EP2959154B1 - Luftansaug- und abgasrückführsystem für dieselmotor - Google Patents

Luftansaug- und abgasrückführsystem für dieselmotor Download PDF

Info

Publication number
EP2959154B1
EP2959154B1 EP14703610.7A EP14703610A EP2959154B1 EP 2959154 B1 EP2959154 B1 EP 2959154B1 EP 14703610 A EP14703610 A EP 14703610A EP 2959154 B1 EP2959154 B1 EP 2959154B1
Authority
EP
European Patent Office
Prior art keywords
section
cross
exhaust gases
suction
duct
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.)
Active
Application number
EP14703610.7A
Other languages
English (en)
French (fr)
Other versions
EP2959154A1 (de
Inventor
Maurizio Marcacci
Leonardo ZAPPALA'
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.)
Piaggio and C SpA
Original Assignee
Piaggio and C SpA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Piaggio and C SpA filed Critical Piaggio and C SpA
Publication of EP2959154A1 publication Critical patent/EP2959154A1/de
Application granted granted Critical
Publication of EP2959154B1 publication Critical patent/EP2959154B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10019—Means upstream of the fuel injection system, carburettor or plenum chamber
    • 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
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10222—Exhaust gas recirculation [EGR]; Positive crankcase ventilation [PCV]; Additional air admission, lubricant or fuel vapour admission

Definitions

  • the present invention relates to the technical sector of diesel engines provided with a recirculation system of the exhaust gases, and more in particular relates to an air suction and exhaust gases recirculation system for a diesel engine as defined in the preamble of claim 1.
  • Exhaust Gas Recirculation is one of the systems used in engines, in particular in diesel engines, to limit the emission of Nitrogen Oxides (NOx) caused by the oxidation of atmospheric nitrogen as a result of the high temperatures and pressures present inside the combustion chamber during functioning.
  • NOx Nitrogen Oxides
  • EGR valve which by varying the cross-section of transit of the exhaust gases recirculation duct regulates the quantity of exhaust gas recirculated.
  • the actuation of the EGR valve is generally controlled by the engine electronic control unit according to specific functioning algorithms.
  • a first expedient of the prior art to increase the quantity in mass of the exhaust gases recirculated consists of using an air-water heat exchanger on the EGR branch between the hot branch (exhaust) and cold branch (suction), which is suitable for cooling the exhaust gas before the quantity of exhaust gas to be recirculated is supplied to the suction system of the engine.
  • a second expedient of the prior art to increase the quantity of exhaust gas recirculated consists typically of providing, in addition to the aforementioned heat exchanger, an electronically controlled throttle valve which may be placed either in the exhaust system to regulate the back-pressure to the exhaust of the engine, or in the suction system, to regulate the negative suction pressure of the engine.
  • throttle valve has however some drawbacks.
  • the use of the throttle valve entails a greater cost and a greater complexity of the exhaust gases recirculation system, in that it requires for example a dedicated HW resource (driver) inside the control unit needed to control it and a dedicated SW module for the actuation and diagnosis of the throttle valve actuator, including a "fault reaction" strategy.
  • malfunctioning of the valve may prejudice the correct quantity of recirculated gas required and consequently lead to non-compliance with the limits imposed as regards the emission of Nitrogen Oxides or, in the worst case, to the engine stopping.
  • the throttle valve is an electro-mechanical actuator, it may in fact suffer from electric problems,(disconnection of wires, incorrect power supply voltage, problems on the position sensor, problems of the electric motor etc,) and mechanical problems(wear, seizing, sticking etc).
  • European patent application publications EP 1 020 632 A1 and EP 0 857 870 A2 show other simple EGR mixers using a venturi to increase the EGR flow.
  • United States patent publication US5924398 discloses an air diffuser in the air intake and suggests several different shapes therefore.
  • One purpose of the present invention is to make available a suction and exhaust gases recirculation system for a diesel engine which is able to overcome or at least partially reduce the drawbacks discussed above with reference to the prior art.
  • one purpose of the present invention is to make available a suction and exhaust gases recirculation system for a diesel engine which is simpler than the systems of the prior art and which at the same time which gives a general performance in relation to the emissions of Nitrogen Oxide and to fuel consumption which is substantially unvaried or in any case comparable to that of the aforesaid prior systems.
  • the present invention also relates to a diesel engine and a motorised vehicle as defined respectively in the appended claims 12 and 13.
  • Fig. 1 shows a high level schematic view partially representing an air suction and exhaust gases recirculation system for a diesel engine according to a currently preferred embodiment.
  • the system 1, 2 comprises a suction system 1 and an exhaust gas recirculation system 2 or EGR (Exhaust Gas Recirculation) system 2.
  • the suction system 1 comprises a suction duct 3, 4 provided to channel air aspirated from the atmosphere to at least one cylinder 5 of the aforesaid diesel engine.
  • the suction duct includes an intake manifold 3 and a suction line 4 connected to said intake manifold 3.
  • the suction line 4 is positioned upstream of the intake manifold 3.
  • the suction line 4 is partially represented in Fig.1 in that the other elements of a suction line of a diesel engine, as well as the suction system of such a motor, such as for example the air filter or the so-called “snorkel” that is to say the connection tube used to suck the air from the more sheltered areas, are widely known to the person skilled in the sector.
  • the exhaust gas recirculation system 2 is provided to introduce back into the suction duct 3, 4 a part of the exhaust gases coming from an exhaust pipe 6 of the aforesaid engine.
  • the exhaust pipe 6 is partially represented in Fig.1 in that the other elements of an exhaust pipe of a diesel engine are widely known to the person skilled in the sector.
  • Fig.1 shows only the exhaust manifold 7 of the exhaust pipe 6.
  • the recirculation system 2 comprises a recirculation duct of the exhaust gases 8, 9, 10 which is fitted with an output gate door 11 for the aforesaid part of the exhaust gas to be recirculated.
  • the output gate 11 is suitable for communicating with the suction duct.
  • the recirculation system 2 comprises a flow regulation device of the exhaust gases 12, or valve 12, which is provided along the recirculation duct 8, 9, 10 to regulate the aforesaid part or quantity of exhaust gases to be introduced back into the suction duct 3, 4.
  • the regulation device 12 comprises an EGR valve 12.
  • the recirculation duct 8, 9, 10 is operatively positioned between the exhaust manifold 7 and the suction manifold 3.
  • the recirculation duct 8, 9, 10 comprises an initial tract 8 fitted with an input gate 13 for the exhaust gases to be recirculated, communicating with the exhaust manifold 7, an intermediate tract 9 and an end tract 10 including the aforesaid output gate 11.
  • a heat exchanger 14 is preferably provided between the tracts 8 and 9, in a manner in itself known having the function of cooling the exhaust gases to be introduced back into the intake manifold 3.
  • the valve 12 instead is positioned between the tracts 9 and 10 of the recirculation duct.
  • the valve 12 is operatively connected to a control unit (not shown), preferably the control unit of the diesel engine, which is provided to control the valve 12.
  • control unit is suitable for controlling the movement of an obturator device 15 so as to regulate the opening/closing of the output cross-section 16 of the tract 9 of the recirculation duct.
  • valve 12 is shown in a completely closed valve configuration in which the flow of exhaust gas to be recirculated introduced back into the suction duct is nil.
  • the valve 12 assumes a completely open valve configuration in which the flow of exhaust gas to be recirculated introduced back into the suction duct is maximum.
  • FIG. 2 a graphic representation of a preferred example of functioning of the valve 12 is shown depending on some of the functioning parameters of the engine.
  • the numbers from 0 to 100 indicated on the ordinates show the degree of aperture of the valve 12 in percentage terms.
  • degree of aperture is understood as the ratio between the area of the cross-section 16 not obstructed by the obturator 15 and the entire area of the cross-section 16.
  • the value 0 on the vertical axis corresponds to the completely closed valve configuration while the value 100 on the ordinates corresponds to the completely open valve configuration.
  • the numbers 600 to 4000 indicated on the abscissae of the graph in Fig.2 show the revs of the crankshaft expressed in revolutions per minute (revs/min).
  • Numbers 0 to 24 indicated on the abscissae of the graph in Fig.2 show the quantity of fuel injected into the cylinder expressed in mm 3 for each stroke and for each cylinder of the engine (mm 3/ stroke /cylinder).
  • control unit is set or programmed to control the valve 12 so as to keep the valve 12 in the completely open valve configuration or in the substantially completely open valve configuration (the "substantially completely open valve configuration" being understood as a valve with a degree of aperture generally comprised between 80% and 100%, and more preferably comprised between 90% and 100%, in which the flow of exhaust gas is substantially maximum) in a range of revs of the crankshaft comprised between approximately 600 revs/min and approximately 1100 revs/min with a quantity of fuel injected of 2mm 3 /stroke/cylinder and approximately 20 mm 3 /stroke/cylinder.
  • control unit is set or programmed to control the valve 12 so as to keep the valve 12 in the completely open valve configuration or in the substantially completely open valve configuration in a range of revs of the crankshaft comprised between approximately 600 revs/min and approximately 1500 revs/min and with a quantity of fuel injected comprised between 1 mm 3 /stroke/cylinder and approximately 24 mm 3 /stroke/cylinder.
  • control unit is set or programmed to control the valve 12 so as to keep the valve 12 in the completely open valve configuration or in the substantially completely open valve configuration in a range of revs of the crankshaft comprised between approximately 600 revs/min and approximately 3600 revs /min with a quantity of fuel injected comprised between 3mm 3 /stroke/cylinder and 6mm 3 /stroke/cylinder.
  • control unit is set or programmed to control the valve 12 so as to keep the valve 12 in the completely open valve configuration in a range of revs of the crankshaft comprised between approximately 600 revs/min and approximately 3600 revs /min with a quantity of fuel injected comprised between 1 mm 3 /stroke/cylinder and approximately 12 mm 3 /stroke/cylinder.
  • the method of operating the valve 12 described above for example with reference to Fig.2 advantageously permits the reduction to a minimum, compared to the systems of the prior art discussed above in which the valve does not remain completely open in the functioning ranges of the engine indicated above with reference to the valve 12, of the transitory effects caused by the inertia of the regulation system with the positive effects of a greater reintroduction of recirculated gases and a consequent greater reduction of pollutant emissions.
  • the intake manifold 3 comprises an input cross-section 17 (section A-A) to permit the input into the intake manifold of the air coming from the suction line 4.
  • the suction duct 3, 4 comprises a duct cross-section 18 situated upstream or at most, at the output gate 11 of the exhaust gases to be recirculated.
  • the input cross-section 17 has a first fluid transit area and the duct cross-section 18 has a second fluid transit area.
  • the second fluid transit area is an invariant and reduced area compared to the first fluid transit area. In other words the numerical value of the second fluid transit area is less than the numerical value of the first fluid transit area.
  • the expression “invariant area” is understood to mean an area having a predefined geometry and dimensions invariant over time and which in particular is not associated to any device suitable for selectively modifying such area, such as for example and not limited to a throttle valve. It is to be noted moreover that the expressions “upstream” and “downstream” used to describe elements of a duct are understood to refer to the main direction of the flow of fluid in the duct in question.
  • upstream and downstream refer respectively to the direction of the flow of aspirated air indicated by the arrow A1 in the case of the suction duct 3, 4, to the direction of the flow of exhaust gases indicated by the arrow B1 in the case of the exhaust pipe 7, and to the direction of the flow of exhaust gases to be recirculated indicated by the arrow C1 in the case of the recirculation duct 8, 9, 10.
  • cross-section referred to a duct is normally used to indicate a through cross-section of a fluid which is arranged transversally and more in particular orthogonally to the longitudinal axis of the duct or to the main direction of the flow of fluid in the duct.
  • the duct cross-section 18 may be situated in any part of the suction duct as long as upstream of the output gate 11 of the exhaust gases to be recirculated.
  • the duct cross-section 18 may be situated in the suction line 4 in a part of such line situated further upstream than in the representation in Fig.1 .
  • the output gate 11 for the exhaust gases to be recirculated may also be positioned on the suction line 4, rather than on the intake manifold 3, as long as the duct cross-section 18 is still situated upstream or at most, at the output gate 11.
  • the duct cross-section 18 may be situated in the intake manifold 3 downstream of the input cross-section 17 (but upstream of the output gate 11). In general, the duct cross-section 18 may be also situated so as to be exactly adjacent to the input cross-section 17 of the intake manifold.
  • the duct cross-section 18 is situated in an input portion 19 of the intake manifold 3 or in an output portion 20 of the suction line 4.
  • the input portion 19 comprises the input cross-section 17.
  • the output portion 20 is connected, preferably in a detachable manner, to the input portion 19.
  • the output portion 20 may also be connected in a non-detachable manner to the input portion 19, for example welding the portions 19, 20 to each other.
  • the input portion 19 generally corresponds to a portion of the intake manifold comprised between the input cross-section 17 and the output gate door 11 of the exhaust gases to be recirculated.
  • the input portion 19 has a length, measured along the suction duct axis, which is comprised between several millimetres and little more than ten centimetres, for example comprised between approximately 2-3mm and approximately 14 cm.
  • the output portion 20 is an end portion of the suction line 4.
  • the output portion has a length, measured along the suction duct axis, which is comprised between 0mm and approximately 400mm, and preferably comprised between 0 and 200mm.
  • FIG.3 shows a diesel engine according to a preferred embodiment which has been generally indicated by reference numeral 30.
  • the air suction and exhaust gases recirculation system 1, 2 shown in Fig.1 has been implemented in the engine 30.
  • the engine 30 is preferably an aspirated diesel engine, and more preferably an aspirated diesel engine with a so-called "common rail" system.
  • the engine 30 is a two cylinder engine.
  • teachings of the present invention may clearly be applied to an engine having any number of cylinders.
  • the engine 30 has an engine size of approximately 1000 cubic centimetres and a nominal power comprised between approximately 15 kW and 19.5 kW at a speed of rotation of the crankshaft equal to 3600 revs/min.
  • the engine 30 is suitable to be installed on a motorised vehicle such as for example a light transport vehicle having for example a maximum load of 1.5 tons such as for example a vehicle sold as a light transport vehicle with a maximum load of 1.5 tons.
  • FIG. 4 shows the system 1, 2 of the engine 30 in such drawing.
  • the intake manifold 3 is shown.
  • Fig. 4 shows two output cross-sections 32, 33 of the intake manifold 3 provided to permit the entrance of a mixture of air and recirculated exhaust gases, each in a respective cylinder of the engine 30.
  • Figure 5 shows a part of the system 1, 2 in Fig. 4 shown partially in cross-section.
  • Fig. 5 shows the manifold 3, the valve 12, and the tract 10 of the recirculation duct of the exhaust gases.
  • Fig.5 both a part 31, 34 of the suction duct 4 and a part of the intake manifold 3 at the input section 17 are shown in cross-section.
  • the part 31, 34 is part of the output portion 20 of the suction line 4.
  • the suction duct comprises a choke member 34 or orifice plate 34.
  • the orifice plate 34 is provided with an orifice 35 which defines a choke of the suction duct 3, 4.
  • the orifice 35 defines the second fluid transit area of the duct cross-section 18.
  • the orifice plate 34 is provided to determine an increase of the predefined pressure drop in the suction duct (compared to the case in which no orifice plate is present in the suction duct) in general upstream of the output gate 11 for the exhaust gases to be recirculated, so as to determine an increase of the predefined negative pressure in the suction duct, and more preferably in the intake manifold 3, suitable to increase the flow of exhaust gases to be recirculated in the suction duct.
  • the aforesaid increase is then achieved, increasing the pressure difference between the output gate 11 and the input gate 13 of the recirculation duct 8, 9, 10.
  • the duct cross-section 18 is conveniently arranged substantially adjacent to the input cross-section 17 of the intake manifold.
  • the orifice plate 34 may however be positioned so that the duct cross-section 18 is situated at a distance from the output cross-section 32 of the intake manifold ( Fig.1 and Fig.4 ) which is preferably comprised between 110mm and 540mm. It is to be observed that such distance is measured along the axis of the suction duct.
  • the output cross-section 32 is the output cross-section of the intake manifold 3 associated to the cylinder of the engine 30 which is closest to the duct cross-section 18.
  • the orifice plate 34 is coupled, for example welded, to one end of the aforesaid member 31.
  • the member 31 is preferably an adaptor tube 31 to which a flexible hose (not shown) of the suction line is destined to be fitted, such as a flexible rubber hose, which is preferably connected to the air filter of the engine 30.
  • the adaptor tube 31 comprises a constant cross-section tract upstream of the orifice plate 34.
  • Figures 6 and 7 respectively show a front view and a transversal cross-section view of the orifice plate 34.
  • the orifice 35 comprises a constant cross-section orifice tract 37 and an increasing cross-section orifice tract from upstream to downstream 38.
  • the increasing cross-section orifice tract 38 has an end cross-section of maximum area 39 and the percentage ratio between said maximum area and the area of a cross-section of said constant cross-section orifice tract 37 is comprised between 125% and 130%.
  • the constant cross-section tract 37 is a cylindrical tract and the increasing cross-section tract 38 is a truncated cone tract.
  • the cylindrical tract 37 has a nominal diameter of 31mm while the cross-section of maximum area has a nominal diameter of 35mm.
  • the percentage ratio between the area of the constant cross-section orifice tract 37 and the area of the cross-section of the constant cross-section tract of adaptor tube 31 is preferably comprised between 25% and 45% and more preferably comprised between 30% and 35%. It is to be observed that in general the aforesaid orifice 35 preferably has a circular cross-section. However such cross-section may in general be of another shape, for example elliptical, at most square. Moreover such cross-section may also be asymmetrical or off centre in relation to the axis of the suction duct as long as the ratios between the areas mentioned above preferably remain.
  • the orifice plate 34 it is not strictly necessary to provide the orifice plate 34.
  • a portion of the suction line with a constant cross-section having a smaller fluid transit area than the fluid transit area of the input cross-section of the intake manifold may be provided.
  • the orifice plate could be removed and the cross-section of the output portion 20 be reduced in relation to the cross-section of the input portion of the intake manifold 3. In such case there would be a fall in pressure distributed in the suction duct rather than a concentrated fall in pressure as in the case of the orifice plate.
  • a "Venturi tube" portion of the suction duct could be used as long as the output gate 11 is positioned at the duct cross-section 18 of the aforementioned Venturi tube.

Landscapes

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

Claims (13)

  1. Luftsansaug- und Abgasrezirkulationssystem (1, 2) für einen Dieselmotor (30), aufweisend:
    - eine Ansaugführung (3, 4), die dazu ausgelegt ist, von der Atmosphäre angesaugte Luft zu wenigstens einem Zylinder (5) des Motors (30) zu leiten, wobei die Ansaugführung (3, 4) einen Ansaugkrümmer (3) und eine mit dem Ansaugkrümmer (3) verbundene Ansaugleitung (4) aufweist, welche stromaufwärts des Ansaugkrümmers (3) angeordnet ist; und
    - ein Abgasrezirkulationssystem (2), das zur Rückführung eines Teils des aus einem Abgasrohr (6) des Motors (30) kommenden Abgases in die Ansaugführung (3, 4) ausgelegt ist, wobei das Rezirkulationssystem (2) eine Rezirkulationsführung (8, 9, 10) für die Abgase aufweist, welche mit einer Ausgangsöffnung (11) für diesen Anteil der Abgase ausgerüstet ist, die zur Kommunikation mit der Ansaugführung (3, 4) ausgelegt ist;
    wobei der Ansaugkrümmer (3) einen Eingangsquerschnitt (17) aufweist, der einen ersten Fluid-Transitbereich aufweist, um das Eintreten der aus der Ansaugleitung (4) kommenden Luft in den Ansaugkrümmer (3) zu erlauben, und wobei die Ansaugführung (3, 4) einen Leitungsquerschnitt (18) aufweist, der einen zweiten Fluid-Transitbereich aufweist, der stromaufwärts oder an der Ausgangsöffnung (11) angeordnet ist,
    wobei der zweite Fluid-Transitbereich ein invarianter und verglichen mit dem ersten Fluid-Transitbereich geringerer Bereich ist;
    wobei das Luftansaug- und Abgasrezirkulationssystem (1, 2) dadurch gekennzeichnet ist, dass die Ansaugführung (3, 4) eine mit einem Durchlass (35) ausgestattete Drosselblende (34) aufweist, die den Choke der Ansaugführung (3, 4) definiert, wobei der Durchlass (35) den zweiten Fluid-Transitbereich definiert, wobei der Durchlass (35) einen Durchlassabschnitt (37) konstanten Querschnitts und einen Durchlassabschnitt (38) mit von stromaufwärts nach stromabwärts ansteigendem Querschnitt aufweist, wobei der Abschnitt (37) konstanten Querschnitts ein zylindrischer Abschnitt ist und der Abschnitt (38) ansteigenden Querschnitts ein kegelstumpfförmiger Abschnitt ist.
  2. Luftansaug- und Abgasrezirkulationssystem (1, 2) nach Anspruch 1, bei dem der Dieselmotor (30) ein Saug-Dieselmotor (30) ist.
  3. Luftansaug- und Abgasrezirkulationssystem (1, 2) nach Anspruch 1 oder 2, bei dem der Ansaugkrümmer (3) einen Eingangsbereich (19) aufweist, der den Eingangsquerschnitt (17) umfasst, und bei dem die Ansaugleitung (4) einen Ausgangsbereich (20) aufweist, der mit dem Eingangsbereich (19) der Ansaugkrümmung (3) verbunden ist, wobei der Leitungsquerschnitt (18) in dem Eingangsbereich (19) des Ansaugkrümmers (3) oder in dem Ausgangsbereich (20) der Ansaugleitung (4) angeordnet ist.
  4. Luftansaug- und Abgaszirkulationssystem (1, 2) nach Anspruch 3, bei dem der Leitungsquerschnitt (18) im Wesentlichen benachbart oder genau benachbart zu dem Eingangsquerschnitt (17) des Ansaugkrümmers (3) liegt.
  5. Luftansaug- und Abgasrezirkulationssystem (1, 2) nach einem der vorangehenden Ansprüche, bei dem der Ansaugkrümmer (3) einen Ausgangsquerschnitt (32) aufweist, vorgesehen um den Eintritt einer Mischung aus Luft und rezirkuliertem Abgas in den Zylinder (5) zu erlauben, und bei dem der Leitungsquerschnitt (18) mit einem Abstand von dem Ausgangsquerschnitt (32) des Ansaugkrümmers angeordnet ist, der zwischen 110 mm und 540 mm liegt.
  6. Luftansaug- und Abgasrezirkulationssystem (1, 2) nach Anspruch 1, bei dem der Durchlassabschnitt (38) ansteigenden Querschnitts einen Endquerschnitt (39) maximaler Fläche aufweist, und wobei das prozentuale Verhältnis zwischen der maximalen Fläche und der Fläche eines Querschnitts des Durchlassabschnitts (37) konstanten Querschnitts zwischen 125% und 130% liegt.
  7. Luftansaug- und Abgasrezirkulationssystem (1, 2) nach Anspruch 3, bei dem der Ausgangsbereich (20) der Ansaugleitung (4) einen Abschnitt konstanten Querschnitts stromaufwärts der Drosselblende (34) aufweist, und wobei das prozentuale Verhältnis zwischen der Fläche des Abschnitts (37) konstanten Querschnitts des Durchlasses (35) und der Fläche des Querschnitts des Abschnitts konstanten Querschnitts des Ausgangsbereichs (20) zwischen 25% und 45% beträgt.
  8. Luftansaug- und Abgasrezirkulationssystem (1, 2) nach Anspruch 7, bei dem der Ausgangsbereich (20) ein Adapterrohr (31) aufweist, und wobei die Drosselblende (34) an ein Ende des Adapterrohrs (31) gekoppelt ist.
  9. Luftansaug- und Abgasrezirkulationssystem (1, 2) nach einem der vorangehenden Ansprüche, bei dem das Abgasrezirkulationssystem (2) eine Reguliervorrichtung (12) aufweist, die entlang der Rezirkulationsführung (8, 9, 10) vorgesehen ist, um den Strom des Teils des Abgases zu steuern, der in die Ansaugführung (3, 4) zurückgeführt wird.
  10. Luftansaug- und Abgasrezirkulationssystem (1, 2) nach Anspruch 9, bei dem die Reguliervorrichtung (12) ein Regelventil (12) ist und wobei das Luftansaug- und Abgasrezirkulationssystem (1, 2) eine Steuereinheit aufweist, die mit dem Regelventil (12) operativ verbunden ist, um das Ventil zu steuern, wobei das Regelventil (12) dazu ausgelegt ist, eine vollständig geöffnete Ventilkonfiguration oder im Wesentlichen vollständig geöffnete Ventilkonfiguration annehmen zu können, in welchen der Strom des rezirkulierten und in die Ansaugleitung zurückzuführenden Abgases maximal ist oder im Wesentlichen maximal ist, wobei die Steuereinheit ausgelegt oder programmiert ist, das Regelventil (12) so zu steuern, dass das Ventil (12) die vollständig geöffnete oder im Wesentlichen vollständig geöffnete Ventilkonfiguration in einem Bereich von Umdrehungen der Kurbelwelle einnimmt, die zwischen approximativ 600 U/min und approximativ 1500 U/min liegt, und bei einer Menge von in den Zylinder injizierten Treibstoffs, die zwischen 1 mm3/Hub/Zylinder und approximativ 24 mm3/Hub/Zylinder liegt.
  11. Luftansaug- und Abgasrezirkulationssystem (1, 2) nach einem der vorangehenden Ansprüche, bei dem die Ansaugführung (3, 4) kein Drosselventil aufweist.
  12. Dieselmotor (30), aufweisend ein Luftansaug- und Abgasrezirkulationssystem (1, 2) nach einem der vorangehenden Ansprüche.
  13. Motorisiertes Fahrzeug mit einem wie in Anspruch 12 definierten Dieselmotor (30).
EP14703610.7A 2013-02-22 2014-02-11 Luftansaug- und abgasrückführsystem für dieselmotor Active EP2959154B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT000103A ITRM20130103A1 (it) 2013-02-22 2013-02-22 Sistema di aspirazione dell'aria e di ricircolo dei gas di scarico per un motore diesel
PCT/EP2014/052651 WO2014128026A1 (en) 2013-02-22 2014-02-11 An air suction and exhaust gases recirculation system for a diesel engine

Publications (2)

Publication Number Publication Date
EP2959154A1 EP2959154A1 (de) 2015-12-30
EP2959154B1 true EP2959154B1 (de) 2018-01-17

Family

ID=48145601

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14703610.7A Active EP2959154B1 (de) 2013-02-22 2014-02-11 Luftansaug- und abgasrückführsystem für dieselmotor

Country Status (7)

Country Link
EP (1) EP2959154B1 (de)
CN (1) CN105074190B (de)
AR (1) AR094865A1 (de)
ES (1) ES2670527T3 (de)
IT (1) ITRM20130103A1 (de)
TW (1) TWI606176B (de)
WO (1) WO2014128026A1 (de)

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5924398A (en) * 1997-10-06 1999-07-20 Ford Global Technologies, Inc. Flow improvement vanes in the intake system of an internal combustion engine

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09317569A (ja) * 1996-05-22 1997-12-09 Nippon Soken Inc エンジンのガス還流装置
IT1291509B1 (it) * 1997-02-11 1999-01-11 Fiat Ricerche Motore a combustione a ciclo diesel, con ricircolo dei gas di scarico, provvisto di dispositivo miscelatore dei gas di ricircolo.
JP3720558B2 (ja) * 1998-01-21 2005-11-30 ダイハツ工業株式会社 内燃機関における排気ガスの還流装置
FR2788565B1 (fr) * 1999-01-15 2001-02-09 Renault Vehicules Ind Collecteur d'admission comportant des moyens de raccordement a un circuit de recyclage des gaz d'echappement
GB0113735D0 (en) * 2001-06-05 2001-07-25 Holset Engineering Co Mixing fluid streams
US7426923B2 (en) * 2006-09-19 2008-09-23 Haldex Hydraulics Ab Exhaust gas recirculation system for gasoline engines

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5924398A (en) * 1997-10-06 1999-07-20 Ford Global Technologies, Inc. Flow improvement vanes in the intake system of an internal combustion engine

Also Published As

Publication number Publication date
ES2670527T3 (es) 2018-05-30
WO2014128026A1 (en) 2014-08-28
TWI606176B (zh) 2017-11-21
TW201502364A (zh) 2015-01-16
CN105074190A (zh) 2015-11-18
CN105074190B (zh) 2017-10-24
AR094865A1 (es) 2015-09-02
ITRM20130103A1 (it) 2014-08-23
EP2959154A1 (de) 2015-12-30

Similar Documents

Publication Publication Date Title
US7581533B1 (en) Three mode cooler for exhaust gas recirculation
RU2371596C1 (ru) Система регулирования смеси воздуха и рециркулирующих выхлопных газов (варианты) и способ регулирования смеси воздуха и рециркулирующих выхлопных газов в двигателе внутреннего сгорания
US20070256413A1 (en) Variable geometry EGR mixer and system
US20090165449A1 (en) Valve for regulating an exhaust gas flow of an internal combustion engine, heat exchanger for exhaust gas cooling, system having at least one valve and having at least one heat exchanger
EP2133548B1 (de) Gasmischsystem
JP2008530423A (ja) ディーゼルエンジン用の排気スロットルｅｇｒ弁モジュール
US10718260B2 (en) Exhaust gas purification apparatus for an internal combustion engine
US20080011279A1 (en) Spark ignition type multi-cylinder engine
JP4878305B2 (ja) エンジン用ｅｇｒ装置
US6895752B1 (en) Method and apparatus for exhaust gas recirculation cooling using a vortex tube to cool recirculated exhaust gases
JP2009517581A (ja) ターボチャージ付き内部燃焼エンジンのための排気ガス再循環混合装置
ES2268611T3 (es) Motor diesel turboalimentado con sistema de recirculacion de gases de escape de "largo recorrido".
JP2014051907A (ja) 内燃機関の吸気装置
EP2042697A3 (de) Sekundärluftzufuhrsystem für Verbrennungsmotor
US20130206117A1 (en) Exhaust gas recirculation apparatus for engine
EP1996811B1 (de) Zweiteiliges agr-modul mit niedrigem druck
JP2007132309A (ja) 排気ガス再循環装置の排気ガス冷却装置
EP2959154B1 (de) Luftansaug- und abgasrückführsystem für dieselmotor
US9032931B2 (en) Exhaust gas recirculation (EGR) apparatus
JP7172234B2 (ja) エンジンの吸気装置
US11236706B2 (en) Evaporated fuel treatment device for engine
EP2133547A1 (de) Abgasrückführungssystem
KR101887954B1 (ko) 터보차저 서지 제어장치 및 그 제어방법
KR20100064772A (ko) 재순환 배기가스 분배파이프
JP5083156B2 (ja) 可変気筒内燃機関の制御装置

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20150720

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAX Request for extension of the european patent (deleted)
RIC1 Information provided on ipc code assigned before grant

Ipc: F02M 35/10 20060101AFI20160920BHEP

Ipc: F02M 26/13 20160101ALI20160920BHEP

17Q First examination report despatched

Effective date: 20161118

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20171026

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 964607

Country of ref document: AT

Kind code of ref document: T

Effective date: 20180215

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602014020012

Country of ref document: DE

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20180117

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2670527

Country of ref document: ES

Kind code of ref document: T3

Effective date: 20180530

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 5

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

REG Reference to a national code

Ref country code: AT

Ref legal event code: MK05

Ref document number: 964607

Country of ref document: AT

Kind code of ref document: T

Effective date: 20180117

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180417

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180418

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180517

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180417

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602014020012

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20180228

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180228

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180228

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180211

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

26N No opposition filed

Effective date: 20181018

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20180417

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180211

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180417

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180228

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180211

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180117

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20140211

Ref country code: MK

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180117

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20230227

Year of fee payment: 10

Ref country code: ES

Payment date: 20230301

Year of fee payment: 10

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20230216

Year of fee payment: 10

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230526