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SE0950169A1 - A method and apparatus for an exhaust gas return system for an internal combustion engine and a vehicle - Google Patents

A method and apparatus for an exhaust gas return system for an internal combustion engine and a vehicle

Info

Publication number
SE0950169A1
SE0950169A1 SE0950169A SE0950169A SE0950169A1 SE 0950169 A1 SE0950169 A1 SE 0950169A1 SE 0950169 A SE0950169 A SE 0950169A SE 0950169 A SE0950169 A SE 0950169A SE 0950169 A1 SE0950169 A1 SE 0950169A1
Authority
SE
Sweden
Prior art keywords
exhaust gas
charge air
cooler
gas cooler
uncooled
Prior art date
Application number
SE0950169A
Other languages
Swedish (sv)
Inventor
Nyr N Henrik
Richard Westerberg
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE0950169A priority Critical patent/SE0950169A1/en
Priority to PCT/SE2010/050261 priority patent/WO2010107368A1/en
Publication of SE0950169A1 publication Critical patent/SE0950169A1/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/50—Arrangements or methods for preventing or reducing deposits, corrosion or wear caused by impurities
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/045—Constructional details of the heat exchangers, e.g. pipes, plates, ribs, insulation, materials, or manufacturing and assembly
    • F02B29/0475—Constructional details of the heat exchangers, e.g. pipes, plates, ribs, insulation, materials, or manufacturing and assembly the intake air cooler being combined with another device, e.g. heater, valve, compressor, filter or EGR cooler, or being assembled on a special engine location
    • F02M25/0701—
    • F02M25/0735—
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/25—Layout, e.g. schematics with coolers having bypasses
    • 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
    • F02M26/29—Constructional details of the coolers, e.g. pipes, plates, ribs, insulation or materials
    • F02M26/30—Connections of coolers to other devices, e.g. to valves, heaters, compressors or filters; Coolers characterised by their location on the engine

Landscapes

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

Description

15 20 25 30 2 A second problem is that under certain operation conditions, condensate may gather in the EGR cooler and freeze at temperatures below 0°C. When the condensate freezes it expands, which may cause cracks to appear in the EGR cooler tubes. 15 20 25 30 2 A second problem is that under certain operation conditions, condensate may gather in the EGR cooler and freeze at temperatures below 0 ° C. When the condensate freezes it expands, which may cause cracks to appear in the EGR cooler tubes.

A third problem is that at very low temperatures and low engine loads, it might hap- pen that the charge air to be charged will condensate and freeze in the charge air cooler. Under such operation conditions a lower cooling capacity of the charge air cooler is necessary. Today this is solved by covering the cooling package of the cooler to a certain extent by a separate curtain.A third problem is that at very low temperatures and low engine loads, it might hap- pen that the charge air to be charged will condense and freeze in the charge air cooler. Under such operation conditions a lower cooling capacity of the charge air cooler is necessary. Today this is solved by covering the cooling package of the cooler to a certain extent by a separate curtain.

An object of the present invention is to provide solutions to the above identified problems associated with the previously known technique described.An object of the present invention is to provide solutions to the above identified problems associated with the previously known technique described.

SUMMARY OF THE INVENTION This and other objects are obtained by means of a method, a device and a vehicle having the features specified in the attached claims 1, 7 and 13, respectively.SUMMARY OF THE INVENTION This and other objects are obtained by means of a method, a device and a vehicle having the features specified in the attached claims 1, 7 and 13, respectively.

Further advantages are obtained by what is specified in the respective dependent claims.Further advantages are obtained by what is specified in the respective dependent claims.

BRIEF DESCRIPTION OF THE DRAWINGS A better understanding of the present invention will be had upon considering the following detailed description when read in conjunction with the attached drawings in which like details are designated with the same designations throughout the sev- eral different views and in which: - Fig. 1 schematically shows one embodiment of a part of a prior art EGR system, - Fig. 2 schematically shows a part of a first embodiment of an EGR system ac- cording to one aspect of the present invention, 10 15 20 25 30 - Fig. 3 schematically shows a part of a second embodiment of an EGR system ac- cording to another aspect of the present invention, - Fig. 4 shows process steps according to the present invention and - Fig. 5 schematically shows a control configuration for the EGR system for obtain- ing a pre-deterrnined system configuration by valve setting based upon values of pre-determined parameters..BRIEF DESCRIPTION OF THE DRAWINGS A better understanding of the present invention will be had upon considering the following detailed description when read in conjunction with the attached drawings in which like details are designated with the same designations throughout the sev- eral different views and in which: - Fig. 1 schematically shows one embodiment of a part of a prior art EGR system, - Fig. 2 schematically shows a part of a first embodiment of an EGR system ac- cording to one aspect of the present invention, 10 15 20 25 30 - Fig. 3 schematically shows a part of a second embodiment of an EGR system ac- cording to another aspect of the present invention, - Fig. 4 shows process steps according to the present invention and - Fig. 5 schematically shows a control configuration for the EGR system for obtaining a pre-determined system configuration by valve setting based on values of pre-determined parameters.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS Thus, according to what is previously known, Fig. 1, fresh air, indicated by an ar- row l, for charging to the engine combustion is compressed and then cooled in a charge air cooler 2 and further passed on to be mixed with exhaust gases, indicated by an arrow 3 of an EGR system exhaust gas duct 3 ', the exhaust gases being fed to and cooled in an EGR cooler 4, a mixing point downstream of said coolers being designated by 5. The mixture is further fed into the engine to take part in the com- bustion in the engine.DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS Thus, according to what is previously known, Fig. 1, fresh air, indicated by an ar- row l, for charging to the engine combustion is compressed and then cooled in a charge air cooler 2 and further passed on to be mixed with exhaust gases, indicated by an arrow 3 of an EGR system exhaust gas duct 3 ', the exhaust gases being fed to and cooled in an EGR cooler 4, a mixing point downstream of said coolers being designated by 5. The mixture is further fed into the engine to take part in the com- bustion in the engine.

Preferably and as previously known, a by-pass valve 6 is arranged upstream of the exhaust gas cooler, so that uncooled exhaust gases via a by-pass duct 6' can be mixed with the cooled charge air, for eg winter and low temperature operation. Un- der such circumstances the exhaust gas cooler is by-passed, so that no condensate will appear in the exhaust gas cooler 4.Preferably and as previously known, a by-pass valve 6 is arranged upstream of the exhaust gas cooler, so that uncooled exhaust gases via a by-pass duct 6 'can be mixed with the cooled charge air, for eg winter and low temperature operation . Under such circumstances the exhaust gas cooler is by-passed, so that no condensate will appear in the exhaust gas cooler 4.

According to a first aspect of the present invention, as shown in Fig. 2, a connection 7 between an uncooled charge air duct 8 and the exhaust gas cooler preferably downstream of the exhaust gas by-pass valve 6, when present, and upstream of the exhaust gas cooler is provided for, preferably controlled, conduct of uncooled 10 15 20 25 30 4 charge air through the exhaust gas cooler, said connection preferably comprising a, preferably one way, valve 7' for controlling the flow through the connection.According to a first aspect of the present invention, as shown in Fig. 2, a connection 7 between an uncooled charge air duct 8 and the exhaust gas cooler preferably downstream of the exhaust gas by-pass valve 6, when present, and upstream of the exhaust gas cooler is provided for, preferably controlled, conduct of uncooled 10 15 20 25 30 4 charge air through the exhaust gas cooler, said connection preferably comprising a, preferably one way, valve 7 'for controlling the through ow through the connection.

In this way the uncooled charge air Will blow out the condensate of the EGR cooler and the EGR cooler will heat external fresh cooling air, which will provide a more even stress distribution over the radiator. Thus, in this way a solution to the first and second problem is provided.In this way the uncooled charge air will blow out the condensate of the EGR cooler and the EGR cooler will heat external fresh cooling air, which will provide a more even stress distribution over the radiator. Thus, in this way a solution to the first and second problem is provided.

According to a second aspect of the present invention, as shown in Fig. 3, the solution shown in Fig. 2 is provided with a valve arrangement 9 for cutting off the charge air flow in the duct 8 downstream of said connection 7, so that no flow through the charge air cooler will take place . All charge air will pass through the EGR cooler 4. which, preferably and normally, has less cooling capacity than the charge air cooler 2 normally used, which will result in that the risk for freezing will decrease for the EGR cooler 4 and will be eliminated for the charge air cooler 2 nor- mally used.According to a second aspect of the present invention, as shown in Fig. 3, the solution shown in Fig. 2 is provided with a valve arrangement 9 for cutting off the charge air fl ow in the duct 8 downstream of said connection 7, so that no fl ow through the charge air cooler will take place. All charge air will pass through the EGR cooler 4. which, preferably and normally, has less cooling capacity than the charge air cooler 2 normally used, which will result in that the risk of freezing will decrease for the EGR cooler 4 and will be eliminated for the charge air cooler 2 nor- mally used.

The method as well as the function of the device according to the present invention should to an extensive and sufficient extent have been made clear from the descrip- tion given above.The method as well as the function of the device according to the present invention should to an extensive and sufficient extent have been made clear from the descrip- tion given above.

Steps of the method are presented in Fig.4.Steps of the method are presented in Fig.4.

Thus, a first step 401 corresponds to providing the connection 7 between an un- cooled charge air duct 8 upstream of the exhaust gas cooler 4 according to the first aspect of the present invention. When step 401 is completed step 402 is performed.Thus, a first step 401 corresponds to providing the connection 7 between an un- cooled charge air duct 8 upstream of the exhaust gas cooler 4 according to the first aspect of the present invention. When step 401 is completed step 402 is performed.

Step 402 comprises conducting uncooled fresh charge air via the connection 7 through the exhaust gas cooler for blowing out exhaust gas condensate of the ex- haust gas cooler. By means of a valve 7' the flow through the connection 7 may be controlled in an on/off manner to be provided whenever wanted or in a manner to 10 15 20 25 30 5 provide a desired amount of uncooled charge air continuously for longer periods of time through the exhaust gas cooler.Step 402 comprises conducting uncooled fresh charge air via the connection 7 through the exhaust gas cooler for blowing out exhaust gas condensate of the ex- haust gas cooler. By means of a valve 7 'the flow through the connection 7 may be controlled in an on / off manner to be provided whenever wanted or in a manner to 10 15 20 25 30 5 provide a desired amount of uncooled charge air continuously for longer periods of time through the exhaust gas cooler.

Step 403 is an optional step and corresponds to cutting off the uncooled charge air flow upstream of the charge air cooler 2 and downstream of said connection 7 and conducting the uncooled charge air flow through the exhaust gas cooler 4, which preferably and normally has a less cooling capacity than the charge air cooler 2.Step 403 is an optional step and corresponds to cutting off the uncooled charge air flow upstream of the charge air cooler 2 and downstream of said connection 7 and conducting the uncooled charge air fl ow through the exhaust gas cooler 4, which preferably and normally has a less cooling capacity than the charge air cooler 2.

Step 404 is also an optional step and corresponds to the step, known per se, of pro- viding the by-pass valve 6 and the by-pass duct 6' upstream of the exhaust gas cooler.Step 404 is also an optional step and corresponds to the step, known per se, of pro- viding the by-pass valve 6 and the by-pass duct 6 'upstream of the exhaust gas cooler.

Step 401 and 402 provides a solution to the first and second problem discussed in the prior art portion of the description.Step 401 and 402 provides a solution to the first and second problem discussed in the prior art portion of the description.

Step 403 provides a solution to the third problem discussed in the prior art portion of the description. Step 404 is a step, which is not necessary for solving the first, second and third problem but is a preferred step, which provides an increased flexi- bility to the overall system in the adaption to a wide range of climate and environ- mental circumstances.Step 403 provides a solution to the third problem discussed in the prior art portion of the description. Step 404 is a step, which is not necessary for solving the first, second and third problem but is a preferred step, which provides an increased flexibility to the overall system in the adaptation to a wide range of climate and environ- mental circumstances .

The general advantages of the solutions according to the present invention are re- duced risk for break-down and failure of all cooler components. Further, said solu- tions may be obtained at comparatively low cost and will require very limited space, requested cooler capacity etc.The general advantages of the solutions according to the present invention are reduced risk of break-down and failure of all cooler components. Further, said solu- tions may be obtained at comparatively low cost and will require very limited space, requested cooler capacity etc.

Above the invention has been described in association with preferred embodiments and examples.Above the invention has been described in association with preferred embodiments and examples.

The principles of the solutions according to the present invention have been de- scribed herein in association with simple schematic figures. In practice a piping sys- 10 15 20 25 30 6 tem fulfilling said principles may of course be configured in several different Ways depending on the circumstances, space provision, requested cooler capacity etc.The principles of the solutions according to the present invention have been described herein in association with simple schematic figures. In practice a piping sys- 10 15 20 25 30 6 tem fulfilling said principles may of course be configured in several different Ways depending on the circumstances, space provision, requested cooler capacity etc.

Thus, of course further embodiments as Well as minor changes and additions may be imagined Without departing from the basic inventive idea.Thus, of course further embodiments as Well as minor changes and additions may be imagined Without departing from the basic inventive idea.

Embodiments may, as mentioned, be provided Wherein a by-pass valve 6 and a by- pass duct 6' are not present.Embodiments may, as mentioned, be provided Wherein a by-pass valve 6 and a by-pass duct 6 'are not present.

Further, embodiments may be provided Wherein a valve arrangement 9 is not pro- vided for cutting off the uncooled charge air flow through the charge air cooler 2, eg for use in areas where very low temperatures may not be expected.Further, embodiments may be provided Wherein a valve arrangement 9 is not pro- vided for cutting off the uncooled charge air fl ow through the charge air cooler 2, eg for use in areas where very low temperatures may not be expected.

Further, the valves V of the system valves 6, 7'and 9 may be manually operated but all or some of the valves V, Fig. 5, may be chosen to be arranged to be operated by operating means 50l arranged to be controlled by a control unit 502, Which may be part of the overall control system, CPU, of the vehicle or a separate unit. In such embodiments a control unit is provided with information about out-door tempera- ture, operational parameters, such as engine load etc, Which are parameters normally provided by the vehicle control system sensors 503. Based upon such parameters a pre-determined setting of the valves of the system is arranged to be performed to ob- tain a pre-determined system configuration adapted to the parameter values at hand.Further, the valves V of the system valves 6, 7'and 9 may be manually operated but all or some of the valves V, Fig. 5, may be chosen to be arranged to be operated by operating means 50l arranged to be controlled by a control unit 502, Which may be part of the overall control system, CPU, of the vehicle or a separate unit. In such embodiments a control unit is provided with information about out-door tempera- ture, operational parameters, such as engine load etc, Which are parameters normally provided by the vehicle control system sensors 503. Based upon such parameters a pre-determined setting of the valves of the system is arranged to be performed to ob- tain a pre-determined system configuration adapted to the parameter values at hand.

Thus, the invention should not be considered limited to the embodiments shown but may be varied Within the scope of the appended claims.Thus, the invention should not be considered limited to the embodiments shown but may be varied within the scope of the appended claims.

CLAIMS l. A method for an internal charge engine, eg a diesel engine, having an exhaust gas recirculation, EGR, system comprising an exhaust gas cooler and a charge airCLAIMS l. A method for an internal charge engine, eg a diesel engine, having an exhaust gas recirculation, EGR, system comprising an exhaust gas cooler and a charge air

Claims (13)

1. 0 15 20 25 7 cooler for providing a mixture of cooled exhaust gas and cooled fresh charge air to be charged to the engine for the combustion in the engine, and, preferably, a by- pass valve provided upstream of the exhaust gas cooler for providing a mixture of uncooled exhaust gases and cooled fresh charge air upon request, characterized in the steps of - providing a connection (7) between a duct (8) for uncooled fresh charge air and the exhaust gas cooler (4) upstream of the exhaust gas cooler and, preferably, down- stream of the by-pass valve (6), when provided, and - conducting uncooled fresh charge air through the exhaust gas cooler for blowing out exhaust gas condensate of the exhaust gas cooler.1. 0 15 20 25 7 cooler for providing a mixture of cooled exhaust gas and cooled fresh charge air to be charged to the engine for the combustion in the engine, and, preferably, a by-pass valve provided upstream of the exhaust gas cooler for providing a mixture of uncooled exhaust gases and cooled fresh charge air upon request, characterized in the steps of - providing a connection (7) between a duct (8) for uncooled fresh charge air and the exhaust gas cooler (4) upstream of the exhaust gas cooler and, preferably, down- stream of the by-pass valve (6), when provided, and - conducting uncooled fresh charge air through the exhaust gas cooler for blowing out exhaust gas condensate of the exhaust gas cooler. 2. A method according to claim 1, characterized in the step of - controlling the flow of uncooled charge air through said connection (7) by means of a valve (7').A method according to claim 1, characterized in the step of - controlling the flow of uncooled charge air through said connection (7) by means of a valve (7 '). 3. A method according to claim 2, characterized in the step of - providing said valve (7') for controlling said flow as a one way valve.A method according to claim 2, characterized in the step of - providing said valve (7 ') for controlling said flow as a one way valve. 4. A method according to claim 2 or 3, characterized in the step of - cutting off the uncooled charge air flow upstream of the charge air cooler (2) and downstream of said connection (7) for conducting the uncooled charge air flow through the exhaust gas cooler (4). 10 15 20 25 30 8A method according to claim 2 or 3, characterized in the step of - cutting off the uncooled charge air fl ow upstream of the charge air cooler (2) and downstream of said connection (7) for conducting the uncooled charge air through ow through the exhaust gas cooler (4). 10 15 20 25 30 8 5. A method according to claim 4, characterized in the step of providing the ex- haust gas cooler With a lower cooling capacity than the charge air cooler.5. A method according to claim 4, characterized in the step of providing the ex- haust gas cooler With a lower cooling capacity than the charge air cooler. 6. A method according to anyone of claims l - 5, characterized in the step of - providing operating means (501) and a control unit (502) for setting of chosen valves (V) of the EGR system and - setting said valves for obtaining a pre-determined system configuration in re- sponse to the values of pre-determined parameters.A method according to any of claims l - 5, characterized in the step of - providing operating means (501) and a control unit (502) for setting of chosen valves (V) of the EGR system and - setting said valves for obtaining a pre-determined system configuration in re- sponse to the values of pre-determined parameters. 7. A device for an internal charge engine, eg a diesel engine, having an exhaust gas recirculation, EGR, system comprising an exhaust gas cooler and a charge air cooler for providing a mixture of cooled exhaust gas and cooled fresh charge air to be charged to the engine for the combustion in the engine and, preferably, a by-pass valve provided upstream of the exhaust gas cooler for providing a mixture of un- cooled exhaust gas and cooled fresh charge air upon request, characterized in a connection (7) between a duct (8) for uncooled fresh charge air and the exhaust gas cooler (4) upstream of the exhaust gas cooler and, preferably, downstream of the by-pass valve (6), When provided.7. A device for an internal charge engine, eg a diesel engine, having an exhaust gas recirculation, EGR, system comprising an exhaust gas cooler and a charge air cooler for providing a mixture of cooled exhaust gas and cooled fresh charge air to be charged to the engine for the combustion in the engine and, preferably, a by-pass valve provided upstream of the exhaust gas cooler for providing a mixture of un- cooled exhaust gas and cooled fresh charge air upon request, characterized in a connection (7) between a duct (8) for uncooled fresh charge air and the exhaust gas cooler (4) upstream of the exhaust gas cooler and, preferably, downstream of the by-pass valve (6), When provided. 8. A device according to claim 7, Wherein a control valve (7') for controlling the flow through said connection is provided.A device according to claim 7, Wherein a control valve (7 ') for controlling the through ow through said connection is provided. 9. A device according to claim 8, Wherein said control valve is a one Way valve.9. A device according to claim 8, Wherein said control valve is a one Way valve. 10. A device according to claim 8 or 9, Wherein a valve arrangement (9) is provided for cutting off the uncooled charge air flow upstream of the charge air cooler (2) and downstream of said connection (7 ) for conducting the uncooled charge air flow through the exhaust gas cooler (4). 10 15 20 25 30 9A device according to claim 8 or 9, Wherein a valve arrangement (9) is provided for cutting off the uncooled charge air fl ow upstream of the charge air cooler (2) and downstream of said connection (7) for conducting the uncooled charge air fl ow through the exhaust gas cooler (4). 10 15 20 25 30 9 11. A device according to claim 10, Wherein the exhaust gas cooler has a lower cooling capacity than the charge air cooler.11. A device according to claim 10, Wherein the exhaust gas cooler has a lower cooling capacity than the charge air cooler. 12. A device according to anyone of claims 7 - 11, Wherein control means (501) are provided for setting of chosen valves (V) of the EGR system, a control unit (502) being provided for activating setting of said valves to obtain a pre-determined system configuration based upon values of pre-determined parameters.12. A device according to anyone of claims 7 - 11, Wherein control means (501) are provided for setting of chosen valves (V) of the EGR system, a control unit (502) being provided for activating setting of said valves to obtain a pre-determined system configuration based upon values of pre-determined parameters. 13. A vehicle, eg a truck or a bus, characterized in that it is provided With a device according to anyone of claim 7 - 11. ABSTRACT The present invention relates to a method for an internal charge engine, eg a diesel engine, having an exhaust gas recirculation, EGR, system comprising an exhaust gas cooler (4) and a charge air cooler (4) for providing a mixture of cooled exhaust gas and cooled fresh charge air to be charged to the engine for the charge in the engine,13. A vehicle, eg a truck or a bus, characterized in that it is provided With a device according to anyone of claim 7 - 11. ABSTRACT The present invention relates to a method for an internal charge engine, eg a diesel engine, having an exhaust gas recirculation, EGR, system comprising an exhaust gas cooler (4) and a charge air cooler (4) for providing a mixture of cooled exhaust gas and cooled fresh charge air to be charged to the engine for the charge in the engine,
SE0950169A 2009-03-18 2009-03-18 A method and apparatus for an exhaust gas return system for an internal combustion engine and a vehicle SE0950169A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
SE0950169A SE0950169A1 (en) 2009-03-18 2009-03-18 A method and apparatus for an exhaust gas return system for an internal combustion engine and a vehicle
PCT/SE2010/050261 WO2010107368A1 (en) 2009-03-18 2010-03-09 A method and a device for an internal combustion engine exhaust gas recirculation system and a vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
SE0950169A SE0950169A1 (en) 2009-03-18 2009-03-18 A method and apparatus for an exhaust gas return system for an internal combustion engine and a vehicle

Publications (1)

Publication Number Publication Date
SE0950169A1 true SE0950169A1 (en) 2010-09-19

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SE0950169A SE0950169A1 (en) 2009-03-18 2009-03-18 A method and apparatus for an exhaust gas return system for an internal combustion engine and a vehicle

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WO (1) WO2010107368A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8375926B2 (en) * 2010-02-01 2013-02-19 Deere & Company Moisture purging in an EGR system
AU2011358652B2 (en) * 2011-02-11 2016-11-17 Volvo Lastvagnar Ab Engine arrangement with charge air cooler and EGR system

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19524603C1 (en) * 1995-07-06 1996-08-22 Daimler Benz Ag IC engine with exhaust gas recirculation
JP3733707B2 (en) * 1997-09-19 2006-01-11 いすゞ自動車株式会社 EGR equipment with EGR cooler
JP3719842B2 (en) * 1998-03-17 2005-11-24 日産ディーゼル工業株式会社 EGR device
FR2827013B1 (en) * 2001-07-03 2003-10-17 Peugeot Citroen Automobiles Sa GAS SUPPLY SYSTEM FOR A VEHICLE DIESEL ENGINE
FR2869649B1 (en) * 2004-04-30 2006-07-28 Valeo Thermique Moteur Sas IMPROVED SYSTEM FOR CONTROLLING THE TEMPERATURE OF GASES ADMITTED IN AN ENGINE
SE528881C2 (en) * 2005-07-18 2007-03-06 Scania Cv Ab Arrangement and method for recirculating exhaust gases of an internal combustion engine
FR2892155B1 (en) * 2005-10-19 2007-12-14 Inst Francais Du Petrole CIRCUIT FOR SUPPLYING AT LEAST ONE FLUID OF A SUPERCHARGED MOTOR AND METHOD FOR FEEDING AT AT LEAST ONE FLUID SUCH A MOTOR

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Publication number Publication date
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