Motor system for removing condensate

Abstract

Motor system for removing condensate, the motor system comprising: an engine (20) having a plurality of combustion chambers (21) adapted to generate torque by burning fuel, an inlet line (10) through which fresh air flows into the combustion chambers (21); an exhaust gas line (30) into which exhaust gas flows, the exhaust gas being discharged from the combustion chambers (21); an intercooler (70) for cooling compressed air by a compressor (63) of a turbocharger (60) and having a coolant circulation line (75) in which coolant flows for cooling the engine (20); an exhaust gas recirculation device (50) having an exhaust gas recirculation (EGR) line (51) branched off from the exhaust line (30) and connected to the intake line (10), and an EGR valve (55) arranged in the EGR line (51); characterized in that the engine system comprises: a drive information detector (80) adapted to detect drive information including an amount of water vapor contained in recirculation gases in the EGR passage (51), an amount of water vapor contained in fresh air flowing in through the intake passage (10), and a temperature of the recirculation gas and the fresh air; and a controller (90) adapted to open the EGR valve (51) based on the drive information detected by the drive information detector (80).

Description

Background(a) Area of ​​Revelation

[0001] The present disclosure relates to an engine system for removing condensed water. More specifically, the present disclosure relates to an engine system for removing condensed water generated in an intercooler. (b) Description of the related art

[0002] An engine mixes air and fuel appropriately and generates power by burning the fuel-air mixture.

[0003] To achieve the required output power and combustion efficiency, sufficient air must be supplied to the engine. A turbocharger is used to improve combustion efficiency and supply sufficient air to the engine.

[0004] Typically, a turbocharger turbine rotates under the pressure of the exhaust gases emitted by the engine. A turbocharger compressor compresses fresh air drawn in from outside, and the compressed air is fed into the engine's combustion chamber. Turbochargers are used in most diesel engines and have more recently been used in gasoline engines.

[0005] Furthermore, NOx (nitrogen oxide or nitrous oxide), which is present in exhaust gases, is regulated as a major air pollutant. Research has been conducted to determine ways to reduce the amount of NOx in exhaust gases.

[0006] An exhaust gas recirculation (EGR) system installed in a vehicle reduces the vehicle's toxic exhaust gases. Generally, the amount of NOx in the exhaust gas is increased in an oxygen-rich air mixture, and the air mixture is combusted satisfactorily. Therefore, the EGR system reduces the amount of NOx in the exhaust gas by recirculating a portion (e.g., 5-20%) of the exhaust gas to the air mixture, reducing the oxygen ratio in the air mixture and preventing combustion.

[0007] A low-pressure EGR (LP EGR) system is one of the EGR systems. The LP EGR system redirects the exhaust gas passing through the turbocharger turbine to an intake path upstream of the compressor.

[0008] However, the exhaust gas recirculated through the EGR system has high temperatures and high humidity. Therefore, condensed water is generated when the recirculated exhaust gas and the low-temperature outside air mix.

[0009] In particular, very cold outside air (e.g., -20 to -40°C; -4 to -40°F) flows back into the engine when the outside temperature is low during the winter season. Furthermore, the recirculated exhaust gas has a high temperature (e.g., 100 to 150°C; 212 to 302°F) and high humidity (e.g., 15%).

[0010] The condensed water is generated in an intercooler located in an inlet pipe when the outside air and the exhaust gas are mixed.

[0011] As such, the condensed water generated by the intercooler flows into an engine's combustion chamber. This causes problems, including unstable combustion and corrosion of engine components.

[0012] The information disclosed above is intended only to facilitate understanding of the background of the disclosure. Therefore, the Background section may contain information that does not constitute prior art that would be readily known to a person skilled in the art.

[0013] DE 10 2013 224 393 A1 discloses methods and systems for supplying additional heat to an intercooler to reduce condensate formation. A coolant valve can control the supply of heated engine coolant to the inlet side of the intercooler. The coolant valve can be adjusted based on the condensate formation in the intercooler and a temperature at the intercooler outlet.

[0014] DE 10 2011 087 259 A1 discloses an internal combustion engine with an arrangement for recirculating exhaust gas and supplying cooled charge air as a gas stream to the internal combustion engine, wherein the internal combustion engine has an exhaust gas charging and an exhaust gas cooling system, with an exhaust gas cooling system with a one- or two-stage exhaust gas cooler with a first cooling stage and optionally with a second cooling stage, with at least one bypass for bypassing the first and / or the second cooling stage of the exhaust gas cooler and with at least one exhaust gas control valve, furthermore with at least one first charge air cooler and a bypass for bypassing the first charge air cooler and with a charge air control valve, wherein furthermore a condensate separation device is provided for separating a condensate from the exhaust gas cooler and / or from the charge air cooler for separating a condensate from the gas stream. Summary

[0015] The present disclosure was conceived in an effort to provide an engine system for removing condensed water generated at an intercooler.

[0016] The engine system according to the invention is defined by patent claim 1.

[0017] Subclaims relate to preferred embodiments. The engine system may further comprise a coolant line into which the coolant flows, which cools the engine, wherein a coolant circulation line, arranged in the intercooler, branches off from one side of the coolant line and is connected to another side of the coolant line.

[0018] The coolant circulation line may be arranged at a lower portion of the intercooler.

[0019] The engine system may further include a flow rate adjusting valve disposed in the coolant circulation line and adjusting an amount of coolant circulating in the intercooler.

[0020] The engine system may further include a temperature sensor that detects an outside temperature of a vehicle, and a controller that controls the opening of the flow rate adjustment valve depending on the outside temperature detected by the temperature sensor.

[0021] The controller may close the flow adjustment valve when the outside temperature is higher than a predetermined temperature.

[0022] The controller can open the flow adjustment valve when the outside temperature is lower than a predetermined temperature.

[0023] The controller can calculate a maximum EGR ratio at which condensed water is not generated from the saturated water pressure determined by the amount of water vapor contained in the recirculation gas, the amount of water vapor contained in the fresh air, and the temperature of the mixed gas supplied to the intercooler. The controller can adjust the opening of the EGR valve based on the calculated maximum EGR ratio.

[0024] The intercooler may be a water cooling type intercooler.

[0025] The intercooler may be an air cooling type intercooler.

[0026] According to an embodiment of the present disclosure, it is possible to eliminate condensed water generated in an intercooler by circulating hot coolant in the intercooler.

[0027] Furthermore, according to one embodiment of the present disclosure, condensed water is not supplied to a combustion chamber of an engine. As a result, it is possible to achieve combustion stability of the engine and prevent or prevent corrosion of engine parts. Short description of the characters

[0028] The figures are provided for reference in describing embodiments of the present disclosure, and the scope of the present disclosure should not be construed as limited solely to the accompanying figures. Fig. 1 is a schematic view showing an engine system for removing condensate according to an embodiment of the present disclosure. Fig. 2 is a schematic view showing an engine system for removing condensate according to another embodiment of the present disclosure. Fig. 3 is a block diagram showing an engine system for removing condensate according to an embodiment of the present disclosure.

[0029] The following reference numerals and description are used throughout the figures. 10 Inlet line 20 engine 21 Combustion chamber 23 Engine block 25 Cooling line 29 Main radiator or cooler 30 exhaust pipe 40 Exhaust gas purification device 50 exhaust gas recirculation device 51 EGR line 53 EGR cooler 55 EGR valve 60 turbochargers 61 turbines 63 Compressor 70 intercoolers 75 Coolant circulation line 77 Flow adjustment valve 79 Intercooler cooling line 80 Drive information detector 90 Control Detailed description of the embodiments

[0030] The present disclosure will be described more fully hereinafter with reference to the accompanying figures, in which embodiments of the disclosure are shown. As those skilled in the art will appreciate, the described embodiments may be modified in various ways without departing from the spirit or scope of the present disclosure.

[0031] To clearly describe the present disclosure, portions related to the description are omitted. Corresponding reference numerals refer to corresponding elements throughout the description and figures.

[0032] Furthermore, the sizes and thicknesses of each configuration shown in the figures are shown randomly for better understanding and ease of description, but the present disclosure is not so limited. The thicknesses of layers, films, panels, regions, and the like may be exaggerated in the figures to promote clarity.

[0033] Hereinafter, an engine system for removing condensate according to an embodiment of the present disclosure will be described in detail with reference to accompanying figures.

[0034] Fig. 1 is a schematic view showing an engine system for removing condensate according to an embodiment of the present disclosure. Fig. 1 shows that an intercooler can be an air cooling type intercooler. Fig. 2 is a schematic view showing an engine system for removing condensate according to another embodiment of the present disclosure. Fig. 2 shows that the intercooler can be a water cooling type intercooler. Fig. 3 is a block diagram showing a motor system for removing condensate according to an embodiment of the present disclosure.

[0035] As in Fig. 1 to 3, an engine system for removing condensate according to an embodiment of the present disclosure includes an engine 20, an exhaust gas recirculation (EGR) device, a turbocharger 60, and an intercooler 70.

[0036] The engine 20 has a plurality of combustion chambers 21 for generating drive torque by combusting fuel. An intake passage 10 for intake air is provided in the engine 20, and an exhaust passage 30 for exhaust gas is provided in the engine 20.

[0037] An exhaust gas purification device 40 is provided in the exhaust passage 4 for purifying various harmful materials contained in the exhaust gas discharged from the combustion chamber 21. The exhaust gas purification device 40 may include a lean NOx trap (LNT) for purifying nitrogen oxides, a diesel oxidation catalyst, and a diesel particulate filter.

[0038] The turbocharger 60 compresses fresh air flowing in through the intake line 10 and recirculation gas flowing in through a recirculation line, which are to be supplied to the combustion chamber 21. The turbocharger 60 includes a turbine 61 rotated by exhaust gas discharged from the combustion chamber 21. The turbocharger 60 also includes a compressor 63 that rotates in conjunction with the rotation of the turbine 61 and compresses the fresh air and recirculation gas.

[0039] The EGR device 50 recirculates a portion of the exhaust gas discharged from the combustion chamber 21 to the combustion chamber 21. The EGR device 50 may be a low-pressure exhaust gas recirculation (LP-EGR) device. However, the scope of the present disclosure is not limited thereto. The EGR device 50 may be a high-pressure exhaust gas recirculation (HP-EGR) device.

[0040] The EGR device 50 includes an EGR line 51 branched from the exhaust line 30 and connected to the intake line 10 of an upstream portion of the compressor 63. The EGR device also includes an EGR cooler 53 disposed in the EGR line 51 and an EGR valve 55 disposed on the EGR line 51. A recirculation gas amount is adjusted by controlling the opening, that is, by opening and closing, of the EGR valve 55. The opening of the EGR valve 55 is adjusted by a controller 90, which will be explained later.

[0041] The intercooler 70 increases the density of the intake air by cooling compressed air by the compressor 63 of the turbocharger 60. Therefore, combustion efficiency of the engine 20 is improved. The intercooler 70 is arranged in the intake passage 10 of a downstream portion of the compressor 63.

[0042] The intercooler 70 may be an air-cooling type intercooler or a water-cooling type intercooler.

[0043] Fig. 1 shows that the intercooler is an air cooling type intercooler. As in Fig. 1, an engine system according to an embodiment of the present disclosure further includes a cooling line 25 where, or in which, coolant flows to cool the engine. A coolant circulation line 75 branches off from the cooling line 25. Coolant flowing into the cooling line 25 cools the engine by passing through an engine block 23 and a main radiator 29.

[0044] The coolant circulation line 75 is branched from one side of the coolant line 25 and connected to another side, ie, the other side of the cooling line 25. The coolant circulation line 75 passes through an interior space of the intercooler 70. In one embodiment, it may be preferable that the coolant circulation line 75 passing through the interior space of the intercooler 70 is arranged at a lower side of the intercooler 70.

[0045] A flow adjustment valve 77, which controls the amount of coolant flowing into the intercooler 70, may be arranged in the coolant circulation line 75. The opening of the flow adjustment valve 77 may be adjusted by the controller 90. The controller 90 may be an engine control unit (ECU) provided in a vehicle.

[0046] Fig. 2 shows that the intercooler is a water cooling type intercooler. As in Fig. As shown in Figure 2, an engine system according to an embodiment of the present disclosure further includes a cooling line 25 where or in which coolant flows to cool the engine. A coolant circulation line 75 branches off from the cooling line 25. Coolant flowing in the cooling line 25 cools the engine by passing through an engine block 23 and a main radiator 29.

[0047] Furthermore, an intercooler cooling line 79 is arranged in the intercooler 70. Coolant for cooling the compressed air flows in the intercooler cooling line 79. The intercooler cooling line 79 passes through the main radiator 29. In one embodiment, a water pump is arranged in the intercooler cooling line 79. Coolant flowing in the intercooler cooling line 79 is pumped by the water pump.

[0048] A flow adjustment valve 77, which adjusts the amount of coolant circulating in the intercooler 70, may be arranged in the coolant circulation line 75. The degree of opening, ie, the opening and closing of the flow adjustment valve 77, may be controlled by the controller 90. The controller 90 may be an engine control unit provided in a vehicle.

[0049] The engine system according to an embodiment of the present disclosure may further include a driving information detector 80 for detecting driving information, including the outside temperature of or around the exterior of a vehicle. The driving information detector 80 may include a temperature sensor for detecting the outside temperature of the vehicle. The outside temperature detected by the temperature sensor is transmitted to the controller 90.

[0050] The controller 90 can adjust the opening or opening degree of the flow rate adjustment valve 77 based on the outside temperature detected by the temperature sensor.

[0051] Specifically, the amount of condensate generated in the intercooler 70 is relatively small when the outside temperature is higher than a predetermined temperature. Therefore, the controller 90 closes the flow rate adjustment valve 77 so that the coolant in the intercooler 70 does not circulate through the coolant circulation line 75. Accordingly, it is possible to reduce the temperature in the intercooler and improve the cooling efficiency of the intercooler 70.

[0052] Furthermore, the amount of condensate generated in the intercooler 70 is relatively large when the outside temperature is lower than the predetermined temperature. The controller 90 opens the flow rate adjustment valve 77 so that the coolant in the intercooler 70 circulates through the coolant circulation line 75. Accordingly, the hot coolant in the intercooler 70 circulates through the coolant circulation line 75. The condensate generated in the intercooler 70 can therefore be evaporated and disposed of.

[0053] The engine system according to an embodiment of the present disclosure may further include the driving information detector 80 that detects driving information, including an amount of water vapor contained in recirculation gas, an amount of water vapor contained in fresh air flowing in through the intake passage 10, and a temperature of the recirculation gas and the fresh air (the mixture or combination thereof, hereinafter referred to as the "mixed gas"). The recirculation gas refers to exhaust gas recirculated through the EGR device 50.

[0054] The controller 90 may control an opening degree, ie, opening and closing, of the EGR valve 55 based on the drive information detected by the drive information detector 80.

[0055] The controller 90 calculates a maximum EGR ratio at which condensation is not generated from a saturation vapor pressure determined by the amount of water vapor contained in the recirculation gas, the amount of water vapor contained in the fresh air, and the temperature of the mixed gas supplied to the intercooler 70. The controller 90 adjusts the opening of the EGR valve 55 based on the maximum EGR ratio. The EGR ratio can be represented as the amount of recirculation gas / the amount of mixed gas.

[0056] In other words, the controller 90 calculates the maximum EGR ratio at which condensation is not generated based on the amount of water vapor contained in the mixed gas and the temperature of the mixed gas supplied to the intercooler 70. The controller then sets an opening of the EGR valve 55 based on the maximum EGR ratio.

[0057] As such, since the opening of the EGR valve 55 is adjusted based on the maximum EGR ratio, condensate cannot be generated in the intercooler 70, and a large amount of recirculation gas can be supplied to the combustion chamber 21 when the vehicle is running in a low-temperature region. Accordingly, fuel consumption of the engine can be improved.

[0058] Hereinafter, an operation of the engine system according to an embodiment of the present disclosure will be described in detail.

[0059] With reference to Fig.1 to 3, the combustion gas discharged from the combustion chamber 21 is discharged to the outside, i.e., the surrounding environment, through the exhaust passage 30. A portion of the exhaust gas is not discharged to the outside, but instead is supplied to the intake passage 10 through the EGR passage 51 of the EGR device. This portion of the exhaust gas is hereinafter referred to as "recirculation gas." The recirculation gas is mixed with outside air and recirculated to the combustion chamber 21 of the engine 20.

[0060] Condensation is generated when the high-temperature and high-humidity recirculation gas and the low-temperature outside air are mixed in the intercooler 70. The condensation is forced into a lower portion of the intercooler 70 by gravity. If a large amount of condensation is forced into the intercooler 70 and flows into the combustion chamber 21 of the engine 20 through the intake pipe 10 due to vibration of the vehicle, combustion stability of the engine 20 deteriorates. Furthermore, since the condensation has a high acid content, it is possible that the condensation may corrode various parts of the engine.

[0061] When the outside temperature is high (e.g., when the outside temperature is higher than a predetermined temperature), the amount of condensate generated in the intercooler 70 is small. Therefore, the controller 90 prevents the temperature of the intercooler 70 from becoming higher by closing the flow rate adjustment valve 77 to increase the cooling efficiency of the intercooler 70.

[0062] Further, since much condensate is generated in the intercooler 70 when the outside temperature is low (e.g., when the outside temperature is lower than the predetermined temperature), removal of condensate is more important than cooling efficiency of the intercooler 70. Accordingly, the controller 90 opens the flow rate adjustment valve 77.

[0063] High-temperature coolant that cools the engine 20 will then flow into the cooling line 25. When the flow rate adjustment valve 77 is opened, high-temperature coolant flows into the coolant circulation line 75. Since the coolant circulation line 75 is disposed in the intercooler 70, preferably at a lower portion of the intercooler 70, condensate collected in the intercooler 70 is heated and evaporated by the high-temperature coolant flowing into the coolant circulation line 75. Therefore, condensate generated in the intercooler 70 can be removed.

[0064] Further, the controller 90 calculates the maximum EGR ratio at which condensation is not generated based on the amount of water vapor contained in the mixed gas and the temperature of the mixed gas supplied to the intercooler 70. The controller 90 adjusts an opening of the EGR valve 55 based on the maximum EGR ratio, that is, the recirculation gas amount / mixed gas amount.

[0065] As described above, according to an embodiment of the present disclosure, it is possible to eliminate condensate generated in an intercooler 70 by circulating hot coolant in the intercooler 70.

[0066] Since the flow of high-temperature coolant into the intercooler 70 can be controlled or stopped by closing the flow rate adjusting valve 77 when an external temperature is high, a cooling efficiency of the intercooler 70 can be further improved.

[0067] Further, since the opening of the EGR valve 55 is adjusted based on the maximum EGR ratio, much recirculation gas can be supplied to the combustion chamber 21 of the engine 20, and fuel consumption of the vehicle can be improved, and NOX can be reduced.

Claims

[1] Motor system for removing condensate, the motor system comprising: an engine (20) having a plurality of combustion chambers (21) adapted to generate torque by burning fuel, an inlet line (10) through which fresh air flows into the combustion chambers (21); an exhaust gas line (30) into which exhaust gas flows, the exhaust gas being discharged from the combustion chambers (21); an intercooler (70) for cooling compressed air by a compressor (63) of a turbocharger (60) and having a coolant circulation line (75) in which coolant flows for cooling the engine (20); an exhaust gas recirculation device (50) having an exhaust gas recirculation (EGR) line (51) branched off from the exhaust line (30) and connected to the intake line (10), and an EGR valve (55) arranged in the EGR line (51); characterized by that the engine system has: a drive information detector (80) adapted to detect drive information including an amount of water vapor contained in recirculation gases in the EGR passage (51), an amount of water vapor contained in fresh air flowing in through the intake passage (10), and a temperature of the recirculation gas and the fresh air; and a controller (90) adapted to open the EGR valve (51) based on the drive information detected by the drive information detector (80). [2] The engine system of claim 1, further comprising: a cooling line (25) in which the coolant flows to cool the engine (20), wherein the coolant circulation line (75) arranged in the intercooler (70) is branched off from one side of the cooling line (25) and is connected to another side of the cooling line (25). [3] An engine system according to claim 1 or 2, wherein the coolant circulation line (75) is arranged at a lower portion of the intercooler (70). [4] Engine system according to one of the preceding claims, further comprising: a flow rate adjustment valve (77) arranged in the coolant circulation line (75) and suitable for adjusting a coolant amount circulating in the intercooler (70). [5] The engine system of claim 4, further comprising: a temperature sensor suitable for detecting an external temperature of the vehicle; and a controller (90) configured to open the flow rate adjustment valve (77) in response to the external temperature detected by the temperature sensor. [6] An engine system according to claim 5, wherein the controller (90) is arranged to close the flow rate adjusting valve (77) when the external temperature is higher than a predetermined temperature. [7] An engine system according to claim 5 or 6, wherein the controller (90) is arranged to open the flow rate adjusting valve (77) when the external temperature is lower than a predetermined temperature. [8] An engine system according to claim 1, wherein the controller (90) is adapted to calculate a maximum EGR ratio at which condensate is not generated from a saturation vapor pressure determined by the amount of water vapor contained in the recirculation gas, the amount of water vapor contained in the fresh air, and a temperature of the mixed gas supplied to the intercooler (70), and to adjust the opening of the EGR valve (55) based on the maximum EGR ratio. [9] An engine system according to any preceding claim, wherein the intercooler (70) is a water-cooling type intercooler. [10] An engine system according to any preceding claim, wherein the intercooler (70) is an air-cooling type intercooler.

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