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    • 专利摘要:
    ENGINE ARRAY WITH CHARGING AIR COOLER AND EGR SYSTEM In accordance with a first aspect, the present invention relates to an engine arrangement (10) comprising an engine (12), a charge air cooler (14) connected to an engine inlet side (16) of the engine (12), an air bypass (20) through the bypass of the charge air cooler (14), and an EGR system (22) connected between a side motor outlet (18) and a motor input side (16) of the motor (12) by means of one or more EGR lines (24). The air bypass (20) enters the EGR system (22) in an air bypass port (26) of an EGR line (24) for mixing air (34) with exhaust gas (32) ) on the engine outlet side (18) of the EGR system (22) and / or upstream of an EGR cooler (38). In accordance with a second aspect, the present invention relates to an engine arrangement, preferably as previously established, comprising an engine (12), a charge air cooler (14) connected via an air line (30) for an engine side (16) of the engine (12), an air contour passage (20) per contour passage (...).
    公开号:BR112013020457B1
    申请号:R112013020457-5
    申请日:2011-02-11
    公开日:2021-01-26
    发明作者:Aleksandar KOVAC；Erik Dahl；Katarina Jemt
    申请人:Volvo Lastvagnar Ab；
    IPC主号:
    专利说明:

    [0001] [001] The present invention relates to an engine arrangement having an engine comprising an EGR system and a charge air cooler. OVERVIEW OF THE STATE OF THE TECHNIQUE
    [0002] [002] It is known from the state of the art that an engine arrangement having an engine, preferably for a vehicle such as a truck, bus, trailer, car, vessel or the like, comprises an EGR system. In internal combustion engines, exhaust gas recirculation (EGR) represents a nitrogen oxide (NOx) emission reduction technique used in petroleum / gasoline and diesel engines. NOx primarily forms when a mixture of nitrogen and oxygen is subjected to high temperatures. EGR works by recirculating a portion of the engine exhaust gas back into the engine cylinders. In a gasoline engine, this inert exhaust gas displaces the amount of combustible matter in the cylinder. In a diesel engine, the exhaust gas replaces some of the excess oxygen in the pre-combustion mixture. As NOx formation progresses much faster at high temperatures, EGR reduces the amount of NOx generated as a result of combustion. Replacing air with EGR decreases the lambda valve by means of which EGR decreases the combustion temperature and reduces the O2 concentration.
    [0003] [003] An EGR cooler is a heat exchanger installed in the EGR circuit. The EGR system recirculates exhaust gas back to the engine in order to reduce NOx emissions. The cooler simply cools the exhaust gas beforehand to reintroduce the gas to the engine. By cooling the gas, the combustion temperature is decreased, by means of which NOx is formed at higher temperatures. During this cooling process, EGR gas can become excessive, for example, during engine start or during a cold start period, deteriorating the combustion efficiency in each cylinder and in the exhaust gas components. Therefore, the EGR system having the EGR cooler is arranged in this situation so as to cause the EGR gas to flow in an EGR bypass provided by the EGR cooler bypass. For changing (switching) this EGR cooler during use and during non-use, a changeover valve is often used to change an exhaust gas flow from one direction to another direction or to two directions or a flow of exhaust gas from two directions in one direction, or from one direction to another direction.
    [0004] [004] It is also known in the state of the art to use a turbocharger or turbo compressor in an internal combustion engine, which is a gas compressor to reinforce air induction in an engine cylinder or which is a form of a supercharger. The turbocharger increases the air density by entering the engine to produce more power (energy). A turbocharger has the compressor being driven by a turbine that is driven by the exhaust gas of the engine itself. Compression air in the turbocharger raises the air temperature, which can cause a number of problems. Excessively charged air temperatures can lead to detonation, which is highly damaging to engines. When a turbocharger is installed on an engine, it is common practice to mount the engine with an intercooler system [also known as a charge air cooler system, or CAC (charge air cooler system)], being a type of exchanger of heat that releases heat energy in the charger for ambient air. For a compression ignition engine having at least one turbocharger and an intake air cooler, engine operation at or around idling (no engine load) is difficult to optimize for several reasons. Firstly, due to the fact that low ambient temperature air flows to the engine through the intake charge air cooler under low ambient temperatures, the air entering the intake manifold can be super cooled and, when a recirculation system exhaust gas recirculation (EGR) is used, it can cause excessive carbon deposits on the EGR valve and intake sensors. Second, low intake air temperatures under engine idling conditions (no engine load) can result in white smoke and undesirable odors in the exhaust gas of compression ignition engines due to the fact of incomplete combustion of the fuel . Consequently, CAC bypass valves are known in spark ignition engines, for example, in airplane engines for preventing engine failure due to the fact that ice forms in the CAC at high altitudes and in internal combustion engines. gasoline, for example, to reduce white smoke during cold starting.
    [0005] [005] In order to reduce emissions, a selective catalytic reduction catalyst [SCR catalyst (selective catalytic reduction catalyst)] is widely used, converting NOx with the aid of a catalyst for diatomic nitrogen (N2) and water (H2O). A gaseous reducer, typically anhydrous ammonia, aqueous ammonia or urea, is added to a flue or exhaust gas stream and is adsorbed on top of a catalyst. An SCR catalyst works more efficiently with heated exhaust gas. Starting with diesel engines manufactured on or after January 1, 2010, engines are required to meet lower NOx standards. A majority of heavy commercial engine manufacturers (class 7 - 8 trucks) use such SCR catalysts to efficiently reduce NOx emissions to meet future EPA standards, which are the United States' emission standards. The European Union (European Union (EU)) introduced Euro 4 effective from January 1, 2008, Euro 5 effective from January 1, 2010 and will introduce Euro 6 beginning on January 1, 2014, Asian countries, such as China, India and Japan, propose similar regulations.
    [0006] [006] From US patent number 7,257,950 B2, an engine arrangement is known comprising a CAC system and an EGR system, wherein the CAC system comprises a CAC bypass. The bypass of CAC enters the EGR system on a cold side of the engine. SUMMARY OF THE INVENTION
    [0007] [007] In order to meet the aforementioned emission standards, it is an objective of the present invention to provide an engine arrangement, in which the exhaust gas temperature can be optimally controlled under various engine and environmental conditions , especially at low engine load and / or low engine temperature or low external air temperature, so that an SCR catalyst is enabled to function efficiently.
    [0008] [008] Another objective of the present invention is to provide an engine layout with improved emission values based on several existing engine layouts with a high packing density, so that massive modification, additional installations and reconstruction can be avoided. . In this way, existing engine arrangements can be modified to meet improved emission standards with minimal effort (little effort).
    [0009] [009] These objectives of the present invention are achieved by the characteristics of the independent claims. The dependent claims, drawings and the specification present advantageous embodiments of the present invention.
    [0010] [010] An engine arrangement is proposed, comprising an engine, a charge air cooler connected to an engine's engine intake side, an air bypass for the charge air cooler bypass. , and comprising an EGR system connected between an engine output side and an engine input side of the engine via one or more EGR lines. The air bypass enters the EGR system in an air bypass port on an EGR line for mixing air with exhaust gas on the engine outlet side of the EGR system and / or upstream of a EGR cooler. In order to arrange the CAC air bypass over the engine outlet side of the EGR system, which is the high temperature side of the engine, charged air (charge air) mixes with exhaust gas on the hot side of the EGR system, for example, between a side downstream of a high temperature EGR cooler [HT EGR cooler (high temperature EGR cooler)] and a side upstream of a low temperature EGR cooler [LT cooler EGR (low temperature EGR cooler)]. In order to transform an existing engine layout into an inventive layout, an additional CAC air bypass line and an air bypass door can be installed by connecting the CAC system and the EGR system to one side high engine temperature, which is a slight modification of an existing engine layout. A predetermined thickness of the air bypass line, a flow orifice or a binary or proportional pressure regulator can control the amount of charged air flowing through the air bypass to the EGR system. Consequently, an optimized exhaust air / gas mixture is provided at low ambient temperature and / or at low engine load in such a way that an increased exhaust gas temperature can be provided to enable an SCR catalyst to work. more efficiently. Existing components of an engine arrangement can be used in such a way that the modification effort is minimal. Previously mixing of charge air and exhaust gas decreases the temperature in the EGR system so that certain components of the EGR system, such as thermal insulation and refrigerator dimensions, can be reduced by providing additional construction space. In an engine layout having a dual-stage turbo compressor, the air bypass should be arranged downstream of the second compressor.
    [0011] [011] In accordance with an advantageous embodiment of the present invention, a control device can be provided for controlling an engine inlet temperature (T_in) of an exhaust air / gas mixture by controlling a refrigerated / air ratio. uncooled and / or cooled / uncooled exhaust gas in the air / exhaust gas mixture. The relationship between air and EGR can remain the same and may depend on engine parameters such as combustion condition, speed, load, etc. The inlet temperature (T_in) can be controlled by cooling or non-cooling the charge air using a CAC bypass valve or pressure regulator. In addition, the inlet temperature (T_in) can be controlled by cooling or non-cooling the EGR using an EGR cooler bypass valve or pressure regulator. Both types of refrigerated / non-refrigerated charge air quantity control and refrigerated / non-refrigerated exhaust gas can be used in a combined manner and can also be used independently from one another. The control device can control the aforementioned ratio in such a way that an optimized exhaust gas temperature can be provided for the SCR catalyst. Typically, hot exhaust gas has a hot temperature of 650 ° C to 700 ° C, and cold exhaust gas (low load or cold engine) has a temperature of 100 ° C to 350 ° C. Turbocharger air has a typical temperature of 50 ° C to 280 ° C. The engine inlet temperature is crucial for exhaust gas emission and for the engine lubrication system. If (T_in) is excessively high, a film of engine oil may deteriorate. The control device can control the ratio in such a way that a mixture of cooled / uncooled exhaust gas and cooled / uncooled charge air enters the engine input side at a predefined temperature and ratio independent of load and temperature motor, for example with (T_in)> 60 ° C and (T_in) <125 ° C, optimally (T_in) in a range between 100 ° C to 120 ° C, in such a way that an SCR catalyst is enabled to function efficiently . The control device can be a controller system or the like, comprising resources for measuring or evaluating an effective motor inlet temperature in a direct way (temperature sensor) or in an indirect way (based on traction conditions using a map considering accelerator pedal angle, clutch status or the like). The control device can be connected to one or more pressure regulators or binary or proportional valves located on the EGR system line, CAC system line and / or bypass air line in order to control an amount of air or gas flowing through the air or gas line. The control device can be connected to an EGR cooler and / or CAC system to control cooling temperature and can control a gas flow through an EGR cooler bypass and / or airflow through a passageway air contour in such a way that a mixture of air / exhaust gas can enter the engine at a pre-defined temperature (T_in).
    [0012] [012] In accordance with a second aspect of the present invention, an engine arrangement, particularly as mentioned above, comprises an engine, a charge air cooler connected via an air line to an engine inlet side of the engine, an air bypass to bypass the charge air cooler, and an EGR system connected between an engine outlet side and an engine inlet side of the engine via one or more EGR lines . The control device is provided for controlling an engine inlet temperature (T_in) of a mixture of air / exhaust gas by controlling a ratio of cooled / uncooled air and / or cooled / uncooled exhaust gas. The control device can control the flow of cooled air through the CAC system, the flow of cooled exhaust gas through the EGR system and / or the flow of uncooled air through the air bypass and optionally the flow of air. EGR cooled through an EGR cooler and / or uncooled EGR through an EGR cooler bypass in such a way that the exhaust gas temperature can be provided high enough for the SCR catalyst, but lowers the sufficiently under a critical temperature, therefore, avoiding damage to the engine. The control device can be arranged as previously described.
    [0013] [013] In accordance with an advantageous embodiment of the aforementioned engine arrangement, the control device can control the engine inlet temperature (T_in) of the exhaust air / gas mixture by mixing uncooled air from the air passage. air contour or uncooled air from a charge air cooler with exhaust gas from the EGR system on the engine outlet side of the EGR system. The control device can control at least one pressure regulator or valve by opening or closing the air bypass in such a way that a non-cooled air stream flowing through the air bypass and cooled air flowing through the charge air cooler can be adjusted. A first pressure regulator disposed in the air line and a second pressure regulator disposed in the air bypass line can control the amount of air and the refrigerated / non-refrigerated air ratio for mixing with the EGR. The air bypass line can enter the EGR system in an EGR line with an EGR cooler, or it can enter the EGR system in an EGR cooler bypass line.
    [0014] [014] In accordance with an advantageous embodiment of the present invention, the control device can control the engine inlet temperature (T_in) of the exhaust air / gas mixture by mixing charged air (charge air) with exhaust gas not cooled from an EGR bypass or with exhaust gas cooled from an EGR cooler. The control device can control at least one pressure regulator or valve by opening or closing an EGR cooler bypass in such a way that an uncooled exhaust gas ratio flows through the EGR bypass. and cooled exhaust gas flowing through the EGR cooler can be adjusted. A first pressure regulator disposed in the EGR bypass and a second pressure regulator disposed in the EGR cooler line can control the amount of EGR and the refrigerated / non-refrigerated EGR ratio for mixing with charge air.
    [0015] [015] The control device can control the passage through the air contour passage line and the EGR contour passage line to control the refrigerated / non-refrigerated EGR ratio mixed with refrigerated / non-refrigerated air independently and can also combine the control of both ratios to optimize the exhaust gas temperature in such a way that an SCR catalyst can work efficiently under all load and temperature conditions.
    [0016] [016] In accordance with an advantageous embodiment of the present invention, a pressure regulator can be arranged in the air line. The pressure regulator can be a pressure regulator or binary valve for opening or closing the air line or it can be a proportional pressure regulator or valve in such a way that an amount of air flowing through the air line can be controlled. . Closing of the pressure regulator separates the CAC system from the EGR system on the hot side of the engine. Opening of the pressure regulator allows mixing of air and exhaust gas within the EGR line between the hot side and the cold side of the engine. If an EGR cooler bypass line exists, it may also be beneficial to have a pressure regulator in the EGR bypass.
    [0017] [017] In accordance with an advantageous embodiment of the present invention, a pressure regulator can be arranged in the air line and in the air contour passage. The air line connects a turbocharger to the CAC system. Opening or closing the air line pressure regulator enables / disables charge air cooling. Preferably at low engine load, the air line pressure regulator should be closed and the air bypass pressure regulator should be opened. At high load, the air bypass pressure regulator should be closed. If an EGR cooler bypass line exists, it may also be beneficial to have a pressure regulator in the EGR bypass and EGR line.
    [0018] [018] In accordance with an advantageous embodiment of the present invention, the engine inlet temperature (T_in) of the exhaust air / gas mixture can be determined between a minimum temperature (T_scr) and a maximum temperature (T_max). The maximum temperature (T_max) can be chosen in order to prevent damage to the engine, especially at low load or at low ambient temperatures, and can be chosen to be preferably (T_max) <= 125 ° C. The minimum temperature (T_scr) can be chosen to guarantee low engine emissions, preferably in such a way that an SCR catalyst is enabled to function efficiently and can be set to (T_scr)> = 60 ° C. Values of (T_scr) and (T_max) may vary depending on the current engine status and environmental and traction conditions. The minimum temperature and the maximum temperature, (T_scr) and (T_max), can be taken from a map.
    [0019] [019] In accordance with an advantageous embodiment of the present invention, the engine outlet side and the engine intake side can be connected via a direct EGR line free from an EGR cooler, and the bypass passage of air can enter the EGR system via the direct EGR line. In addition, the direct EGR line can be an EGR bypass pass by one or more EGR coolers, for example, an HT EGR cooler and / or an LT EGR cooler. As a consequence, the direct EGR line can be an EGR cooler bypass line by contouring one or more EGR coolers in an exhaust gas low temperature state. Exhaust gas can flow either partially or selectively through the direct EGR line or through an EGR line comprising at least one EGR cooler. Charged air can flow through the direct EGR line regardless of the exhaust gas flow direction.
    [0020] [020] In accordance with an advantageous embodiment of the present invention, the air bypass can enter the EGR system between a first EGR cooler and a second EGR cooler. The first EGR cooler can be an HT EGR cooler and the second EGR cooler can be an LT EGR cooler. The air bypass enters the EGR system downstream of the HT EGR cooler and upstream of the LT EGR cooler and the air is mixed with pre-cooled exhaust gas. As a consequence, the dimensions of the LT EGR refrigerator and the insulation thickness of the EGR line downstream of the HT EGR refrigerator can be reduced, as the temperature of the exhaust air / gas mixture can be further decreased.
    [0021] [021] In accordance with an advantageous embodiment of the present invention, an EGR line segment can be arranged downstream of the air contour passage door on the EGR line and can be adapted as a mixing chamber. The air bypass passes into the EGR system either upstream of an EGR cooler or can be connected to a direct EGR line. The EGR line downstream of the air bypass door leads to the cold side of the engine and can be adapted to properly mix charged air and exhaust gas. As a consequence, the EGR line segment functionally acts as a mixing chamber and can be adapted in shape, width and internal configuration to provide complete mixing of air and exhaust gas during the flow between point of entry of contour passage of air and inlet to the engine cylinder.
    [0022] [022] In accordance with an advantageous embodiment of the present invention, the charge air cooler may be an air-cooled device or it may be a refrigerant-cooled device. In addition, it may be possible to use a hybrid refrigerated device having an air-cooled part and a refrigerant-cooled part. Refrigeration performance of a refrigerant-cooled device can be controlled in limited ranges in such a way that efficient control of the inlet temperature of the exhaust air / gas mixture by controlling the cooling behavior of the CAC system is possible. A hybrid refrigerated device can be used for scaling the cooling performance depending on the temperature status of the engine.
    [0023] [023] In accordance with another aspect of the present invention, a vehicle is proposed comprising an engine arrangement in accordance with any of the aforementioned embodiments. The vehicle's engine comprises a CAC system and an EGR system, in which the temperature of an exhaust gas / charge air mixture at an engine inlet and the cold side of the engine can be controlled in such a way that emissions of vehicles can be reduced preferably in a situation of low load or in a low ambient temperature. A conventional vehicle can be converted to an embodiment of the present invention by installing an air bypass between the air line upstream of the CAC system and an EGR line on the hot side of the engine. In addition, a control device comprising features for sensing an exhaust gas / air mixture inlet temperature and one or more pressure regulators for controlling the exhaust gas / air flow in the air bypass, EGR system and / or CAC system, can be provided to meet future emission standards. BRIEF DESCRIPTION OF THE DRAWINGS
    [0024] [024] The present invention together with the aforementioned and other objectives and advantages can be better understood from the following detailed description of the embodiments, but not restricted to these embodiments, which are illustrated in the drawings, in which: Figure 1 is a schematic view of a prior art motor arrangement; Figure 2 is a schematic view of a first embodiment of an engine arrangement in accordance with the present invention; Figure 3 is a schematic view of a second embodiment of an engine arrangement in accordance with the present invention; Figure 4 is a schematic view of a third embodiment of an engine arrangement in accordance with the present invention; Figure 5 is a schematic view of a fourth embodiment of an engine arrangement in accordance with the present invention; Figure 6 is an enlarged view of the CAC air bypass section in accordance with the fourth embodiment of the present invention; Figure 7 is a schematic view of a fifth embodiment of an engine arrangement in accordance with the present invention; Figure 8 shows a vehicle comprising an embodiment of an engine arrangement in accordance with the present invention. DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION
    [0025] [025] In the drawings, the same or similar elements are referenced by the same reference numerals. The drawings are merely schematic representations, not intended to depict specific parameters of the invention. Furthermore, the drawings are intended to represent only typical embodiments of the invention and, therefore, should not be considered as limiting the scope of the invention.
    [0026] [026] Figure 1 schematically represents a prior art engine arrangement comprising an engine (12), an EGR system (22) and a charge air cooling system comprising a turbocharger (60) and a cooler arrangement. charge air (70). The EGR system (22) recirculates exhaust gas produced by the engine (12) from an engine outlet side (18), which is a hot engine side to an engine inlet side (16) which is a cold engine side. Exhaust gas being released from the engine outlet side (18) usually has a temperature between 100 ° C (low load) and 700 ° C (full load). Typically, the gas pressure of the exhaust gas can vary between 1.5 kPa to 500 kPa. At least part of the exhaust gas will be recirculated by the EGR system to the engine inlet side (16) and will be mixed with charged air (charge air) from the turbocharger (60) to reduce engine emissions (12 ). The exhaust gas is cooled by a two-stage EGR cooler (38) comprising a high temperature EGR cooler (38a) being attached close to the engine's exhaust gas outlet port (68) (12) and a low temperature EGR cooler (38b) being disposed downstream of the EGR line (24). The turbocharger (60) is drawn by exhaust gas flowing towards an exhaust pipe (62) and compresses ambient air into an air inlet (intake) (64) of the turbocharger (60) in such a way that charged air can flow through an air line (30) to the engine input side (16) of the engine (12). In the course of air compression, the temperature of the charged air (charge air) can rise above 600 ° C (low charge) and 260 ° C (full charge). To efficiently increase and optimize the exhaust properties of the engine (12), charged air is cooled by a charge air cooler (14) which is comprised of a cooling device (70). The cooling device (70) additionally comprises a low temperature cooling device (72) and a high temperature cooling device (74) for cooling a vehicle cabin or engine block. From the outlet side of the cooling device (70), the charged chilled air mixes with EGR exhaust gas recirculated in an EGR chilled air mixing hatch (58) and enters the engine cylinder (12) into the EGR air intake flap (56).
    [0027] [027] Under certain conditions, such as low load or low engine temperature, excessive cooling of the loaded air can be harmful to the engine (12). Consequently, the bypass of the charge air cooler (14) through a conventional air bypass line (66) is well known. Permutation between charged air being cooled by a charge air cooler (14) and charged air being bypassed through the air bypass (66) can be controlled by a single or double pressure regulator (not shown). Conventionally, the EGR chilled air mixing hatch (58) comprises a mixing chamber for completely mixing exhaust gas and charged air. It is also common for an EGR system (22) to comprise thick isolated EGR lines (24) and high performance EGR coolers (38a) and (38b), as the EGR exhaust gas can reach temperatures of more than 700 ° C, so that other parts of the engine have to be protected from overheating. In addition, a large number of EGR lines (24) and air lines (30) must be installed in an engine arrangement (10), whereby construction space is severely limited. Controlling an optimized temperature of the exhaust air / gas mixture by entering the engine (12) in the EGR / air inlet door (56) is difficult due to the high volume of air and gas being stored in the air system and EGR leading to slow reaction times and difficult control of temperature and amount of exhaust air / gas. Precise control of the gas / air mixture temperature, preferably under low load condition or at low engine temperature, is advantageous, leading to a more efficient operation of an SCR catalyst installed in the exhaust gas pipeline (62).
    [0028] [028] Figure 2 schematically represents a first embodiment of an engine arrangement (10) in accordance with the present invention, whereby mixing of exhaust gas and charged air is performed on the hot side (18) of the engine ( 12) in such a way that a mixture of exhaust gas / common air flows through the EGR system (22) to the engine inlet side (16). The overall configuration is similar to the configuration of the engine layout (10) shown in Figure 1. The conventional air contour passage (66) is no longer needed in any way, therefore, saving construction space and reducing structural complexity of the EGR / CAC system. The engine arrangement (10) comprises an EGR system (22), in which exhaust gas from the engine (12) enters a first high temperature EGR cooler (38a), and flows through an EGR line ( 24) for a second low temperature EGR cooler (38b). The gas that left the second LT EGR cooler (38b) flows to a chilled air mixing hatch - EGR (58), where the exhaust gas can be mixed by the cold charged air from the charge air cooler (14 ) and enters the engine (12) into the EGR air intake flap (56). By providing a CAC bypass, an air bypass (20) connects the air line (30) downstream of the turbocharger (60) in a bypass bypass door (76) by a bypass bypass air (20) with the EGR connection line (24) in an air bypass door (26) between the first HT EGR cooler (38a) and the second LT EGR cooler (38b). Charged air enters the EGR system (22) in the air bypass passage door (26), in which exhaust gas and charged air can mix during their flow through the EGR line (24) and during the cooling process in the second EGR cooler (38b). A complete mixing is provided by the long passage of the exhaust gas and air in the same EGR line (24), and efficient control of the air / exhaust gas temperature with a quick response time can be achieved. The efficient temperature of the exhaust gas / air mixture in the EGR system (22) is decreased in such a way that the thermal insulation and cooling capacity of the second EGR cooler (38b) can be reduced. The engine layout is more compact and exhaust emission values can be reduced at low load. The charge air cooler (14) is bypassed through the low temperature EGR cooler (38b). Components that already exist in conventional engine layouts can be used as a result of construction modifications and the costs are low. A mixing chamber in the EGR chilled air mixing hatch (58) is redundant. Conventionally, in a normal operating situation, the LT EGR refrigerator (38b) can be cooled by a refrigerant from the low temperature radiator (72). In this configuration, when the engine (12) is running at low load or in a cold start phase, both the refrigerant supply can be turned off to prevent refrigeration of the exhaust air / gas mixture or the LT EGR cooler ( 38b) can be connected to a high temperature cooling device (74) and the exhaust gas / air mixture can be heated by a hot refrigerant. An additional bypass passage of the LT EGR refrigerator (38b) is no longer required. As a result, a single bypass of the charge air cooler (14) as well as a bypass of the EGR cooler (38a) or (38b) can be omitted by actively cooling the exhaust gas through charged air (air load). If the turbocharger (60) is a dual-stage turbo engine, the air contour passage (20) can preferably be arranged downstream of the second turbocharger stage. A control device (not shown in Figure 2) can control one or more pressure regulators, for example, a double pressure regulator arranged in the air contour passage (20) and in the air line (30) to control the quantity of charged air flowing in the EGR system (22) and in the charge air cooler (14). The control device can control the mixing in such a way that the exhaust gas / air mixture entering the engine (12) in the EGR / air inlet door (56) has a temperature below 125 ° C. The one or more pressure regulators may be a binary switch or a proportional pressure regulator and the control device may comprise a PD-, PI- or PID- control unit. The speed of air flowing in the air line (30) can be above 20 m / s to 25 m / s at full load in such a way that a short reaction time can be achieved. Continuous pressure regulation at a high rate can reduce the response time.
    [0029] [029] Figure 3 shows another embodiment of an engine arrangement (10) whose basic configuration is essentially based on the embodiment of Figure 2 and which additionally comprises a direct EGR line (28) connecting the gas exhaust port. exhaust (68) on the engine outlet side (18) with the inlet door (56) on the engine inlet side (16) for bypassing the EGR cooler (38). Here, pressure regulators (not shown) can control direction and amount of exhaust gas flowing through the refrigerated EGR line (24) or the direct EGR line (28). As shown in Figure 3 and Figure 4, the bypass line (20) can enter the EGR system either in an EGR connection line (24) of an EGR cooler arrangement (38) or as it can enter the direct EGR line (28) as shown in Figure 4. Connecting the air contour passage (20) with the direct EGR line (28) reduces the insulation thickness of the direct EGR line (28) due to the fact controlled mixing of the “hot” exhaust gas with the “cold” charged air. Fire and damage risks related to temperature can be reduced.
    [0030] [030] Figure 5 shows another embodiment of an engine arrangement (10), in which the EGR system (22) comprises a direct EGR line (28), in such a way that EGR coolers (38) are not needed. Due to the fact that controlled injections of cold charged air through the air bypass passage (20) to the direct EGR line (28), a temperature and mixing ratio of the exhaust gas / air mixture can be achieved from in such a way that an optimized mixed gas can enter the cold side of the engine (16) in the EGR / air inlet door (56). The control method can help to optimize the lambda value of the engine.
    [0031] [031] An enlarged view of a sub-part (A) of Figure 5 is shown in Figure 6. Air (34) is charged by a turbocharger (60) (not shown) and can flow through an air line (30) towards a charge air cooler (14) (also not shown), which can be controlled by a first pressure regulator (42a). The air line (30) is connected in a bypass door (76) to the EGR line (24), through which air (34) can enter the EGR line (24) through a air contour passage (26), whereby a second pressure regulator (42b) is arranged in the air contour passage (20). Both pressure regulators (42a) and (42b) can control the amount of charged air (34) flowing either towards a charge air cooler (14) or through the air bypass (20) to the EGR system (22) with a short response time.
    [0032] [032] In the air bypass door (26), charged air mixes with exhaust gas (32) forming an air / exhaust gas mixture (36) that completely mixes during displacement in a line segment. EGR (46) acting as a mixing chamber (48). Diameter and internal configuration of the EGR line segment (46) can be adapted to optimize the mixture of exhaust gas (32) and charged air (34). The mixed gas (36) is conveyed to the EGR / air inlet port (56) on the engine inlet side (16) of the engine (12). Typically, the pressure in the EGR system can reach up to 500 kPa, whereby the pressure in the pressure of the charged air system is about 15 kPa. Consequently, additional features such as operating valves, non-return valves or active components, such as additional turbines or pressure regulators, can be arranged in the bypass air line (20) to optimize exhaust gas mixing (32 ) and charged air (charge air) (34).
    [0033] [033] Figure 7 shows a more detailed embodiment of an engine layout being similar to the embodiment shown in Figure 3 and Figure 4, in which the air contour passage (20) is connected to a direct EGR line ( 28) and for a refrigerated EGR line (24). A control device (40) comprises a temperature sensor (52) being arranged in the EGR / air inlet door (56) and evaluation of the temperature of the mixed gas entering the engine (12). In order to maintain a predefined temperature (T_in), which can vary between a minimum threshold value and a maximum threshold value, (T_scr) and (T_max), the control device (40) controls at least pressure regulators (42a) to (42c) being arranged in the air line (30) [(42a)], in the air contour passage (20) connected to the direct EGR line (28) [(42b)] and in the air line air (20) connected to the refrigerated EGR line (24) [(42c)]. In addition, a pressure regulator (42d) can control the amount of EGR gas recirculation to the cold side (16) of the engine (12). As a direct temperature measurement from a temperature sensor (52) can be very slow and inaccurate, the control device (40) can be connected to an electronic sensor system of the motor layout (10) and can evaluate , for example, the angle of an accelerator pedal, traction conditions and additional parameters related to the engine. Consequently, during indirect measurement of the engine load, a quick response time and a more precise control of the temperature and the ratio of the mixture of air / exhaust gas entering the door (56) can be provided. Typically, the flow of EGR is 20% to 30% of the total exhaust gas being released by the engine (12).
    [0034] [034] Figure 8 finally shows a vehicle (15), in which an arrangement (12) comprises an EGR system (22) having an EGR cooler (38) and a turbocharger (60) with a charge air cooler (14), whereby the charge air cooling system can be bypassed by an air bypass (20) on the hot side (18) of the engine in such a way that charged air (charge air) ) can flow through the EGR line (24) of the EGR system (22). The lambda value of the engine (12) can be optimized and the exhaust gas temperature at low load or at an engine start can reach temperature values even at low load or at engine start, in which an SCR catalyst (54) it is possible to function efficiently.
    [0035] [035] The engine layout can be used for diesel engines and also for gasoline engines, and can be installed on vehicles or other devices and machines powered by combustion engines, such as electric power generators, work or the like. Due to the fact that minimal structural modification of the engine layout, improved intake parameters, additional construction space and enhanced engine performance can be achieved. The present invention can be incorporated into newly built engines and can also be used to remodel (upgrade) existing engines with minimal effort. REFERENCE NUMBERS 10 engine layout 12 engine 14 charge air cooler 16 engine input side 18 engine output side 20 air bypass 22 EGR system 24 EGR line 26 air bypass door 28 direct EGR line 30 air line 32 exhaust gas 34 air 36 air / exhaust gas mixture 38 EGR cooler 38a high temperature EGR cooler 38b low temperature EGR cooler 40 control device 42 pressure regulator 42a in-line pressure regulator 42b pressure regulator in air bypass for direct EGR line 42c pressure regulator in air bypass for refrigerated EGR line 42d EGR in-line pressure regulator 42e direct EGR in-line pressure regulator 44 EGR bypass 46 EGR line segment 48 mixing chamber 50 vehicle 52 temperature sensor 54 SCR catalyst 56 EGR / air entry hatch 58 EGR / air cooled mixing hatch 60 turbocharger 62 exhaust pipe 64 air intake 66 conventional air bypass 68 exhaust gas outlet hatch 70 cooling device 72 low temperature cooling device 74 high temperature cooling device 76 bypass door
    权利要求:
    Claims (11)
    [0001]
    Motor arrangement (10) comprising an engine (12), a charge air cooler (14) connected to an engine inlet side (16) of the engine (12), an air contour passage (20) per passage bypass of the charge air cooler (14), and comprising an EGR system (22) connected between an engine outlet side (18) and an engine inlet side (16) of the engine (12) via one or more EGR lines (24), where the air bypass (20) enters the EGR system (22) in an air bypass port (26) of an EGR line (24) to mixing air (34) with exhaust gas (32) on the engine outlet side (18) of the EGR system (22), characterized by the fact that the air contour passage (20) enters the EGR system (22 ) between a first EGR cooler (38a) and a second EGR cooler (38b), the second EGR cooler (38b) being arranged downstream of the first EGR cooler (38a), and outgoing gas from the according to the EGR cooler (38b) being arranged to flow to a mixing door (58), where the exhaust gas is arranged to be mixed with air from the charge air cooler (14).
    [0002]
    Engine arrangement according to claim 1, characterized by the fact that a control device (40) is provided for controlling an engine inlet temperature (T_in) of an exhaust air / gas mixture (39) by control of a refrigerated / non-refrigerated air ratio (34) and / or refrigerated / non-refrigerated exhaust gas (32) in the air / exhaust gas mixture (36).
    [0003]
    Motor arrangement according to any one of the preceding claims, characterized by the fact that a pressure regulator (42) is arranged in the air line (30).
    [0004]
    Motor arrangement according to any one of the preceding claims, characterized by the fact that a pressure regulator (42) is arranged in the air line (30) and in the air contour passage (20).
    [0005]
    Engine arrangement according to any of the preceding claims, characterized in that the engine inlet temperature (T_in) of the exhaust air / gas mixture is determined between a minimum temperature (T_scr) and a maximum temperature (T_max ).
    [0006]
    Motor arrangement according to any one of the preceding claims, characterized in that the motor outlet side (18) and the motor inlet side (16) are connected via a direct EGR line (28) free of an EGR cooler (38).
    [0007]
    Motor arrangement according to claim 6, characterized by the fact that the direct EGR line (28) is an EGR bypass (44) for bypass of EGR coolers (38a, 38b).
    [0008]
    Motor arrangement according to any one of the preceding claims, characterized by the fact that an EGR line segment (46) downstream of the air contour passage hatch (26) on the EGR line (24) is designed as a mixing chamber (48).
    [0009]
    Motor arrangement according to any one of the preceding claims, characterized by the fact that the charge air cooler (14) is an air-cooled device (70).
    [0010]
    Engine arrangement according to any one of the preceding claims, characterized by the fact that the charge air cooler (14) is a refrigerant-cooled device (70).
    [0011]
    Vehicle (50), characterized by the fact that it comprises an engine arrangement as defined in any of the preceding claims.
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    同族专利:
    公开号 | 公开日
    AU2011358652B2|2016-11-17|
    KR20140024273A|2014-02-28|
    AU2011358652A1|2013-07-18|
    JP2014509364A|2014-04-17|
    US9291127B2|2016-03-22|
    EP2673485A4|2016-11-16|
    BR112013020457A2|2016-10-18|
    CN103370510B|2016-10-26|
    US20140318513A1|2014-10-30|
    EP2673485B1|2017-11-15|
    KR101746079B1|2017-06-12|
    JP5754755B2|2015-07-29|
    WO2012108796A1|2012-08-16|
    EP2673485A1|2013-12-18|
    CN103370510A|2013-10-23|
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    法律状态:
    2018-03-27| B15K| Others concerning applications: alteration of classification|Ipc: F02M 26/13 (2016.01), F02B 29/04 (2006.01), F02M 2 |
    2019-01-08| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-11-05| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-11-24| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-01-26| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 11/02/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    PCT/SE2011/000025|WO2012108796A1|2011-02-11|2011-02-11|Engine arrangement with charge air cooler and egr system|
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