Classifications

• • 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
  • F01N1/00—Silencing apparatus characterised by method of silencing
  • F01N1/16—Silencing apparatus characterised by method of silencing by using movable parts
  • F01N1/165—Silencing apparatus characterised by method of silencing by using movable parts for adjusting flow area
• • 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
  • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
  • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
  • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
  • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
• • 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
  • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
  • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
  • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
  • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
  • F01N3/0235—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using exhaust gas throttling means
• • 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
  • F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
  • F02D9/06—Exhaust brakes
• • 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
  • F02D9/102—Details of the flap the flap having movable parts fixed onto it
• • 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
  • 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
  • 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
  • F01N2260/00—Exhaust treating devices having provisions not otherwise provided for
  • F01N2260/12—Exhaust treating devices having provisions not otherwise provided for for resisting high pressure
• • 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
  • F01N2290/00—Movable parts or members in exhaust systems for other than for control purposes
  • F01N2290/08—Movable parts or members in exhaust systems for other than for control purposes with oscillating or vibrating movement
  • F01N2290/10—Movable parts or members in exhaust systems for other than for control purposes with oscillating or vibrating movement actuated by pressure of exhaust gases, e.g. exhaust pulses
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T137/00—Fluid handling
  • Y10T137/2496—Self-proportioning or correlating systems
  • Y10T137/2559—Self-controlled branched flow systems
  • Y10T137/2574—Bypass or relief controlled by main line fluid condition
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T137/00—Fluid handling
  • Y10T137/2496—Self-proportioning or correlating systems
  • Y10T137/2559—Self-controlled branched flow systems
  • Y10T137/2574—Bypass or relief controlled by main line fluid condition
  • Y10T137/2605—Pressure responsive
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T137/00—Fluid handling
  • Y10T137/2496—Self-proportioning or correlating systems
  • Y10T137/2559—Self-controlled branched flow systems
  • Y10T137/2574—Bypass or relief controlled by main line fluid condition
  • Y10T137/2605—Pressure responsive
  • Y10T137/2622—Bypass or relief valve responsive to pressure downstream of outlet valve

Definitions

• the invention relates to an exhaust gas control system and an exhaust gas control method.
• the exhaust gas control system has an exhaust throttle valve in an exhaust passage and an actuator of the exhaust throttle valve with an actuating linkage.
• An exhaust gas pressure regulating device regulates the exhaust gas pressure occurring in the exhaust passage upstream of the exhaust throttle valve.
• Such an exhaust gas control system with an exhaust throttle valve can be used versatile in internal combustion engines, preferably in internal combustion engines of motor vehicles.
• an exhaust gas control system 50 as shown in Figure 7 with a damper or throttle valve 12 known.
• the throttle valve 12 has, in order to achieve a pressure and temperature limitation, a pressure relief valve 35 which is arranged on the throttle valve 12.
• the pressure limiting valve 35 holds in the closed state with a valve flap 36 an opening 37 in the throttle valve 12 biased closed.
• the bias voltage is, as Figure 7 shows, applied by a leaf spring 38.
• the valve flap 36 of the pressure limiting valve 35 opens as soon as an admissible exhaust gas pressure Pi upstream of the throttle valve 12 is exceeded and thus also an inadmissibly high temperature Ti of the exhaust gas duct 5 would set.
• the motor is protected in a braking phase from overpressure and overtemperature.
• the exhaust gas control system 40 has a butterfly valve 13.
• An edge surface of the butterfly throttle valve 13 in the closed state is sealed in a region 41 by a valve head 42 of a pressure relief valve 43.
• the overpressure valve 43 opens a bypass via which an overpressure and thus also a temperature increase can be reduced.
• an exhaust gas control system 60 as shown in Figure 9 which with a asymmetrically arranged throttle 12, works.
• the throttle valve 12 is pivotable about an axis of rotation 28 arranged outside the axis of symmetry of the exhaust gas duct 5.
• the spring bias is overcome at an overpressure upstream of the throttle and the biased throttle valve 12 releases a gap over which the overpressure and thus an excessive Temperature upstream of the throttle valve 12 can be reduced.
• the object of the invention is to overcome the disadvantages in the prior art and to provide an exhaust gas control system that not only uses the pressure rise upstream of a closed exhaust throttle valve for an exhaust damper brake, but also advantageously uses the associated with the pressure rise temperature rise in the exhaust passage upstream of an exhaust throttle valve , This object is achieved with the subject of the independent claims. Advantageous developments of the invention will become apparent from the dependent claims.
• an exhaust gas control system and an exhaust gas control method are provided.
• the exhaust gas control system has an exhaust throttle valve in an exhaust passage and an actuator of the exhaust throttle valve with an actuating linkage.
• An exhaust gas pressure regulating device regulates the exhaust gas pressure occurring upstream of the exhaust throttle valve in the exhaust gas passage.
• the actuating linkage on a crizak- tuatorik which cooperates with a pressure compensation volume.
• the pressure compensation volume is pneumatically connected to a throttle opening upstream of the exhaust throttle valve.
• An advantage of this exhaust gas control system is that the pressure upstream of the exhaust throttle valve is introduced via the throttle opening in a compensating volume and is directed from there to an actuator, depending on the pressure applied directly to the actuator via the linkage the exhaust throttle valve from a closed position into a Pressure-controlled position can stably transfer.
• the throttle opening in cooperation with the compensation volume creates a delay element, which filters out high-frequency pressure peaks largely from the pulsating exhaust gas pressure in an advantageous manner.
• the Filterv ⁇ rhalten this delay element can be adjusted so that both a high-frequency fluttering of the exhaust throttle valve and a long-term excessive pressure with the exhaust gas control system according to the invention is avoided.
• the equalization volume creates a slightly slower mean pressure rise, however does not lead to the pressurization of additional cylinder valves, since the crizaktuatorik on the actuating linkage allows an exhaust pressure and an exhaust gas pressure determined exhaust gas temperature control upstream of the exhaust throttle valve.
• the exhaust gas pressure regulating device preferably has an exhaust gas pressure limiting device, which makes it possible to limit the exhaust gas pressure upstream of the exhaust gas throttle valve.
• the exhaust throttle valve may have a throttle valve, which cooperates via a pivot axis with the actuating linkage and thus also with the crizaktuatorik.
• the exhaust throttle valve preferably has a butterfly
• Throttle on which is designed completely symmetrical to a rotation axis, wherein the axis of rotation coincides with an axis of symmetry of the exhaust passage in the region of the throttle valve.
• a butterfly throttle valve has the advantage that the required adjustment forces on the throttle valve axis are minimal.
• the actuating device has a two end positions engaging drive with a first end position, wherein the actuating linkage and the Regelaktuatorik hold the exhaust throttle valve in an open position.
• the actuating linkage and the crizaktuatorik hold the exhaust throttle valve in an open position.
• the crizaktuatorik is effective and maintained the ⁇ bgas- throttle valve in a conditional by the exhaust pressure of the pressure equalization volume position. This position is completely stable due to the equalized pressure in the compensation volume, so that a flutter of a throttle valve pe, in particular a butterfly throttle, does not occur.
• the drive may have an electromagnetically operated piston.
• Such solenoid drives have the advantage that they can move relatively quickly between the two end positions of the linkage.
• the drive has a hydraulically operated piston, wherein such a drive has the possibility of a damped Einneh- men of the two end positions.
• the drive has a pneumatically operated piston, wherein such a pneumatic drive in its sequence of movements for the linkage can be varied in an advantageous manner.
• the crizaktuatorik is mechanically connected to the piston of the drive.
• This mechanical connection includes both a direct fixing of the control actuator on the piston and a transmission of the movement of the drive via a corresponding push rod to the Regelaktu- atorik.
• a direct fixation of the actuators on the piston a relatively large control range for the exhaust pressure-related position of the exhaust throttle valve can be connected, while with the aid of a push rod the pressure-dependent deflection of the linkage can be correspondingly reduced.
• the actuating device for a hydraulic or pneumatic drive, it is provided that the actuating device a Stellzylin-, a piston and in a first inactive state the adjusting cylinder has resiliently biased push rod.
• the actuating cylinder is articulated with one end opposite to the push rod. This articulated fixation can advantageously compensate for a circular movement of a lever arm about the axis of rotation of the exhaust throttle valve when adjusting the exhaust throttle valve from an open position to a closed position and vice versa, if both the lifting movement of the push rod and the lifting movement of the Regelaktuatorik done in a straight line and a joint connected to the lever arm.
• the crizaktuatorik can be constructed similar to the drive with drive piston.
• the control actuator system preferably has an actuator cylinder with a spring-biased actuator piston and an actuator rod fixed to the actuator piston.
• the free end of the actuator rod is articulated to a lever arm which cooperates with an axis of rotation of the exhaust throttle valve.
• the crizaktuatorik only becomes effective when the exhaust throttle valve is in a closed position and upstream of the exhaust throttle valve, an excessive pressure and a pressure-dependent excessive temperature builds up in the exhaust passage.
• this has an opening which is pneumatically connected to the pressure compensation volume. It has in a reduced pressure state of Pressure equalization volume of the hinged to the Aktuatorikstange lever arm maximum deflection and in a pressurized state of the pressure compensation volume, the lever arm to a pressure-dependent controlled deflection.
• a pressure compensation volume container is arranged at the throttle opening of the exhaust gas passage upstream of the exhaust throttle valve, which is connected via a pressure line with the opening of the Aktuatorikzylin- ders.
• this pressure line is designed to be flexible in order to follow the movements of the actuating linkage and thus the movements of Aktuatorikzylinders.
• the pressure compensation volume and the Regelaktuatorik are arranged in a common container -
• Such a hollow cylinder sits so directly on the drive piston of the drive, so that the length of the hollow cylinder determines the possible maximum Aktuatorikhub on the lever arm for actuating the exhaust throttle system.
• the hollow cylinder designed as a push rod can form a common housing for both the crizaktuatorik and the pressure equalization volume. In this case, the number of components to be provided for the exhaust gas control system is further reduced, since not only the push rod is eliminated, but also the hollow cylinder can simultaneously form the piston for driving in the drive cylinder.
• the exhaust throttle valve is arranged downstream of an exhaust manifold of an internal combustion engine and upstream of a DPF.
• the exhaust throttle valve in cooperation with the exhaust control system, serves as an exhaust throttle brake which can be activated when the injection of fuel into the engine is shut off.
• the exhaust throttle valve may be located downstream of a DPF of an internal combustion engine and upstream of a muffler.
• Such cleaning can be done both periodically while driving and done with the engine running in the holding state of the vehicle. Since in this case the engine is not as On the contrary, as the supercharger operates, but rather supplies hot exhaust gases, a larger pressure dependent deflection of the control actuator is helpful, as one of the embodiments of the invention described below allow for an optimal temperature cycle for cleaning the DPF, for example when the vehicle is moving.
• An exhaust gas control method with an exhaust gas control system has the following method steps. First, an exhaust gas throttle valve is provided in an exhaust passage, which is adjustable via an actuating linkage of an actuating device. Further, an exhaust pressure control device of the pulsating exhaust gas pressure occurring upstream of the exhaust throttle valve in the exhaust passage is provided. Upstream of the exhaust throttle valve, a throttle opening is additionally provided, which supplies the pulsating exhaust gas pressure to a pressure compensation volume, which compensates for pressure peaks of the pulsating exhaust gas pressure and supplies the balanced exhaust gas pressure to a Regelaktuatorik.
• the throttle opening and the pressure compensation volume form a delay element with a filter effect in which pressure peaks of the pulsating exhaust gas pressure are reduced or filtered out, wherein the filter behavior is adjusted so that the exhaust throttle valve can assume a pressure-dependent controlled stable position.
• a first open position is held by the exhaust throttle valve in this exhaust gas control method as long as a drive of an actuator is inactive and maintains a first end position.
• the drive of the actuator is activated and assumes a second end position, in which the crizaktuatorik has a regulated by the pressure of the pressure compensation volume position, the exhaust throttle valve is accordingly moved from a closed position to a pressure-dependent second controlled stable position.
• the drive electromagnetically, hydraulically or pneumatically drive a piston in a control cylinder and move from a first end position to a second end position.
• a lever arm which cooperates with an axis of rotation of the exhaust throttle valve and is articulated on a free end of an actuator rod, is adjusted in a pressure-dependent manner by an actuator piston of an actuator cylinder.
• the actuator cylinder is connected via an opening with the pressure compensation volume pneumatics. connected.
• the lever arm articulated on the actuator rod assumes a maximum deflection and, in a pressurized state of the pressure compensation volume, the lever arm is moved into a pressure-dependent controlled deflection by the control actuator.
• the exhaust gas control method may be used as an engine brake boost when the exhaust throttle valve is located downstream of an exhaust manifold of an internal combustion engine and upstream of a soot particulate filter of an engine system and the pressure in the exhaust manifold is controlled via the exhaust throttle valve such that a maximum allowable pressure in the engine and a pressure-dependent maximum allowable Temperature at shutdown fuel injection at a corresponding braking operation are not exceeded.
• the exhaust throttle valve is downstream of a
• Soot particulate filter of an internal combustion engine and arranged upstream of a muffler and regulated the pressure in the exhaust passage via the exhaust throttle valve that a maximum allowable pressure in the engine and with fuel injection switched not exceeded a pressure-dependent maximum allowable temperature in the DPF when cleaning the DPF become.
• FIG. 1 shows a schematic diagram of an exhaust gas control system of a first embodiment of the invention
• FIG. 2 shows a schematic diagram of the exhaust gas control system according to FIG. 1 in a first end position of a piston of a drive
• FIG. 3 shows a schematic diagram of the exhaust gas control system according to FIG. 1 in a second end position of the piston of the drive;
• Figure 4 shows a schematic diagram of the exhaust gas control system according to Figure 1 in a second end position of the piston with activated crizaktuatorik;
• Figure 5 shows a schematic diagram of an exhaust gas control system of a second embodiment of the invention
• Figure 6 is a schematic diagram of an exhaust control system of a third embodiment of the invention.
• Figure 7 shows a schematic diagram of an exhaust control system according to the prior art
• Figure 8 shows a schematic diagram of another exhaust control system according to the prior art
• FIG. 9 shows a schematic diagram of an additional emission control system according to the prior art.
• the exhaust gas control system 1 shows a schematic diagram of an exhaust gas control system 1 of a first embodiment of the invention.
• the exhaust gas control system 1 has an exhaust gas throttle valve 4 in an exhaust gas duct 5 which is moved from an open position into a closed position and vice versa around an axis of rotation 28 in the directions of the arrows A and B. can be moved.
• a lever arm 27 is fixed to the outwardly guided rotation axis 28, which is pivotally connected to a control device 8.
• the control device 8 comprises a drive 16 in a control cylinder 20 from which a push rod 21 protrudes.
• the push rod 21 carries a crizaktuatorik 9, from which an actuator rod 25 protrudes, which is connected at its free end 26 hingedly connected to the lever arm 27 of the exhaust throttle valve 4. Since the lever arm 27 for adjusting the throttle valve 12, which is designed here as a butterfly throttle 13 performs a circular motion, the actuating linkage 7 an actuator 6 articulated at a fixed point 45 with one end 22 of the actuating cylinder 20 of the drive 16 from.
• the drive 16 is supplied in this embodiment of the invention pneumatically via a flexible pressure line 44 for activation in the direction of arrow C with compressed air, which is supplied via a compressed air supply line 46 and an electrically operated two-way switch 39.
• compressed air is discharged from the actuating cylinder 20 via the pressure line 44 in the direction of arrow D and the pressure release port 47 of the two-way switch 39 in the direction of arrow E.
• a throttle opening 11 is arranged upstream of the exhaust gas throttle valve 4, which supplies a pressure compensation volume 10, which is stored in a pressure compensation volume tank 30 and via a pressure line 31 with an opening 29 of the Regelaktuatorik. 9 is pneumatically connected.
• the section of an exhaust gas duct 5 shown here may be arranged downstream of an exhaust manifold of the internal combustion engine for brake boosting of an internal combustion engine or may be installed downstream of the DPF in an existing exhaust duct for heating a diesel particulate filter (DPF).
• DPF diesel particulate filter
• FIG. 2 shows a schematic diagram of the exhaust gas control system 1 according to FIG. 1 in a first end position 14 of a piston 19 of the drive 16.
• the drive 16 has the actuating cylinder 20, in which the piston 19 is pressed by a helical spring element 48 into the first position 14, at the same time the push rod 21 attached to the piston 19 is retracted into the actuating cylinder 20.
• this reset function can also be ensured by a pressure feed line in the region of the screw 48 shown here. This has the advantage over a bias voltage by a helical spring 48, that the push rod 21 is not suddenly pulled into the Stellzy- cylinder, but controlled in the actuating cylinder can be moved back.
• the piston 19 can also be moved by means of an electromagnetic drive or a hydraulic drive.
• the Regelaktuatorik 9 is arranged at the end of the piston rod 21, which in turn has a Aktuatorikzylinder 23, a Aktuatorikkolben 24 and an actuator rod 25.
• the Aktuatorikkolben 24 is held by a helical spring element 49 in a maximum deflection x m in the actuator 23 and ensures in this non-activated state of the drive 16 and the
• the lever arm 27 follows a circular movement in the direction of arrow G, which is why the actuating cylinder 20 is arranged with its the push rod 21 opposite end 22 relative to the fixed point 45 hinged.
• the pressure and the temperature in the exhaust passage 5 are approximately equal to upstream and downstream of the throttle valve 12.
• the Cannabisaktuatorik 9 which is connected via the opening 29 in the actuator 23 and the pressure line 31 with the compensating volume 10 in a compensating volume tank 30 is not activated, although via the throttle opening 11, the pressure compensation volume 10 with the exhaust passage connected is.
• Figure 3 shows a schematic diagram of the exhaust gas control system 1 according to Figure 1 in a second end position 15 of the piston 19 of the drive 16.
• compressed air in the direction of arrow C in the adjusting cylinder 20 is pressed and the fferenfederele- element 48 by the piston 19 to the second end position 15, which is defined by a stop element 51 in the actuating cylinder 20, compressed.
• the push rod 21 and the actuator rod 25 provide in this second end position of the
• FIG. 4 shows a schematic diagram of the exhaust gas control system 1 according to FIG. 1 in a second end position 15 of the piston 19 with activated regulating actuator 9.
• the opening 29 is established via the pressure line 31 activated in Aktuatorikzvi i nder 23 and the Aktuatorikkolben 24 experiences a pressure-dependent deflection x p , so that the Aktuatorikstange 25 shortens the total length of the actuating linkage 7 and thus the throttle valve 12 spends in a second pressure-dependent position 18 and an exhaust gas flow in the direction of arrow F by a Gap between throttle valve 12 and exhaust passage wall which ensures that the pressure Pi upstream of the throttle valve 12 is maintained at a constant allowable level.
• FIG. 5 shows a schematic diagram of an exhaust gas control system 2 of a second embodiment of the invention.
• Components having the same functions as in the previous figures are identified by the same reference numerals and will not be discussed separately.
• this second embodiment of the invention differs from the first embodiment of the invention according to the figures 1 to 4, characterized in that the compensation volume 10 and the Regelaktuatorik 9 are arranged in a common housing 32.
• This common housing 32 has an area which is filled with the pressure compensation volume 10, and a region in which the Aktuatorikkolben 24 can be moved within the Aktuatorikzylinders 23, wherein the two areas are pneumatically coupled via an opening 29 with each other.
• the advantage of this embodiment has already been discussed above, so that a re-discussion is unnecessary.
• FIG. 6 shows a schematic diagram of an exhaust gas control system 3 of a third embodiment of the invention in a second end position 15 of the piston 19 of the drive 16 in the Stellzylin- 20th
• components with the same functions as in the preceding figures are marked with the same reference characters and will not extra discussed.
• the iedter- to the previous embodiments is that instead of the push rod 21 now a hollow cylinder 33 is provided, in which both the pressure compensation volume 10 and the Regelaktuatorik 9 are housed.
• This hollow cylinder Linder 33 is fixed directly on the drive piston 19, so that a much larger maximum deflection x m for the movement of the Aktuatorikstange 25 is possible.
• an exhaust gas control system which is to be used for cleaning a DPF, especially since this cleaning and also the throttling of the exhaust gas in the exhaust duct 5 takes place with the engine running and the injection switched on.
• the exhaust throttle valve 4 is arranged in a region of the exhaust system downstream of the DPF and upstream of an exhaust pot (not shown) of an internal combustion engine.
• This exhaust gas control system 3 can be used for the cleaning of diesel particulate filters of a stationary engine, a marine engine or for diesel engines of electric generators and rail vehicles.
• FIGS. 7 to 9 show embodiments of exhaust gas control systems 40, 50 and 60 of the prior art and have already been discussed in the introduction, so that a repetition at this point can be dispensed with.
• pressure line 32 housings or containers

Landscapes

• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
• Exhaust Silencers (AREA)
• Processes For Solid Components From Exhaust (AREA)

Applications Claiming Priority (2)

Publications (2)

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• 2008
  • 2008-02-22 DE DE200810010658 patent/DE102008010658B4/de not_active Expired - Fee Related
• 2009
  • 2009-02-20 AT AT09712598T patent/ATE555279T1/de active
  • 2009-02-20 BR BRPI0907847-9A patent/BRPI0907847A2/pt not_active Application Discontinuation
  • 2009-02-20 EP EP20090712598 patent/EP2276914B1/fr not_active Not-in-force
  • 2009-02-20 JP JP2010547118A patent/JP5721442B2/ja active Active
  • 2009-02-20 WO PCT/EP2009/001254 patent/WO2009103561A1/fr active Application Filing
  • 2009-02-20 CN CN2009801037072A patent/CN101932800B/zh not_active Expired - Fee Related
  • 2009-02-20 RU RU2010138927/06A patent/RU2493382C2/ru not_active IP Right Cessation
• 2010
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