EP2211048B1 - Dispositif de clapets de gaz d'échappement et système de récupération thermique à l'échappement d'un moteur à combustion interne - Google Patents

Dispositif de clapets de gaz d'échappement et système de récupération thermique à l'échappement d'un moteur à combustion interne Download PDF

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Publication number
EP2211048B1
EP2211048B1 EP10150324.1A EP10150324A EP2211048B1 EP 2211048 B1 EP2211048 B1 EP 2211048B1 EP 10150324 A EP10150324 A EP 10150324A EP 2211048 B1 EP2211048 B1 EP 2211048B1
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EP
European Patent Office
Prior art keywords
exhaust gas
flap
duct
exhaust
regulating
Prior art date
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Active
Application number
EP10150324.1A
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German (de)
English (en)
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EP2211048A1 (fr
Inventor
Andreas Köster
Costantino Brunetti
Michael Breuer
Andres Tönnesmann
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Pierburg GmbH
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Pierburg GmbH
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Publication of EP2211048A1 publication Critical patent/EP2211048A1/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
    • F02M26/65—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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/25—Layout, e.g. schematics with coolers having bypasses
    • F02M26/26—Layout, e.g. schematics with coolers having bypasses characterised by details of the bypass valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/28—Layout, e.g. schematics with liquid-cooled heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/36—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an exhaust flap
    • 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
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
    • 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
    • F02M26/38—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with two or more EGR valves disposed in parallel
    • 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
    • F02M26/42—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders
    • F02M26/44—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders in which a main EGR passage is branched into multiple passages

Definitions

  • the invention relates to an exhaust valve device for internal combustion engines with a first housing in which a first exhaust passage is formed, in which a first control valve is arranged with a first valve body, via which an exhaust gas flow in the first exhaust passage is controllable, and a second housing in which a second exhaust passage is formed, in which a second control valve is arranged with a second flap body, via which an exhaust gas flow in the second exhaust passage is controllable, wherein the first control flap and the second control flap are mechanically coupled via a control device mechanically operable dependent on each other and an exhaust heat recovery system of an internal combustion engine with a first branch at which an exhaust passage divides into an exhaust gas outlet passage and a bypass passage in which an exhaust gas heat exchanger is arranged, and with a second branch at which the bypass passage opens into the exhaust gas exhaust passage.
  • Such exhaust valve devices are used, for example, to achieve in exhaust gas recirculation systems, in which an exhaust gas heat exchanger is bypassed via a bypass channel, a regulation of the amounts of exhaust gas, which are passed over the exhaust gas heat exchanger or led over the bypass channel.
  • a device is for example from the EP 0 987 427 A1 known.
  • two flap body arranged at an angle of 90 ° to each other on a common shaft, each flap body dominates one of the channels. This makes it possible to adjust an exhaust gas temperature, which is provided to the internal combustion engine during the return.
  • the exhaust gas is passed over the bypass channel in the warm-up phase, whereby Pollutant emissions are reduced.
  • an exhaust gas recirculation valve is to be provided for volume control.
  • exhaust valve via which the exhaust gas back pressure is adjustable in the exhaust duct
  • exhaust gas recirculation flap is for example from the DE 10 2006 055 226 A1 known.
  • a slide over which the exhaust gas recirculation channel is closed in a branch in front of the exhaust duct and the exhaust gas recirculation channel on the end of a shaft of an exhaust valve, arranged at 90 ° to the exhaust flap, a slide over which the exhaust gas recirculation channel is closed.
  • the flow-through cross section of the exhaust gas recirculation channel is additionally increased, as a result of which the recirculated exhaust gas portion can be increased, so that in turn pollutant emissions are reduced.
  • the two exhaust ducts are opened or shot in opposite directions over the entire range of application.
  • exhaust heat recovery systems have become known in recent times, in which a bypass channel is arranged in parallel to the exhaust gas outlet channel, in which an exhaust gas heat exchanger is arranged.
  • a bypass channel is arranged in parallel to the exhaust gas outlet channel, in which an exhaust gas heat exchanger is arranged.
  • Such a system is intended to increase the comfort in a vehicle faster heating of the cooling water of the engine and thus a faster, fuel consumption but hardly increasing heating of the cab can be achieved after the cold start.
  • Such a system is for example from the DE 203 02 520 U1 known.
  • a control flap is arranged only in the exhaust main channel or the control flap is arranged in a branch in front of the bypass duct or the exhaust duct. It is designed as a pivoting flap which can be moved back and forth between the two end positions in which it closes one of the channels. This means that in each case one of the channels is fully open, while the cross section of the other is adjustable.
  • a disadvantage of such an embodiment is that it is not possible to produce a sufficient exhaust back pressure after the warm-up phase of the internal combustion engine in order to provide a sufficient exhaust gas recirculation quantity available. Even with a transmission of the other coupled exhaust valve devices on this system described remains a substantially constant cross-section to the exhaust outlet of the internal combustion engine open, whereby no sufficient exhaust backpressure can be provided.
  • the object of the invention is therefore to provide an exhaust gas flap device and an exhaust heat recovery system, with which a sufficient exhaust gas back pressure to achieve high exhaust gas recirculation rates can be ensured.
  • the number of components should be kept as low as possible, so that space, cost and weight are reduced compared to conventional designs.
  • additional interfaces should be avoided when using an exhaust heat recovery system.
  • an exhaust flap device in which in a first position the first control flap fully releases the first exhaust passage, while the second control flap completely closes the second exhaust passage, in a second position the first control flap partially closes the first exhaust passage, while the second control flap completely closes the second exhaust passage and in a third position, the first control valve the first Completely closes the exhaust passage, while the second control valve completely releases the second exhaust passage.
  • the inner wall of the second exhaust gas channel is shaped such that the inner wall substantially corresponds to the swept through the outer periphery of the second valve body when passing through the area between the first position and the second position body.
  • the second control flap in the exhaust duct can be rotated over a defined angle of rotation, without a flow-through cross-section of the channel is released.
  • the continuous closure of the second channel is ensured simultaneously with continuous opening of the first exhaust duct during the rotation from the first to the second position via a directly coupled adjusting device, without having to use additional couplings or motion converter.
  • an exhaust heat recovery system with such an exhaust valve device, wherein the first control flap is arranged in the first exhaust duct serving as Abgasausariaden exhaust duct between the two branches and serves as an exhaust valve and the second control valve is arranged in the second exhaust duct serving as a bypass channel and serves as an exhaust heat recovery valve. It is thus possible to rotate the exhaust flap in the channel and thus adjust an exhaust back pressure, without the bypass channel is opened. As a result, significantly improved exhaust gas recirculation rates can also be achieved in exhaust heat recovery systems. On additional interfaces and components that would be required when controlling multiple flaps, can be largely dispensed with, so that costs are reduced.
  • the first control flap continuously reduces the flow-through cross section of the first exhaust gas duct by actuating the adjusting device, while the second control flap closes the flow-through cross section of the second exhaust gas duct and reduces the first flow control valve between the second and the third position of the first exhaust passage by operating the adjusting device continuously, while the second control valve continuously increases the flow-through cross-section of the second exhaust passage.
  • the exhaust back pressure can be continuously controlled, and between the second and third positions, without large changes in the exhaust back pressure, exhaust heat recovery to improve comfort.
  • the flap body of the second control flap is circular and axially symmetrical mounted on a shaft or made integral with the shaft and the inner wall of the exhaust passage has in the region between the first and the second position of the control valve a spherical zone shape, wherein the spherical zone of the inner wall has substantially the same diameter as the circular valve body.
  • the torques acting on the adjusting device by the exhaust gas flow are kept very low, so that smaller drives can be used and the power consumption decreases.
  • such exhaust valve device is easy to manufacture and assemble.
  • the first housing and the second housing are made in one piece, wherein the valve body of the first control valve is circular and is arranged axisymmetrically on a shaft. This eliminates additional assembly steps. Furthermore, installation in the engine is simplified and the required space is minimized.
  • first flap body and the second flap body are arranged on a common single- or multi-part shaft, which can be actuated via the adjusting device. It thus eliminates additional coupling elements between actuator and flap, which again reduces the number of components and the assembly is facilitated.
  • the first control flap When the control valves are rotated between the second and the third position in a fourth position, the first control flap preferably completely closes the first exhaust gas channel and the second control flap completely closes the second exhaust gas channel.
  • Such an embodiment of the exhaust backpressure can be further enhanced to further increase the exhaust gas recirculation rate.
  • the first control flap continuously reduces the flow-through cross section of the first exhaust gas duct by actuating the adjusting device, while the second control flap closes the flow-through cross section of the second exhaust gas duct, reducing the first between the second and the fourth position Control flap the flow-through cross-section of the first exhaust passage by operating the actuator continuously until it is closed, while the second control valve closes the flow-through cross-section and closes between the fourth and third position, the first control valve the flow-through cross section of the first exhaust passage completely while the second control valve through which Cross-section of the second exhaust passage continuously increased.
  • both channels can be individually moved independently of the fully closed position in the fully open position and thus the exhaust back pressure in the channels can be set individually.
  • This is preferably achieved by forming an inner wall of the first exhaust passage such that the inner wall substantially corresponds to the body swept through the outer periphery of the first valve body when passing through the region between the fourth and third positions and thus shapes an inner wall of the second exhaust passage in that the inner wall substantially corresponds to the body swept through the outer periphery of the second valve body when passing through the region between the first position and the second position.
  • valve body of the first reef valve is circular and axially symmetrical mounted on a shaft or made integral with the shaft and the inner wall of the first exhaust passage has in the region between the fourth and the third position of the first control valve in the form of a spherical zone, wherein the spherical zone the inner wall has substantially the same diameter as the circular valve body.
  • the exhaust gas heat exchanger is arranged in a first section of an exhaust gas recirculation channel of a low-pressure region of a turbocharged internal combustion engine, at the end of a third branch is arranged, at which the exhaust gas recirculation channel in another section of the exhaust gas recirculation passage, in which an exhaust gas recirculation valve is arranged, and an exhaust heat recovery passage in which the exhaust heat recovery valve is disposed, so that the first portion of the exhaust gas recirculation passage and the exhaust heat recovery passage form the bypass passage.
  • an exhaust gas flow can optionally be cooled to heat recovery or uncooled led to the exhaust outlet, while high exhaust gas recirculation rates can be ensured by a high achievable exhaust back pressure.
  • a regulation of the exhaust back pressure with or heat recovery remains possible, although only one adjusting device for adjusting the exhaust flap and the exhaust heat recovery valve is needed.
  • a system is proposed in which the complexity and the number of components to achieve the aforementioned functions are minimized.
  • FIG. 1 illustrated exhaust heat recovery system has an exhaust gas outlet 2, in which a diesel particulate filter 4 is arranged, which in turn is arranged in the flow direction behind a turbine, not shown, of an exhaust gas turbocharger.
  • the exhaust heat recovery system to a first branch 6, at the exhaust gas outlet channel 2 branches off an exhaust gas recirculation channel 8, in which an exhaust gas heat exchanger 10 is disposed, while in the course of the exhaust outlet 2, an exhaust flap 12 is arranged.
  • a second branch 14 is arranged at the one Bypass channel 16 opens into the exhaust gas outlet 2. The exhaust gas flowing into the continuing region of the exhaust gas outlet passage 2 is subsequently discharged.
  • an exhaust heat recovery channel 20 which forms the bypass passage 16 with a portion 22 of the exhaust gas recirculation passage 8, in which the exhaust gas heat exchanger 10 is arranged.
  • an exhaust gas recirculation valve 24 is arranged to control the recirculated to an intake manifold of the internal combustion engine exhaust gas is in the exhaust heat recovery channel 20, the opens into the second branch 14, an exhaust heat recovery valve 26 is arranged.
  • the exhaust gas recirculation channel 8 opens in a fourth branch 28 into an intake passage 30 of the internal combustion engine which leads to a compressor, not shown, of the turbocharger.
  • exhaust gas After a cold start of the internal combustion engine exhaust gas passes through the turbine in the exhaust heat recovery system. At this time, the exhaust valve is throttled as much as possible, so that the exhaust gas is passed through the exhaust gas recirculation passage 8 and the exhaust gas heat exchanger 10.
  • the exhaust heat recovery valve 26 By opening the exhaust heat recovery valve 26 can be ensured that regardless of the position of the exhaust gas recirculation valve 24, a sufficient amount of exhaust gas is passed through the exhaust gas heat exchanger 10 in order to achieve the fastest possible heating of the coolant. This serves to heat the vehicle interior, so that the comfort can be significantly increased by rapidly increasing the coolant temperature by quickly increasing the coolant temperature.
  • the exhaust heat recovery valve 26 After passing through the warm-up phase, the exhaust heat recovery valve 26 can be rotated to its closed position, so that no exhaust gas can flow through the exhaust heat recovery channel 20, while the exhaust valve 12 is at least partially opened to ensure sufficient exhaust emission.
  • exhaust flap device can be used for such an exhaust heat recovery system.
  • the in the FIG. 2 shown exhaust valve device has a first housing 34 in which a first exhaust passage 36 is formed, which can serve as Abgasauslasskanal 2 and which is dominated by a first control valve 38, which can serve as the exhaust valve 12.
  • a second housing 40 is integrally formed with the first housing 34 and forms a second exhaust passage 42, in which in turn a second control valve 44 is arranged, which can serve as exhaust heat recovery valve 26 and in the FIGS. 3 to 5 is recognizable.
  • the control valves 38, 44 each consist of a flap body 46, 48, wherein the flap body 46, 48 are mounted on a common shaft 50 which is rotatably mounted in the housing 34, 40 and the first end through a channel wall 52 of the first exhaust duct 36th extends in the direction of the adjusting device 32, via which the shaft 50 and thus the control valves 38, 44 are set in rotation.
  • an electric motor 54 which is arranged with a gear, not shown in a receiving chamber of a actuator housing 55, which via a lid 56 is closed.
  • a torsion spring 57 is arranged, which serves as a run-flat spring and thus the control valves 38, 44 back to an emergency position in case of failure of the actuator 32.
  • the two flap body 46, 48 are rotated about 45 ° to each other on the shaft 50, wherein both the valve body. 46, 48 and the cross sections of the exhaust channels 36, 42 are formed substantially circular.
  • the flap bodies 46, 48 are mounted axially symmetrically on the shaft 50.
  • the first exhaust passage 36 is substantially straight, that is, has a constant cross section without deflections.
  • the second exhaust passage 42 has an outlet opening 60 attached to an inlet 58 at an angle of approximately 65 °.
  • the inner walls 62 delimiting the exhaust gas channel 42 have a spherical shape over a predefined area, thus forming a spherical zone 64 whose diameter substantially corresponds to the diameter of an outer circumference 66 of the second valve body 48.
  • FIGS. 3a ) and b a first position of the first control flap 38 in the first housing 34 and the associated position of the second control valve 44 in the second housing 40 is shown.
  • the first exhaust passage 36 is fully opened in this position, while the second exhaust passage 42 is completely closed by the second control valve 44.
  • both control valves 38, 44 were rotated by a defined angle on the shaft 50 by means of the adjusting device 32 in their exhaust ducts 36, 42.
  • the first exhaust duct 36 is partially closed in this position by the first control flap 38, so that when used as an exhaust flap 12, an increased back pressure in the direction of flow in front of the control flap 38 area is generated.
  • the second exhaust passage 42 is still closed by the second control valve 44, since the periphery of the flap body 48 is still on the inner wall 62. This is achieved by the ball zone 64, at which the flap body 48 is guided between the first position and the second position.
  • the end position after rotation from the second position to a third position serving as the end position is in the FIGS. 5 a) and b) shown.
  • the first control flap 38 is in its exhaust gas channel 26 completely occlusive position.
  • the reduced flow-through cross section of the second position was thus reduced in the process of the valve body 46 continuously further into the closed position.
  • the flow-through cross section of the second exhaust passage 42 is continuously increased until it is completely released in the end position.
  • the various positions of the two control valves 38, 44 are shown schematically in a continuing or alternative embodiment.
  • the first exhaust passage 36 on a spherical zone 68 the inner wall 70 in turn corresponds to the swept from the outer periphery of the valve body 46 of the first control valve 38 surface between a fourth and the third position substantially.
  • the first control flap 38 is currently in its closed state while the second control flap 44 just barely closes the second exhaust gas channel 42.
  • the first control flap 38 is moved from its fully open position to a free cross section of the first exhaust passage 36 slowly closing position, while the second control valve closes the second exhaust passage 42. This movement continues until the fourth position.
  • the first exhaust passage 36 remains completely closed, while the free cross section of the second exhaust passage 42 is continuously increased until it is completely open in the third position of the second control valve 44.
  • an exhaust valve device with which a first control flap for increasing the pressure in a first exhaust duct can be rotated into a partially or completely closing the channel position, without rotating the second directly mechanically coupled exhaust flap in a channel opening position. It is also possible to rotate the second control flap from its closed position into a position releasing the channel without the first control flap releasing the cross section.
  • an interdependent regulation of the two control valves can be realized over a predetermined angle of rotation. This is achieved within a housing with only one adjusting device, wherein both flaps are directly coupled rotationally fixed, so are rotated together. Accordingly, when used for exhaust heat recovery, this exhaust valve device is suitable for increasing the recirculated exhaust gas in an internal combustion engine.
  • a system is presented, with which an exhaust heat recovery without additional heat exchanger is achieved.
  • the limit rotational angle of the two flaps according to the second and the fourth position, in which the second control valve begins to open the cross-section by appropriate design of the ball zones and the position of the inlet openings to the outlet can be adapted to the needs and application of the exhaust valve device.
  • the spherical zone includes an angle of approximately 45 °, this can of course also increase or decrease. It would also be possible to rotate the spherical zone, so that the inlet opening and the outlet opening face each other or are only arranged offset to one another at a different height, without forming an angle between them.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Silencers (AREA)

Claims (12)

  1. Dispositif de clapets de gaz d'échappement pour des moteurs à combustion interne, comprenant un premier boitier dans lequel est formé un premier conduit des gaz d'échappement dans lequel est disposé un premier clapet régulateur avec un premier corps de clapet, par lequel il est possible de réguler un flux des gaz d'échappement dans ledit premier conduit des gaz d'échappement, et un deuxième boitier dans lequel est formé un deuxième conduit des gaz d'échappement dans lequel est disposé un deuxième clapet régulateur avec un deuxième corps de clapet, par lequel il est possible de réguler un flux des gaz d'échappement dans ledit deuxième conduit des gaz d'échappement, ledit premier clapet régulateur et ledit deuxième clapet régulateur étant couplés mécaniquement pour être actionnable ensemble, en dépendance mutuelle, par un dispositif actionneur, caractérisé en ce que, dans une première position, ledit premier clapet régulateur (12, 38) ouvre complètement ledit premier conduit des gaz d'échappement (2, 36), tandis que ledit deuxième clapet régulateur (26, 44) ferme complètement ledit deuxième conduit des gaz d'échappement (16, 42), que, dans une deuxième position, ledit premier clapet régulateur (12, 38) ferme partiellement ledit premier conduit des gaz d'échappement (2, 36), tandis que ledit deuxième clapet régulateur (26, 44) ferme complètement ledit deuxième conduit des gaz d'échappement (16, 42), et que, dans une troisième position, ledit premier clapet régulateur (12, 38) ferme complètement ledit premier conduit des gaz d'échappement (2, 36), tandis que ledit deuxième clapet régulateur (26, 44) ouvre complètement ledit deuxième conduit des gaz d'échappement (16, 42), une paroi interne (62) dudit deuxième conduit des gaz d'échappement (16, 42) est formée de sorte que ladite paroi interne (62) correspond sensiblement au corps balayé par la périphérie externe dudit deuxième corps de clapet (48) quand il traverse la région entre la première position et la deuxième position.
  2. Dispositif de clapets de gaz d'échappement pour des moteurs à combustion interne selon la revendication 1, caractérisé en ce qu'entre la première et la deuxième position, ledit premier clapet régulateur (12, 38) réduit de manière continue la section transversale de passage dudit premier conduit des gaz d'échappement (2, 36) par actionnement dudit dispositif actionneur (32), tandis que ledit deuxième clapet régulateur (26, 44) ferme la section transversale de passage dudit deuxième conduit des gaz d'échappement (16, 42), et que, entre la deuxième et la troisième position, ledit premier clapet régulateur (12, 38) réduit de manière continue la section transversale de passage dudit premier conduit des gaz d'échappement (2, 36) par actionnement dudit dispositif actionneur (32), tandis que ledit deuxième clapet régulateur (26, 44) élargit de manière continue la section transversale de passage dudit deuxième conduit des gaz d'échappement (16, 42).
  3. Dispositif de clapets de gaz d'échappement pour des moteurs à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que ledit corps de clapet (48) dudit deuxième clapet régulateur (26, 44) est circulaire et est monté de manière axialement symétrique sur un arbre (50) ou est fabriqué d'un seul tenant avec ledit arbre (50), et ladite paroi interne (62) dudit deuxième conduit des gaz d'échappement (16, 42) a la forme d'une zone sphérique (64) dans la région entre ladite première et ladite deuxième position dudit deuxième clapet (26, 44) , ladite zone sphérique (64) de ladite paroi interne (62) ayant sensiblement le même diamètre que le corps de clapet (48) circulaire.
  4. Dispositif de clapets de gaz d'échappement pour des moteurs à combustion interne selon la revendication 3, caractérisé en ce qu'une ouverture d'admission (58) dudit deuxième boitier (40) est disposée de manière décalé d'une ouverture de sortie (60) dudit deuxième boitier (40).
  5. Dispositif de clapets de gaz d'échappement pour des moteurs à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que ledit premier boitier (34) et ledit deuxième boitier (42) sont fabriqués d'un seul tenant, ledit corps de clapet (46) dudit premier clapet régulateur (12, 38) est circulaire et est disposé de manière axialement symétrique sur un arbre (50).
  6. Dispositif de clapets de gaz d'échappement pour des moteurs à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que ledit premier corps de clapet (46) et ledit deuxième corps de clapet (48) sont disposés sur un arbre (50) commun en une partie ou en plusieurs parties, l'arbre étant actionnable au moyen du dispositif actionneur (32).
  7. Dispositif de clapets de gaz d'échappement pour des moteurs à combustion interne selon la revendication 1, caractérisé en ce que, lors du pivotement des clapets régulateurs (12; 38, 36; 44) entre la deuxième et la troisième position, dans une quatrième position, ledit premier clapet régulateur (12, 38) ferme complètement ledit premier conduit des gaz d'échappement (2, 36) et ledit deuxième clapet régulateur (26, 44) ferme complètement ledit deuxième conduit des gaz d'échappement (16, 42).
  8. Dispositif de clapets de gaz d'échappement pour des moteurs à combustion interne selon la revendication 7, caractérisé en ce qu'entre la première et la deuxième position, ledit premier clapet régulateur (12, 38) réduit continument la section transversale de passage dudit premier conduit des gaz d'échappement (2, 36), tandis que ledit deuxième clapet régulateur (26, 44) ferme la section transversale de passage dudit deuxième conduit des gaz d'échappement (16, 42), qu'entre la deuxième et la quatrième position, ledit premier clapet régulateur (12, 38) réduit continument la section transversale de passage dudit premier conduit des gaz d'échappement (2, 36) jusqu'à celui-ci est fermé, tandis que ledit deuxième clapet régulateur (26, 44) ferme la section transversale de passage dudit deuxième conduit des gaz d'échappement (16, 42), et qu'entre la quatrième et la troisième position, ledit premier clapet régulateur (12, 38) ferme complètement la section transversale de passage dudit premier conduit des gaz d'échappement (2, 36), tandis que ledit deuxième clapet régulateur (26, 44) élargit continument la section transversale de passage dudit deuxième conduit des gaz d'échappement (16, 42).
  9. Dispositif de clapets de gaz d'échappement pour des moteurs à combustion interne selon l'une quelconque des revendications 7 ou 8, caractérisé en ce qu'une paroi interne dudit premier conduit des gaz d'échappement (2, 36) est formée de sorte que ladite paroi interne correspond sensiblement au corps balayé par la périphérie externe dudit premier corps de clapet (46) quand il traverse la région entre la quatrième position et la troisième position, et qu'une paroi interne (62) dudit deuxième conduit des gaz d'échappement (16, 42) est formée de sorte que ladite paroi interne (62) correspond sensiblement au corps balayé par la périphérie externe dudit deuxième corps de clapet (48) quand il traverse la région entre la première position et la deuxième position.
  10. Dispositif de clapets de gaz d'échappement pour des moteurs à combustion interne selon l'une quelconque des revendications 7 à 9, caractérisé en ce que ledit corps de clapet (46) dudit premier clapet régulateur (12, 38) est circulaire et est monté de manière axialement symétrique sur un arbre (50) ou est fabriqué d'un seul tenant avec ledit arbre (50), et ladite paroi interne dudit premier conduit des gaz d'échappement (2, 36) a la forme d'une zone sphérique dans la région entre ladite quatrième et ladite troisième position dudit premier clapet (12, 38), ladite zone sphérique de ladite paroi interne ayant sensiblement le même diamètre que le corps de clapet (46) circulaire.
  11. Système de récupération de la chaleur des gaz d'échappement d'un moteur à combustion interne avec un premier branchement où un conduit des gaz d'échappement se divise en un conduit de sortie des gaz d'échappement et un conduit de dérivation dans lequel est disposé un échangeur de chaleur de gaz d'échappement, et avec un deuxième branchement où ledit conduit de dérivation s'ouvre dans ledit conduit de sortie des gaz d'échappement, caractérisé en ce qu'un dispositif de clapets de gaz d'échappement selon l'une quelconque des revendications précédentes est disposé dans ledit système de récupération de la chaleur des gaz d'échappement, ledit premier clapet régulateur (38) étant disposé entre les deux branchements (6; 14), dans ledit premier conduit des gaz d'échappement (36) servant comme conduit de sortie des gaz d'échappement, et faisant office de clapet des gaz d'échappement (12), et ledit deuxième clapet régulateur (44) étant disposé dans ledit deuxième conduit des gaz d'échappement (42) servant comme conduit de dérivation (16) et faisant office de vanne de récupération de la chaleur des gaz d'échappement (26).
  12. Système de récupération de la chaleur des gaz d'échappement d'un moteur à combustion interne selon la revendication 11, caractérisé en ce que ledit échangeur de chaleur de gaz d'échappement (10) est disposé dans une première section (22) d'un conduit de récirculation des gaz d'échappement (8) d'une partie à basse pression d'un moteur à combustion interne turbocompressé, à l'extrémité de laquelle un troisième branchement (18) est disposé où ledit conduit de récirculation des gaz d'échappement (8) se divise en une autre section (21) dudit conduit de récirculation des gaz d'échappement (8), dans laquelle une vanne de récirculation des gaz d'échappement (24) est disposée, et un conduit de récupération de la chaleur des gaz d'échappement (20), dans lequel ladite vanne de récupération de la chaleur des gaz d'échappement (26) est disposée, de sorte que ladite première section (22) dudit conduit de récirculation des gaz d'échappement (8) et ledit conduit de récupération de la chaleur des gaz d'échappement (20) forment ledit conduit de dérivation (16).
EP10150324.1A 2009-01-23 2010-01-08 Dispositif de clapets de gaz d'échappement et système de récupération thermique à l'échappement d'un moteur à combustion interne Active EP2211048B1 (fr)

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