaust gas to flow through the turbocharger only when it is needed. In this case it is especially preferred if the bypass comprises a wastegate. This wastegate may be partially or completely closed and thus guides most or all of the exhaust gas through the turbocharger thereby increasing the exhaust gas pressure.
In a further preferred embodiment, an EGR cooler and/or an EGR valve are connected to the EGR pipe. By the EGR cooler, the exhaust gas may be cooled down before it is guided into the internal combustion engine. This decreases the combustion temperature leading to better combustion conditions and a decrease in NO formation.
With an EGR valve it is possible to take influence to the amount of exhaust gas being recirculated.
It is further preferred, that a charge air cooler and/or a flow gas controller are connected to the intake pipe. By the provision of a charge air cooler, the output of the internal combustion engine may be improved. A flow gas controller enables to take influence on the amount of fresh gas being conducted into the internal combustion engine.
The invention further relates to a turbocharger, comprising an impeller wheel and a compressor wheel which are connected by a shaft, whereby the impeller wheel is connected to the gas exhaust and the compressor wheel is connected to the gas intake, whereby an electric device is provided which is designed to be driven by the exhaust gas. A turbocharger according to the invention enables an electric device being driven in an economic way by a standard compression process.
In a preferred embodiment, the electric device is designed to be driven by the shaft. This is a particular easy and promising way to drive an electric device by the exhaust gas, because the exhaust gas exerts an rotational force on the shaft, the rotation being usable for driving the electric device.
In a further preferred embodiment, the electric device is designed to work as a generator. In this embodiment, the electric device may generate energy which may be used by electric consumers of the vehicle in an economic way.
In a further preferred embodiment, the electric device is designed to conduct its generated electric energy to a means for storing said energy. This can then be used for electric consumers in the vehicle whenever it is needed. Therefore, the generator as such has to work less. It is furthermore possible to use the stored energy for an electric motor which drives the shaft. This is especially preferable if the electrical device is designed to work as an electric motor as well. In this case, it is possible to support the compression of the turbocharger when it is mostly needed.
In a further preferred embodiment, the turbocharger is located in an EGR system. This enables a high pressure EGR system to work properly independent from the engine load.
These and other aspects of the invention will be apparent from and elucidated with reference to a preferred embodiment described hereinafter.
In the drawings: Fig. 1 is a schematic view of an EGR system according to the invention; Fig. 2 is an exploded view of a turbo charger according to the invention.
In figure 1, an exhaust gas recirculation system 10 according to the invention is shown.
The exhaust gas recirculation system 10 according to figure 1 comprises an internal combustion engine 12 which may be the internal combustion engine 12 of a vehicle, especially of a car, truck, bus and so on. This internal combustion engine 12 may be a gasoline engine or a diesel engine, but most preferably is a gasoline engine. To conduct fresh gas into the internal combustion engine 12, especially into a plurality of cylinders 14 of the internal combustion engine 12, the latter is connected to a gas intake. The gas intake comprises an intake pipe 16 and an intake manifold 18. Fresh gas is thus guided through the intake pipe 16 and the intake manifold 18 into the internal combustion engine 12.
In the internal combustion engine 12, the combustion process takes places whereby exhaust gas is formed. The exhaust gas is guided through a gas exhaust which comprises an exhaust manifold 20 and an exhaust pipe 22.
Thus, the exhaust gas is guided from the internal combustion engine 12 to the outside of the vehicle through the exhaust manifold 20 and the exhaust pipe 22.
The gas exhaust may comprise a bypass 30 with a wastegate 32, which is explained in more detail below.
According to the invention, a turbocharger 24 is provided, which is preferably connected to the intake pipe 16 and the exhaust pipe 22. Thus, the intake gas is guided to the internal combustion engine 12 under high pressure leading to an improved output of the internal combustion engine 12. The turbocharger 24 is described in more detail with respect to figure 2.
Downstream with respect to the turbocharger 24, there may be provided in the intake pipe 16 a charge air cooler 26. The charge air cooler 26 improves the volumetric efficiency of the internal combustion engine 12 by increasing intake gas charge density through nearly isobaric cooling. A decrease in gas intake temperature provides a denser intake charge to the engine and allows more air and fuel to be combusted per engine cycle, thereby increasing the output of the engine.
Furthermore, a flow gas controller 28 may be provided. This enables to take influence on the amount of fresh gas being conducted into the internal combustion engine 12.
Connected to the gas exhaust, the EGR system 10 according to the invention comprises an EGR pipe 34. The EGR pipe 34 is most preferably connected to the exhaust pipe 22 of the gas exhaust and extends to the gas intake, preferably to the intake manifold 18. Thus, the EGR pipe 34 conducts the exhaust gas from the internal combustion engine 12 back into the gas intake and deposits it back into the internal combustion engine 12. The exhaust gas and the fresh gas are therefore mixed and guided back together into the internal combustion engine 12. By connecting the EGR pipe 34 to the intake manifold 18, the exhaust gas is therefore mixed with the fresh gas downstream the turbo charger 24 in the flow direction of the fresh gas. The EGR system 10 is thus a high pressure EGR.
Connected to the EGR pipe 34, an EGR cooler 36 is provided. The EGR cooler 36 cools down the relatively hot exhaust gas in order to cool down the combustion temperature. This leads to less NO gases to be produced resulting in an enhanced emission behavior of the internal combustion engine 12. Furthermore, like stated above, a decrease in gas intake temperature provides a denser intake charge to the engine and allows more air and fuel to be combusted per engine cycle, thereby increasing the output of the internal combustion engine 12.
Downstream the EGR cooler, an EGR valve 38 is provided. This EGR valve 38 is used for determining the amount of exhaust gas being mixed with the fresh gas.
Therefore, the gas mixture which is injected into the cylinders 14 may be controlled by means of the EGR valve 38.
By means of the EGR system 10, especially when the internal combustion engine 12 runs in a mode of partial load, some of the exhaust gas is guided into the cylinders 14 of the internal combustion engine 12 of a vehicle. This leads to the advantages of reduced knocking and fuel enrichment at high loads as well as to reduced NO emission and fuel consumption.
As the EGR system 10 according to the invention is a high pressure EGR, its performance is highly dependent from of the pressure drop between the gas intake and the gas exhaust. Like described above, the pressure of the exhaust gas has to be higher than the pressure of the gas intake in order to enable the exhaust gas to flow into the gas intake. Thus, a high exhaust gas pressure has to be provided for the EGR system 10 to work properly.
To provide a sufficiently high exhaust pressure, the EGR system 10 according to the invention comprises the turbocharger 24 which is connected to the gas intake and the gas exhaust. Most preferably the turbocharger 24 is connected to the intake pipe 16 and the exhaust pipe 22.
According to figure 1, one turbocharger 24 is provided.
This is illustrated in figure 1 by the dotted line. The mode of operation of the turbocharger 24 according to the invention is described in more detail with respect to figure 2.
In figure 2, the turbocharger 24 according to the invention is schematically shown. The turbocharger 24 comprises an impeller wheel 40 and a compressor wheel 42 which are connected by a shaft 44. The impeller wheel 40 is connected to the gas exhaust, whereas the compressor wheel 42 is connected the gas intake. The exhaust gas passes the impeller wheel 40 thereby driving the same by exerting a rotational force to the latter. By rotating the impeller wheel 40, via the shaft 44, a rotational force is also exerted to the compressor wheel 42. By rotating, the compressor wheel 42 draws in ambient air and pumps it into the intake manifold 18 at increased pressure, resulting in a greater mass of air entering the cylinders 14 on each intake stroke. This leads to an increased output of the internal combustion engine 12.
The turbocharger 24 comprises an electrical device 46. This electrical device 46 may be designed to work as a generator. The electrical device 46 preferably is arranged such, that it is driven by a rotation of the shaft 44 thereby increasing the rotational resistance of the shaft 44. By increasing the rotational resistance of the shaft 44, the flow resistance of the exhaust gas increases. This leads to an increase of the pressure of the exhaust gas as well, thereby counteracting the pressure drop between the gas intake and the gas exhaust.
This enables the exhaust gas to be conducted in the high pressure atmosphere of the gas intake. Thus, by providing an electrical device 46 which is drivable by the turbocharger 24, the exhaust pressure is increased leading to the EGR system working properly and in a broad range of engine load and thus mostly independent of the load mode of the internal combustion engine 12.
This effect may further be increased, if the bypass comprises a first and a second junction, the first junction being located upstream the turbocharger 24 and the EGR pipe 34 and the second junction being located downstream the turbocharger 24 and the EGR pipe 34. If a wastegate 32 is provided in this bypass 30, the wastegate 32 may be closed or at least partially closed. Then, almost no exhaust gas may be guided through the exhaust pipe 22 to the outside, but is guided through the turbocharger 24, thereby increasing the pressure of the gas exhaust even more. In detail, to enable high pressure EGR in a broad range of engine load, the wastegate 32 has to be closed until the exhaust pressure is higher than the intake pressure.
According to the invention it is therefore possible for the EGR to work properly and mostly independent from the speed or load of the internal combustion engine 12.
There is always provided sufficient pressure in the gas exhaust to conduct the exhaust gas in the gas intake leading to the EGR system 10 working properly at all working modes of the internal combustion engine 12.
Apart from the said advantage of allowing the usage of the EGR in a much broader range of engine load or engine performance respectively, there is another positive effect of the electrical assisted turbocharger 24 according to the invention. By driving the electrical device 46 as a generator, electrical energy is generated.
This energy may be used for the electric consumers of the vehicle. The generator as such has to generate less energy and thus has to work less.
Therefore, it is preferable to provide means for storing the so generated energy. This leads to the advantage that the energy may be used whenever it is needed in an economic way.
Furthermore, it is preferable to use an electrical device 46, that not only works as a generator but also may work as an electric motor. This leads to the advantage, that the electric device 46 generates electric energy when the EGR-system works and the compressor of the turbocharger is not needed, but may also support the rotation of the shaft 44 and thus the compressor wheel of the turbocharger 24, if the EGR system 10 does not work but the compressor of the turbocharger is needed. This improves the output of the internal combustion engine 12 in a broad range of engine load.
It is furthermore preferable, if the electric device 46 only works, if required. Thus, the exhaust gas pressure may be increased by the electric device 46, if the pressure is too low. On the other hand, if the exhaust gas pressure is sufficiently high, the electric device 46 does not work and thus does not increase the exhaust gas pressure. This leads to an increased output of the internal combustion engine 12.
GB0918811A 2009-10-27 2009-10-27 Exhaust gas recirculation system comprising a turbocharger Withdrawn GB2474847A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB0918811A GB2474847A (en) 2009-10-27 2009-10-27 Exhaust gas recirculation system comprising a turbocharger

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB0918811A GB2474847A (en) 2009-10-27 2009-10-27 Exhaust gas recirculation system comprising a turbocharger

Publications (2)

Publication Number Publication Date
GB0918811D0 GB0918811D0 (en) 2009-12-09
GB2474847A true GB2474847A (en) 2011-05-04

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1592209A (en) * 1977-05-26 1981-07-01 Nissan Motor Waste gate control for supercharger turbines
US20020124565A1 (en) * 2001-03-08 2002-09-12 Hino Motors Ltd. EGR system
US20070220864A1 (en) * 2005-03-25 2007-09-27 Haugen David J Control methods for low emission internal combustion system
US20070283698A1 (en) * 2006-06-13 2007-12-13 Honeywell International, Inc. Exhaust gas recirculation mixer
JP2008045406A (en) * 2006-08-10 2008-02-28 Toyota Motor Corp Egr control device
WO2009081226A1 (en) * 2007-12-20 2009-07-02 Renault Trucks Internal combustion engine arrangement with egr drain system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1592209A (en) * 1977-05-26 1981-07-01 Nissan Motor Waste gate control for supercharger turbines
US20020124565A1 (en) * 2001-03-08 2002-09-12 Hino Motors Ltd. EGR system
US20070220864A1 (en) * 2005-03-25 2007-09-27 Haugen David J Control methods for low emission internal combustion system
US20070283698A1 (en) * 2006-06-13 2007-12-13 Honeywell International, Inc. Exhaust gas recirculation mixer
JP2008045406A (en) * 2006-08-10 2008-02-28 Toyota Motor Corp Egr control device
WO2009081226A1 (en) * 2007-12-20 2009-07-02 Renault Trucks Internal combustion engine arrangement with egr drain system

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Publication number Publication date
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