EP1149253A1 - Dispositif d'adduction de gaz - Google Patents

Dispositif d'adduction de gaz

Info

Publication number
EP1149253A1
EP1149253A1 EP00902645A EP00902645A EP1149253A1 EP 1149253 A1 EP1149253 A1 EP 1149253A1 EP 00902645 A EP00902645 A EP 00902645A EP 00902645 A EP00902645 A EP 00902645A EP 1149253 A1 EP1149253 A1 EP 1149253A1
Authority
EP
European Patent Office
Prior art keywords
gas
valve
pressure
channel
compensation
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.)
Granted
Application number
EP00902645A
Other languages
German (de)
English (en)
Other versions
EP1149253B1 (fr
Inventor
Hermann Oetting
Ekkehard Bielass
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.)
A Kayser Automotive Systems GmbH
Original Assignee
A Kayser Automotive Systems GmbH
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 A Kayser Automotive Systems GmbH filed Critical A Kayser Automotive Systems GmbH
Publication of EP1149253A1 publication Critical patent/EP1149253A1/fr
Application granted granted Critical
Publication of EP1149253B1 publication Critical patent/EP1149253B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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
    • F02M26/65—Constructional details of EGR valves
    • F02M26/66—Lift valves, e.g. poppet valves
    • F02M26/68—Closing members; Valve seats; Flow passages
    • 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
    • F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
    • F02M26/21—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system with EGR valves located at or near the connection to the intake system
    • 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
    • F02M26/53—Systems for actuating EGR valves using electric actuators, e.g. solenoids
    • 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
    • F02M26/66—Lift valves, e.g. poppet valves
    • F02M26/67—Pintles; Spindles; Springs; Bearings; Sealings; Connections to actuators

Definitions

  • the invention relates to a gas guide device with pressure compensation, as described in claim 1, and to the use of such a gas guide device as an exhaust gas recirculation valve and as an air guide for an internal combustion engine with an air charging device.
  • Otto and diesel engines in particular those of motor vehicles, are usually provided with gas routing devices, in particular exhaust gas recirculation valves (EGR valves). They partially add exhaust gas to the fresh gas drawn in to reduce NOx emissions, improve fuel consumption and reduce noise.
  • EGR valves exhaust gas recirculation valves
  • Such gas routing devices comprise metering devices or control devices with which the amount of gas fed or returned can be adjusted depending on the operating point.
  • Zg low gas recirculation would fail to achieve the desired effects, too large exhaust gas recirculation from gasoline engines would lead to malfunctions or an undesirable increase in HC or even CO emissions, in diesel engines an undesirable increase in particle emissions and excessive air recirculation would reduce the desired state of charge make unreachable.
  • control members are generally fully closable valves that are set by a vacuum membrane or a servomotor or a proportional magnet working against a spring, which in turn is controlled by a
  • Clock valve or a relay can be operated by the engine control unit.
  • the information used for this purpose in the control unit is usually the load and speed of the engine and the amount of air drawn in.
  • the feedback of the opening path via a path measuring system is also used.
  • the pressure drop which generally exists between the pipe systems of the engine connected by them, acts on the gas routing devices. It poses a problem for the actuation of the metering element of the gas guiding device in that it generally tries to move the metering element in the direction in which the gas which is conducted or recirculated also flows.
  • a gas routing device for internal combustion engines comprises a pressure channel, a fresh gas supplying fresh gas channel, an output channel and an opening opening into the fresh gas channel and the output channel, at least the
  • Pressure channel and the mouth via a control member for metering gas, in particular air or exhaust gas, are connected to one another and a compensation device is provided to compensate forces which act on the control member due to a pressure difference between the gas side and the fresh gas side.
  • the provision of the compensation device according to the invention thus minimizes and preferably completely compensates for the above-mentioned effect of the pressure gradient. Consequently, the invention in particular allows an actuating device of the control member to be dimensioned correspondingly smaller, with the result that space and weight are saved, less power consumption and less self-heating. Due to this compensation device, the pressure gradient of the gas pressure via the control member cannot lead to a force component which acts in the direction of an undesired opening or closing of the control member. whereby the desired control of the amount of gas passed through is significantly improved.
  • one side of the compensation device with the gas pressure on the compressed gas side and the other
  • the compensation device can advantageously be provided as a throttle valve, a double, ball, cone or cylinder valve in the control element.
  • control member comprises a valve rod and a valve plate attached to it with a gas-pressure-effective area, so that a valve-plate force acts on the valve plate, which is equal to the product of the gas-pressure-effective area and the pressure difference.
  • the compensation device comprises at least one piston, a diaphragm and / or a bellows, which is fixed to the valve rod and on whose gas pressure-effective surface the pressure difference acts, so that a compensation force acts on the valve rod, which compensates the valve disc force.
  • control member can be actuated by a mechanical, pneumatic, hydraulic, magnetic or electrical actuating device or motor, in particular an electrical lifting magnet.
  • a magnet or proportional magnet has proven to be particularly advantageous since the opening or position of the control member can be set very quickly and precisely with such a magnet. Since the actuating force in a proportional magnet is only determined approximately by the current flowing through it, but not by the opening path, is also advantageously a quick response to control signals possible.
  • the compensation device comprises an internal valve which is provided in the control member.
  • a gas pressure in an inner valve compensation chamber can be controlled via the inner valve in connection with an opening gap between a piston of the compensation device and a guide sleeve of the piston, and the inner valve can be actuated by an adjusting device and / or an inner valve adjusting device.
  • Control element for example of the main valve, also influences the coordination of the inner valve with the opening gap between the piston and the guide sleeve.
  • the compensation device acts on the control member via a kinematic transmission, in particular a lever transmission, in order to compensate for a difference between the areas effective for the gas pressure on the one hand of the control member and on the other hand of the compensation device.
  • This translation translates the force component generated by the compensation device to a size that for the
  • Compensation of the force to be compensated is suitable for the control element. This is particularly advantageous if the areas or areas of the compensation device and control element that are effective for the gas pressures differ.
  • control element is prestressed in the closing direction by a spring action of a diaphragm or a bellows, wherein in particular a spring can additionally be provided to support the pretension in order to bring about an additional force component in the closing direction of the control element.
  • the compensation device and the control element are connected to one another in an effective manner and controllable via the control device.
  • the forces generated by the compensation device and by the actuating device can act together on the control element and can suitably add or compensate in order to exert the desired net force or force component on the control element.
  • control member has a device which provides information about the respective opening cross section of the control member at any time, e.g. a potentiometer.
  • a device which provides information about the respective opening cross section of the control member at any time, e.g. a potentiometer.
  • the opening of the control member set by the actuating device can thus be
  • Opening are compared.
  • this relates to the use of a gas guiding device according to the invention as an air guiding device in an internal combustion engine with an air charging device, in which case the
  • Pressure channel is a fresh air pressure channel which opens into a compressor output channel of a compressor of the charge air device, the output channel is a compressor input channel of the compressor and the fresh gas channel is a fresh air channel and the control element is designed for metering air.
  • the gas routing device allows
  • Air guiding device also an air flow from the fresh air channel into the fresh air pressure channel through the control member if there is a lower gas pressure in the fresh air pressure channel than in the fresh air channel.
  • this relates to a use of the gas routing device according to the invention as an exhaust gas recirculation device for internal combustion engines, in which case the pressure channel is an exhaust gas channel and the control element is designed for metering exhaust gas from the exhaust gas supply channel into the mouth and thus exhaust gas into a gas stream in the Output channel that leads into the gas supply to the internal combustion engine.
  • Figure 1 is a schematic representation of parts of a fresh gas
  • Figure 2 is a schematic cross-sectional view of a gas guide device according to the invention with a pressure compensation line;
  • FIG. 3 is a schematic cross-sectional view of another embodiment of the invention with a throttle valve as a control member;
  • FIG. 4 shows a schematic cross-sectional representation of a further embodiment of the invention with two opposing valves;
  • FIG. 5 shows a schematic cross-sectional representation of a further embodiment of the invention with a ball, cone or cylinder valve
  • FIG. 6 shows a schematic cross-sectional representation of a further embodiment of the invention with a membrane and a lever transmission
  • FIG. 7 shows a schematic cross-sectional illustration of a further embodiment of the invention with a membrane and a lever transmission
  • FIG. 8 shows a schematic cross-sectional representation of a further embodiment of the invention with a membrane and a lever transmission
  • FIG. 9 shows a schematic cross-sectional illustration of a further embodiment of the invention with a bellows
  • FIG. 10 shows a schematic cross-sectional representation of a further embodiment of the invention with a piston which is acted upon by a hollow valve body for pressure compensation;
  • Figure 1 1 is a schematic cross-sectional view of a further embodiment of the invention with an additional inner valve
  • Figure 1 2 is a schematic cross-sectional view of a further embodiment of the invention with an additional inner valve
  • FIG. 1 3 is a cross-sectional view of another embodiment of the Invention with an additional inner valve
  • FIG. 14 shows a schematic cross-sectional illustration of an embodiment of the invention preferred for air guidance
  • FIG. 1 5 shows a cross-sectional representation of a further embodiment of the invention preferred for air guidance.
  • the addition a to a reference symbol indicates a preferred use of the gas guidance device as an exhaust gas recirculation device
  • the addition b indicates a preferred use as an air guidance device in an internal combustion engine with an air charging device.
  • FIG. 1 schematically shows parts of a fresh gas and exhaust system of an internal combustion engine and a preferred installation arrangement for an exhaust gas recirculating gas guiding device (exhaust gas recirculation device) a and a fresh gas guiding gas guiding device (air guiding device) b.
  • the gas guide devices according to the invention arranged in this way are indicated by dashed lines in FIG.
  • the gas guiding device is arranged between a fresh air guiding fresh air duct 2a and an exhaust gas guiding exhaust duct 5a and has an opening 1 a which opens into an outlet duct 4a.
  • the output channel 4a supplies a gas flow, which contains fresh gas and exhaust gas metered by the exhaust gas recirculation device, to an engine unit 100.
  • a gas pressure p 3 prevails in the opening 1 a and a gas pressure p 5 in the exhaust gas duct 5 a .
  • the remaining, non-recirculated exhaust gas can escape from the internal combustion engine through an exhaust gas turbine 104.
  • the exhaust gas turbine 1 04 is connected via a turbocharger shaft 106 to a compressor 1 02, which fresh air from a fresh air duct 2b via a compressor inlet duct 4b into a compressor density output channel 108 pumps.
  • the fresh air duct 2b and the compressor inlet duct 4b are connected to an opening 1b of the air guiding device b.
  • a control element of the air guiding device b separates the junction 1 b from a fresh air pressure duct 5b.
  • a gas pressure p 3 prevails in the fresh air pressure channel 5b and a gas pressure p 2 in the region of the junction 1 b.
  • Figure 2 shows schematically a cross section of a first embodiment of the gas guide device according to the invention.
  • exhaust gas is fed to the exhaust gas recirculation device by means of a pressure channel 5 (exhaust gas channel 5a in FIG. 1), one side of which opens into the main exhaust gas flow of the engine.
  • Fresh air is supplied via the fresh gas duct 2 (fresh air duct 2a in FIG. 1), which is obtained by metering exhaust gas from the
  • Pressure channel 5 is mixed with a main valve 60 to be described later with exhaust gas.
  • an output channel 4 which is connected to the gas supply of the engine unit, fresh gas mixed with exhaust gas is accordingly conducted in a suitable manner.
  • fresh air is supplied via the fresh gas duct 2 (fresh air duct 2b in FIG. 1).
  • the outlet duct 4 corresponds to the compressor inlet duct 4b shown in FIG. 1
  • the pressure duct 5 corresponds to the fresh air pressure duct 5b from FIG. 1.
  • the pressure channel 5 is connected to an orifice 1 via a valve or main valve 60, which consists of a valve plate 60A and a valve seat or wall 60B.
  • the junction 1 is connected to the fresh gas channel 2 and the outlet channel 4, which carries on the fresh gases mixed with the recirculated gas.
  • a compensation space or Piston chamber 1 0 is provided for receiving a compensation piston or compensation piston or piston 80.
  • the piston 80 bears on its circumference against a wall or side wall 11 and is connected to an upper part of the wall 11 via a spring or spiral spring 6.
  • the piston chamber 10 is connected via a line or compensating line 1 2 to the mouth 1 in such a way that the gas pressures in the piston chamber 10 and the mouth 1 can quickly equalize.
  • Piston 80 and valve plate 60A are connected to one another via a rod 13.
  • the gas pressure in the mouth 1 is p 3 or p 2 under operating conditions.
  • the gas pressure p 5 or p 3 is present in the pressure channel 5.
  • p 5 > p 3 applies.
  • a positive, ie reverse, purge gradient p 5 ⁇ p 3 may occur when the engine is mechanically or turbocharged.
  • Opening the main valve 60 thus exhaust gas generally flow in the desired direction, ie from the pressure channel 5 (exhaust gas channel 5a) in the direction of the junction 1.
  • the amount of exhaust gas passed through essentially depends on the opening cross section of the main valve 60 and on the gas pressure gradient across the main valve 60, ie on the pressure difference p 5 -p 3 .
  • the main valve 60 When used as an air guiding device, the main valve 60 is only opened in order to bring about a pressure equalization between p 2 and p 3 . In special cases this may also be desirable for p 2 > p 3 .
  • the force acting in the rod 13 is strongly dependent on the pressure drop p 5 -p 3 or p 3 -p 2 via the main valve 60. Without the piston 80 and without the line 1 2, the force acting in the rod 1 3 would result from the pressure drop and a cross-sectional area or a cross-section F 3 of the valve plate 60A results in:
  • This force is compensated for by the piston 80, which has the same effective area or contact area F 3 for the gas pressure as the valve disk 60A. A force of the same amount counteracting the force on the valve disk 60A thus acts on the piston 80.
  • the actuation of the main valve 60 of the gas guiding device is preferably achieved essentially by the electric magnet or proportional magnet 14 via the rod 13, the force of the proportional magnet 14 being dependent only on the coil current and not on the position of the armature.
  • Such an arrangement has the advantage that it can react quickly and set a valve lift or opening of the valve 60 very precisely.
  • other actuations of the main valve 60 such as mechanical, pneumatic, hydraulic and electromotive, with the pressure compensation described.
  • valves or main valves which open in the same or almost the same way and simultaneously or almost simultaneously in the direction of the gas flow and in the opposite direction to it.
  • FIG. 1 Another embodiment of the invention based on such pressure compensation is shown in FIG.
  • a throttle valve 61 A can be used as the metering or control member 61, which is connected to the rod 1 3 via a lever 15. It is advantageous here that the desired pressure compensation is possible with the simplest mechanical design. The disadvantage, however, is that the 61 A formed with the throttle valve
  • Valve or main valve 61 is not hermetically gas-tight in the closed state.
  • Figure 4 shows a further embodiment of the invention.
  • a further possibility of pressure compensation is used, in which a valve plate 62A of a main valve 62 is guided on a circular arc in the gas flow direction and a further valve plate 62A is guided linearly, but opposite to the gas flow direction.
  • One of the valve plates 62A is in this case on an L-shaped one
  • the other valve plate 62A is fixed to the upper end of the rod 13.
  • the arrangement of the lever 1 9 and the effective areas of the valve plate 62A for the gas pressure are chosen so that they are on the rod
  • Compensate 1 3 forces due to the pressure gradient between the pressure channel 5 and the mouth 1.
  • a circular path and a linear valve plate guide two linear valve plate guides or two circular path guides are also possible.
  • FIG. 5 shows a further embodiment of the invention similar to FIG. 3, in which a ball, cone or cylinder valve 63 is provided as the main valve in order to enable the desired pressure compensation.
  • FIG. 6 shows a further embodiment of the invention, which seeks to overcome the disadvantages of the embodiment with the piston 80 described with reference to FIG. 2.
  • completely mechanically friction-free operation of the piston 80 is not possible, and when the main valve 60 is closed there can still be a connection between the pressure channel 5 and the mouth 1, so that gas can still flow.
  • This can be prevented by replacing the piston 80 with a membrane 81 which has the same or a different effective area or cross-section as the piston 80. If the effective area F 81 of membrane 81 is different, for example larger, a translation or reduction must be created between membrane 81 and rod 1 3.
  • FIG. 1 shows a further embodiment of the invention, which seeks to overcome the disadvantages of the embodiment with the piston 80 described with reference to FIG. 2.
  • a lever transmission is provided with a lever arm 21 which is pivotally mounted on one side on a projection of the wall 8 and which engages with the rod 13 on both sides (alternative A) or on one side (alternative B) can be brought.
  • the compensation force which arises due to the pressure drop across the diaphragm 81, is transmitted to the rod 1 3 with a compensation arm, which is connected to the diaphragm 81 on the one hand and pivotably to the lever arm 21 on the other hand.
  • the lever arm 21 can only take the rod 13 in the opening direction of the main valve 60, ie there is a one-sided decoupling of the diaphragm 81 from the main valve 60.
  • the larger force F 81 xp 5 or F 81 xp 3 is thus translated down to the old compensation force of the piston F 80 xp 5 or F 80 xp 3 .
  • a corresponding embodiment with a lever ratio is also recommended in embodiments with pistons if their effective areas differ from those of the main valve.
  • Lever kinematics are particularly useful for diaphragms, which can generally only make smaller strokes.
  • FIG. 7 and 8 show further embodiments of the invention.
  • an embodiment which does not require the line 1 2 of the embodiment described with reference to FIG. 2.
  • the wall 60B supporting the valve seat there is one
  • Membrane 82 is provided which separates the pressure channel 5 from the mouth 1.
  • a valve seat of a valve plate 64A of a main valve 64 is hereby formed in the membrane 82.
  • a pivot point 23 for a lever transmission 24 is rigidly connected to the stationary pipelines via a star 25.
  • the rotatably mounted levers 27 are actuated via rods 28 which, for reasons of gas resistance in the mouth 1, are expediently in the flow direction from the fresh gas duct 2 to the outlet duct 4 in front of and behind the rod 13.
  • the lever mechanism 27 is here because of the risk of contamination and corrosion and for temperature reasons when used as exhaust gas recirculation Direction removed from the area that is flushed with exhaust gas.
  • the translated compensation force is in turn transmitted via the rod 1 3 to the valve plate of the main valve 64 and leads to a compensation of the force component to be compensated.
  • FIG. 9 shows a further embodiment of the invention.
  • a bellows 84 is provided in the pressure channel 5, which is attached on one side to a valve plate 65A of a main valve 65 and on its other side, which is opposite in the longitudinal direction, to the upper wall 9 of the pressure channel 5.
  • the valve plate 65A has a passage opening 30, which the confluence
  • the bellows 84 should be designed so that this force takes over the pressure compensation function.
  • Such an embodiment can be advantageous if membranes with a sufficient membrane stroke (bellows) are available. For example, low friction and no hysteresis can be achieved in this way; in addition, the bellows 84 can advantageously simultaneously act as a closing spring of the main valve 65.
  • FIG. 11 An embodiment based on this is also possible with a piston 85 instead of a bellows, as shown in FIG.
  • a hollow valve body 66A of a main valve 66 connects the opening 1 to the compensation space 10, which receives the piston 85, in a gas-permeable manner, as a result of which the force associated with the pressure drop p 5 -p 3 or p 3 -p 2 can be compensated for is.
  • the piston-specific disadvantages of friction and incomplete tightness occur again.
  • An embodiment according to FIG. 11 can therefore be advantageous, in which the hermetic seal between the pressure channel 5 and the mouth 1 is not provided by a sealing ring 31 on the piston 85 as in FIG. 10, but by an inner valve 32 inside the main valve 67 will be produced.
  • the inner valve 32 is opened with a forward stroke of the rod 1 3, which is caused by the actuating device, in particular by an electric magnet or proportional magnet 14. As long as the inner valve 32 is closed, the pressure drop p 5 -p 3 or p 3 -p 2 keeps the inner valve 32 and thus the main valve 67 closed. If the inner valve 32 is opened by the preliminary stroke, there is a restriction between the outer valve
  • the pressure compensation can be influenced by choosing the diameter ratio of the effective area of the piston 86 to that of the
  • Figure 1 2 shows a further embodiment of the gas routing device with pressure compensation similar to the embodiment shown in Figure 1 1, with the
  • Figure 1 3 shows a particularly preferred embodiment of the gas recirculation device with pressure compensation with an inner valve 34 which is opened during the forward stroke of the rod 1 3.
  • the inner valve 34 has a conical or preferably hemispherical valve disk.
  • a pin 35 fastened to the upper area of the rod 13 has the task of lifting a main valve 69 after the preliminary stroke to open the inner valve 34.
  • the actuating device 14 can optionally also be provided specifically for the actuation of the internal valve before ⁇ viewed inner valve actuator, the loading unabphaseniges the main valve and the inner valve (not shown).
  • the surfaces of the piston 89 and a guide sleeve 37 should be matched to one another (e.g. steel / bearing metal, etc.).
  • a protective sleeve or sleeve 36 can optionally be provided, which protects the sliding fit of the piston 89 in the guide sleeve 37 against contamination.
  • a cover 38 is designed or provided with a separate filler piece in order to make a space above the main valve 69, which represents an inner valve compensation space 10 ', as small as possible, so that the respectively desired pressure (p 5 or p 3 in the closed and p 3 or p 2 in the open state) is formed as quickly as possible and as little gas as possible can enter this inner valve compensation space 10 '.
  • the gas pressure in the interior valve compensation space is denoted by p 10 '.
  • a sealing ring 50 which partially seals an opening gap between the piston 89 and the guide sleeve 37, can be used.
  • the latter has been chamfered at its lower end on the inside diameter thereof.
  • the upper guidance of the rod 1 3 is possible not only through the wall star 40 (FIGS. 2, 3, etc.) or similar devices, but also through the pin 35, a membrane or a bellows.
  • valves 60, 64, 65, 66, 67, 68, 69 open, which would lead to loss of charge air.
  • One way of counteracting this is to reverse the polarity of the magnet when using a permanent magnet as an armature, or a corresponding measure, if direction an electromotive, pneumatic, hydraulic or mechanical actuation of the inner valves is provided.
  • FIGS. 1 1 to 1 3 Another possibility for the embodiments shown in FIGS. 1 1 to 1 3 is to simply open the inner valve 32 or 34 at such operating points via the magnet or the corresponding actuating device.
  • the pressure p 3 which is higher than p 5, would then be below the main valve 67 to 69 in the mouth 1 and above the piston 86 or 89, so that the main valve 67 to 69 could be closed by a spring, for example.
  • the slight charge air loss via a throttle point between the guide sleeve 1 1 or 37 and piston 86 or 89 is manageable.
  • FIGS. 1 4 and 1 5 show embodiments of the invention which are particularly suitable for the air guiding device b according to the invention in FIG. 1 and are therefore of essential structural features from those in FIGS.
  • valves 34 and 69 can be made of an elastomer. This can preferably consist of a single component 90 for both valves.
  • the outer spring 6 can also be dispensed with.
  • valve according to FIG. 1 5 is therefore preferably used at point b in FIG. 1.
  • the generally higher pressure P 3 lies on the piston 89 and thus also on the valves 34 and 69 via a throttle point 98 and therefore ensures their hermetic tightness.
  • the magnet 14 in the preferred embodiment of FIG. 1 5 only needs the spring 99, the adhesive action of the elastomer, the gas force resulting from the pressure difference (P 3 -P 2 ) x effective area of the inner valve 34 and the Overcome mass effects. So here it is recommended to keep the magnet small, make the cross section of valve 34 small.
  • valve 34 After opening valve 34, because the cross section of valve 34 is large in each case compared to the cross section of throttle point 98, a pressure equalization takes place between the space above the piston 89 and the line 1, so that the pressure P 2 prevails in both spaces.
  • the main valve 69 can now be opened by the magnet 14 against the spring 99, the adhesive effect in the valve seat of valve 69 and the larger mass effects of the main valve. Forces resulting from pressure differences can no longer be overcome. If the closing command comes, that is to say in the event that P 3 is to be increased compared to P 2 by the loader, the current in the magnet 14 is switched off or even reversed. In the case of current cut-off, spring 99 now has to first close valve 34 and thus also valve 69. This takes place against the residual magnetism and against the mass action of both valves.
  • the magnet 14 of the spring 99 could help with the polarity reversal. With appropriate magnetic properties of the armature of magnet 14, such an effect could be intensified.
  • valve cross-section 69 begins to open slowly at first, which should then transition to a rapid overall opening. This can be achieved by current control of the magnet 14. But it can also be done by appropriate
  • Design of the diameter ratios of the valve 34 to the valve 69 can be achieved or supported. In both cases, a larger or particularly large valve cross section of the valve 34 is recommended, a goal that one to use the smallest possible magnet 14.
  • the acoustic goals can also be achieved in particular by suitably designing the valve cross section of the valve 69 in the stroke area of the opening phase, eg. B. by suitable aerodynamic shaping or by providing the valve with a suitable throttle collar 97.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fluid-Driven Valves (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Magnetically Actuated Valves (AREA)

Abstract

L'invention concerne un dispositif d'adduction de gaz pour moteurs à combustion interne, notamment moteurs d'automobiles, comprenant un canal de refoulement, un canal d'alimentation en gaz frais (2), un canal de sortie (4) et une partie de jonction (1) débouchant dans le canal de gaz frais (2) et le canal de sortie (4). Au moins le canal de refoulement (5) et la partie de jonction (1) sont en interconnexion par l'intermédiaire d'une unité de commande (60 à 69) pour ajouter du gaz de manière dosée. Il est également prévu un dispositif de compensation (61; 61A; 62; 62A; 63; 80; 81; 82; 84; 85; 86; 89) afin de compenser les forces qui agissent sur l'unité de commande en raison d'une pression différentielle (p5-p3; p3-p2) entre des pressions gazeuses côté gaz comprimé (p5; p3) et côté gaz frais (p3; p2).
EP00902645A 1999-02-02 2000-02-01 Dispositif d'adduction de gaz Expired - Lifetime EP1149253B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE19904190 1999-02-02
DE19904190 1999-02-02
DE19925242 1999-06-02
DE19925242 1999-06-02
PCT/EP2000/000778 WO2000046533A1 (fr) 1999-02-02 2000-02-01 Dispositif d'adduction de gaz

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EP1149253A1 true EP1149253A1 (fr) 2001-10-31
EP1149253B1 EP1149253B1 (fr) 2003-08-27

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EP00902645A Expired - Lifetime EP1149253B1 (fr) 1999-02-02 2000-02-01 Dispositif d'adduction de gaz

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US (1) US6557346B1 (fr)
EP (1) EP1149253B1 (fr)
JP (1) JP4526709B2 (fr)
DE (1) DE50003439D1 (fr)
ES (1) ES2206188T3 (fr)
WO (1) WO2000046533A1 (fr)

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LU90685B1 (en) * 2000-11-28 2002-05-29 Delphi Tech Inc Exhaust gas recirculation balve for an internal combustion engine
ES2254635T3 (es) * 2002-09-23 2006-06-16 Abb Turbo Systems Ag Procedimiento y dispositivo para hacer funcionar un turboalimentador de gas de escape.
DE10333218A1 (de) * 2003-07-22 2005-02-17 Robert Bosch Gmbh (2-flutiges) Ventil mit Absperrklappe zur Steuerung von Gasströmen
US8302402B2 (en) * 2008-01-10 2012-11-06 Caterpillar Inc. Air induction system with recirculation loop
DE102009049394A1 (de) * 2009-10-14 2011-04-21 2G Energietechnik Gmbh Lastenregelungsvorrichtung und Verfahren zur Lastregelung für einen Motor
US9567950B2 (en) * 2010-03-25 2017-02-14 Ford Global Technologies, Llc Turbocharged engine with naturally aspirated operating mode

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Also Published As

Publication number Publication date
DE50003439D1 (de) 2003-10-02
JP2002536585A (ja) 2002-10-29
US6557346B1 (en) 2003-05-06
JP4526709B2 (ja) 2010-08-18
ES2206188T3 (es) 2004-05-16
WO2000046533A1 (fr) 2000-08-10
EP1149253B1 (fr) 2003-08-27

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