EP2276914B1 - Systeme de regulation des gaz d'echappement et procede de regulation des gaz d'echappement - Google Patents

Systeme de regulation des gaz d'echappement et procede de regulation des gaz d'echappement Download PDF

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Publication number
EP2276914B1
EP2276914B1 EP20090712598 EP09712598A EP2276914B1 EP 2276914 B1 EP2276914 B1 EP 2276914B1 EP 20090712598 EP20090712598 EP 20090712598 EP 09712598 A EP09712598 A EP 09712598A EP 2276914 B1 EP2276914 B1 EP 2276914B1
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EP
European Patent Office
Prior art keywords
exhaust gas
pressure
throttle valve
actuator
control system
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.)
Not-in-force
Application number
EP20090712598
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German (de)
English (en)
Other versions
EP2276914A1 (fr
Inventor
Michael Herges
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.)
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
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Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
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Publication date
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Publication of EP2276914A1 publication Critical patent/EP2276914A1/fr
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Publication of EP2276914B1 publication Critical patent/EP2276914B1/fr
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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.
  • 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 closed in the closed state with a valve flap 36 an opening 37 in the throttle valve 12 closed.
  • the bias is how FIG. 7 shows, applied by a leaf spring 38.
  • the valve flap 36 of the pressure relief valve 35 opens as soon as an allowable exhaust gas pressure P 1 upstream of the throttle valve 12 is exceeded and thus an inadmissibly high temperature T 1 of the exhaust duct 5 would set.
  • the pressure limiting valve 35 the motor is protected in a braking phase from overpressure and overtemperature.
  • an exhaust control system 60 as in FIG. 9 known to be 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.
  • WO 01/33049 A1 discloses a muffler in which a mechanical actuator operates the throttle depending on the pressure prevailing upstream of the throttle.
  • 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.
  • 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 pressure regulator controls the exhaust pressure occurring upstream of the exhaust throttle in the exhaust passage.
  • the actuating linkage on a Regelaktuatorik, which cooperates with a pressure compensation volume.
  • the pressure compensation volume is pneumatically connected to a throttle opening upstream of the exhaust throttle valve.
  • 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 Regelaktuatorik hold the exhaust throttle valve in an open position.
  • the crizaktuatorik is effective and maintained the exhaust throttle valve in a conditional by the exhaust pressure of the pressure compensation volume position. This position is completely stable due to the uniformized pressure in the compensation volume, so that a flutter of a throttle valve, 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.
  • 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.
  • Through 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 filter behavior of this delay element can be adjusted so that both a high-frequency flutter 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 exhaust gas pressure and a determined by the exhaust pressure exhaust gas temperature control allows 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 that is designed to be completely symmetrical about a rotational axis, the rotational axis coinciding with an axis of symmetry of the exhaust port 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 drive has a hydraulically operated piston, wherein such a drive has the possibility of a damped taking 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 comprises both a direct fixing of the Regelaktuatorik on the piston and a transmission of the movement of the drive via a corresponding push rod on the Regelaktuatorik. It can be connected with a direct fixation of the actuator on the piston, a relatively large control range for the exhaust gas pressure related position of the exhaust throttle valve, while using a push rod, the pressure-dependent deflection of the linkage can be reduced accordingly.
  • the actuating device has an actuating cylinder, a piston and 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 Aktuatorikstange is articulated to a lever arm which cooperates with a rotational axis 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 to the opening of the actuator.
  • 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. This has the advantage that the number of components of the exhaust gas control system can be reduced, which is advantageous for both storage costs, parts costs and installation costs.
  • the push rod as a hollow cylinder, wherein the hollow cylinder has the Regelaktuatorik.
  • 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.
  • the increase in the exhaust gas temperature associated with the increase in pressure in the exhaust passage can be utilized, for example, to clean the DPF by heating, wherein the injection process or the injection of fuel into the engine is not turned off.
  • 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 delivers hot exhaust gases, a larger pressure dependent deflection of the control actuator is helpful as one of the embodiments of the invention described below enables to perform an optimum temperature cycle for cleaning the DPF, for example when the vehicle is running.
  • An exhaust gas control method with an exhaust gas control system has the following method steps. First, an exhaust throttle valve is provided in an exhaust passage, which is adjustable via an actuating linkage of an actuator. 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 pressure upstream of an exhaust throttle valve in a closed position of the exhaust throttle valve supplied via a throttle opening the pressure equalization volume and the balanced exhaust pressure supplied to an actuator that opens depending on the balanced exhaust pressure regulated the exhaust throttle.
  • 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 a rotational axis of the exhaust throttle valve and is articulated to 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 pneumatically via an opening with the pressure compensation volume 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 located downstream of a soot particulate filter of an internal combustion engine and upstream of a muffler and regulates the pressure in the exhaust passage via the exhaust throttle valve such that a maximum allowable pressure in the engine and fuel injection is set to a pressure-dependent maximum allowable temperature in the DPF during purge of the DPF are not exceeded.
  • FIG. 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 passage 5, which is about an axis of rotation 28 in the directions of arrows A and B from an open position to a closed position and vice versa 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 articulated 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, 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 can be arranged downstream of an exhaust manifold of the internal combustion engine for brake boosting of an internal combustion engine or can be installed in an existing exhaust duct downstream of the DPF 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 to the actuating cylinder 20, in which the piston 19 is pressed by a coil spring element 48 in the first position 14, at the same time fastened to the piston 19 push rod 21 in the Setting cylinder 20 is retracted.
  • 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 by a coil spring 48, that the push rod 21 is not retracted abruptly in the actuating 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 coil 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 Regelaktuatorik 9 via the Aktuatorikstange 25, which is articulated with its free end 26 to a lever arm 27 , that the throttle valve 12 of the exhaust throttle valve 4 is held in an open position 17.
  • 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 duct connected is.
  • FIG. 3 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 of the drive 16.
  • compressed air in the direction of arrow C in the adjusting cylinder 20 is pressed and the coil spring member 48 by the piston 19 to the second end position 15, which is defined by a stop member 51 in the actuating cylinder 20, compressed.
  • the push rod 21 and the Aktuatorikstange 25 ensure in this second end position of the piston 19 that the throttle valve 12 is moved into a closed position via the lever arm 27.
  • 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 Regelaktuatorik 9.
  • the opening 29 is activated in the actuator 23 via the pressure line 31 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 spends the throttle valve 12 in a second pressure-dependent position 18 and an exhaust gas flow in the direction of arrow F through a gap between Throttle valve 12 and exhaust passage wall can flow, which ensures that the pressure P 1 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 only the second end position 15 of the piston 19 of the actuating cylinder 20 is shown.
  • This second embodiment is different from the first embodiment of the invention according to FIGS FIGS. 1 to 4 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 actuating cylinder 20.
  • a hollow cylinder 33 is provided, in which both the pressure compensation volume 10 and the Regelaktuatorik 9 are housed.
  • This hollow cylinder 33 is fixed directly on the drive piston 19, so that a significantly 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 with the engine running and injection switched on runs.
  • 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 purification 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 can be dispensed with at this point.

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  • 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)

Claims (27)

  1. Système de réglage des gaz d'échappement, comprenant
    - soupape d'étranglement de gaz d'échappement (4) dans un canal de gaz d'échappement (5),
    - un moyen de commande (6) de ladite soupape d'étranglement de gaz d'échappement (4), à une tringlerie de commande (7),
    - un moyen régulateur de la pression du gaz d'échappement (8) de la pression de gaz d'échappement (P1) apparaissant en amont de ladite soupape d'étranglement (4) dans ledit canal de gaz d'échappement (5),
    dans lequel ladite tringlerie de commande (7) comprend un système des acteurs de réglage (9), qui interagit avec un volume d'égalisation de pression (10), audit volume d'égalisation de pression (10) étant relié, par voie pneumatique, avec une ouverture d'étranglement (11) en amont de ladite soupape d'étranglement de gaz d'échappement (4),
    caractérisé en ce
    que ledit moyen de commande (6) comprend un système d'entraînement (16) ayant deux positions d'extrémité (14, 15), à une première position d'extrémité (14), à laquelle ladite tringlerie de commande (7) et ledit système des acteurs de réglage (9) tiennent ladite soupape d'étranglement de gaz d'échappement en une position d'ouverture (17), et dans lequel ladite soupape d'étranglement de gaz d'échappement (4) se trouve en une position (18) causée par ledit système des acteurs de réglage (9) et la pression des gaz d'échappement (Pm) dudit volume d'égalisation de pression (10), quand ledit système d'entraînement (16) se trouve en une deuxième position d'extrémité (15).
  2. Système de réglage des gaz d'échappement selon la revendication 1, caractérisé en ce
    que ledit moyen régulateur de pression des gaz d'échappement (8) comprend un moyen limiteur de la pression des gaz d'échappement.
  3. Système de réglage des gaz d'échappement selon la revendication 1 ou la revendication 2,
    caractérisé en ce
    ladite soupape d'étranglement des gaz d'échappement (4) comprend un papillon de réglage (12).
  4. Système de réglage des gaz d'échappement selon une quelconque des revendications précédentes,
    caractérisé en ce
    que ladite soupape d'étranglement des gaz d'échappement (4) comprend un papillon de réglage du type Butterfly (13).
  5. Système de réglage des gaz d'échappement selon une quelconque des revendications précédentes,
    caractérisé en ce
    que ledit système d'entraînement (16) comprend un piston (19) à opération électromagnétique.
  6. Système de réglage des gaz d'échappement selon une quelconque des revendications 1 à 5,
    caractérisé en ce
    que ledit système d'entraînement (16) comprend un piston (19) à opération hydraulique.
  7. Système de réglage des gaz d'échappement selon une quelconque des revendications 1 à 6,
    caractérisé en ce
    que ledit système d'entraînement (16) comprend un piston (19) à opération pneumatique.
  8. Système de réglage des gaz d'échappement selon une quelconque des revendications 5 à 7,
    caractérisé en ce
    que ledit système des acteurs de réglage (9) se trouve en connexion mécanique avec ledit piston (19) dudit système d'entraînement.
  9. Système de réglage des gaz d'échappement selon une quelconque des revendications précédentes,
    caractérisé en ce
    que ledit système d'entraînement dudit moyen de commande (6) comprend un cylindre de réglage (20), un piston (19) et une bielle (21) mise en précontrainte élastique en un premier état désactivé dudit cylindre de réglage (20), et dans lequel ledit cylindre de réglage (20) est fixé, de manière articulée, par une extrémité (22) en opposition à ladite bielle (21).
  10. Système de réglage des gaz d'échappement selon une quelconque des revendications précédentes,
    caractérisé en ce
    que ledit système des acteurs de réglage (9) comprend un cylindre d'actionnement (23) à un piston d'actionnement (24) mis en précontrainte élastique et à une tige d'actionnement (25) fixée audit piston d'actionnement (24), dans lequel ladite tige d'actionnement (25) est articulée, par une extrémité libre (26), à un bras de levier (27) qui coopère avec un axe de rotation (28) de ladite soupape d'étranglement des gaz d'échappement.
  11. Système de réglage des gaz d'échappement selon la revendication 10,
    caractérisé en ce
    que ledit cylindre d'actionnement (23) comprend une ouverture (29) raccordée, de manière pneumatique, audit volume d'égalisation de pression (10), et dans lequel, en un état à pression réduite dudit volume d'égalisation de pression, ledit bras de levier (27) articulé à ladite tige d'actionnement (25) présente une déviation maximale (xm), pendant qu'en état sous pression dudit volume d'égalisation de pression (10), ledit bras de levier (27) présente une déviation réglée en fonction du niveau de pression.
  12. Système de réglage des gaz d'échappement selon la revendication 11,
    caractérisé en ce
    qu'un réservoir (30) de volume d'égalisation de pression est disposé à ladite ouverture d'étranglement (11) dudit canal de gaz d'échappement (5), qui est relié via une conduite de refoulement (31) à ladite ouverture (29) dudit cylindre d'actionnement (23).
  13. Système de réglage des gaz d'échappement selon une quelconque des revendications précédentes,
    caractérisé en ce
    que ledit volume d'égalisation de pression (10) et ledit système des acteurs de réglage (9) sont disposés dans une boîte commune (32).
  14. Système de réglage des gaz d'échappement selon une quelconque des revendications 9 à 13,
    caractérisé en ce
    que ladite bielle (21) est conçue sous forme d'un cylindre creux (33), audit cylindre creux (33) comprenant ledit système des acteurs de réglage (9).
  15. Système de réglage des gaz d'échappement selon une quelconque des revendications 9 à 14,
    caractérisé en ce
    que ladite bielle (21) est conçue sous forme d'un cylindre creux (33), audit cylindre creux (33) comprenant ledit système des acteurs de réglage (9) et ledit volume d'égalisation de pression (10).
  16. Système de réglage des gaz d'échappement selon une quelconque des revendications précédentes,
    caractérisé en ce
    que ladite soupape d'étranglement de gaz d'échappement (4) est disposée en aval d'un collecteur de gaz d'échappement d'un moteur à combustion interne et en amont d'un filtre de particules de suie.
  17. Système de réglage des gaz d'échappement selon une quelconque des revendications 1 à 15,
    caractérisé en ce
    que ladite soupape d'étranglement de gaz d'échappement (4) est disposée en aval d'un filtre de particules de suie d'un moteur à combustion interne et en amont d'un pot d'échappement.
  18. Procédé de réglage des gaz d'échappement, utilisant un système de réglage des gaz d'échappement, ce procédé de réglage des gaz d'échappement comprenant les étapes suivantes:
    - arrangement d'une soupape d'étranglement des gaz d'échappement (4) dans un canal des gaz d'échappement (5),
    - arrangement d'un moyen de commande (6) de ladite soupape d'étranglement des gaz d'échappement (4) à une tringlerie de commande (7),
    - arrangement d'un moyen régulateur de la pression des gaz d'échappement (8) de la pression des gaz d'échappement (P1), qui apparait en pulsations dans ledit canal des gaz d'échappement (5),
    caractérisé en ce
    qu'on prévoit une ouverture d'étranglement (11) en amont de ladite soupape (11), à partir de laquelle une pression de gaz d'échappement en pulsations (P1) est alimentée à un volume d'égalisation de pression (10), qui égalise des crêtes de pression de la pression de gaz d'échappement en pulsations (P1) et à partir duquel la pression de gaz d'échappement (Pm) ainsi égalisée est alimentée à un système des acteurs de réglage (9), dans lequel, à une première position d'extrémité (14) d'un système d'entraînement (16), une tringlerie de commande (7) avec le système des acteurs de réglage (9) tient ladite soupape d'étranglement de gaz d'échappement (4) en position stable dans une position d'ouverture (17) et, en une deuxième position d'extrémité (15) dudit système d'entraînement (16), ladite tringlerie de commande (7) avec ledit système des acteurs de réglage (9) tient ladite soupape d'étranglement de gaz d'échappement en une position stable (18) réglée par la pression appliquée (Pm) dudit volume d'égalisation de pression (10).
  19. Procédé de réglage des gaz d'échappement selon la revendication 18,
    caractérisé en ce
    que la pression (P1) est alimentée via une ouverture d'étranglement (11) audit volume d'égalisation de pression (10) en amont d'un clapet d'étranglement de gaz d'échappement en une position de fermeture (34) dudit clapet d'étranglement de gaz d'échappement, et en ce que la pression de gaz d'échappement ainsi égalisée (Pm) alimente un système des acteurs, qui ouvre, de manière réglée, ledit clapet d'étranglement de gaz d'échappement (4) en fonction de ladite pression de gaz d'échappement (Pm) ainsi égalisée.
  20. Procédé de réglage des gaz d'échappement selon la revendication 19,
    caractérisé en ce
    que ladite ouverture d'étranglement (11) et ledit volume d'égalisation de pression (10) constitue un dispositif temporisateur à action de filtre, dans lequel on réduit ou enlève les crêtes de pression de ladite pression de gaz d'échappement en pulsations (P1), au comportement de filtre étant ajusté d'une telle façon, que le clapet d'étranglement de gaz d'échappement (12) soit porté en une position stable (18) réglée en fonction de la pression.
  21. Procédé de réglage des gaz d'échappement selon une quelconque des revendications 18 à 20,
    caractérisé en ce
    que ladite soupape d'étranglement de gaz d'échappement (4) est tenue en une première position d'ouverture (17) pour le temps dans lequel un système d'entraînement (16) dudit moyen de commande (6) est désactivé et retient une première position d'extrémité (14).
  22. Procédé de réglage des gaz d'échappement selon la revendication 21,
    caractérisé en ce
    que la position de ladite soupape d'étranglement de gaz d'échappement (4) est tenue en une deuxième position réglée stable (18) dès que ledit système d'entraînement (16) dudit moyen de commande (6) est activé, et est porté en une deuxième position d'extrémité, dans laquelle ledit système des acteurs de réglage est porté en une position réglée par la pression (Pm) dudit volume d'égalisation de pression (10), et porte, en correspondance, ladite soupape d'étranglement de gaz d'échappement (4) à partir d'une position de fermeture (34) en ladite deuxième position stable réglée (18) en fonction de la pression en
  23. Procédé de réglage des gaz d'échappement selon la revendication 21 ou 22,
    caractérisé en ce
    que ledit système d'entraînement (16) entraîne un piston (19) dans un cylindre (20) de positionnement de manière électromagnétique, hydraulique ou pneumatique, et le déplace d'une première position d'extrémité (14) en une deuxième position d'extrémité (15).
  24. Procédé de réglage des gaz d'échappement selon une quelconque des revendications 18 à 23,
    caractérisé en ce
    qu'un bras de levier (27), qui coopère avec un axe de rotation (28) de ladite soupape d'étranglement de gaz d'échappement et qui est articulé à une extrémité libre (26) d'une tige d'actionnement (25), est ajusté par un piston d'actionnement (24) d'un cylindre d'actionnement (23) en fonction de la pression.
  25. Procédé de réglage des gaz d'échappement selon la revendication 24,
    caractérisé en ce
    que ledit cylindre d'actionnement (23) est raccordé, de manière pneumatique, via une ouverture (29) audit volume d'égalisation de pression (10), et dans lequel, en un état à pression réduite dudit volume d'égalisation de pression (10), ledit bras de levier articulé à ladite tige d'actionnement (25) est porté en sa déviation maximale (xm), pendant qu'en un état sous pression dudit volume d'égalisation de pression (10), ledit bras de levier (27) est porté en une déviation (xp) réglée en fonction de la pression par ledit système d'acteurs de réglage (9).
  26. Procédé de réglage des gaz d'échappement selon une quelconque des revendications 18 à 25,
    caractérisé en ce
    que ladite soupape d'étranglement de gaz d'échappement (4) est disposée en aval d'un collecteur de gaz d'échappement d'un moteur à combustion interne et en amont d'un filtre à particules de suie d'un système de freinage de moteur, et la pression (P1) dans ledit collecteur de gaz d'échappement est réglé via ladite soupape d'étranglement de gaz d'échappement (4) d'une telle manière, qu'une pression maximale admissible dans ledit moteur à combustion interne et, à injection de carburant arrêtée, une température maximale admissible, qui fait fonction de la pression, ne soient pas dépassé au cas d'une opération de freinage moteur.
  27. Procédé de réglage des gaz d'échappement selon une quelconque des revendications 18 à 25,
    caractérisé en ce
    que ladite soupape d'étranglement de gaz d'échappement (4) est disposé en aval d'un filtre de particules de suie d'un moteur à combustion interne et en amont d'un collecteur de gaz d'échappement d'un système de nettoyage de filtre de particules de suie, et en ce que la pression (P1) dans ledit canal de gaz d'échappement est réglée via ladite soupape d'étranglement de gaz d'échappement (4) d'une telle manière, qu'une pression maximale admissible dans ledit moteur à combustion interne et, à injection de carburant activée, une température maximale admissible, qui fait fonction de la pression, dans ledit filtre de particules de suie ne soient pas dépassé quand le filtre de particules de suie est nettoyé.
EP20090712598 2008-02-22 2009-02-20 Systeme de regulation des gaz d'echappement et procede de regulation des gaz d'echappement Not-in-force EP2276914B1 (fr)

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DE200810010658 DE102008010658B4 (de) 2008-02-22 2008-02-22 Abgasregelsystem und Abgasregelverfahren
PCT/EP2009/001254 WO2009103561A1 (fr) 2008-02-22 2009-02-20 Système de régulation des gaz d’échappement et procédé de régulation des gaz d’échappement

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JP5721442B2 (ja) 2015-05-20
CN101932800B (zh) 2013-01-02
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DE102008010658A1 (de) 2009-09-03
EP2276914A1 (fr) 2011-01-26
JP2011512483A (ja) 2011-04-21
RU2493382C2 (ru) 2013-09-20
ATE555279T1 (de) 2012-05-15
US8499549B2 (en) 2013-08-06
RU2010138927A (ru) 2012-03-27
US20110030342A1 (en) 2011-02-10
BRPI0907847A2 (pt) 2020-08-18
CN101932800A (zh) 2010-12-29
DE102008010658B4 (de) 2010-08-19

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