WO2013064223A2 - Turbocompresseur à gaz d'échappement comprenant une soupape de décharge - Google Patents

Turbocompresseur à gaz d'échappement comprenant une soupape de décharge Download PDF

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Publication number
WO2013064223A2
WO2013064223A2 PCT/EP2012/004449 EP2012004449W WO2013064223A2 WO 2013064223 A2 WO2013064223 A2 WO 2013064223A2 EP 2012004449 W EP2012004449 W EP 2012004449W WO 2013064223 A2 WO2013064223 A2 WO 2013064223A2
Authority
WO
WIPO (PCT)
Prior art keywords
valve element
stop
exhaust gas
valve
gas turbocharger
Prior art date
Application number
PCT/EP2012/004449
Other languages
German (de)
English (en)
Other versions
WO2013064223A3 (fr
Inventor
Ivo Nawrath
Erich Skoberla
Wilhelm-Engelbert Schittler
Robert Lingenauber
Patrick Steingass
Michael May
Original Assignee
Bmw Ag
Borg Warner Inc.
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 Bmw Ag, Borg Warner Inc. filed Critical Bmw Ag
Publication of WO2013064223A2 publication Critical patent/WO2013064223A2/fr
Publication of WO2013064223A3 publication Critical patent/WO2013064223A3/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • F02B37/183—Arrangements of bypass valves or actuators therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/16—Control of the pumps by bypassing charging air
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to an exhaust gas turbocharger with a bypass valve, which has a valve element which is adjustable between a closed position and an open position, and with an actuator, which is coupled via at least one actuating element with the valve element.
  • Exhaust gas turbochargers are used to improve the performance of an internal combustion engine by a compressor disposed in the exhaust stream is driven via a turbine that sucks fresh air or compressed and pushes this compressed air into the cylinder of the engine. Due to the larger amount of air thus more oxygen is available for combustion, so that a higher combustion performance can be achieved.
  • the turbocharger is designed so that the exhaust gas flow of the engine causes even at low speeds a large compression capacity. It follows that at high speeds of the engine not the entire exhaust gas flow may be passed through the turbine. It is therefore known to provide a bypass line with a valve ("wastegate") through which, under certain operating conditions, part of the exhaust gas flow can be conducted past the turbine of the turbocharger.
  • a bypass line with a valve
  • flapgate a valve
  • simple flap valves are used, which can open or close the bypass line.
  • the drive of these valves via the actuator, which is coupled via a linkage with the valve. When open, however, the valves and the mechanical drive for these flaps are freely movable.
  • the transmission linkage has a low clearance, so that, for example, by vibrations or the exhaust gas flow, can lead to unwanted noise by rattling of the flap valve or the components which are provided for actuating the valve.
  • the object of the invention is to provide a bypass valve, which has a reduced noise.
  • a bypass valve having a valve element which is adjustable between a closed position and an open position, and with an actuator over at least one actuating element is coupled to the valve element, a stop for the actuating element and / or the valve element is provided.
  • the stop allows, in the open state of the flap valve to push the relevant components against the stop and thus to brace, so eliminate the game in the flap valve and its drive. This prevents unwanted noise.
  • twin-scroll turbochargers noise generation by gas-dynamic excitation of the valve element can thus be prevented.
  • the stop may for example be assigned to the actuating element, so that it is braced in the open position of the valve element.
  • the actuator usually has a low clearance in its storage. Due to the bracing on the stop, the actuating element is tilted so that this is held firm despite this game and noise is thus excluded.
  • the valve element may for example be held on the actuating element, that in the open position no contact with other components is possible, whereby a rattling is reliably prevented.
  • the valve element can also be rigidly mounted on the actuating element, so that there is no play between the actuating element and the valve element. Since the actuator is kept free of play, in such an embodiment, the valve element is held securely and reliably prevents unwanted noise.
  • the stop is associated with the valve element, so that it is clamped in its open position against the stop.
  • all arranged between the valve element and actuator components, such as the actuator and all joints are also braced, so that no play-related components are present.
  • the valve element is in the open position, for example, eccentrically on the stop. If the valve element resting against the stop is pressed further against the stop by the actuator, the valve element is tilted around the stop by the force exerted by the actuator. As a result, the valve element is additionally tilted, as a result of which an additional tightening takes place. But it is also conceivable that the valve element in the open position is applied centrally against the stop, so that the valve element is only pressed against the stop and is kept free of play only due to the contact pressure.
  • the exhaust gas turbocharger may for example have a housing, and the stopper is provided on the housing. This leads to a compact design in which the stop is located directly in the vicinity of the relevant components of the flap valve.
  • the stop may for example be integrated in the housing, so that no additional component for fixing the stopper is required, whereby a simpler structure and thus a faster installation of the exhaust gas turbocharger is possible.
  • the housing is preferably a one-piece casting.
  • the stop may be an additional component, for example a screw, which is screwed into a thread provided on the housing. In this way, an adjustable stop is created.
  • the stop may also be integral with the housing, so for example be formed by a projection of the housing, so that any assembly is eliminated.
  • FIG. 1 shows a schematic representation of a two-stage exhaust-gas turbocharger with a bypass valve
  • FIG. 2 shows a detailed view of the bypass with a valve element
  • FIG. 3 shows a detailed view of the actuator and the actuating element of the exhaust gas turbocharger from FIG. 1,
  • FIG. 4 is a detail view of a first embodiment of an exhaust gas turbocharger according to the invention.
  • FIG. 1 schematically shows an engine assembly 10 with an internal combustion engine 14 and a two-stage exhaust gas turbocharger 12 assigned to the internal combustion engine.
  • the internal combustion engine 14 has four cylinders 16 here.
  • the internal combustion engine 14 and the cylinders 16 are supplied via fresh air lines 18 with fresh air.
  • the exhaust gases of the internal combustion engine 14 are discharged via exhaust pipes 20.
  • two turbines 22a, 22b are arranged, which are driven by the exhaust gas flow.
  • two compressors 24a, 24b are arranged, which are each coupled to one of the turbines 22a, 22b.
  • the compressors 24a, 24b serve to suck in or compress fresh air.
  • the turbine 22a forms, with the compressor 24a, the first stage of the turbocharger 12, the turbine 22b and the compressor 24b the second stage.
  • the exhaust gas turbocharger 12 may also have only one stage.
  • the turbines 22a, 22b are each driven by the exhaust flow flowing through the exhaust conduits 20.
  • the compressors 24a, 24b are directly coupled to the respective turbine 22a, 22b so that they are driven by the turbines 22a, 22b. If exhaust gas flows through the exhaust pipes 20, the compressors 24a, 24b are thus driven and additionally suck in fresh air or compress it.
  • the compressed fresh air is supplied to the internal combustion engine 14 or the cylinders 16, so that an increased amount of air is available for the combustion process.
  • the turbines 22a, 22b are directly coupled to the compressors 24a, 24b, so that the power of the compressors 24a, 24b depends directly on the speed of the respective turbine 22a, 22b.
  • the turbocharger as a whole is designed so that even at a low speed of the turbine 22a, 22b, so a low exhaust emission at a low speed of the engine 14, a sufficient compression performance occurs. As a result, an increase in performance is already effected at low engine power or rotational speeds of the internal combustion engine 14.
  • each turbine 22a, 22b is assigned a bypass line 26a, 26b which can be opened or closed by a valve 28a, 28b.
  • valve 28a, 28b When the valve 28a, 28b is open, part of the exhaust gas flows past the respective bypass line 26a, 26b past the respective turbine 22a, 22b.
  • the respective turbine 22a, 22b is thus not driven by the entire exhaust gas flow, but only by a part the exhaust stream, so that the volume flow of the exhaust gas through the turbine 22, 22 b is reduced.
  • FIG. 2 and 3 The structure of such a bypass line 26 is shown in Figures 2 and 3, in which a section of the exhaust pipe 20 is shown.
  • the exhaust pipe 20 has an inlet 30 from which the exhaust gas from the engine 14 flows into a first pipe section 32 of the exhaust pipe 20. From this pipe section 32, the exhaust gas flows in a flow direction S in the turbine 22 and then via a second pipe section 34 to the outlet 36. Between the inlet 30 and outlet 36, a bypass line 26 is provided, through the exhaust gas, bypassing the turbine 22 directly from the inlet 30th can flow to the outlet 36.
  • the bypass line 26 can be closed by a bypass valve 28.
  • the bypass valve 28 has a valve element 38, here a valve flap, which is pivotally mounted about a hinge 39 and which can be placed on a valve seat 40 of the bypass line 26 and thus closes it.
  • the valve 28 is also associated with an actuator 42, which, as will be shown below, is a linear drive and which is coupled via an actuating element 44 with the valve element 38.
  • the actuating element 44 is here formed by a transmission linkage on which the valve element 38 is pivotally mounted.
  • the actuator 42 has a plunger 46, which can be displaced linearly out of the actuator 42 in an actuation direction B (see FIG. 3). If the plunger 46 is displaced in the direction of actuation B, the actuating element 44 and the valve element 38 hinged thereto are pivoted so that the bypass line 26 is opened and part of the exhaust gas flow through the bypass line 26 can flow past the turbine 22.
  • the plunger 46 of the actuator 42 is retracted counter to the direction of actuation B, whereby the valve element 38 is pulled against the valve seat 40.
  • the valve element 38 is pulled against the valve seat 40, whereby the bypass line 26 is sealed.
  • all components arranged between the valve element 38 and the actuator ie in this case the actuating element 44, are braced, so that they are held without play.
  • the valve element 38 In the opened state, which is shown in Figure 2, the valve element 38 but usually freely movable, so that this can flutter, for example, in the exhaust stream. Since the components of the actuating element 44 have a certain play, this can lead to a strong noise when the bypass valve 28 is open.
  • a stop 48 is provided on which the valve element 38 can rest in the open position (see FIG. 4).
  • the stopper 48 is formed by a screw which is screwed into a provided on the housing 50 of the exhaust gas turbocharger 12 thread.
  • valve element 38 is pivoted so far until the valve element 38 rests against the stop 48.
  • the valve element is pressed against the stop 48 and thereby clamped, so that the valve element 38 abuts the stop 48 without play.
  • a movement of the valve element which can lead to a noise, excluded.
  • the stop 48 abuts eccentrically on the valve element 38.
  • the valve element 38 is additionally pivoted about the stop when the pressure force is applied by the actuator 42, as a result of which an additional tightening takes place. Since the valve element 38 is pivoted or braced about a plurality of axes, the actuating element 44 or its joints is braced, so that the entire valve drive is kept free of play and thus rattling or unwanted noise is reliably excluded.
  • valve element 38 rests centrally on the stop 48, as shown in the second embodiment shown in Figure 5.
  • the valve element 38 is not additionally tilted, but only pressed against the stopper 48, so that a play-free storage is effected only by the contact force.
  • the central abutment of the valve element 38 on the stop 48 can be provided in particular in that the stop 48 in the open position acts on a connecting pin of the valve element 38, which connects a plate-shaped portion of the valve element 38 with the hinge 39 and for this purpose is fixed substantially centrally of the plate-shaped portion.
  • the stopper 48 acts on the connecting pin on an end face facing away from the plate-shaped section.
  • the stop 48 is formed by a screw which is fixed to the housing 50. This allows easy adjustment of the desired opening angle of the bypass line 26 and thus an adjustment of the amount of exhaust gas flowing through the bypass line 26.
  • the stop can also be formed by other components.
  • the stop may also be formed by a part of the housing 50, that is, as an integrally executed nose or projection.
  • stop 48 is associated with the actuating element 44 and the actuating element 44 is clamped in the open position against the stop 48.

Landscapes

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

Abstract

La présente invention concerne un turbocompresseur à gaz d'échappement (12) comprenant une soupape de dérivation (28) pourvue d'un élément de soupape (38) qui peut être déplacé entre une position fermée et une position ouverte, et un actionneur (42) qui est accouplé avec l'élément de soupape (38) par l'intermédiaire d'au moins un élément d'actionnement (44), une butée (48) étant prévue pour l'élément d'actionnement (44) et/ou pour l'élément de soupape (38).
PCT/EP2012/004449 2011-10-31 2012-10-24 Turbocompresseur à gaz d'échappement comprenant une soupape de décharge WO2013064223A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011117339.4A DE102011117339B4 (de) 2011-10-31 2011-10-31 Abgasturbolader mit einem Wastegate-Ventil
DE102011117339.4 2011-10-31

Publications (2)

Publication Number Publication Date
WO2013064223A2 true WO2013064223A2 (fr) 2013-05-10
WO2013064223A3 WO2013064223A3 (fr) 2013-06-27

Family

ID=47177881

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2012/004449 WO2013064223A2 (fr) 2011-10-31 2012-10-24 Turbocompresseur à gaz d'échappement comprenant une soupape de décharge

Country Status (2)

Country Link
DE (1) DE102011117339B4 (fr)
WO (1) WO2013064223A2 (fr)

Cited By (1)

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CN107893698A (zh) * 2017-12-21 2018-04-10 湖南天雁机械有限责任公司 一种用于降低增压器阀门敲击声的放气阀门装置

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DE102013209049A1 (de) * 2013-05-15 2014-11-20 Bayerische Motoren Werke Aktiengesellschaft Abgasturbolader-Anordnung
EP3199778A1 (fr) * 2016-01-29 2017-08-02 Volkswagen Aktiengesellschaft Turbosoufflante de gaz d'échappement pour un moteur à combustion interne
KR20180006017A (ko) * 2016-07-08 2018-01-17 현대자동차주식회사 자동차 터보차저의 래틀 소음 저감 장치 및 방법
CN113339127A (zh) * 2021-05-10 2021-09-03 重庆长安汽车股份有限公司 一种用于增压器的废气旁通阀总成及车辆

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Publication number Priority date Publication date Assignee Title
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Also Published As

Publication number Publication date
DE102011117339A8 (de) 2013-07-11
DE102011117339A1 (de) 2013-05-02
DE102011117339B4 (de) 2023-09-28
WO2013064223A3 (fr) 2013-06-27

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