JP2002174110A - Diesel engine - Google Patents
Diesel engineInfo
- Publication number
- JP2002174110A JP2002174110A JP2000369181A JP2000369181A JP2002174110A JP 2002174110 A JP2002174110 A JP 2002174110A JP 2000369181 A JP2000369181 A JP 2000369181A JP 2000369181 A JP2000369181 A JP 2000369181A JP 2002174110 A JP2002174110 A JP 2002174110A
- Authority
- JP
- Japan
- Prior art keywords
- passage
- dpf
- turbine
- exhaust gas
- egr
- 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
- F02M26/13—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
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
- F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
-
- 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
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Processes For Solid Components From Exhaust (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は排気ガスの流路にデ
ィーゼルパティキュレートフィルタ（ＤＰＦ）を設置し
て、排気ガス中の煤を捕集して大気中への放出を抑制で
きるようにしてあるディーゼルエンジンにおいて、排気
ガス再循環率を変化させないようにするディーゼルエン
ジンに関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention provides a diesel particulate filter (DPF) in a flow path of exhaust gas so that soot in the exhaust gas can be collected and released into the atmosphere. The present invention relates to a diesel engine that does not change an exhaust gas recirculation rate.
【０００２】[0002]
【従来の技術】一般に、バスやトラック等に用いられる
大型のディーゼルエンジンには過給機（ターボチャージ
ャ）が装備されている。この種過給機を装備したディー
ゼルエンジンは、図２にその一例の概略を示す如く、タ
ービン２と圧縮機３とをタービン軸２ａで連結してなる
過給機１を、ディーゼルエンジン４のインテークマニホ
ールド５及び排気マニホールド６に、それぞれ給気通路
となる圧縮機出口通路７及び排気ガス通路となるタービ
ン入口通路８を介して接続し、且つ圧縮機３の入口側
に、図示しないエアクリーナを備えた圧縮機入口通路１
０を接続し、又、タービン２の出口側に、サイレンサ１
２を備えたタービン出口通路１１を接続した構成とし
て、ディーゼルエンジン４からの排気ガス１３を、ター
ビン入口通路８を通してタービン２に送り、該排気ガス
１３によるタービン２の駆動により圧縮機３を作動させ
て、圧縮機入口通路１０より空気９を吸入（吸気）して
圧縮し、圧縮空気９ａを圧縮機出口通路７を通してディ
ーゼルエンジン４に給気するようにしてある。なお、タ
ービン２で仕事をして排出された排気ガス１３は、ター
ビン出口通路１１を通りサイレンサ１２を経て大気中に
放出させるようにしてある。2. Description of the Related Art Generally, a large-sized diesel engine used for a bus or a truck is equipped with a supercharger (turbocharger). As shown schematically in FIG. 2, a diesel engine equipped with this type of turbocharger includes a turbocharger 1 having a turbine 2 and a compressor 3 connected by a turbine shaft 2a. An air cleaner (not shown) was connected to the manifold 5 and the exhaust manifold 6 via a compressor outlet passage 7 serving as a supply passage and a turbine inlet passage 8 serving as an exhaust gas passage, respectively, and on the inlet side of the compressor 3. Compressor inlet passage 1
0, and the silencer 1
The exhaust gas 13 from the diesel engine 4 is sent to the turbine 2 through the turbine inlet passage 8, and the compressor 3 is operated by driving the turbine 2 by the exhaust gas 13. Then, the air 9 is sucked (intake) from the compressor inlet passage 10 and compressed, and the compressed air 9a is supplied to the diesel engine 4 through the compressor outlet passage 7. Exhaust gas 13 discharged from the work of the turbine 2 passes through the turbine outlet passage 11 and is discharged into the atmosphere through the silencer 12.
【０００３】上記ディーゼルエンジンでは、排気ガス中
の低ＮＯＸ化対策が重要な課題となっている。そのた
め、上記タービン入口通路８と圧縮機出口通路７との間
に、ＥＧＲ（排気ガス再循環）通路１４を設け、且つ該
ＥＧＲ通路１４にＥＧＲバルブ１５を備えた構成とし
て、上記ＥＧＲバルブ１５の開度を、たとえば、１０％
の開度とすることにより、タービン入口通路８を通る排
気ガス１３の一部を、給気側との圧力差に基いてＥＧＲ
通路１４より圧縮機出口通路７に送り、該圧縮機出口通
路７を通る圧縮空気９ａに混入させてディーゼルエンジ
ン４に循環供給できるようにし、これにより燃焼混合気
中の不活性ガスの割合を増加させて、酸素濃度を低下さ
せると共に燃焼温度を下げて、ＮＯＸの発生を抑えるこ
とができるようにしてある。[0003] In the diesel engine, low-NO X reduction measures in the exhaust gas has become an important issue. Therefore, an EGR (exhaust gas recirculation) passage 14 is provided between the turbine inlet passage 8 and the compressor outlet passage 7, and the EGR passage 15 is provided with an EGR valve 15. Opening, for example, 10%
Of the exhaust gas 13 passing through the turbine inlet passage 8, the EGR is performed based on the pressure difference between the exhaust gas 13 and the air supply side.
It is sent from the passage 14 to the compressor outlet passage 7 and mixed with the compressed air 9a passing through the compressor outlet passage 7 so that it can be circulated and supplied to the diesel engine 4, thereby increasing the ratio of inert gas in the combustion mixture. by, lowering the combustion temperature with lowering the oxygen concentration, it is to be able to suppress the generation of NO X.
【０００４】一方、ディーゼルエンジンの場合、排気ガ
ス中に含まれる粒子状物質は環境基準の対象となってい
る。そのため、近年では、排気ガス規制の一環として、
ディーゼルエンジンより排出される排気ガス中に含まれ
ている煤の大気中への放出を抑制することが望まれるよ
うになってきている。このため、従来では、上記過給機
１のタービン２出口側に接続されているタービン出口通
路１１の途中に、ディーゼルパティキュレートフィルタ
（以下、ＤＰＦと記す）１６を設置し、タービン２から
排出された排気ガス１３を大気中へ放出する前にＤＰＦ
１６に通して、排気ガス１３中に含まれる煤を捕集する
ことにより、煤が大気中に放出されることを抑制できる
ようにしてある。On the other hand, in the case of diesel engines, particulate matter contained in exhaust gas is subject to environmental standards. Therefore, in recent years, as part of exhaust gas regulations,
It has been desired to suppress the release of soot contained in exhaust gas discharged from a diesel engine into the atmosphere. For this reason, conventionally, a diesel particulate filter (hereinafter, referred to as DPF) 16 is provided in the middle of the turbine outlet passage 11 connected to the turbine 2 outlet side of the supercharger 1, and discharged from the turbine 2. DPF before releasing exhaust gas 13 into the atmosphere
By collecting the soot contained in the exhaust gas 13 through the exhaust gas 16, the soot can be prevented from being released into the atmosphere.
【０００５】なお、１７は圧縮空気９ａを冷却するため
に必要に応じて設けるインタークーラ、１８は再循環さ
せる排気ガス１３を冷却するために必要に応じて設けら
れるＥＧＲクーラをそれぞれ示す。Reference numeral 17 denotes an intercooler provided as needed to cool the compressed air 9a, and reference numeral 18 denotes an EGR cooler provided as needed to cool the recirculated exhaust gas 13.
【０００６】[0006]
【発明が解決しようとする課題】ところが、ディーゼル
エンジン４の運転においては、運転時間の増加に伴って
ＤＰＦ１６には煤が蓄積されるようになるが、この際、
上記従来のディーゼルエンジンでは、ＤＰＦ１６をター
ビン２の下流側に設けているため、煤の蓄積によりＤＰ
Ｆ１６における圧力損失が変化した場合、タービン２の
出口側圧力が変化するため、圧縮機出口通路７に接続し
たＥＧＲ通路１４の接続部と、タービン入口通路８に接
続したＥＧＲ通路１４の接続部における圧力バランスが
変化する。このためＥＧＲバルブ１５の開度を、１０％
の開度で一定に保持したとしても、給気側と排気側の圧
力バランスで決定される排気ガス１３の再循環量、すな
わち、ＥＧＲ率が次第に変化するため、燃焼混合気の組
成が変化してしまい、ディーゼルエンジン４の運転制御
が困難になるという問題があり、又、ＥＧＲ率を一定に
保つためには、ＤＰＦ１６の煤の蓄積状況の変化に応じ
て、その都度ＥＧＲバルブ１５を操作して開度を調整し
直さなければならないという問題が生じる。However, in the operation of the diesel engine 4, soot accumulates in the DPF 16 as the operation time increases.
In the above-mentioned conventional diesel engine, the DPF 16 is provided on the downstream side of the turbine 2, so that the DPF 16
When the pressure loss at F16 changes, the outlet pressure of the turbine 2 changes, so that the connection between the EGR passage 14 connected to the compressor outlet passage 7 and the connection between the EGR passage 14 connected to the turbine inlet passage 8 is made. The pressure balance changes. Therefore, the opening of the EGR valve 15 is set to 10%
Even if the opening degree is kept constant, the recirculation amount of the exhaust gas 13 determined by the pressure balance between the supply side and the exhaust side, that is, the EGR rate gradually changes, so that the composition of the combustion mixture changes. Therefore, there is a problem that the operation control of the diesel engine 4 becomes difficult, and in order to keep the EGR rate constant, the EGR valve 15 is operated each time according to a change in the accumulation state of soot in the DPF 16. The opening must be adjusted again.
【０００７】因みに、上記問題を解決する手段として、
図３に示す如く、ＤＰＦ１６よりも下流側位置における
タービン出口側通路１１と、圧縮機入口通路１０との間
に、ＥＧＲバルブ１５を備えたＥＧＲ通路１４を設け
て、低圧の排気ガス１３の一部をＥＧＲ通路１４により
圧縮機入口通路１０に導入して該圧縮機入口通路１０を
通る空気９に混入させることにより、ディーゼルエンジ
ン４に循環供給させるようにすることが提案されている
が、この場合は、圧縮機３に排気ガス１３が通ることに
なるため、該排気ガス１３中に含まれる腐食性ガスによ
り圧縮機１３が腐食する虞があって、実際に採用するの
は困難であり、又、低圧の排気ガス１３を再循環させる
ためには、ＥＧＲ通路１４の径を大きくしなければなら
ないという問題もある。[0007] Incidentally, as means for solving the above problems,
As shown in FIG. 3, an EGR passage 14 having an EGR valve 15 is provided between the turbine outlet passage 11 at a position downstream of the DPF 16 and the compressor inlet passage 10, and one of the low-pressure exhaust gas 13 is provided. It has been proposed that the section be introduced into the compressor inlet passage 10 through the EGR passage 14 and mixed with the air 9 passing through the compressor inlet passage 10 so as to circulate the diesel engine 4. In this case, since the exhaust gas 13 passes through the compressor 3, the compressor 13 may be corroded by corrosive gas contained in the exhaust gas 13, and it is difficult to actually use the compressor 13. There is also a problem that the diameter of the EGR passage 14 must be increased in order to recirculate the low-pressure exhaust gas 13.
【０００８】そこで、本発明は、ディーゼルエンジンの
運転時にＤＰＦに煤が蓄積し、その蓄積状況が変化した
場合にもＥＧＲ率をほぼ一定に保つことができて、制御
性を向上させることができるディーゼルエンジンを提供
しようとするものである。Therefore, the present invention can maintain the EGR rate substantially constant even when soot is accumulated in the DPF during operation of the diesel engine and the accumulation state changes, thereby improving controllability. It is intended to provide a diesel engine.
【０００９】[0009]
【課題を解決するための手段】本発明は、上記課題を解
決するために、圧縮機とタービンとからなる過給機を備
え、該過給機の圧縮機で吸気を圧縮して給気すると共
に、排気ガスを過給機のタービンに導いて該タービンを
駆動させ、且つ排気通路となるタービン入口通路と給気
通路となる圧縮機出口通路との間に、ＥＧＲバルブを備
えたＥＧＲ通路を接続して排気ガス再循環できるように
してあるディーゼルエンジンにおいて、上記タービン入
口通路におけるＥＧＲ通路の接続部よりも上流側位置に
ＤＰＦを設置してなる構成とする。SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention comprises a supercharger comprising a compressor and a turbine, and the compressor of the supercharger compresses intake air to supply air. At the same time, an EGR passage provided with an EGR valve is provided between a turbine inlet passage serving as an exhaust passage and a compressor outlet passage serving as an air supply passage by guiding exhaust gas to a turbine of a supercharger to drive the turbine. In a diesel engine connected to enable exhaust gas recirculation, a DPF is provided at a position upstream of a connection portion of the EGR passage in the turbine inlet passage.
【００１０】ディーゼルエンジンの通常運転時では、排
気ガスはタービン入口通路を通してＤＰＦに導かれ、該
ＤＰＦにて煤が捕集、除去される。煤が捕集、除去され
た排気ガスは、タービンに送られると同時に一部の排気
ガスが、ＥＧＲ通路を通し圧縮機出口通路に送られて給
気に混入されるので、ディーゼルエンジンにおける燃焼
混合気中の不活性ガスの割合が増加し、これにより、Ｎ
ＯＸの発生が抑制される。During normal operation of a diesel engine, exhaust gas is guided to a DPF through a turbine inlet passage, and soot is collected and removed by the DPF. The exhaust gas from which soot has been collected and removed is sent to the turbine, and at the same time, part of the exhaust gas is sent to the compressor outlet passage through the EGR passage and mixed with the supply air. The proportion of inert gas in the air is increased,
Generation of O X is suppressed.
【００１１】ディーゼルエンジンの運転時間の増加に伴
い、ＤＰＦに煤が蓄積すると、該ＤＰＦにおける圧力損
失は変化するが、この際、ＤＰＦの出口側においては圧
力損失の影響が小さくなるため、ＥＧＲ通路の接続位置
における給気側と排気側の圧力バランスの変化は抑制さ
れ、ＥＧＲバルブの開度調整を行うことなくＥＧＲ率は
ほぼ一定に保たれる。If soot accumulates in the DPF as the operating time of the diesel engine increases, the pressure loss in the DPF changes. At this time, the influence of the pressure loss on the outlet side of the DPF decreases, so that the EGR passage The change in the pressure balance between the supply side and the exhaust side at the connection position is suppressed, and the EGR rate is kept substantially constant without adjusting the opening degree of the EGR valve.
【００１２】[0012]
【発明の実施の形態】以下、本発明の実施の形態を図面
を参照して説明する。Embodiments of the present invention will be described below with reference to the drawings.
【００１３】図１は本発明のディーゼルエンジンの実施
の一形態を示すもので、図２に示したものと同様に、タ
ービン２と圧縮機３とをタービン軸２ａで連結してター
ビン２により圧縮機３を駆動するようにしてある過給機
１を、ディーゼルエンジン４のインテークマニホールド
５とエキゾーストマニホールド６に、それぞれ給気通路
としての圧縮機出口通路７と排気ガス通路としてのター
ビン入口通路８を介して接続し、且つ上記タービン入口
通路８と圧縮機出口通路７との間に、ＥＧＲバルブ１５
を備えたＥＧＲ通路１４を接続した構成において、上記
タービン入口通路８におけるＥＧＲ通路１４の接続部よ
りも上流側位置に、ＤＰＦ１６を設置してなる構成とす
る。その他、図２に示したものと同一のものには同一符
号が付してある。FIG. 1 shows an embodiment of a diesel engine according to the present invention. As shown in FIG. 2, a turbine 2 and a compressor 3 are connected by a turbine shaft 2a and compressed by the turbine 2. The supercharger 1 configured to drive the compressor 3 is connected to an intake manifold 5 and an exhaust manifold 6 of a diesel engine 4 through a compressor outlet passage 7 as a supply passage and a turbine inlet passage 8 as an exhaust gas passage, respectively. And an EGR valve 15 between the turbine inlet passage 8 and the compressor outlet passage 7.
In the configuration in which the EGR passage 14 is connected, the DPF 16 is installed at a position upstream of the connection portion of the EGR passage 14 in the turbine inlet passage 8. In addition, the same components as those shown in FIG. 2 are denoted by the same reference numerals.
【００１４】ＥＧＲバルブ１５の開度を、たとえば、１
０％の開度と設定して運転すると、ディーゼルエンジン
４からの排気ガス１３は、タービン入口通路８を通して
ＤＰＦ１６に送られて煤の捕集が行われる。その後、上
記ＤＰＦ１６にて煤が捕集されて除去された排気ガス１
３は、タービン２に送られ、一方、排気ガス１３の一部
は、排気側と給気側との圧力差に基いてＥＧＲ通路１４
を通して圧縮機出口通路７に送られ、給気としての圧縮
空気９ａに混入されてディーゼルエンジン４に循環供給
される。この排気ガス１３の再循環により燃焼混合気中
の不活性ガスの割合を増加させることができて、ＮＯＸ
の発生が抑制されるようになる。上記タービン２へ送ら
れた排気ガス１３は、タービン２で仕事をした後、ター
ビン出口通路１１を通りサイレンサ１２を経て大気中に
放出される。The opening of the EGR valve 15 is, for example, 1
When the operation is performed with the opening set to 0%, the exhaust gas 13 from the diesel engine 4 is sent to the DPF 16 through the turbine inlet passage 8 to collect soot. Thereafter, the exhaust gas 1 from which soot is collected and removed by the DPF 16
3 is sent to the turbine 2, while part of the exhaust gas 13 is supplied to the EGR passage 14 based on the pressure difference between the exhaust side and the supply side.
To the compressor outlet passage 7, mixed with the compressed air 9 a as air supply, and circulated and supplied to the diesel engine 4. Due to the recirculation of the exhaust gas 13, the ratio of the inert gas in the combustion mixture can be increased, and NO X
Is suppressed. After the exhaust gas 13 sent to the turbine 2 performs work in the turbine 2, the exhaust gas 13 passes through a turbine outlet passage 11 and is released into the atmosphere via a silencer 12.
【００１５】ディーゼルエンジン４の運転時間の増加に
伴い、ＤＰＦ１６に煤が蓄積すると、該ＤＰＦ１６にお
ける圧力損失は変化するが、この際、ＤＰＦ１６の出口
側においては、上記圧力損失の影響は小さいものとな
る。このため、ＤＰＦ１６よりも下流側となるＥＧＲ通
路１４の接続部におけるタービン入口通路８内の排気ガ
ス１３の圧力変化を抑制することができて、給気側と排
気側の圧力バランスの変化を抑えることができることに
なる。これにより、ＤＰＦ１６への煤の蓄積状況が変化
してもＥＧＲバルブ１５の開度調整を行うことなくＥＧ
Ｒ率をほぼ一定に保つことができ、ディーゼルエンジン
の運転時に要する作業量を減らして制御性を向上させる
ことができる。If soot accumulates in the DPF 16 with an increase in the operation time of the diesel engine 4, the pressure loss in the DPF 16 changes. At this time, the influence of the pressure loss on the outlet side of the DPF 16 is small. Become. For this reason, the pressure change of the exhaust gas 13 in the turbine inlet passage 8 at the connection portion of the EGR passage 14 downstream of the DPF 16 can be suppressed, and the change in the pressure balance between the supply side and the exhaust side can be suppressed. You can do it. As a result, even if the accumulation state of soot in the DPF 16 changes, the EG can be adjusted without adjusting the opening of the EGR valve 15.
The R rate can be kept substantially constant, and the amount of work required during operation of the diesel engine can be reduced and controllability can be improved.
【００１６】又、ＤＰＦ１６には圧力の高い排気ガス１
３を通すことができるので、該ＤＰＦの小型化を図るこ
とが可能となり、更に、温度低下の少ない排気ガス１３
をＤＰＦ１６に通すようにしてあることから、ＤＰＦ１
６自体が高温となるため、蓄積した煤を高温燃焼させて
除去するＤＰＦ１６の再生作業を容易なものとすること
ができる。The DPF 16 has a high pressure exhaust gas 1.
3, the DPF can be reduced in size, and furthermore, the exhaust gas 13 with a small temperature drop can be achieved.
Is passed through the DPF 16, so that the DPF 1
Since the temperature of the DPF 6 itself becomes high, the operation of regenerating the DPF 16 for removing the accumulated soot by burning it at a high temperature can be facilitated.
【００１７】なお、本発明は上記実施の形態のみに限定
されるものではなく、本発明の要旨を逸脱しない範囲内
において種々変更を加え得ることは勿論である。It should be noted that the present invention is not limited to the above-described embodiment, and it is needless to say that various changes can be made without departing from the scope of the present invention.
【００１８】[0018]
【発明の効果】以上述べた如く、本発明のＤＰＦ付ディ
ーゼルエンジンによれば、圧縮機とタービンとからなる
過給機を備え、該過給機の圧縮機で吸気を圧縮して給気
すると共に、排気ガスを過給機のタービンに導いて該タ
ービンを駆動させ、且つ排気通路となるタービン入口通
路と給気通路となる圧縮機出口通路との間に、ＥＧＲバ
ルブを備えたＥＧＲ通路を接続して排気ガス再循環でき
るようにしてあるディーゼルエンジンにおいて、上記タ
ービン入口通路におけるＥＧＲ通路の接続部よりも上流
側位置にＤＰＦを設置してなる構成としてあるので、デ
ィーゼルエンジンの運転時間の増加に伴い、ＤＰＦに煤
が蓄積して、該ＤＰＦ１６における圧力損失が変化した
場合でも、ＤＰＦよりも下流側となるＥＧＲ通路の接続
部におけるタービン入口通路内の排気ガスの圧力変化を
抑制することができて、該ＥＧＲ通路を接続した給気側
と排気側の圧力バランスの変化を抑えることができ、こ
れにより、ＤＰＦへの煤の蓄積状況が変化してもＥＧＲ
バルブの開度調整を行うことなくＥＧＲ率をほぼ一定に
保つことができて、ディーゼルエンジンの運転時に要す
る作業量を減らして制御性を向上させることができ、
又、ＤＰＦに圧力の高い排気ガスを通すことができてＤ
ＰＦの小型化が図れ、更に、ＤＰＦに高温の排気ガスを
通して該ＤＰＦ自体の温度を高温とすることができるこ
とから、ＤＰＦの再生作業を容易なものとすることがで
きる、という優れた効果を発揮する。As described above, according to the diesel engine with DPF of the present invention, the supercharger including the compressor and the turbine is provided, and the intake air is compressed and supplied by the compressor of the supercharger. At the same time, an EGR passage provided with an EGR valve is provided between a turbine inlet passage serving as an exhaust passage and a compressor outlet passage serving as an air supply passage by guiding exhaust gas to a turbine of a supercharger to drive the turbine. In a diesel engine that is connected to enable exhaust gas recirculation, the DPF is installed at a position upstream of the connection of the EGR passage in the turbine inlet passage, so that the operation time of the diesel engine increases. Therefore, even if soot accumulates in the DPF and the pressure loss in the DPF 16 changes, the turbulence at the connection portion of the EGR passage downstream of the DPF is reduced. The change in the pressure of the exhaust gas in the inlet passage can be suppressed, and the change in the pressure balance between the supply side and the exhaust side connected to the EGR passage can be suppressed, whereby the accumulation state of soot in the DPF can be suppressed. EGR even if
The EGR rate can be kept almost constant without adjusting the opening of the valve, the amount of work required when the diesel engine is operated can be reduced, and the controllability can be improved.
Also, high pressure exhaust gas can be passed through the DPF,
Since the size of the PF can be reduced, and the temperature of the DPF itself can be increased by passing high-temperature exhaust gas through the DPF, an excellent effect that the DPF can be easily regenerated is exhibited. I do.
【図面の簡単な説明】[Brief description of the drawings]
【図１】本発明のディーゼルエンジンの実施の一形態を
示す概要図である。FIG. 1 is a schematic diagram showing one embodiment of a diesel engine of the present invention.
【図２】従来のディーゼルエンジンの一例を示す概要図
である。FIG. 2 is a schematic diagram showing an example of a conventional diesel engine.
【図３】ＤＰＦへの煤の蓄積に伴うＥＧＲ率変化の問題
を解消するために、従来提案されているディーゼルエン
ジンを示す概要図である。FIG. 3 is a schematic diagram showing a diesel engine that has been conventionally proposed in order to solve the problem of EGR rate change accompanying accumulation of soot in the DPF.
１ 過給機 ２ タービン ３ 圧縮機 ５ インテークマニホールド ６ エキゾーストマニホールド ７ 圧縮機出口通路（給気通路） ８ タービン入口通路（排気ガス通路） １４ ＥＧＲ通路 １５ ＥＧＲバルブ １６ ＤＰＦ Reference Signs List 1 supercharger 2 turbine 3 compressor 5 intake manifold 6 exhaust manifold 7 compressor outlet passage (supply passage) 8 turbine inlet passage (exhaust gas passage) 14 EGR passage 15 EGR valve 16 DPF
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.7 識別記号 ＦＩ テーマコート゛(参考） Ｆ０２Ｍ 25/07 ５８０ Ｆ０２Ｍ 25/07 ５８０Ｄ Ｆターム(参考） 3G005 DA02 EA04 EA16 FA35 GB05 GB24 HA12 HA18 3G062 AA01 AA05 EA04 ED01 ED04 ED08 ED09 ED10 3G090 AA01 EA05 EA06 ──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. 7 Identification symbol FI Theme coat ゛ (Reference) F02M 25/07 580 F02M 25/07 580D F-term (Reference) 3G005 DA02 EA04 EA16 FA35 GB05 GB24 HA12 HA18 3G062 AA01 AA05 EA04 ED01 ED04 ED08 ED09 ED10 3G090 AA01 EA05 EA06
Claims (1)
え、該過給機の圧縮機で吸気を圧縮して給気すると共
に、排気ガスを過給機のタービンに導いて該タービンを
駆動させ、且つ排気通路となるタービン入口通路と給気
通路となる圧縮機出口通路との間に、ＥＧＲバルブを備
えたＥＧＲ通路を接続して排気ガス再循環できるように
してあるディーゼルエンジンにおいて、上記タービン入
口通路におけるＥＧＲ通路の接続部よりも上流側位置に
ＤＰＦを設置してなる構成を有することを特徴とするデ
ィーゼルエンジン。A supercharger comprising a compressor and a turbine, wherein the compressor of the supercharger compresses the intake air to supply the air, and guides the exhaust gas to the turbine of the supercharger to form a turbine. A diesel engine driven and connected to an EGR passage provided with an EGR valve between a turbine inlet passage serving as an exhaust passage and a compressor outlet passage serving as an air supply passage so that exhaust gas can be recirculated. A diesel engine having a configuration in which a DPF is installed at a position upstream of a connection portion of an EGR passage in the turbine inlet passage.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000369181A JP2002174110A (en) | 2000-12-04 | 2000-12-04 | Diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000369181A JP2002174110A (en) | 2000-12-04 | 2000-12-04 | Diesel engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2002174110A true JP2002174110A (en) | 2002-06-21 |
Family
ID=18839258
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000369181A Pending JP2002174110A (en) | 2000-12-04 | 2000-12-04 | Diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2002174110A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2844549A1 (en) * | 2002-09-17 | 2004-03-19 | Renault Sa | Exhaust gas treatment purifier for two stage has particle filter for exhaust gas return between turbocharger stages |
| JP2008255906A (en) * | 2007-04-05 | 2008-10-23 | Toyota Motor Corp | Exhaust emission control device for internal combustion engine |
| US8042527B2 (en) | 2010-08-05 | 2011-10-25 | Ford Global Technologies, Llc | Coordination of HP and LP EGR |
| US8096125B2 (en) * | 2009-12-23 | 2012-01-17 | Ford Global Technologies, Llc | Methods and systems for emission system control |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04103867A (en) * | 1990-08-21 | 1992-04-06 | Nissan Motor Co Ltd | Diesel engine with supercharger |
| JP2000170521A (en) * | 1998-12-08 | 2000-06-20 | Toyota Motor Corp | Capturing amount calculating method of particulate filter and regenerating method |
-
2000
- 2000-12-04 JP JP2000369181A patent/JP2002174110A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04103867A (en) * | 1990-08-21 | 1992-04-06 | Nissan Motor Co Ltd | Diesel engine with supercharger |
| JP2000170521A (en) * | 1998-12-08 | 2000-06-20 | Toyota Motor Corp | Capturing amount calculating method of particulate filter and regenerating method |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2844549A1 (en) * | 2002-09-17 | 2004-03-19 | Renault Sa | Exhaust gas treatment purifier for two stage has particle filter for exhaust gas return between turbocharger stages |
| JP2008255906A (en) * | 2007-04-05 | 2008-10-23 | Toyota Motor Corp | Exhaust emission control device for internal combustion engine |
| US8096125B2 (en) * | 2009-12-23 | 2012-01-17 | Ford Global Technologies, Llc | Methods and systems for emission system control |
| US8656715B2 (en) | 2009-12-23 | 2014-02-25 | Ford Global Technologies, Llc | Methods and systems for emission system control |
| US8042527B2 (en) | 2010-08-05 | 2011-10-25 | Ford Global Technologies, Llc | Coordination of HP and LP EGR |
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