KR20090061202A - Rust reduction device of diesel engine - Google Patents

Rust reduction device of diesel engine Download PDF

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KR20090061202A
KR20090061202A KR1020070128118A KR20070128118A KR20090061202A KR 20090061202 A KR20090061202 A KR 20090061202A KR 1020070128118 A KR1020070128118 A KR 1020070128118A KR 20070128118 A KR20070128118 A KR 20070128118A KR 20090061202 A KR20090061202 A KR 20090061202A
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nsc
egr
exhaust gas
pipe
diesel engine
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김길남
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현대자동차주식회사
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • 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
    • 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
    • F02M2026/001—Arrangements; Control features; Details
    • F02M2026/004—EGR valve controlled by a temperature signal or an air/fuel ratio (lambda) signal
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

본 발명은 디젤엔진의 녹스 저감장치에 관한 것으로, LNT(Lean NOx trap)와 LP-EGR이 적용된 디젤엔진의 배기계에 있어서, EGR쿨러(8)와 NSC(7)의 전단부 사이에 바이패스관(10)이 연결되고, 상기 바이패스관(10)의 출구에 엔진제어유니트(13)에 의해 제어되는 스로틀밸브(11)가 설치된 것을 특징으로 한다.BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rust reduction apparatus for a diesel engine, and in a exhaust system of a diesel engine to which a lean NO x trap (LNT) and an LP-EGR are applied, a bypass between an EGR cooler (8) and a front end of an NSC (7). The pipe 10 is connected, characterized in that the throttle valve 11 is controlled by the engine control unit 13 at the outlet of the bypass pipe 10 is installed.

따라서, NSC(7)로 유입되는 배기가스온도에 따라 상기 스로틀밸브(11)의 개도량을 조절하여 EGR쿨러(8)에서 냉각된 배기가스를 NSC(7)의 전단으로 공급할 수 있게 됨에 따라 NSC(7)로 유입되는 배기가스의 온도를 촉매 활성 온도 영역으로 유지할 수 있게 되어, NSC(7)의 녹스 흡장성능이 향상되어 녹스 배출억제성능이 향상된다.Therefore, by adjusting the opening amount of the throttle valve 11 in accordance with the exhaust gas temperature flowing into the NSC (7) it is possible to supply the exhaust gas cooled in the EGR cooler 8 to the front end of the NSC (7) The temperature of the exhaust gas flowing into (7) can be maintained in the catalytic active temperature range, and the NOx storage performance of the NSC 7 is improved and the NOx emission suppression performance is improved.

Description

디젤엔진의 녹스 저감장치{apparatus for decreasing nitrogen oxide in Diesel engine} Apparatus for decreasing nitrogen oxide in Diesel engine}

본 발명은 디젤엔진의 녹스 저감장치에 관한 것으로, LNT 촉매(NSC)로 유입되는 배기가스 온도를 감온시켜 녹스의 흡장성능을 향상시킬 수 있도록 된 디젤엔진의 녹스 저감장치에 관한 것이다.The present invention relates to a rust reduction device for a diesel engine, and relates to a rust reduction device for a diesel engine that can reduce the exhaust gas temperature flowing into an LNT catalyst (NSC) to improve the wicking performance.

디젤엔진에서는 터보차저를 사용하여 과다 공기를 공급하고 있으므로 일반적으로 가솔린엔진에서 사용하는 3원촉매를 적용하여 녹스(NOx)를 저감할 수는 없다.Since the diesel engines by using a turbocharger supplying excessive air can not generally the Knox reducing (NO x) by applying a three-way catalyst for use in gasoline engines.

따라서, 현재 LNT(Lean NOx trap) 기술이 개발 적용되어 있는데, 이는 NSC(NOx storage catalyst)를 이용하여, 과다 공기 공급시(lean 연소) 녹스를 흡장한 후, 흡장량이 일정량 이상이 되면 연소실로의 공기 및 연료 공급제어(공기량 감소, 연료 후분사)를 통해 농후(rich) 연소 조건으로 엔진을 운전하여 흡장된 녹스를 질소로 환원시키는 기술이다.Therefore, LNT (Lean NO x trap) technology has been developed and applied, which uses a NO x storage catalyst (NSC) to occlude lean combustion when excess air is supplied, and then the combustion chamber when the occlusion amount exceeds a certain amount. It is a technology that reduces the stored knox to nitrogen by operating the engine under rich combustion conditions through air and fuel supply control (reduction of air volume, after-injection) of the furnace.

그런데 상기 LNT 기술을 적용함에 있어 중요한 것은 상기 NSC로 유입되는 배기가스의 온도를 일정 수준으로 유지하는 것이다. 온도가 너무 낮을 경우에는 촉매 활성이 이루어지지 않고 온도가 너무 높을 경우에는 반응물질들이 불안정하여 녹스의 흡장이 이루어지지 않고 그대로 슬립(slip)되어 빠져나가 버리기 때문이다.However, in applying the LNT technology, it is important to maintain the temperature of the exhaust gas flowing into the NSC at a constant level. If the temperature is too low, the catalytic activity is not achieved and if the temperature is too high, the reactants are unstable, so that the NOx is not occluded and slips out as it is.

상기와 같은 문제의 해결책으로서 미국특허 제7125394호에는 상기 NSC 냉각용 열교환기를 설치한 기술이 있으나 이러한 경우 기존의 설비 이외에 열교환기 및 열교환유체의 순환경로를 추가로 설치해야만 하는 단점이 있었다.As a solution to the above problem, US Pat. No. 7125394 has a technology in which the NSC cooling heat exchanger is installed, but in this case, there is a disadvantage in that an additional circulation path of the heat exchanger and the heat exchange fluid is installed in addition to the existing equipment.

한편, 디젤엔진의 녹스 저감을 위한 또 다른 기술로서 LP-EGR(Exhaust Gas Recirculation)을 들 수 있는데, 이 기술은 EGR 쿨러(cooler)를 DPF(Diesel Paticulate Filter)의 후단에 설치하여 엔진에서 배출된 배기가스가 타장치를 경유하지 않고 직접 모두 터보차저의 터빈을 거치면서 에너지를 소모함으로써 감온되도록 하고 그 차가운 EGR가스를 연소실로 공급하여 연소온도를 감소시킴으로써 녹스의 생성을 억제하는 것이다.On the other hand, another technology for reducing the rust of diesel engines is LP-EGR (Exhaust Gas Recirculation), which installs an EGR cooler at the rear of DPF (Diesel Paticulate Filter). The exhaust gas is cooled by consuming energy while directly passing through the turbine of the turbocharger without passing through other devices, and supplying the cold EGR gas to the combustion chamber to reduce the combustion temperature to suppress the production of nox.

그러나 상기 기술은 녹스 저감효율이 LNT 기술에 미치지 못하였다.However, the above technique was less than the KNT reduction efficiency Knox reduction efficiency.

이에 본 발명은 상기와 같은 점들을 감안하여 발명된 것으로, LNT와 LP-EGR 기술을 혼합하여 양자의 장점을 취하고, 특히 별도의 열교환기 없이 LNT 시스템에 있어서 NSC로 유입되는 배기가스 온도를 적절히 냉각 유지할 수 있게 됨으로써 배기가스 중 녹스량을 크게 감소시킬 수 있도록 된 디젤엔진의 녹스 저감장치를 제공함에 그 목적이 있다.Therefore, the present invention has been invented in view of the above points, and takes advantage of both by mixing LNT and LP-EGR technology, and in particular, properly cools the exhaust gas temperature flowing into the NSC in the LNT system without a separate heat exchanger. It is an object of the present invention to provide a rust reduction device of a diesel engine that can be maintained to significantly reduce the amount of rust in the exhaust gas.

상기와 같은 목적을 달성하기 위한 본 발명은, The present invention for achieving the above object,

디젤엔진의 배기관과 흡기관 사이에 설치된 터보차저와,A turbocharger installed between the exhaust pipe and the intake pipe of the diesel engine,

상기 배기관에 순차적으로 설치된 DPF와 NSC,DPF and NSC sequentially installed in the exhaust pipe,

상기 DPF의 후단과 상기 터보차저의 흡기측을 연결하는 EGR파이프와,An EGR pipe connecting a rear end of the DPF and an intake side of the turbocharger;

상기 EGR파이프의 입구측에 설치된 EGR쿨러와,An EGR cooler installed at the inlet side of the EGR pipe,

상기 EGR파이프의 출구측에 설치된 EGR밸브 및,An EGR valve installed at an outlet side of the EGR pipe,

상기 EGR밸브의 개도를 제어하는 엔진제어유니트를 포함하는 디젤엔진의 녹스 저감장치에 있어서,In the NOx reduction device of a diesel engine comprising an engine control unit for controlling the opening degree of the EGR valve,

상기 EGR쿨러와 상기 NSC의 전단부를 연결하는 바이패스관이 설치되고,Bypass pipe connecting the EGR cooler and the front end of the NSC is installed,

상기 바이패스관의 출구측에 상기 엔진제어유니트에 의해 제어되는 스로틀밸브가 설치된 것을 특징으로 한다.A throttle valve controlled by the engine control unit is installed at the outlet side of the bypass pipe.

상기 엔진제어유니트는 상기 NSC의 전단에 설치된 온도센서에서 측정된 배기 가스온도에 따라 상기 스로틀밸브의 개도를 조절하는 것을 특징으로 한다.The engine control unit is characterized in that for controlling the opening degree of the throttle valve according to the exhaust gas temperature measured by the temperature sensor installed in front of the NSC.

상기와 같은 구성으로 이루어진 본 발명에 의하면, NSC로 유입되는 배기가스의 온도를 EGR쿨러를 통해 바이패스된 배기가스를 이용하여 감온시킬 수 있으므로 양호한 촉매 활성상태를 유지할 수 있게 되므로 녹스 흡장성능이 향상되어 녹스 배출량을 더욱 감소시킬 수 있게 되는 효과가 있다.According to the present invention having the above configuration, since the temperature of the exhaust gas flowing into the NSC can be reduced by using the exhaust gas bypassed through the EGR cooler, it is possible to maintain a good catalyst active state, thereby improving the NOx storage performance. Thus, it is possible to further reduce the Knox emissions.

또한, 본 발명은 기존의 LNT와 LP-EGR의 시스템을 이용하면서 열교환기와 같이 복잡한 추가 구성을 요하지 않고 간단한 바이패스배관과 밸브의 추가를 통해 목적을 달성하므로 시스템 구성 비용이 많이 들지 않는다는 장점이 있다.In addition, the present invention does not require a complicated additional configuration such as a heat exchanger while using the existing system of LNT and LP-EGR has the advantage that the system configuration cost is not expensive because the purpose is achieved through the addition of a simple bypass pipe and valve. .

또한, 상기와 같이 LNT 시스템에 LP-EGR 시스템이 병용되므로 기본적으로 엔진에서 배출되는 녹스량이 적어서 LNT의 NSC에 사용되는 귀금속의 양을 줄일 수 있게 되므로 비용을 더욱 절감할 수 있게 된다. In addition, since the LP-EGR system is used in combination with the LNT system as described above, the amount of rust that is discharged from the engine is basically reduced, thereby reducing the amount of precious metal used in the NSC of the LNT, thereby further reducing the cost.

이하, 본 발명을 첨부된 예시도면을 참조하여 상세히 설명한다.Hereinafter, with reference to the accompanying drawings, the present invention will be described in detail.

도 1은 본 발명의 구성도로서, LNT와 LP-EGR 시스템이 적용된 디젤엔진 배기계의 구성도이다.1 is a configuration diagram of the present invention, a configuration diagram of a diesel engine exhaust system to which the LNT and LP-EGR system is applied.

도시된 바와 같이, 디젤엔진(1)은 에어필터(2)에 연결된 흡기관(3)을 통해 외기를 공급받아 연료와 함께 연소시킨 후, 배기관(4)을 통해 연소가스를 배출한다.As shown, the diesel engine 1 receives external air through the intake pipe 3 connected to the air filter 2 and burns it together with the fuel, and then discharges the combustion gas through the exhaust pipe 4.

외기의 과급을 위하여 흡기관(3)과 배기관(4)의 사이에 터보차저(5)를 설치 하여 배기가스로 터빈을 돌려 동축상의 임펠러를 구동킴으로써 외기를 압축하여 디젤엔진(1) 연소실로 공급하고 있다.A turbocharger 5 is installed between the intake pipe 3 and the exhaust pipe 4 for supercharging the outside air, and the turbine is driven by exhaust gas to drive the coaxial impeller to compress the outside air to the diesel engine 1 combustion chamber. Supply.

한편, 배기가스내 입자상 물질과 녹스를 저감시키기 위해 배기관(4)에 DPF(6)와 NSC(7)가 순차적으로 설치된다.On the other hand, the DPF 6 and the NSC 7 are sequentially installed in the exhaust pipe 4 to reduce particulate matter and rusty in the exhaust gas.

또한, 녹스 저감을 위해 연소온도를 감소시키기 위한 방편으로서 EGR을 적용하고 있는데, 더욱 낮은 온도의 배기가스를 연소실로 공급하기 위하여 EGR쿨러(8)를 적용함과 더불어 그 EGR쿨러(8)의 설치 위치를 상기 DPF(6)의 후단으로 하고 있다.In addition, the EGR is applied as a means for reducing the combustion temperature to reduce the rust. An EGR cooler 8 is applied to supply the exhaust gas of a lower temperature to the combustion chamber, and the EGR cooler 8 is installed. The position is the rear end of the DPF 6.

즉, 상기 DPF(6)의 후단과 상기 터보차저(5)의 흡기측을 연결하는 EGR파이프(9)를 설치하고, 그 EGR파이프(9)의 입구측에 EGR쿨러(8)를 설치한 것이다.That is, the EGR pipe 9 which connects the rear end of the said DPF 6 and the intake side of the said turbocharger 5 is provided, and the EGR cooler 8 is provided in the inlet side of the EGR pipe 9. .

한편, 상기 이지알쿨러(8)로부터 상기 NSC(7)의 전단으로 바이패스관(10)이 연결된다.On the other hand, the bypass pipe 10 is connected to the front end of the NSC (7) from the easy-cooler (8).

그리고, 상기 바이패스관(10)의 출구측에는 전자제어되는 스로틀밸브(11)가 설치된다.In addition, an electronically controlled throttle valve 11 is installed at the outlet side of the bypass pipe 10.

또한, 상기 NSC(7)의 전단에는 온도센서(12)가 설치되는데, 이 온도센서(12)의 측정값은 엔진제어유니트(13 ; ECU)로 전달된다.In addition, a temperature sensor 12 is installed at the front end of the NSC 7, and the measured value of the temperature sensor 12 is transmitted to the engine control unit 13 (ECU).

상기 엔진제어유니트(13)는 상기 온도센서(12)에서 측정된 NSC(7) 전단의 배기가스 온도에 따라서 상기 스로틀밸브(11)의 개도를 조절한다.The engine control unit 13 adjusts the opening degree of the throttle valve 11 according to the exhaust gas temperature in front of the NSC 7 measured by the temperature sensor 12.

이제 본 발명의 작용효과를 설명한다.The effects of the present invention will now be described.

디젤엔진(1)에서 발생한 배기가스는 배기관(4)을 통해 배출되면서 상기 DPF(6)와 NSC(7)를 통과하게 된다.Exhaust gas generated in the diesel engine 1 passes through the DPF 6 and the NSC 7 while being discharged through the exhaust pipe 4.

상기 DPF(6)에서는 배기가스내 입자상 물질 등을 주로 걸러주고, 상기 NSC(7)에서는 녹스를 흡장하여 대기중으로의 녹스 배출을 억제한다.The DPF 6 mainly filters particulate matter in exhaust gas and the like, and the NSC 7 occludes rust and suppresses rust discharge to the atmosphere.

한편, 상기 배기관(4)으로 유입된 배기가스는 상기 DPF(6)를 거치면서 온도가 낮아지게 된다.On the other hand, the exhaust gas introduced into the exhaust pipe 4 is lowered in temperature while passing through the DPF (6).

그리고, 상기 EGR쿨러(8)를 거치면서 2차적으로 감온되며, 그와 같은 낮은 온도의 배기가스가 EGR파이프(9)를 통해 흡기관(3)을 거쳐 디젤엔진(1) 연소실로 재공급된다.Then, the temperature is secondarily reduced while passing through the EGR cooler (8), and such low temperature exhaust gas is resupplied to the combustion chamber of the diesel engine (1) via the intake pipe (3) through the EGR pipe (9). .

따라서, 디젤엔진(1) 연소실 내의 연료 연소온도를 더욱 낮출 수 있게 되어 연소중의 녹스 생성량을 저감시킨다.Therefore, the fuel combustion temperature in the diesel engine 1 combustion chamber can be further lowered, thereby reducing the amount of rust generated during combustion.

상기 EGR가스의 공급은 상기 터보차저(5) 입구측에 설치된 EGR밸브(14)를 상기 엔진제어유니트(13)가 제어함으로써 이루어진다.The EGR gas is supplied by the engine control unit 13 controlling the EGR valve 14 provided at the inlet side of the turbocharger 5.

한편, 상기 전자제어유니트(13)는 NSC(7)의 전단에 설치된 온도센서(12)를 통하여 NSC(7)로 유입되는 배기가스의 온도를 실시간으로 체크한다.On the other hand, the electronic control unit 13 checks the temperature of the exhaust gas flowing into the NSC (7) in real time through the temperature sensor 12 installed in front of the NSC (7).

이때 NSC(7)로 유입되는 배기가스의 온도가 촉매활성 온도범위 이상으로 고온일 경우 전자제어유니트(13)는 상기 스로틀밸브(11)를 개방하여 바이패스관(10)을 통해 EGR쿨러(8)를 경유하여 냉각된 배기가스를 NSC(7)의 전단으로 공급한다.At this time, when the temperature of the exhaust gas flowing into the NSC (7) is higher than the catalytic active temperature range, the electronic control unit 13 opens the throttle valve (11) to the EGR cooler (8) through the bypass pipe (10) The exhaust gas cooled via the N) is supplied to the front end of the NSC 7.

이에 DPF(6)로부터 배출되어 NSC(7)로 직접 유입되는 상대적으로 고온인 배기가스와 EGR쿨러(8)를 거쳐 상대적으로 저온인 배기가스가 혼합되어 NSC(7)로 유입되는 배기가스의 온도가 감소되어 촉매 활성에 적절한 온도 범위를 유지할 수 있 게 된다.Accordingly, the temperature of the exhaust gas flowing into the NSC 7 by mixing the relatively hot exhaust gas discharged from the DPF 6 and directly flowing into the NSC 7 and the relatively low temperature exhaust gas through the EGR cooler 8. Can be reduced to maintain a temperature range suitable for catalytic activity.

한편, 상기 엔진제어유니트(13)에는 상기 온도센서(12)에서 측정된 배기가스 온도에 따른 상기 스로틀밸브(11)의 개도량 맵(map)이 입력되어 있어 NSC(7)로 유입되는 배기가스 온도에 따라 EGR쿨러(8)를 통해 바이패스되는 냉각된 배기가스의 공급량을 조절(측정된 배기가스 온도에 따라 스로틀밸브의 개도량을 피드백제어한다.)하여 NSC(7)로 유입되는 배기가스 온도를 촉매활성 온도영역으로 유지시킬 수 있다.Meanwhile, an opening degree map of the throttle valve 11 is input to the engine control unit 13 according to the exhaust gas temperature measured by the temperature sensor 12, and the exhaust gas flowing into the NSC 7 is input. The exhaust gas flowing into the NSC 7 by adjusting the supply amount of the cooled exhaust gas bypassed through the EGR cooler 8 according to the temperature (feedback control of the opening amount of the throttle valve according to the measured exhaust gas temperature). The temperature can be maintained in the catalytically active temperature range.

따라서, 상기 NSC(7)는 설계 사양대로의 녹스 흡장성능을 정상적으로 발휘하게 되므로 엔진 운전중 고온의 배기가스가 발생하는 경우에도 LNT에 의한 녹스 배출 억제기능이 정상적으로 유지되어 녹스 배출량이 감소된다.Therefore, since the NSC 7 normally exhibits the NOx storage performance according to the design specification, even when a high temperature exhaust gas is generated during engine operation, the NOx emission suppression function by the LNT is normally maintained and the NOx emission is reduced.

상기와 같이 본 발명은 별도의 열교환기를 설치하지 않고 NSC(7)의 온도를 촉매활성 영역 내에서 유지할 수 있게 됨으로써 추가 비용의 부담없이 LNT 시스템의 녹스 정화 성능을 유지할 수 있다.As described above, the present invention can maintain the temperature of the NSC 7 in the catalytically active region without installing a separate heat exchanger, thereby maintaining the Knox purification performance of the LNT system without any additional cost.

또한, 상기 LNT 시스템과 함께 LP-EGR 시스템을 병용함으로써 엔진에서 발생되는 녹스의 양을 원천적으로 감소시킬 수 있고, 이에 LNT 시스템에서의 정화 부담이 감소되므로 상기 NSC(7)에 사용되는 촉매 귀금속의 양을 감소시킬 수 있게 되어 비용 절감에 도움이 된다.In addition, by using the LP-EGR system together with the LNT system can reduce the amount of Knox generated in the engine, and the purification burden in the LNT system is reduced, thereby reducing the catalyst precious metal used in the NSC (7) The amount can be reduced, which helps to reduce costs.

도 1은 LNT와 LP-EGR이 병용된 디젤엔진 흡기계에 본 발명 기술이 적용된 상태를 도시한 도면이다.1 is a view showing a state in which the present technology is applied to a diesel engine intake machine in which LNT and LP-EGR are used in combination.

*도면의 주요 부분에 대한 부호의 설명** Description of the symbols for the main parts of the drawings *

1 : 디젤엔진 2 : 에어필터1: diesel engine 2: air filter

3 : 흡기관 4 : 배기관3: intake pipe 4: exhaust pipe

5 : 터보차저 6 : DPF5: turbocharger 6: DPF

7 : NSC 8 : EGR쿨러7: NSC 8: EGR cooler

9 : EGR파이프 10 : 바이패스관9: EGR pipe 10: bypass pipe

11 : 스로틀밸브 12 : 온도센서11: Throttle Valve 12: Temperature Sensor

13 : 엔진제어유니트13 engine control unit

Claims (3)

디젤엔진(1)의 배기관(4)과 흡기관(3) 사이에 설치된 터보차저(5)와,A turbocharger 5 provided between the exhaust pipe 4 and the intake pipe 3 of the diesel engine 1, 상기 배기관(4)에 순차적으로 설치된 DPF(6)와 NSC(7),DPF (6) and NSC (7) sequentially installed in the exhaust pipe (4), 상기 DPF(6)의 후단과 상기 터보차저(5)의 흡기측을 연결하는 EGR파이프(9)와,An EGR pipe 9 connecting the rear end of the DPF 6 and the intake side of the turbocharger 5, 상기 EGR파이프(9)의 입구측에 설치된 EGR쿨러(8)와,An EGR cooler 8 provided at the inlet side of the EGR pipe 9, 상기 EGR파이프(9)의 출구측에 설치된 EGR밸브(14) 및,An EGR valve 14 provided on the outlet side of the EGR pipe 9, 상기 EGR밸브(14)의 개도를 제어하는 엔진제어유니트(13)를 포함하는 디젤엔진의 녹스 저감장치에 있어서,In the rusty engine reduction apparatus of the diesel engine including the engine control unit 13 for controlling the opening degree of the EGR valve 14, 상기 EGR쿨러(8)와 상기 NSC(7)의 전단부를 연결하는 바이패스관(10)이 설치되고,Bypass pipe 10 is connected to the front end of the EGR cooler 8 and the NSC (7), 상기 바이패스관(10)의 출구측에 상기 엔진제어유니트(13)에 의해 제어되는 스로틀밸브(11)가 설치된 것을 특징으로 하는 디젤엔진의 녹스 저감장치.A throttle valve (11) controlled by the engine control unit (13) is provided on the outlet side of the bypass pipe (10), the rusty engine reduction apparatus of the diesel engine. 청구항 1에 있어서, 상기 엔진제어유니트(13)는 상기 NSC(7)의 전단에 설치된 온도센서(12)에서 측정된 배기가스온도에 따라 상기 스로틀밸브(11)의 개도를 조절하는 것을 특징으로 하는 디젤엔진의 녹스 저감장치.The method of claim 1, wherein the engine control unit 13 is characterized in that for adjusting the opening degree of the throttle valve 11 according to the exhaust gas temperature measured by the temperature sensor 12 installed in front of the NSC (7). Rust reduction device for diesel engine. 청구항 2에 있어서, 상기 엔진제어유니트(13)에 상기 온도센서(12)에서 측정 된 배기가스 온도에 따른 상기 스로틀밸브(11)의 개도량 제어맵(map)이 입력되어, 상기 엔진제어유니트(13)는 상기 제어맵에 따라 상기 스로틀밸브(11)의 개도를 피드백제어하는 것을 특징으로 하는 디젤엔진의 녹스 저감장치.The opening degree control map of the throttle valve 11 according to the exhaust gas temperature measured by the temperature sensor 12 is input to the engine control unit 13, and the engine control unit ( 13) the NOx reduction device of the diesel engine, characterized in that for controlling the feedback of the opening degree of the throttle valve (11) according to the control map.
KR1020070128118A 2007-12-11 2007-12-11 Rust reduction device of diesel engine Ceased KR20090061202A (en)

Priority Applications (1)

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KR1020070128118A KR20090061202A (en) 2007-12-11 2007-12-11 Rust reduction device of diesel engine

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KR1020070128118A KR20090061202A (en) 2007-12-11 2007-12-11 Rust reduction device of diesel engine

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101299970B1 (en) * 2011-08-18 2013-08-27 전남대학교산학협력단 Apparatus for reducing nitrogen oxide and for antiknock in dimethylether fueled vehicles
KR20170041300A (en) * 2015-10-06 2017-04-17 현대자동차주식회사 Heat recovery apparatus of exhaust gas

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101299970B1 (en) * 2011-08-18 2013-08-27 전남대학교산학협력단 Apparatus for reducing nitrogen oxide and for antiknock in dimethylether fueled vehicles
KR20170041300A (en) * 2015-10-06 2017-04-17 현대자동차주식회사 Heat recovery apparatus of exhaust gas

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