CN1529047A - 调节柴油机的方法和装置 - Google Patents
调节柴油机的方法和装置 Download PDFInfo
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- 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
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Abstract
本发明涉及一种调节柴油机的方法和装置,来自柴油机的一部分废气被再循环到其进气口,供给柴油机的新鲜空气和再循环废气由受控制装置(13)控制的阀装置(12)调节,以调节所供给的新鲜空气和再循环废气之间的比率关系,其特征在于,将来自Lambda测头(14)、发动机转速传感器(15)和发动机负荷传感器(16)的信息供给该控制装置(13),以借助于所述信息和该阀装置来调节柴油机的空气/燃料比率关系。
Description
技术领域
本发明涉及一种调节柴油机的方法和装置。
背景技术
为减少有害废气含量,尤其是氮氧化物(NOX),许多年以来,在许多型式的内燃机中采用了所谓的EGR系统。这些系统允许一部分废气再循环到发动机的进气系统内,在那里它与输入空气混合而再被输送到发动机的燃烧室内。被再循环的废气替代一部分的输入空气,因而具有减少NOX形成的作用。一种所谓的EGR阀此时连同发动机的排气系统一起安装,所述阀的用途是调节再循环废气量。
在DE A 14 007 516中公开了按所附权利要求1至6前叙部分所述的方法和装置。虽然该现有技术能将EGR系统应用于增压柴油机中,然而在增压柴油机中,在增压器下游的进气系统内的压力高于再循环管道中的压力,这是由于在该现有技术中,EGR阀的某些重大的缺点是固有的。因此,这些阀装置包括设置在EGR再循环腔道内和进气腔道内的单独的风门。为这些风门设置单独的驱动马达,使阀装置变得复杂,同样也使控制装置变得复杂。
发明内容
本发明的目的是提供一种调节的方法和装置,能改善装有EGR系统的柴油机的调节。
根据本发明的一个方面,提供了一种调节柴油机的方法,来自柴油机的一部分废气被再循环到其进气口,供给柴油机的新鲜空气和再循环废气由受控制装置控制的阀装置调节,以调节所供给的新鲜空气和再循环废气之间的比率关系,其特征在于,将来自Lambda测头、发动机转速传感器和发动机负荷传感器的信息供给该控制装置,以借助于所述信息和该阀装置来调节柴油机的空气/燃料比率关系。
根据本发明的另一个方面,提供了一种柴油机调节装置,包括用以使来自柴油机的一部分废气再循环到其进气口的装置,和一个受控制装置控制用来调节供给柴油机的新鲜空气和再循环废气从而调节所供新鲜空气和再循环废气之间比率关系的阀装置,其特征在于,将Lambda测头,发动机转速传感器和发动机负荷传感器连接于控制装置,从而对其提供信息,并且设置一控制装置,借助于所述信息和阀装置来调节柴油机的空气/燃料比率关系。
附图说明
现在借助于附图中所示的非限制性实施例来说明本发明。
图1表示本发明的EGR系统的示意图;
图2a表示本发明的切开的阀的一端部位;
图2b表示按图2a中的箭头B-B方向看时该阀的剖视图;
图3a表示本发明的切开的阀的中间部位;
图3b表示按图3a中的箭头B-B方向看时该阀的剖视图;
图4a表示本发明的切开的阀的第二端部位;
图4b表示按图4a中的箭头B-B方向着时该阀的剖视图。
具体实施方式
图1是表示以标号1指示的内燃机的一些部件的示意图,这是部件对于本发明是至关重要的。在所选的实施例例子中,该发动机为透平增压柴油机,但正如已提到的,该发动机可以是无增压的柴油机或不同于透平增顺型式的增压柴油机。空气经一空气入口、一空气滤清器2吸入发动机1,并经一空气进口管路3导入透平增压器4,在增压器中空气被增压,然而经一中冷器5继续输送,在中冷器中,被增压的空气在它被输入发动机1之前被冷却下来。来自发动机1的废气首先流经透平增压器4的第二侧,即驱动侧,然后经排气管6,触媒7和微粒收集器8,最后经尾管9排到大气。
从尾管9,即在触媒和微粒收集器后的排气管的延伸,分出一支管,即再循环导管10,它将一部分废气再循环到发动机。再循环管10经冷却再循环废气的冷却器11,并经由EGR控制装置13控制的阀装置12连接于进气管3。阀装置12,借助于EGR控制阀13,可调节来自进气管3的新鲜空气供应量和来自再循导管10的再循环废气供应量之间的比率关系。
对调节该阀装置12的EGR控制装置13提供来自Lambda测头、发动机转速传感器15和负荷传感器16的关于发动机实际运转状况的信息,并且使该控制阀按程序控制该阀装置12,因此,达到了使离开尾管9并排入大气的有害物质含量最少的新鲜空气/废气混合比率关系。EGR控制阀13就所上文所给的各种因素之间的比率关系以先前已知的方式执行程序。如众所周知的,Lambda测头提供随废气氧含量而变的输出信号,发动机负荷传感器16,例如,可以是一种节流阀位置传感器和/或感知喷入发动机内的燃料量的传感器。并且可附加上述传感器之外的其它传感器,以达到精细的调节。
阀装置12可包进气道3中和再循环导管10中的一些单独的阀,此时这些阀由EGR控制装置13可单独控制。或者,阀装置12还可包括一个组件,在该组件内,来自进气道3和再循环导管10的气流借助于包含在该阀装置内的一些阀被一起带到一公共输出气流,该气流被再一步输送到透平增压器供增压,并经中冷器5输入发动机。一种成一体的特别适当的阀装置12是本发明的一个特殊部件,下文会作更详细的说明。
在图2-4中所示的阀是一种混合阀,它以这样方式提供两种流入流体的混合,使两进气道之一中的流入流体自零可被调节到最大,随后第二进气道中的流入流体自最大被调节到零。
按照本发明的方法和装置,在图2-4中被示为阀装置12的本发明的阀的使用中,进气道3连于该阀的第二进气道18,而再循导管10连于该阀的第一进气道17。此外,在该阀中有一出气道19,它在本实施例中将该阀中混合的气体输送到透平增压器4。在两进气道17和18中,有调节风门20和21,它借助于一调节马达22,如步进马达,能在开、闭位置之间转动,以开、闭该进气道。该两风门20、21被配置在中心轴23、24上,它们可借助于调节马达22和一个由该马达驱动的作动销25来转动,所述作动销能使分别连于该轴23、24的作动臂26、27摆动。该作动臂26、27由一个或多个弹簧28、29被弹簧加载到图3中所示的正常位置,此时,将两风门20、21保持在使进气道17、18开启位置。
在图2a、b中所述的开动位置上,调节马达22借助其作动销25和作动臂26,已将风门20转到关闭位置,这样,连于再循环导管10的第一进气道17被关闭,因而无废气可再循环到透平增压器和发动器。第二作动臂27由弹簧29保持在其正常位置,这意味着在连接于进气道3的第二进气道18中的风门21保持在其名义开启位置,并允许输入空气经出气道19经该阀自由流到透平增压器。调节马达22受EGR控制装置13控制,以调节流经进气道3的新鲜空气和流经再循环导管10的再循环废气之间的比率关系。在风门21开启的这个位置上,调节马达22借助于其作动销25和作动臂26,可将风门20自图2a、b中所示的全闭位置转动到图3a、b中所示的位置,此时,风门20还处在这样一个第一进气道17也开启位置。调节马达还可将风门20调节到在这两个端部位置之间的任何位置。
在图3a、b中所示的调节马达2a的正常位置是这样一个位置,它使调节马达的作动销25并不作动任何作动臂26、27,但它们由弹簧28、29保持在一正常位置,此时,风门20、21开启两进气道17、18。
图4a、b表示和图2a、b之一相反的位置,调节马达22用其作动销25和作动臂27将风门21已转到关闭位置,这意味着进气道3和出气道19的连接已完全中断,而相反,连接于再循环导管10的第一进气道17全开,从而允许再循环废气继续自由流经出气道19然而流到透平增压器4,并进一步流到发动机。然而,借助于调节马达22,可将风门21调节到图3和4中所示的两端部位置之间的任何中间位置,并允许新鲜空气和再循环废气,受EGR控制装置13控制,混合到所需要的值。
这样,借助于本发明的阀,能以简单的方式控制一个具有两进气道和一正常位置的三通阀,此时两进道是开启的,因此,这些进气道中的一个或另一个可被连续地调节,同时保持进气道继续开启。该阀当然可用不同于上上述EGR控制装置13的其它方式来控制,并可用于和上述十分不同的连接,此时需要有相应的控制特点。
在本发明的调节方法中,采用一控制装置,将来自Lambda测头14、马达转速传感器15和发动机负荷传感器16的信息供给该控制装置。该控制装置连接于一相应于上文所述的阀装置12的阀装置,以调节流入到发动机的空气和/或再循环废气的量。该阀装置被安排在空气滤清器和发动机的进气道之间,并且,也像对该阀装置12所说明的那样,在进气道和再循环废气道内可包括单独的阀,即上文中也说明的这种三通阀。该一些阀装置可按也如上述中所说明的相应方式控制,因此,该控制装置,根据所收到的输入信号,通过调节流入空气量同时调节所供给的新鲜空气和再循环废气之间的比率关系。可控制发动机的空气/燃料比率关系。本发明的这方面能适用于带或不带增压。
借助于本发明的调节方法和装置,能进一步减少自柴油机尾管排出的废气中的NOX含量。
Claims (11)
1.一种调节柴油机的方法,来自柴油机的一部分废气被再循环到其进气口,供给柴油机的新鲜空气和再循环废气由受控制装置(13)控制的阀装置(12)调节,以调节所供给的新鲜空气和再循环废气之间的比率关系,其特征在于,将来自Lambda测头(14)、发动机转速传感器(15)和发动机负荷传感器(16)的信息供给该控制装置(13),以借助于所述信息和该阀装置来调节柴油机的空气/燃料比率关系。
2.按权利要求1所述的调节方法,其特征在于,所述阀装置(12)包括一个供再循环废气使用的第一进气道(17),一个供新鲜空气使用的第二进气道(18),一个安置在所述第一进气道(17)的第一风门(20)和一个安置在所述第二进气道(18)的第二风门(21),这些风门(20,21)中的一个风门是常开的,而另一个风门则被一个公用马达(22)关闭。
3.按权利要求2所述的调节方法,其特征在于,所述马达(22)在某一时间带动所述两个风门(20,21)之一,将其调节到开、闭位置之间的任一位置。
4.按权利要求2或3所述的调节方法,其特征在于,在一正常位置上的两风门(20,21)由弹簧加载(28,29)到一开启位置。
5.一种柴油机调节装置,包括用以使来自柴油机的一部分废气再循环到其进气口的装置(10),和一个受控制装置(13)控制用来调节供给柴油机的新鲜空气和再循环废气从而调节所供新鲜空气和再循环废气之间比率关系的阀装置(12),其特征在于,将Lambda测头(14),发动机转速传感器(15)和发动机负荷传感器(16)连接于控制装置,从而对其提供信息,并且设置一控制装置(13),借助于所述信息和阀装置(12)来调节柴油机的空气/燃料比率关系。
6.按权利要求5所述的调节装置,其特征在于,所述阀装置(12)包括一个供再循环废气使用的第一进气道(17),一个供新鲜空气使用的第二进气道(18),一个安置在所述第一进气道(17)的第一风门(20)和一个安置在所述第二进气道(18)的第二风门(21),这些风门(20,21)中的一个风门是常开的,而另一个风门则被一个公用马达(22)关闭。
7.按权利要求6所述的调节装置,其特征在于,所述马达(22)在某一时间带动所述两个风门(20,21)之一,将其调节到开、闭位置之间的任一位置。
8.按权利要求6或7所述的调节装置,其特征在于,在一正常位置上的两风门(20,21)由弹簧加载(28,29)到一开启位置。
9.按权利要求6-8之一所述的调节装置,其特征在于,该阀装置(12)包括一个第一轴(23)和一个第二轴(24),在第一轴上配置着所述第一风门(20),而在第二轴上配置着所述第二风门(21),该第一和第二轴(23,24)是同心的,且被配置成可由该马达(22)转动。
10.按权利要求9所述的调节装置,其特征在于,所述第一轴(23)连接于一第一作动臂(26)上,而所述第二轴(24)连接于一第二作动臂(27)上,该阀装置(12)包括一作动销(25),可由该马达(22)移动,以借助于第一作动臂(26)和第二作动臂(27)的相互作用分别转动第一轴(23)和第二轴(24),从而控制风门(20,21)的位置。
11.按权利要求10所述的调节装置,其特征在于,该阀装置(12)包括弹簧(28,29),它们作用在作动臂(26,27)上,以便用弹簧加载各风门(20,21),使其转向开启位置。
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SE9803827A SE521751C2 (sv) | 1998-11-09 | 1998-11-09 | Förfarande och anordning för ett EGR-system, samt dylik ventil |
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- 1999-11-09 IL IL16116199A patent/IL161161A0/xx unknown
- 1999-11-09 AT AT99958578T patent/ATE287496T1/de active
- 1999-11-09 WO PCT/SE1999/002029 patent/WO2000028203A1/en active IP Right Grant
- 1999-11-09 CA CA002347874A patent/CA2347874C/en not_active Expired - Fee Related
- 1999-11-09 US US09/831,435 patent/US6925992B1/en not_active Expired - Fee Related
- 1999-11-09 KR KR1020017005776A patent/KR100749706B1/ko not_active IP Right Cessation
- 1999-11-09 DE DE69923341T patent/DE69923341T2/de not_active Expired - Lifetime
- 1999-11-09 CN CNB998152145A patent/CN1151334C/zh not_active Expired - Fee Related
- 1999-11-09 BR BR9915167A patent/BR9915167A/pt not_active IP Right Cessation
- 1999-11-09 NZ NZ511364A patent/NZ511364A/en not_active IP Right Cessation
- 1999-11-09 EP EP20040004111 patent/EP1426605A3/en not_active Withdrawn
- 1999-11-09 MY MYPI99004838A patent/MY125895A/en unknown
- 1999-11-09 PL PL347572A patent/PL199883B1/pl unknown
- 1999-11-09 AU AU15917/00A patent/AU754789C/en not_active Ceased
- 1999-11-09 JP JP2000581355A patent/JP2002529653A/ja active Pending
- 1999-11-09 RU RU2001116113A patent/RU2230212C2/ru not_active IP Right Cessation
- 1999-11-09 EP EP99958578A patent/EP1129281B1/en not_active Expired - Lifetime
- 1999-11-09 CN CNA2004100399145A patent/CN1529047A/zh active Pending
- 1999-11-09 IL IL14275699A patent/IL142756A/en not_active IP Right Cessation
- 1999-11-09 TR TR200101301T patent/TR200101301T2/xx unknown
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2005
- 2005-02-08 US US11/059,491 patent/US20050145229A1/en not_active Abandoned
- 2005-02-08 US US11/059,493 patent/US7017560B2/en not_active Expired - Fee Related
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
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CN100402820C (zh) * | 2004-09-29 | 2008-07-16 | 日产自动车株式会社 | 发动机增压压力控制装置和方法 |
CN101415933B (zh) * | 2006-03-22 | 2012-06-20 | 博格华纳公司 | 一体式的充气和排气再循环阀 |
CN102052203A (zh) * | 2009-11-04 | 2011-05-11 | 福特环球技术公司 | 内燃发动机中排气再循环的方法和装置 |
CN102052203B (zh) * | 2009-11-04 | 2014-12-24 | 福特环球技术公司 | 内燃发动机中排气再循环的方法和装置 |
CN102770655A (zh) * | 2009-12-22 | 2012-11-07 | 法雷奥电机控制系统公司 | 用于控制机动车辆发动机中的废气再循环管路的方法 |
CN102822493A (zh) * | 2009-12-22 | 2012-12-12 | 法雷奥电机控制系统公司 | 用于控制机动车辆发动机的废气再循环管路的方法、用于实施所述方法的阀和具有所述阀的发动机 |
CN103032212A (zh) * | 2011-08-23 | 2013-04-10 | 法雷奥电机控制系统公司 | 在空气通道上具有顶部端部止挡件的三通阀 |
CN103032212B (zh) * | 2011-08-23 | 2016-08-17 | 法雷奥电机控制系统公司 | 在空气通道上具有顶部端部止挡件的三通阀及其测试方法 |
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