EP3093476A1 - Intake air throttle for a combustion engine and combination valve with low pressure exhaust gas recirculation valve and intake air throttle - Google Patents

Abstract

The invention relates to an intake throttle for an internal combustion engine, having an intake air inlet and an outlet, wherein between the intake air inlet and the outlet a movable between an open position and a stowed position Ansaugluftdrosselklappe for controlling a pressure gradient of a fluid flow from the intake air inlet is arranged to the outlet Intake air throttle between the intake air inlet and the outlet has a flow channel inner geometry and the basic shape of the intake air throttle corresponds at least partially to a section of the flow channel inner geometry of the intake air throttle.

Description

Technical area

The present invention relates to an intake air throttle for an internal combustion engine and a combination valve with low-pressure exhaust gas recirculation valve and such an intake air throttle.

State of the art

In order to reduce the NO _x emissions of diesel engines and the CO ₂ emissions of gasoline engines, it is a goal to lower the combustion temperature in the combustion chamber. For this purpose, the pure air supplied to the internal combustion engine exhaust gas is added. In the case of diesel engines, this leads to a lowering of the reaction speed and thus of the combustion temperature. In gasoline engines, charge cycle losses can be avoided and also NO _x emissions can be reduced. A distinction is made in the exhaust gas recirculation (EGR) between a high-pressure EGR and a low-pressure EGR. In the case of the high-pressure EGR, the removal of the exhaust gas takes place in front of the turbine of a turbocharger. The extracted exhaust gas is introduced downstream of the compressor and the intake air throttle. In the case of the low-pressure EGR, the exhaust gas to be taken off is taken off after the exhaust gas aftertreatment and admixed in front of a turbocharger.

The present invention is concerned with low pressure EGR.

It is known in the art to structurally combine a low pressure EGR valve and an intake throttle so that both controls operate together. If a larger amount of EGR gas is required, the intake throttle is gradually closed. Reducing the effective cross-section in the intake tract by closing the intake air throttle locally generates a partial negative pressure and thus allows greater removal or supply of exhaust gas.

To ensure the highest possible efficiency of the internal combustion engine, conventionally, the intake throttle is designed so that on the one hand can generate a high back pressure and on the other hand generates low pressure losses in the open position. In the conventional intake air throttles, the problem repeatedly arises that the intake air throttle ices in the open position and then remains immovable in the open position until thawing. The exercisable on the intake air throttle forces are usually not sufficient for a breakaway of the intake air throttle.

The present invention has for its object to provide an intake air throttle and a combination valve with an intake air throttle with minimal pressure loss and improved icing.

Disclosure of the invention

An intake air throttle for an internal combustion engine which achieves the object according to the invention has an intake air inlet, an outlet and between the intake air inlet and the outlet a, in particular rotatable, intake air throttle valve movable between an open position and a stowed position for controlling a pressure gradient of a fluid flow from the intake air inlet to the outlet.

According to the invention, the intake air throttle between the intake air inlet and the outlet has a flow channel internal geometry, wherein the basic shape of the intake air throttle valve at least partially corresponds to a section of the flow channel internal geometry of the intake air throttle. By molding the intake throttle valve to the flow passage internal geometry, on the one hand in the open position the dynamic pressure caused by the intake throttle valve can be minimized. At the same time, this embodiment causes the intake throttle valve to be so close to only a part of the inner surface of the flow passage in the open position that icing can occur therewith. Overall, therefore, the breakaway force is reduced in the event of icing, since the iced with the inner surface of the flow channel surface is reduced.

An embodiment of the invention provides that the flow channel inner geometry is substantially cylindrical and the basic shape of the intake air throttle valve at least partially a cylinder surface cutout is. In particular, it can be provided that the basic shape of the intake air throttle valve at least partially represents a lateral surface section of a half cylinder. In general, it is of course possible to make the flow channel interior geometry within certain limits freely. Accordingly, the basic shape of the intake throttle valve can be designed according to free.

In a configuration of the intake air throttle valve similar to a half cylinder, the bearing of the intake air throttle valve, in particular for a shaft for rotating the intake air throttle valve, may be provided in a region perpendicular to the axis of the half cylinder.

As an alternative to the semi-cylindrical configuration, it can be provided that the flow channel internal geometry and / or the basic shape of the intake air throttle valve are at least partially dome-shaped. A spherical or dome-shaped shape is adaptable to the intended rotational movement of the intake air throttle.

An advantageous embodiment of the invention provides that, in the open position, the intake air throttle valve has an inner geometry facing the fluid flow and an outer geometry facing away from the fluid flow, the outer geometry having at least one rib, preferably two ribs arranged perpendicular to one another. On the one hand, the rib can represent an increase in the surface stability of the intake air throttle valve. On the other hand, the rib in the open position can minimize the area traveled between the intake air throttle and the inner surface of the flow channel. The precipitation when falling below the dew point moisture causes a fall below the freezing point only jamming of the intake air throttle valve when the forming ice layer connects the intake air throttle with the inner surface of the flow channel. Thus, if the inner surface of the flow channel is closest to the surface of a rib, only the rib will travel with the inner surface of the flow channel. The rest of the surface of the intake air throttle remains free and the breakaway torque after icing is reduced.

A particularly preferred embodiment of the invention provides that a cavity for at least partially receiving the intake air throttle valve is provided in the region of the intake air throttle flap in the flow channel internal geometry. The cavity can be designed such that the cavity in the open position of the intake air throttle valve receives it so that only the mechanism necessary for moving the intake air throttle flap, such as a shaft, protrudes into the flow passage. In this way, the pressure loss in the open position of the intake air throttle is minimal.

This idea of the invention can also be found in a combination valve for an internal combustion engine. The combination valve according to the invention has a low-pressure exhaust gas recirculation valve and an intake air throttle according to the invention. In this case, it can be provided, in particular, that the combination valve has an exhaust gas inlet and an intake air inlet, wherein the low-pressure exhaust gas recirculation valve is arranged between the exhaust gas inlet and the outlet, and the intake air throttle valve between the intake air inlet and the outlet, wherein the combined valve has a kinematics element which together the low pressure Exhaust gas recirculation valve and the intake air throttle or the throttle operated. In this case, the kinematic element preferably has a cage, a stop and a driver, wherein in the cage a drive element, in particular a drive crank for moving the kinematic element and the low pressure exhaust gas recirculation valve engages and between the stop and the driver an output element, in particular a driven crank for movement the intake air throttle engages. The joint movement of the low-pressure exhaust gas recirculation valve and the intake air throttle may be advantageous in a breakaway of an icy intake air throttle.

Brief description of the drawings

Figur 1

eine perspektivische Teilansicht einer erfindungsgemäßen Ausführungsform eines Kombiventils;

Figur 2

eine perspektivische Ansicht eines Kinematikelements des in Figur 1 gezeigten Kombiventils;

Figur 3

eine weitere perspektivische Ansicht des Kinematikelements der Figur 2;

Figur 4

eine perspektivische Ansicht einer alternativen Ausführungsform eines Kinematikelements der Figur 2 in einer ersten Stellung;

Figur 5

das Kinematikelement der Figur 4 in einer zweiten Stellung;

Figur 6

eine perspektivische Ansicht einer alternativen Ausführungsform einer Ansaugluftdrosselklappe, insbesondere für ein Kombiventil;

Figur 7

die Ansaugluftdrosselklappe der Figur 6 in einer beispielhaften Ausführungsform einer Ansaugluftdrossel;

Figur 8

die Ansaugluftdrosselklappe der Figur 6 in einer beispielhaften Ausführungsform eines Kombiventils;

Figur 9

die beispielhafte Ausführungsform des Kombiventils der Figur 8 mit einer anderen Stellung der Ansaugluftdrosselklappe;

Figur 10

eine perspektivische Ansicht des Kombiventils der Figur 8 mit der Ansaugluftdrosselklappe in einer Stauposition;

Figur 11

die Ansicht der Figur 10 mit der Ansaugluftdrosselklappe in einer Offenposition;

Figur 12

eine erste perspektivische Ansicht eines erfindungsgemäßen Kombiventils in einer seitlichen Aufrissdarstellung;

Figur 13

eine zweite perspektivische Ansicht des Kombiventils der Figur 12.

The invention will now be explained with reference to the accompanying drawings. Show it:

FIG. 1

a partial perspective view of an embodiment of a combination valve according to the invention;

FIG. 2

a perspective view of a kinematic element of in FIG. 1 shown combination valve;

FIG. 3

another perspective view of the kinematics of the FIG. 2 ;

FIG. 4

a perspective view of an alternative embodiment of a kinematic element of FIG. 2 in a first position;

FIG. 5

the kinematic element of FIG. 4 in a second position;

FIG. 6

a perspective view of an alternative embodiment of an intake air throttle, in particular for a combination valve;

FIG. 7

the intake throttle valve FIG. 6 in an exemplary embodiment of an intake air throttle;

FIG. 8

the intake throttle valve FIG. 6 in an exemplary embodiment of a combination valve;

FIG. 9

the exemplary embodiment of the combination valve of FIG. 8 with another position of the intake throttle valve;

FIG. 10

a perspective view of the combination valve of FIG. 8 with the intake air throttle in a stowed position;

FIG. 11

the view of FIG. 10 with the intake air throttle in an open position;

FIG. 12

a first perspective view of a combination valve according to the invention in a side elevational view;

FIG. 13

a second perspective view of the combination valve of FIG. 12 ,

Embodiment (s) of the invention

FIG. 1 shows a combination valve 10 In the illustration parts of the housing and the air ducts have been omitted in order to better represent the functionality. The combination valve 10 has a low-pressure exhaust gas recirculation valve 11 and an intake air throttle 12.

The low-pressure exhaust gas recirculation valve 11 is arranged in an exhaust gas inlet 14. The exhaust gas inlet 14 may be connected, for example, to the exhaust tract downstream of the turbine of a turbocharger. For example, the low-pressure exhaust gas is removed in a diesel engine after the diesel particulate filter and preferably passed through a low-pressure exhaust gas recirculation cooler to reduce the exhaust gas temperature. The low-pressure exhaust gas recirculation valve 11 is in the in FIG. 1 shown embodiment designed as a linearly movable poppet valve. In the position shown, the valve disk is located in the valve seat and thus closes off the exhaust gas inlet 14.

The intake air throttle 12 has an intake air throttle valve 121 arranged in an intake air passage with an intake air inlet 16, downstream of an air filter (not shown), for example, in the intake air passage. Upon actuation of the intake air throttle 12, the angular position of the intake air throttle valve 121 changes within the intake air passage, thus reducing the effective cross-section within the intake air passage. This results in a partial pressure gradient from the intake air inlet 16 to the outlet 18. This in turn increases the influx of exhaust gas via the exhaust gas inlet 14. In the outlet 18, the supplied exhaust gas strikes the intake air. This is usually followed by an EGR mixer. There, the supplied exhaust gas is mixed with the intake air.

FIG. 2 shows the kinematic element 100 with parts of intake air throttle 12 and low-pressure exhaust gas recirculation valve 11.

The kinematics element 100 has a main body 1001, which extends substantially along an axis Y as an elongated cuboid. At a front end of the elongated in the Y direction cuboid, a first cage 110 is attached. The inside of the first cage 110 has essentially the shape of a slot, whose narrow sides are closed by circles and whose diameters correspond to the width of the oblong hole. The longitudinal sides of the oblong hole extend essentially parallel to one another. Perpendicular to the expansion plane of the first cage 110, the second cage 120 extends substantially along an axis X. The second cage 120 has a substantially cuboidal geometry in the interior. On the side facing away from the main body 1001 of the kinematic element 100 side of the cage 120, the geometry tapers. This is for example in FIG. 3 good to see.

The cages 110, 120 are arranged substantially at 90 ° to each other. This implies that the engaging in the cages 110, 120 cranks are also offset in its plane of movement by 90 °.

In the first cage 110 engages a drive pin 113 of a drive crank 112 a. The drive pin 113 is supported by means of a ball bearing. The diameter of the ball bearing drive journal 113 substantially corresponds to the width of the slot of the cage 110. The power crank 112 rotates about an axis X and is driven, for example, by a motor (not shown). During the rotation of the drive crank 112 about the axis X, the drive journal 113 describes a circular segment path. In this case, the drive pin 113 moves within the cage 110 between two end positions and thereby moves the kinematic element 100 linearly along the axis Y. There is no or little play of the drive pin 113 in the direction of the Y axis.

The intake throttle valve 121 is rotatably mounted about an axis Z and has a driven crank 122. An output pin 123 of the output crank 122 engages in the second cage 120 a. During the linear movement of the kinematic element 100, the second cage 120 sets the output crank 122 in rotation about the axis Z and thus moves the intake air throttle 12 or its intake air throttle valve 121. The output crank 122 is coupled to a torsion spring 124. The torsion spring 124 embodied here by way of example as a cylindrical torsion spring exerts a rotational force on the output crank 122 in such a way that the output pin 123 bears against the second cage 120. In the FIG. 2 a position is shown in which the output pin 123 rests against a first portion 1201 of the second cage 120. The first section 1201 is the section 1201 of the second cage 120 along the axis Y in the direction of the first cage 110.

The low-pressure exhaust gas recirculation valve 11 has a valve rod 130, at whose end facing away from the kinematic element 100 end a valve plate 131 is provided. The valve rod 130 is slidably mounted within a sleeve 132. The sleeve 132 is fixedly arranged relative to the kinematic element 100 and serves as a guide for the valve rod 130. At the end of the valve rod 130, which faces the kinematic element 100, there is a stop for a compression spring 114. The compression spring 114 is concentric with the axis Y and arranged to the valve rod 130. The compression spring 114 is executed here by way of example as a spherical compression spring to allow a small space requirement and ease of manufacture. The compression spring 114 exerts a spring force on the valve rod 130 and thus also on the valve disk 131 along the axis Y in the direction of the kinematic element 100 and thus presses the valve disk 131 in the direction of a valve seat. Valve rod 130 and valve plate 131 thus follow a movement of the kinematic element 100 along the axis Y immediately.

In the FIG. 2 and 3 shown position of the kinematic element 100 corresponds to a wide opening of the low-pressure exhaust gas recirculation valve 11 and a relatively strong closed position of the intake air throttle 12th

Both the compression spring 114 and the torsion spring 124 act rectilinearly on the kinematic element 100 and exert a force that pushes it along the axis Y in the direction of the drive crank 112. The compression spring 114 is supported on the sleeve 132 from. The torsion spring 124 is supported on a housing section, not shown. Providing two independent spring forces acting on the kinematic element 100 in two different kinematic ways is a safety feature. Further, this arrangement allows a significant reduction in the range of motion and substantially reduces the tolerance chain within the array.

Upon movement of the kinematic element 100 along the axis Y in the direction of the drive crank 112 of the output pin 123 follows the second cage 120 and thereby abuts the first portion 1201, since the torsion spring 124 has a corresponding force the output crank 122 exerts. Consequently, the intake air throttle 12 moves in the direction of its open position. At the same time, the compression spring 114 pushes the valve rod 130 along the axis Y in the direction of the drive crank 112. The valve plate 131 of the low-pressure exhaust gas recirculation valve 11 thus moves in the direction of its closed position.

If due to certain circumstances, the intake air throttle 12 jammed - for example, by icing or high thermal load - lifts in such a described movement of the kinematic element 100 along the axis Y in the direction of the drive crank 112 of the output pin 123 of the first portion 1201 of the second cage 120th with continued movement of the kinematic element 100 from the second section 1202. This idle stroke makes it possible to accelerate the entire mass moved with the kinematic element 100, so that a certain momentum transfer takes place upon impact of the driven pin 123 on the second section 1202 of the second cage 120, so that breakaway can take place from the icing or clamping position of the intake air throttle 12. It is thus possible to exert a considerable breakaway force on the intake air throttle 12 via the drive crank 112.

Furthermore, it can be provided that, before the kinematics element 100 reaches its lower end point of the movement, the end position of the intake air throttle 12 is already reached. This can be achieved for example by a stop for a movable part of the intake air throttle 12. If the kinematics element 100 then continues its movement, the output pin 123 also lifts off from the first section 1201. The thus resulting idle stroke can be used to ensure that when opening the low-pressure exhaust gas recirculation valve 11 from its closed position initially the intake air throttle 12 remains in its open position. Only after completion of the idle stroke of the output pin 123 contacts the second cage 120 at its first portion 1201 and thus initiates the closing operation of the intake air throttle 12 a.

Unlike in the FIGS. 1 to 3 shown embodiment show the FIGS. 4 and 5 an alternative embodiment of a kinematic element 200. The basic embodiment is identical to that of the kinematic element 100, so that a description of the structure need not be repeated, but reference is made to the corresponding explanations to the kinematic element 100. In contrast to the kinematic element 100, the kinematic element 200 does not have a closed cage 120. Instead, an abutment driver structure 220 is provided. A stop 2201 is arranged with respect to the movement axis Y of the kinematic element 200 with respect to a driver 2202. Between stop 2201 and driver 2202 engages a driven pin 123 of the output crank 122 of the intake air throttle 12 a. During the linear movement of the kinematic element 200 along the movement axis Y, the output crank 122 is set in rotation about the axis Z and the intake air throttle 12 or its intake air throttle flap 121 is moved. As already mentioned above Figures 2 and 3 1, a torsion spring 124 exerts a force on the output crank 122, so that in the present embodiment of the kinematic element 200 the output crank 122 or the output pin 123 abuts against the stop 2201.

In the FIGS. 4 and 5 the case is shown that the restoring force applied by the torsion spring 124 is not sufficient to move the intake air throttle 12 so that the driven pin 123 abuts against the stop 2201. This can occur, for example, in the case of icing of the intake air throttle 12, in the event of jamming or if the torsion spring 124 breaks. At the in FIG. 4 shown position, the kinematic element 200 has already covered the possible between the stop 2201 and the driver 2202 for the output pin 123 distance, so running the idle stroke. The driver 2202 thus meets FIG. 4 after a "swing recovery" on the rigidly connected to the intake air throttle 12 output pin 123 and tears it with, so that the kinematics 200 in the FIG. 5 shown position occupies. While in FIG. 4 For example, if the intake air throttle 12 was frozen in a closed position, the intake air throttle 12 is - as in FIG FIG. 5 shown after this movement operation in its largely open position by means of the driver 2202, although the restoring force of the torsion spring 124 was not sufficient to apply the output pin 123 to the stop 2201. This functionality is both with a closed cage 120, as in the Figures 2 and 3 is shown as possible with the open stop-driver structure 220 as the kinematics 200 of the FIGS. 4 and 5 shows.

FIG. 6 shows a perspective view of an intake air throttle 312 according to the invention. In FIG. 7 is the intake air throttle 312 in an exemplary embodiment of an intake air throttle 20, FIG. 8 integrated in an exemplary embodiment of a combination valve 30. In the presentation of the FIG. 6 Air ducts have been omitted to better represent the shape of the intake air throttle 312. In the FIGS. 7 to 14 are also parts of the housing and parts of the air ducts omitted to represent the functionality can.

It is first applied to the intake air throttle 312 shown in FIG FIG. 6 , the intake air throttle 20 of the FIG. 7 received. The corresponding explanations also apply to the combination valve 30, as it is in the FIGS. 8 to 11 is shown. In particular, apply to the combi valve 30 of FIGS. 8 to 11 the comments on the embodiments of FIGS. 1 to 6 , It will be used according to the same or comparable features the same reference numerals and a repetition of the description largely avoided.

The intake air throttle 20 has an intake air intake passage 16 and an exhaust 18, and is disposed, for example, in the intake air passage after an air cleaner (not shown). The intake air throttle 312 has a throttle shaft 3121 provided with a storage surface 3122 of the intake air throttle 312 at one in the FIGS. 6 to 11 upper attachment point 3123 and a lower attachment point 3124 is connected. The throttle shaft 3121 is in the FIGS. 6 to 11 is rotatably supported about an axis Z and is driven by a drive 13. The airflow facing away from outer surface 3125 of the intake throttle valve 312 has a parallel to the axis Z extending first rib 3126 and a perpendicular to the axis Z extending second rib 3127. The basic shape of the storage area 3122 is complex. The airflow facing inner surface 3128 is convex, corresponds in part to a cylindrical shape and partially a dome shape. While in the area of the second rib 3127, the storage area 3122 is substantially spherical or dome-shaped, the storage area 3122 extends in the region of the attachment locations 3123, 3124 substantially parallel to one another and into the FIGS. 6 to 11 horizontal. The horizontal cross section of the intake air throttle 312 is comparatively small at the attachment points 3123, 3124, while it is greatest in the region of the horizontal second rib 3127.

In FIG. 7 the intake air throttle 312 is integrated with an intake air throttle 20 into which FIGS. 8 to 11 For example, the intake air throttle 312 is shown integrated into a combination valve 30. In the FIGS. 7 and 8th For example, the inner surface 161 of the intake air passage having the intake air inlet 16 is shown partially ripped open. It is in the FIGS. 7 and 8th It will be appreciated that the intake air throttle 312 is located in a cavity 162 of the intake air passage. At the same time, the bearing of the intake air throttle valve 312 in the region of the lower attachment point 3124 in the cavity 162. The shaft 3121 of the intake throttle valve 312 is driven in the case of the combination valve 30 by a driven crank 122 of a kinematic element 100 and 200, as already explained above has been. In the case of an intake air throttle 20, the shaft 3121 may be driven directly by the drive 13. Due to the fact that the intake air throttle 312 covers only half of the inner circumference of the intake air passage, the risk of icing is reduced. Furthermore, the vertical first rib 3126 in the open position of the intake air throttle 312 is the relevant point at which icing with the inner surface 161 of the flow channel can take place. Compared to the total area of the intake air throttle 312, this area is small and thus the breakaway torque also significantly smaller than in conventional throttle body geometries.

While in FIG. 8 the intake throttle valve 312 is shown in the open position, it is located in the FIG. 9 in a partially closed stowage position. The Figures 10 and 11 show the stowage position ( FIG. 10 ) and the open position ( FIG. 11 ) from a different perspective. Due to the adapted to the internal geometry of the intake air duct shape of the intake air throttle 312 results in the open position of FIG. 11 a particularly low pressure drop, since only the shaft 3121 protrudes into the air flow. All other parts of the intake air throttle 312, such as bearings or the storage area 3122 itself, are located in the cavity 162 and thus outside of the air flow.

The Figures 12 and 13 show two perspective views of a combination valve according to the invention 10. The general structure of the combination valve 10 corresponds to that of the FIGS. 1 and 8 to 11 described combination valves. Identical or comparable features are therefore designated by the same reference numerals. It will be to avoid of repetitions, only the parts of the combination valve 10 which are relevant to the present invention are described. In the representation of the combination valve 10 parts of the housing and the air ducts have been omitted in order to better represent the functionality.

The combination valve 10 has a low-pressure exhaust gas recirculation valve 11 and an intake air throttle 12. The low-pressure exhaust gas recirculation valve 11 is arranged in an exhaust gas inlet channel 14 of the combination valve 10. The intake air throttle 12 is disposed in an intake air intake passage having an intake air inlet 16 of the combination valve 10. The intake air intake passage is shown cut along its flow direction. The intake air throttle 12 has an intake air throttle 412. The intake air throttle 412 has a throttle shaft 4121 and a storage surface 4122. The storage area 4122 is rotatable about the longitudinal axis Z of the throttle shaft 4121. Upon actuation of the intake air throttle 412, its angular position in the intake air intake passage changes. The in the Figures 12 and 13 shown position corresponds to a closed or stowed position in which the intake air throttle valve 412 generates a maximum back pressure in the intake air intake passage. In a rotated by 90 ° about the longitudinal axis Z position of the storage area 4122 is the intake air throttle 412 in the open position and the generated back pressure is minimal.

The circumference 4123 of the intake air throttle 412 is adapted in geometry to the geometry of the inner surface 161 of the intake air intake passage. Between the inner surface 161 and the periphery 4123 of the intake air throttle 412, a gap 4124 is provided. In certain embodiments, as in FIG. 13 illustrates that the gap may not be formed uniformly wide over the entire circumference 4123 of the intake throttle valve 412. In an upper region 4125 and in a lower region 4126, the gap is particularly wide, while it is significantly smaller in an intermediate region. Such a division of the gap widths is particularly useful when the combination valve occupies a preferred position in which an ice formation is to be feared. After the wetting of the storage surface 4122 and the inner surface 161, individual drops will be formed, which will collect in the region 4126 following the gravitational action at the lower side. Consequently, it is to be expected that there is preferable or a particularly large amount of condensed water collect and solidify in the event of a temperature below freezing to ice. If, in such a case, the gap on the lower side 4126 is particularly large, this will facilitate breakaway of the storage area 4122 from the inner surface 161, in a favorable case no common ice body connecting the two surfaces forms and the storage area 4122 remains freely movable. The asymmetry of the gap geometry can be realized as shown in the course from top to bottom. Alternatively, a left-right asymmetry or other free configurations of the gap geometry can be selected if other external influences make ice formation at other locations particularly likely.

This principle of a gap formation between the intake air throttle valve and the inner wall or the inner surface of the surrounding air duct can of course also with the alternative embodiment of the flap shape of FIGS. 6 to 11 or / and with the configuration of the kinematic elements 100, 200 for particularly favorable power transmission for a breakaway of the intake air throttle in Klemmungs- / icing case are combined advantageously.

The in the FIGS. 8 and 9 shown embodiment of a combination valve 30 has a two-stage sealing concept with at least three dynamic seals.

A first seal 301 is located between the intake air intake passage and a kinematics room 302.

In the kinematic space 302, the movable elements are arranged, which are provided for driving the low-pressure exhaust gas recirculation valve 11 and the intake air throttle 12. In particular, a kinematics element 100, 200, a driven crank 122 for actuating an intake air throttle valve 121, 312, 412, a drive crank 112 for moving the kinematic element 100, 200 are arranged in the kinematics space 302, as shown by way of example in the previously described figures.

The first seal 301 is a shaft seal for sealing the kinematics space 302 against the intake air inlet 16 and the flow space between the Intake air inlet 16 and the outlet 18 and is in particular on the throttle shaft, which serves to move the storage area of the intake air throttle attached.

A second seal 303 seals the kinematics space 302 against the Akturatorraum 304, in which the drive 13 is arranged from.

A third seal 305 also seals the kinematics chamber 302, but against the region of the low-pressure exhaust gas recirculation valve 11. Depending on the design of the actuator of the low-pressure exhaust gas recirculation valve 11 may be provided a shaft seal or a rod seal. In an embodiment of the third seal 305 as a rod seal, it may itself be formed in two stages and constructed of a gap seal and a rod seal. Between gap seal and rod seal the storage of the rod can be arranged.

Claims (10)

Intake air throttle (12, 20) for an internal combustion engine, with
an intake air inlet (16) as well
an outlet (18), wherein
between the intake air inlet (16) and the outlet (18) is disposed an intake air throttle (121, 312, 412) movable between an open position and a stowed position for controlling a pressure gradient of a fluid flow from the intake air inlet (16) to the outlet (18);
wherein the intake air throttle (12, 20) has a flow channel internal geometry between the intake air inlet (16) and the outlet (18) and a basic shape of the intake air throttle (121, 312, 412) at least partially corresponds to a section of the flow channel internal geometry of the intake air throttle (12, 20). An intake air throttle (12, 20) according to claim 1, wherein the flow passage internal geometry is substantially cylindrical and the basic shape of the intake throttle valve (121, 312, 412) is at least partially a cylinder jacket surface cutout. Intake air throttle (12, 20) according to claim 1 or 2, wherein the basic shape of the intake air throttle valve (121, 312, 412) at least partially has a lateral surface portion of a half-cylinder. An intake air throttle (12, 20) according to claim 3, wherein the storage of the intake air throttle (121, 312, 412) is provided in a region perpendicular to the axis of the half-cylinder. Intake air throttle (12, 20) according to claim 1, wherein the flow channel inner geometry and / or the basic shape of the intake air throttle valve (121, 312, 412) are at least partially dome-shaped. Intake air throttle (12, 20) according to any one of the preceding claims, wherein the Ansaugluftdrosselklappe (121, 312, 412) in the open position facing the fluid flow inner geometry and the fluid flow facing away from the outer geometry, wherein the outer geometry has at least one rib (3126, 3127) , An intake air throttle (12, 20) according to claim 6, wherein the outer geometry of the intake air throttle (121, 312, 412) has two mutually perpendicular ribs (3126, 3127). Intake air throttle (12, 20) according to any one of the preceding claims, wherein in the region of the intake air throttle valve (121, 312, 412) in the flow channel interior geometry, a cavity (162) for at least partially receiving the intake air throttle valve (121, 312, 412) is provided. Combination valve (10, 30) for an internal combustion engine, with a low-pressure exhaust gas recirculation valve (11) and an intake air throttle (12, 20) according to one of claims 1 to 8. Combination valve (10, 30) according to claim 9, with
an exhaust gas inlet (14), wherein
between the exhaust inlet (14) and the outlet (18), the low-pressure exhaust gas recirculation valve (11) is arranged,
wherein the combination valve (10, 30) comprises a kinematic element (100, 200) which operates in common the low-pressure exhaust gas recirculation valve (11) and the intake air throttle (12, 20).

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