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EP3538753B1 - Dispositif de commande pour un moteur à combustion interne - Google Patents

Dispositif de commande pour un moteur à combustion interne Download PDF

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Publication number
EP3538753B1
EP3538753B1 EP17793661.4A EP17793661A EP3538753B1 EP 3538753 B1 EP3538753 B1 EP 3538753B1 EP 17793661 A EP17793661 A EP 17793661A EP 3538753 B1 EP3538753 B1 EP 3538753B1
Authority
EP
European Patent Office
Prior art keywords
channel
internal combustion
combustion engine
control device
valve seat
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP17793661.4A
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German (de)
English (en)
Other versions
EP3538753A1 (fr
Inventor
Thorsten REIMERS
Patrick SUTTY
Dirk VIERKOTTEN
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Pierburg GmbH
Original Assignee
Pierburg GmbH
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Filing date
Publication date
Application filed by Pierburg GmbH filed Critical Pierburg GmbH
Publication of EP3538753A1 publication Critical patent/EP3538753A1/fr
Application granted granted Critical
Publication of EP3538753B1 publication Critical patent/EP3538753B1/fr
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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
    • F02M26/52—Systems for actuating EGR valves
    • F02M26/64—Systems for actuating EGR valves the EGR valve being operated together with an intake air throttle
    • 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
    • F02M26/65—Constructional details of EGR valves
    • F02M26/70—Flap valves; Rotary valves; Sliding valves; Resilient valves
    • 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
    • F02M26/65—Constructional details of EGR valves
    • F02M26/71—Multi-way valves
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10222—Exhaust gas recirculation [EGR]; Positive crankcase ventilation [PCV]; Additional air admission, lubricant or fuel vapour admission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines

Definitions

  • the invention relates to a control device for an internal combustion engine with an intake channel, an exhaust gas recirculation channel that opens into the intake channel, a housing in which the intake channel and at least one mouth of the exhaust gas recirculation channel are formed, a shaft serving as a rotation axis, which is upstream in the housing with respect to the air flow the mouth of the exhaust gas recirculation duct and outside the flow cross-section and is arranged perpendicular to the central axes of the intake duct and the exhaust gas recirculation duct, a regulating body which is eccentrically attached to the shaft, a first duct section in a first housing part, at the downstream end of which a first valve seat is formed against which the regulating body rests in a first end position, and the outer circumference of which is smaller than the outer circumference of a downstream second duct section and a second valve seat on the second duct section on which the regulating body in a second end position, in which the control body closes the exhaust gas recirculation duct.
  • Control devices are used in internal combustion engines to regulate the amount of exhaust gas or air that is to be discharged or fed to combustion. Combinations of these control valves, in which two valve bodies are actuated via a common adjusting device, are also known.
  • combinations of an exhaust gas recirculation valve with a throttle valve have been disclosed.
  • the exhaust gas recirculation channel opens into the air intake channel immediately downstream of the flap serving as a throttle valve.
  • the throttle valve is closed to the same extent when the exhaust gas recirculation valve is opened, which increases the pressure drop in the exhaust gas recirculation duct, which increases the proportion of exhaust gas compared to the amount of air drawn in.
  • Such an arrangement is for example in the DE 27 03 687 A1 disclosed.
  • a regulating device is also known in which two flaps arranged in parallel are actuated via a common eccentrically arranged rotating shaft, so that when the two flaps rotate, the first flap moves away from the valve seat of the air intake duct, while the second flap approaches the valve seat of the exhaust gas recirculation duct until the Air intake duct is fully open and the exhaust gas recirculation duct is completely closed.
  • the valve seats are each designed as circumferential stops, against which the flaps rest circumferentially in their position closing the respective duct.
  • the rotating shaft is arranged on a housing wall between the mouth of the exhaust gas recirculation channel and the valve seat in the air intake channel, but is arranged outside the flow cross section of the upstream channel section.
  • the formation of condensate in the mixed gas flow downstream of the exhaust gas recirculation duct should be excluded as far as possible in order to prevent damage to a downstream compressor.
  • the shape of a surface of the control body facing the inside of the intake channel in the second end position corresponds in a cross section perpendicular to the central axis of the first housing part over an angle of at least 90 ° to an inner wall surface of the first channel section adjoining the control body, the first channel section becomes over a circumferential section is extended essentially without interference, as a result of which eddies in the area of the exhaust gas inlet or on the outside of the regulating body are prevented, so that a significant reduction in pressure losses is achieved.
  • the mixing of the warm exhaust gas flow with the cold air flow is delayed by this flow guidance, whereby the amount of condensate is reduced, so that a downstream compressor is protected from damage by liquid water.
  • the shape of the surface of the regulating body facing the inside of the intake duct corresponds in a cross section perpendicular to the central axis over half a circumference of the inner wall surface of the first duct section adjoining the regulating body.
  • the regulating body extends in the second end position up to a third duct section, the inner circumference of which is smaller than the inner circumference of the second duct section, so that a continuous course without cross-sectional jumps between the second and third duct sections in the regulating body releasing the intake duct can be produced. In this way, the pressure loss can also be kept low in this area.
  • the first valve seat is formed by an axial end of a first housing part of the housing which forms the first channel section and protrudes into a second housing part of the housing which forms at least the second channel section.
  • the valve seat can be machined in a simple manner before assembly.
  • a full-surface support of the control body on the first valve seat to close the intake channel is easy to produce, since the first housing part is in the second protrudes and thus provides an axial contact surface which enables a tight seal.
  • the first housing part is connected to the second housing part via a flange. This enables simple assembly with a high level of tightness between the housing parts.
  • the regulating body In its first end position, the regulating body preferably lies completely circumferentially against the first valve seat at the end of the first housing part. This enables a tight closure of the intake channel through the axial contact. As a result, a large closing force of the control body also acts on the valve seat, since the component acting in the axial direction of the force resulting from the applied torque is large. This means that smaller actuators can be used.
  • the central axis of the first channel section runs parallel to the central axis of the third channel section. In this way, a flow guide can be produced without steps and deflections, whereby the flow resistance is kept low.
  • a first plane spanned by the first valve seat is arranged at an angle of 75 ° to 80 ° to a second plane spanned by the second valve seat.
  • the first plane forms an acute angle to a plane which is arranged perpendicular to the central axis of the intake duct
  • the second plane forms an acute angle Angle to a plane which is arranged perpendicular to the central axis of the exhaust gas recirculation duct.
  • the valve seat surfaces are inclined to one another in comparison to the channel center axes, so that the adjustment paths are short and enable rapid regulation.
  • the control body preferably has a first flap part, on which the surface is formed, which rests against the first valve seat in the first end position, and a second flap part which rests against the second valve seat in the second end position, the two flap parts via a Intermediate element are connected to the shaft.
  • the second flap part consists, for example, of a holding shaft which is received in a tiltable manner in a bore of the intermediate element and a flat flap body attached to it. This simplifies the manufacture of the control body.
  • a control device is thus created with which both the air mass flow in the intake duct and the exhaust gas mass flow of the exhaust gas recirculation duct can be regulated quickly and precisely over a large adjustment angle range, with existing pressure losses being minimized by avoiding flow obstacles and dead spaces in which undesirable eddies could form be reduced. Instead, a largely uniform flow is generated without any changes in cross-section.
  • the reduced eddy formation also improves the flow to a downstream compressor and prevents damage to the compressor by reducing the amount of condensate that accumulates through better separation of the exhaust gas flow from the air flow.
  • the Figure 1 shows a side view of a control device according to the invention with a control body in a first end position in a sectional view.
  • the Figure 2 shows a side view of the control device according to the invention Figure 1 with a control body in a second end position in a sectional view.
  • the Figure 3 shows a top view of the control device according to the invention from Figure 2 with a control body in the second end position in a sectional view.
  • the control device consists of a housing 10 which delimits an intake duct 12 and in which an opening 14 of an exhaust gas recirculation duct 16 is formed.
  • the intake channel 12 runs essentially in a straight direction, while the exhaust gas recirculation channel 16 opens into the intake channel 12 perpendicular to the latter.
  • the housing 10 consists of a first, essentially tubular housing part 18, which forms a first channel section 19 and the downstream end of which is inclined and includes an angle ⁇ of approximately 75 ° to a central axis 20 of the housing part 18.
  • the downstream end of the first housing part 18 is arranged in the interior of a second housing part 22, or is pushed into the second housing part 22 until a flange 24 abuts, via which the first housing part 18 is fastened to the second housing part 22 by means of screws 26.
  • the second housing part 22 forms a second channel section 28 in which an opening 30 is formed, which is arranged in the flow direction at a short distance behind the inclined end of the first housing part 18 and which serves as a receptacle for a third housing part 32, which the mouth 14 of the Forms exhaust gas recirculation duct 16, the central axis 34 of which is arranged perpendicular to the central axis 20 of the intake duct 12,
  • a shaft 36 is rotatably arranged in the housing 10 and can be actuated via an actuator which is not visible.
  • the axis of rotation 38 of this shaft 36 is arranged perpendicular to the central axes 20, 34 and is located between the mouth 14 of the exhaust gas recirculation duct 16 downstream of the shaft 36 and the axial end of the first housing part 18 and immediately downstream of the first housing part 18.
  • the overall cross section of the first housing part 18 is smaller than that of the second housing part 22 of the intake duct 12, the first housing part 18 being fastened to the second housing part 22 in such a way that a recess 40 formed in the region of the mouth 14 of the exhaust gas recirculation duct 16 is arranged outside the flow cross-section in which the shaft 36 the second housing part 22 is arranged penetrating.
  • a regulating body 42 is attached to this eccentrically arranged shaft 36 in the intake channel 12, which is arranged rotatably within the second channel section 28 and consists of a first flap part 44 and a second flap part 45, which has a holding axis 46 and a flap body 48 attached to it such that it can tilt, wherein the holding shaft 46 is mounted in a bore of an intermediate element 49 such that it can tilt.
  • the intermediate element 49 is either produced in one piece with the first flap part 44 or connected to it and has a connection to the shaft 36.
  • the first flap part 44 When the shaft 36 is rotated, the first flap part 44 is rotated in a first end position against the end of the first housing part 18, which accordingly serves as the first valve seat 50, while when rotated in the opposite direction, the flap body 48 is in a second end position against one end of the mouth 14 of the exhaust gas recirculation duct 16, which serves as a second valve seat 52, is rotated.
  • the Exhaust gas recirculation duct 16 is closed by the flap body 48 and vice versa.
  • the tiltable fastening of the second flap part 45 leads to this rotational movement of the shaft 36 in a second end position, in which the flap body 48 rests on the second valve seat 52, that a completely tight closure of the exhaust gas recirculation channel 16 takes place, since the flap body 48 is in its position can adapt the possible tilting movement to the position of the second valve seat 52, even if it is not completely in alignment with the axis of rotation 38.
  • both exhaust gas and air can initially flow into the intake duct 12, since both flow cross-sections surrounding the valve seats 50, 52 are at least partially released.
  • the air flow is passed on largely without turbulence, since lateral wings 62 of the first flap part 44 significantly reduce the flow around the first flap part 44, which would lead to increased vortex formation.
  • a directed flow is established, which also significantly reduces sudden mixing of the cold air flow with the warm recirculated exhaust gas flow, so that condensation of the water vapor present in the exhaust gas flow is reduced.
  • first valve seat 50 In order to ensure a tight seal on the first valve seat 50 at the end of the rotary movement in the first end position, its shape is adapted to the shape of the first flap part 44, so that this flap part 44, as shown in FIG Figure 1 is shown, rests axially against the first valve seat 50 all the way round.
  • a plane 64 which is spanned by the first valve seat 50, is arranged at an angle of approximately 75 ° to a second plane 66, which is spanned by the second valve seat 52 is, so that the total angle of rotation of the shaft 36 or of the control body 42 between the two end positions is relatively small, whereby a significantly increased percentage Rotation angle range an approximately linear regulation of the air flow and the recirculated exhaust gas mass flow is achieved.
  • these planes 64, 66 are each tilted towards the shaft 36 compared to their central axes 20, 34, so that a closing force that is uniformly high over the circumference of the valve seat is also generated
  • the control device described is therefore suitable for very precise metering and directed, largely eddy-free guidance of an exhaust gas mass flow and an air mass flow to the internal combustion engine.
  • a downstream compressor can be directed against the flow, condensation of the water vapor in the exhaust gas flow and overall pressure losses due to undesired vortex formation can be reduced and thus the performance of an internal combustion engine or a downstream compressor can be improved.
  • the second housing part can be made smaller, since the cutout otherwise required for the flap in order to be able to move it into the second end position is not required.
  • valve seats and their tilt angle to the central axes can be changed or the position of the channels can be changed to one another.
  • the shape of the valve body should be adapted to the existing channel so that the surface can be round, oval or, if necessary, angular, depending on the shape of the inner wall surface.

Landscapes

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

Claims (10)

  1. Dispositif de commande pour un moteur à combustion interne comprenant un canal d'admission (12),
    un canal de recirculation des gaz d'échappement (16) s'ouvrant dans le canal d'admission (12),
    un carter (10) dans lequel le canal d'admission (12) et au moins une embouchure (14) du canal de recirculation des gaz d'échappement (16) sont formés,
    un arbre (36) servant d'axe de rotation (38), qui est disposé dans le carter (10) en amont de l'embouchure (14) du canal de recirculation des gaz d'échappement (16), par rapport au flux d'air, et à l'extérieur d'une section transversale d'écoulement d'une première section de canal (19) du canal d'admission (12),
    un corps de commande (42) fixé de manière excentrique à l'arbre (36),
    une première section de canal (19) dans une première partie du carter (18), à l'extrémité aval de laquelle section un premier siège de vanne (50) est formé, contre lequel le corps de commande (42) s'appuie dans une première position de fin, et dont la circonférence externe est inférieure à la circonférence externe d'une deuxième section de canal (28) adjacente en aval, et
    un deuxième siège de vanne (72) à la deuxième section de canal, contre lequel le corps de commande (42) s'appuie dans une deuxième position de fin, dans laquelle le corps de commande (42) ferme le canal de recirculation des gaz d'échappement (16),
    caractérisé en ce que
    dans la deuxième position de fin, la forme d'une surface (54) du corps de commande (42) tournée vers l'intérieur du canal d'admission (12) correspond, dans une section transversale perpendiculaire à l'axe central (20) de la première partie du carter (18), à une surface de paroi intérieure adjacente au corps de commande (42) de la première section de canal (19) sur un angle d'au moins 90°.
  2. Dispositif de commande pour un moteur à combustion interne selon la revendication 1, caractérisé en ce que dans la deuxième position de fin, la forme de la surface (54) du corps de commande (42) tournée vers l'intérieur du canal d'admission (12) correspond, dans une section transversale perpendiculaire à l'axe central (20), à la surface de la paroi intérieure (56) adjacente à la vanne de commande (42) de la première section de canal (19) sur une demi-circonférence.
  3. Dispositif de commande pour un moteur à combustion interne selon l'une des revendications 1 ou 2, caractérisé en ce que dans la deuxième position de fin, le corps de commande (42) s'étend jusqu'à avant une troisième section de canal (58), dont la circonférence intérieure est inférieure à la circonférence intérieure de la deuxième section de canal (28).
  4. Dispositif de commande pour un moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que le premier siège de vanne (50) est formé par une extrémité axiale d'une première partie de carter (18) du carter (10), qui forme la première section de canal (19) et fait saillie dans une deuxième partie de carter (22) du carter (10), qui forme au moins la deuxième section de canal (28).
  5. Dispositif de commande pour un moteur à combustion interne selon la revendication 4, caractérisé en ce que la première partie de carter (18) est reliée à la deuxième partie de carter (22) par une bride (24).
  6. Dispositif de commande pour un moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que, dans sa première position de fin, le corps de commande (42) s'appuie de manière complètement circonférentielle contre le premier siège de vanne (50) à l'extrémité de la première partie de carter (18).
  7. Dispositif de commande pour un moteur à combustion interne selon l'une des revendications 3 à 6, caractérisé en ce que l'axe central (20) de la première section de canal (19) s'étend parallèlement à l'axe central (60) de la troisième section de canal (58).
  8. Dispositif de commande pour un moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce qu'un premier plan (64) enjambé par le premier siège de vanne (50) est disposé sous un angle de 75° à 80° par rapport à un deuxième plan (66) enjambé par le deuxième siège de vanne (52).
  9. Dispositif de commande pour un moteur à combustion interne selon la revendication 8, caractérisé en ce que le premier plan (64) forme un angle aigu avec un plan disposé perpendiculairement par rapport à l'axe central (20) du canal d'admission (12), et le deuxième plan (66) forme un angle aigu avec un plan disposé perpendiculairement par rapport à l'axe central (34) du canal de recirculation des gaz d'échappement (16).
  10. Dispositif de commande d'un moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que le corps de commande (42) comprend une première partie de clapet (44) sur laquelle la surface (54) est formée, la partie de clapet, dans la première position de fin, s'appuyant contre le premier siège de vanne (50), et une deuxième partie de clapet (45) qui, dans la deuxième position de fin, s'appuie contre le deuxième siège de vanne (52), les deux parties de volet (44, 45) étant reliées à l'arbre (36) par un élément intermédiaire (49).
EP17793661.4A 2016-11-14 2017-11-03 Dispositif de commande pour un moteur à combustion interne Active EP3538753B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016121705.0A DE102016121705B4 (de) 2016-11-14 2016-11-14 Regelvorrichtung für eine Verbrennungskraftmaschine
PCT/EP2017/078171 WO2018087004A1 (fr) 2016-11-14 2017-11-03 Dispositif de régulation pour un moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP3538753A1 EP3538753A1 (fr) 2019-09-18
EP3538753B1 true EP3538753B1 (fr) 2020-09-30

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EP17793661.4A Active EP3538753B1 (fr) 2016-11-14 2017-11-03 Dispositif de commande pour un moteur à combustion interne

Country Status (3)

Country Link
EP (1) EP3538753B1 (fr)
DE (1) DE102016121705B4 (fr)
WO (1) WO2018087004A1 (fr)

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017097541A1 (fr) * 2015-12-11 2017-06-15 Pierburg Gmbh Dispositif de régulation pour un moteur à combustion interne

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2703687A1 (de) 1977-01-29 1978-08-03 Bosch Gmbh Robert Vorrichtung fuer die steuerung zusaetzlicher gaszufuehrmengen in das saugrohr einer brennkraftmaschine
ATE494472T1 (de) * 2005-03-31 2011-01-15 Cooper standard automotive deutschland gmbh Abgasrückführsystem
DE102014200699A1 (de) * 2014-01-16 2015-07-16 Ford Global Technologies, Llc Niederdruck-EGR-Ventil
DE102014114968B4 (de) 2014-10-15 2021-01-21 Pierburg Gmbh Regelvorrichtung für eine Verbrennungskraftmaschine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017097541A1 (fr) * 2015-12-11 2017-06-15 Pierburg Gmbh Dispositif de régulation pour un moteur à combustion interne

Also Published As

Publication number Publication date
EP3538753A1 (fr) 2019-09-18
DE102016121705B4 (de) 2018-06-14
DE102016121705A1 (de) 2018-05-17
WO2018087004A1 (fr) 2018-05-17

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