EP2089619A1 - Dispositif de régulation pour un moteur à combustion interne - Google Patents

Dispositif de régulation pour un moteur à combustion interne

Info

Publication number
EP2089619A1
EP2089619A1 EP07803398A EP07803398A EP2089619A1 EP 2089619 A1 EP2089619 A1 EP 2089619A1 EP 07803398 A EP07803398 A EP 07803398A EP 07803398 A EP07803398 A EP 07803398A EP 2089619 A1 EP2089619 A1 EP 2089619A1
Authority
EP
European Patent Office
Prior art keywords
flap
control device
internal combustion
combustion engine
housing
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.)
Withdrawn
Application number
EP07803398A
Other languages
German (de)
English (en)
Inventor
Andres Tönnesmann
Rolf Lappan
Björn RENTEMEISTER
Martin Nowak
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
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 Pierburg GmbH filed Critical Pierburg GmbH
Publication of EP2089619A1 publication Critical patent/EP2089619A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1005—Details of the flap
    • F02D9/101—Special flap shapes, ribs, bores or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1035—Details of the valve housing
    • F02D9/1055—Details of the valve housing having a fluid by-pass
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1065—Mechanical control linkage between an actuator and the flap, e.g. including levers, gears, springs, clutches, limit stops of the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K27/00—Construction of housing; Use of materials therefor
    • F16K27/02—Construction of housing; Use of materials therefor of lift valves
    • F16K27/0209—Check valves or pivoted valves
    • F16K27/0218—Butterfly valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K27/00—Construction of housing; Use of materials therefor
    • F16K27/02—Construction of housing; Use of materials therefor of lift valves
    • F16K27/029—Electromagnetically actuated valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K35/00—Means to prevent accidental or unauthorised actuation
    • F16K35/14—Means to prevent accidental or unauthorised actuation interlocking two or more valves

Definitions

  • the invention relates to a control device for an internal combustion engine having a housing, a gas-flow channel formed in the housing, a two-leaf flap, which controls the gas flow in the channel, an output shaft on which the flap is at least rotationally fixed, bearings, in which the output shaft is mounted in the housing and an actuating unit, via which the output shaft is at least indirectly displaceable in rotation.
  • control devices for internal combustion engines are used in particular as control devices for a recirculated exhaust gas flow in commercial vehicles, in which large quantities of exhaust gas exactly regulated the engine must be provided.
  • Both single and double-flow systems are known here.
  • EP 1 420 158 A2 describes an exhaust gas control device which has a housing in which an exhaust gas recirculation channel is formed, which is controlled by a flap.
  • This flap is driven by a electric motor via a gear unit and has a contactless sensor for correct position feedback, which corresponds to a permanent magnet.
  • This permanent magnet rotates with the output shaft of the double-leaf flap.
  • the flap as well as the drive unit are in a common housing ordered, in which additional coolant channels for the thermal separation of the E- lektromotors from the exhaust gas recirculation passage, are arranged.
  • This object is achieved in that on each one of the two wing surfaces of a flap wing, a bulge is formed, which extends over the circumference of the respective wing surface and which is directed in the open state of the flap to the side of the channel at which the respective flap wing in closed state is present.
  • the flap wings are arranged eccentrically to the output shaft, wherein by a maximum elevation of the bulge on the first flap wing, a first plane is clamped, which is arranged parallel to a second plane which is spanned by a maximum elevation of the bulge on the second flap wing ,
  • the volume flow control in the range of small opening angles is additionally improved because the released area is additionally reduced by the position of the planes to each other at the same rotation angle.
  • the lobes to a third plane which is arranged parallel to the first and second plane and passes through the axis of rotation of the output shaft, whereby despite the eccentricity of the flap collisions with the housing in an area near the flap shaft upon rotation of the flap reliably avoided.
  • the flap in its two axial edge regions of the output shaft surrounding projections, which point to the bearings in the housing and surrounding them in the interior of the channel.
  • This increases the tightness of the flap in the closed state, since a leakage flow along the inner wall of the channel between the valve body and bearing is largely prevented.
  • a better bearing seal is achieved, so that less leakage air can penetrate both through the bearing in the direction of the actuator and via the middle bearing in the direction of an optionally existing adjacent channel.
  • the bulges of the flap wings go over in a circumferential direction in planar surfaces, which rest in the closed state of the flap on an inner wall of the channel-forming housing. In the closed state, this results in a better tightness of the flap, since the resistance in the area of the gap is increased due to the longer sealing distance.
  • the actuating unit has an electronically commutated DC motor and a gear unit coupled to the DC motor, via which at least indirectly the output shaft of the flap can be driven.
  • the electronically commutated DC motor is arranged in a housing in which at least one cooling channel is formed, which is flowed through by coolant in such a way that a forced flow of the DC motor is formed.
  • a heat radiation protection in particular a shielding plate, is arranged between the housing of the electronically commutated DC motor and the housing of the gas flow channel. This acts as additional shielding and thus protection against overheating due to heat radiation of the gas and hot components.
  • control device has a device for bearing feedback, which has a non-contact sensor which communicates with a magnet which is arranged on one end of one of the shafts.
  • a device for bearing feedback which has a non-contact sensor which communicates with a magnet which is arranged on one end of one of the shafts.
  • the gear unit is a planetary gear with an adjoining coupling gear, which is very insensitive to contamination.
  • the drive lever of a pot of the linkage is arranged to the output lever of a pot that decreases at constant angle of rotation of the drive shaft, the angle of rotation of the output shaft upon movement into the closed position of the flap.
  • a start-up of a fail-safe position of the flap can be reliably carried out both during engine failure and during transmission failure.
  • the springs can be designed so that, for example, when breaking the coupling rod only sufficient force must be provided to rotate the flap with the output shaft in the fail-safe position.
  • both return springs act on failure of the engine, in which case additional restoring force is required to turn back the engine accordingly.
  • the overall dimensions of the springs compared to a single used spring thus changes only slightly.
  • a vent hole is formed in the channel on the inflow side of the flap, which extends from an inner wall of the channel out to the rear of the bearing arranged in the housing. This vent hole prevents pressure drop across the bearing, reducing the amount of dirt entering the bearing, resulting in a longer bearing life.
  • the housing of the actuator is connected to the housing in which the channel is formed via a holder having a stop for limiting the angle of rotation in the open position of the flap.
  • a holder having a stop for limiting the angle of rotation in the open position of the flap.
  • control device has two parallel exhaust gas flowed through return channels, which are dominated by one arranged on a common output shaft exhaust gas recirculation flap. This allows accurate metering large quantities of exhaust gas, as required in particular in the commercial vehicle sector.
  • the control device according to the invention thus has elements for accurately metering even large amounts of exhaust gas and is at the same time insensitive to thermal see stress and wear, so that a long service life is guaranteed.
  • Figure 1 shows a side view of a control device according to the invention in a sectional view.
  • Figure 2 shows a sectional view of the control device according to the invention of Figure 1 in a slightly modified form with a sectional plane along the flow-through channels through the output shaft.
  • FIG. 3 shows a top view of the regulating device according to the invention as a top view.
  • Figure 4 shows a side view of a flow-through channel with valve body arranged therein in the open position in a sectional view.
  • Figure 5 shows a representation corresponding to Figure 4, wherein the valve body is in the closed position.
  • Figure 6 shows a schematic diagram of a linkage with changing angle of rotation from the drive to the output.
  • Figure 7 shows a graphical representation of the rotation angle of the drive shaft to the output shaft with variable ratio.
  • the control device shown in Figure 1 consists of an actuating unit 1, which drives via a gear unit 2, an output shaft 3, on which two double-leaf flaps 4, 5 are arranged.
  • the gas flow is synchronously controlled by two channels 6, 7, wherein the flap 4, the gas flow in the channel 6 and the flap 5 the gas Ström in channel 7 controls.
  • the gas-flow channels 6, 7 are formed in a housing 8, which additionally has a transverse bore 9, in which three bearings 10, 11, 12 are arranged, in which the output shaft 3 is rotatably mounted.
  • the bore 9 is closed at the abtheb content end by a cover 13, while 5 at the drive-side end of the output shaft 3, a pressed-in the housing 8 disc 14, the bore 9 closes.
  • the output shaft 3 is guided from here further outwards to the drive side and is rotatably arranged behind the disc 14 in a flanged bush 15, which by means of a
  • a holder 20 is screwed, via which the housing 8 is mechanically connected to the setting unit 1.
  • On the holder 20 is additionally not one
  • the pot 17 with the ball head 18 simultaneously forms the first parts of the transmission 30 unit 2, which consists of a coupling gear 23 and a planetary gear 24, which is arranged between actuator 1 and coupling gear 23.
  • the coupling mechanism 23 is in addition to the pot 17 and the ball head 18 arranged thereon and the coupling rod 19 arranged on the ball head 18 of an NEM second ball head 25 which is mounted on a second pot 26 which serves as a driven member of the drive.
  • the pot 26 is rotatably mounted on a stub shaft 27, on which in addition a non-rotatable ring gear 28 is arranged, which can also be made in one piece with the stub shaft 27 and rotates with this.
  • This ring gear 28 is part of the planetary gear 24 and meshes with three gears, which are designed as double gears 29, of which the respective smaller gears 30 mesh with the ring gear 28 and the larger gears 31 mesh with a drive pinion 32, which on a drive shaft 33 of a DC motor 34 is pressed.
  • the planetary gear 24 is arranged in a two-part gear housing 35, 36.
  • the gear housing part 35 is connected by screws to the holder 20, and is fixedly connected to the gear housing part 36, which in turn is connected to an end motor 37 closing the DC motor 34.
  • ball bearings 38, 39 for supporting the stub shaft 27, and bearing axles 40 of the double gears 29 are added.
  • a second return spring 41 which, like the first return spring 21, biased in the fail-safe position of the flaps 4, 5 is installed, wherein a first end is clamped behind a projection on the pot 26 and a second End is clamped behind a projection on the gear housing part 35.
  • the two return springs 21, 41 jointly or individually provide the necessary force for returning the flaps 4, 5 and the DC motor 34 to the gear unit 2.
  • the DC motor 34 is preferably an electronically commutated motor, so that a long service life can be ensured.
  • This DC motor 34 is either equipped with external electronics or the electronics are flanged in a manner not shown on the housing 8 opposite end of the DC motor 34 to the housing.
  • An integration into the transmission unit 2 would also be conceivable.
  • the housing of the DC motor 34 in addition to the closing end plate 37, consists of a cylinder-head-shaped housing part 42, which has a bore 44 on the housing bottom 43, which is largely closed by the end plate 37. In the housing part 42 stator and rotor of the DC motor 34 are arranged in a known manner.
  • radially outwardly facing webs 45 are formed, which extend helically around the entire DC motor 34, and over which a cylindrical housing part 46 is pushed, so that after assembly between the webs 45, a helical channel 47 is formed by coolant can be flowed through, whereby a thermal decoupling to the gas-flow channels 6, 7 and the hot environment is formed. At the same time, this also allows an electronics to be flanged on the housing part 46 to be cooled.
  • the motor housing part 42 is closed by an end plate 48.
  • a shielding plate 49 between the housing 8 and the housing 37, 42, 46 of the DC motor 34 is arranged. This serves in particular to protect against heat radiation.
  • FIG. 2 additionally shows that in the flow direction in front of the output shaft 3 there is in each case formed a ventilation bore 50 which extends from an inner wall 51 of the channels 6, 7 to a rear side 52 between the bearing 12 and the disk 14 the bearing 10 and a bore 9 closing lid 13 extends.
  • a ventilation bore 50 which extends from an inner wall 51 of the channels 6, 7 to a rear side 52 between the bearing 12 and the disk 14 the bearing 10 and a bore 9 closing lid 13 extends.
  • the bearings 10, 11, 12 are each formed so that they easily reach into the channels 6 and 7 respectively. In this area, however, they are surrounded by annular projections 54 which are formed at the axial ends of the flap body 5, and initially in the radial direction along the axial end of the respective bearing 10, 11, 12 and then at the radial end of the bearings 10, 11, 12 extend around this end in the axial direction, so that the leakage on the flaps 4, 5, ie between the flap 4, 5 and bearings 10, 11, 12th along the inner wall 51 of the channel 6, 7 in the closed state and between the output shaft 3 and the bearings 10, 11, 12 is significantly reduced.
  • this holder 20 has a substantially U-shape, wherein a lower leg 56 from the housing 8 in the direction of the motor housing 42, 46 grows.
  • the coupling gear 23 is listed so that the respective acting levers of the pots 17, 26 are equal, so that a direct untranslated motion transmission via the coupling rod 19 takes place.
  • the coupling gear 23 can be executed both as a rocker arm or as a double rocker.
  • the graph 59 shows a motion transmission, as it is transmitted for example by the coupling gear 23 of Figure 3, ie in which each of the rotation angle of the drive lever 57 is equal to the rotation angle of the output lever 58.
  • the graph 60 shows that with a corresponding arrangement of the lever 57, 58 or points of attack of the coupling rod 19 to each other in the edge regions at a 180 ° rotation this transmitted motion to the output lever 58 is no longer linear but in the example performed at about minus 80 ° obviously on the output lever 58, the dead position of a rocker arm is run over, so the direction of rotation of the output lever 58 changes in the transmission of the rotational movement. It is precisely in this area that significantly smaller angles of rotation are transmitted to the output lever 58.
  • one of the flaps 4, 5 of the control device according to the invention is shown in section. It has a first flap wing 61 and a second flap wing 62, which extend on both sides of the output shaft 3.
  • this flap bulges 63, 64, wherein the bulge 63 on the flap wing 61 and the bulge 64 on the flap wing 62 is formed.
  • These bulges 63, 64 have in opposite directions, in such a way that in the open state of the flap 5, 6, the respective bulge 63, 64 in the direction of the inner wall 51 of the channel 6, 7, at which the respective flap wings 61, 62nd when closed.
  • a first and a second plane 67, 68 are spanned by their maximum elevations 65, 66.
  • the two flap wings 61, 62 are arranged eccentrically to the output shaft 3, that the bulges 60, 61 point to a third plane 69, which is arranged parallel to the first and second plane 67, 68 and extends through the axis of rotation of the output shaft 3.
  • the projections 54 at the axial ends of the flap 4, 5 can be seen. It is clear that the flap 4, 5 is fixed in rotation on the output shaft 3 via a pin 70 extending through the output shaft 3. Other connections are of course conceivable.
  • the flaps 4, 5 is overall so kontuhert that it forms the lowest possible flow resistance in the channel 6, 7, which is why sharp edges are avoided in the valve shape.
  • the material input of the flap 4, 5 should be as low as possible, which results in indentations on both sides.
  • a compact control device which is suitable for controlling a hot gas flow, for example exhaust gas flow.
  • the drive is electric motor and has a long service life. Furthermore, various options for accurate flow adjustment are shown. Serves both the coupling mechanism 23 and the shape of the valve body 4, fifth
  • a magnet on one of the ends of the drive shaft 33 or output shaft 3 or on one end of the stub shaft 27, which communicates with a non-contact sensor, not shown.
  • a bearing feedback is reliably enabled, so that with appropriate connection to a control unit depending on ge desired position a corresponding thereto corresponding volume flow can be adjusted.
  • the sensor can of course be used for commutation of the DC motor.
  • the described control device is particularly suitable for use in exhaust gas recirculation in commercial vehicles with high exhaust gas recirculation rates to be regulated.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Electrically Driven Valve-Operating Means (AREA)

Abstract

Il est commun de réguler un courant gazeux dans un moteur à combustion interne au moyen de clapets. Le but de l'invention consiste à réguler précisément le débit volumétrique au moyen d'un clapet seulement légèrement ouvert. Ce but est atteint en réalisant un clapet (4, 5) avec deux battants et en formant respectivement sur une des deux surfaces du battant de chaque battant de clapet (61, 62) une courbure (63, 64), qui s'étend sur la périphérie de la surface du battant respectif et qui, lorsque le clapet (4, 5) est à l'état ouvert, est orientée vers le côté du canal (6, 7), sur lequel le battant de clapet respectif (61, 62) repose à l'état fermé. Par conséquent, lors d'une légère rotation du clapet (4, 5) par rapport à la position fermée, la courbure (63, 64) rétrécit légèrement la fente par ailleurs présente, de manière à obtenir un débit volumétrique inférieur à celui des clapets connus.
EP07803398A 2006-11-16 2007-09-11 Dispositif de régulation pour un moteur à combustion interne Withdrawn EP2089619A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006054041A DE102006054041B3 (de) 2006-11-16 2006-11-16 Regelvorrichtung für eine Verbrennungskraftmaschine
PCT/EP2007/059527 WO2008058779A1 (fr) 2006-11-16 2007-09-11 Dispositif de régulation pour un moteur à combustion interne

Publications (1)

Publication Number Publication Date
EP2089619A1 true EP2089619A1 (fr) 2009-08-19

Family

ID=38724321

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07803398A Withdrawn EP2089619A1 (fr) 2006-11-16 2007-09-11 Dispositif de régulation pour un moteur à combustion interne

Country Status (3)

Country Link
EP (1) EP2089619A1 (fr)
DE (1) DE102006054041B3 (fr)
WO (1) WO2008058779A1 (fr)

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Publication number Priority date Publication date Assignee Title
WO2007120811A2 (fr) 2006-04-14 2007-10-25 Advanced Cell Technology, Inc. Cellules formant colonie d'hemangio
DE102008050466B4 (de) * 2008-10-04 2021-01-28 BorgWarner Esslingen GmbH Ventileinrichtung zur Steuerung eines Abgasstromes
DE102009020245A1 (de) 2009-05-07 2011-09-15 Pierburg Gmbh Planetengetriebevorrichtung für eine Regelvorrichtung einer Verbrennungskraftmaschine
CA2781969A1 (fr) * 2009-12-04 2011-06-09 Stem Cell & Regenerative Medicine International, Inc. Procede de generation de cellules tueuses naturelles et de cellules dendritiques a partir d'hemangioblastes derives de cellules souches humaines
DE102010006023B4 (de) * 2010-01-27 2012-04-26 Pierburg Gmbh Dichtungsanordnung für eine Regelvorrichtung einer Verbrennungskraftmaschine
DK2785359T3 (en) 2011-11-30 2018-10-29 Astellas Inst For Regenerative Medicine MESENKYMAL STROMACELLES AND APPLICATIONS RELATED
DE102012103374B4 (de) 2012-04-18 2015-01-08 Pierburg Gmbh Abgasklappenvorrichtung für eine Verbrennungskraftmaschine
CN102644513A (zh) * 2012-05-12 2012-08-22 中国兵器工业集团第七0研究所 一种发动机节气门蝶阀
DE102012110763B4 (de) 2012-11-09 2015-02-05 Pierburg Gmbh Klappenvorrichtung für eine Verbrennungskraftmaschine oder ein Elektrofahrzeug
DE102013105839B4 (de) * 2013-06-06 2015-04-16 Pierburg Gmbh Betätigungsvorrichtung sowie Klappenvorrichtung mit einer derartigen Betätigungsvorrichtung
DE102013113204A1 (de) 2013-11-28 2015-05-28 Pierburg Gmbh Stellantrieb für Aggregate in einem Kraftfahrzeug
DE102016123738B4 (de) * 2016-12-08 2020-11-05 Pierburg Gmbh Klappenvorrichtung
CN107882662A (zh) * 2017-12-29 2018-04-06 无锡隆盛科技股份有限公司 双通道egr碟阀
DE102022135029A1 (de) * 2022-12-30 2024-07-11 Pierburg Gmbh Klappenvorrichtung für einen Verbrennungsmotor

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Also Published As

Publication number Publication date
DE102006054041B3 (de) 2008-05-08
WO2008058779A1 (fr) 2008-05-22

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Inventor name: TOENNESMANN, ANDRES

Inventor name: LAPPAN, ROLF

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