WO2015004497A1 - Agencement de moteur turbocompressé ayant des installations de recirculation des gaz d'échappement et soupape de commande d'écoulement rotative - Google Patents

Agencement de moteur turbocompressé ayant des installations de recirculation des gaz d'échappement et soupape de commande d'écoulement rotative Download PDF

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Publication number
WO2015004497A1
WO2015004497A1 PCT/IB2013/001907 IB2013001907W WO2015004497A1 WO 2015004497 A1 WO2015004497 A1 WO 2015004497A1 IB 2013001907 W IB2013001907 W IB 2013001907W WO 2015004497 A1 WO2015004497 A1 WO 2015004497A1
Authority
WO
WIPO (PCT)
Prior art keywords
port
exhaust
side conduit
obstructing
intake
Prior art date
Application number
PCT/IB2013/001907
Other languages
English (en)
Inventor
Pierre Emmanuel GRAND
Cesar MIGUEL
Ignacio GIL ROMAN
Original Assignee
Renault Trucks
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 Renault Trucks filed Critical Renault Trucks
Priority to PCT/IB2013/001907 priority Critical patent/WO2015004497A1/fr
Publication of WO2015004497A1 publication Critical patent/WO2015004497A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K11/00—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves
    • F16K11/02—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves with all movable sealing faces moving as one unit
    • F16K11/08—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves with all movable sealing faces moving as one unit comprising only taps or cocks
    • F16K11/085—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves with all movable sealing faces moving as one unit comprising only taps or cocks with cylindrical plug
    • F16K11/0853—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves with all movable sealing faces moving as one unit comprising only taps or cocks with cylindrical plug having all the connecting conduits situated in a single plane perpendicular to the axis of the plug
    • 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
    • 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
    • F02B37/168—Control of the pumps by bypassing charging air into the exhaust conduit
    • 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
    • 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
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • 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
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
    • 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
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/07—Mixed pressure loops, i.e. wherein recirculated exhaust gas is either taken out upstream of the turbine and reintroduced upstream of the compressor, or is taken out downstream of the turbine and reintroduced downstream of the compressor
    • 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
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/08—EGR systems specially adapted for supercharged engines for engines having two or more intake charge compressors or exhaust gas turbines, e.g. a turbocharger combined with an additional compressor
    • 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
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
    • 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
    • F02M26/42—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders
    • 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
    • F02M26/65—Constructional details of EGR valves
    • F02M26/71—Multi-way valves
    • 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 the field of turbo charged internal combustion engine arrangements with exhaust gases recirculation systems and to a valve which can be used in such systems.
  • Such an engine arrangements may be used for example in vehicles, in construction equipment machines or as stationary arrangements.
  • EGR exhaust gas recirculation
  • the EGR gases which are fed to the engine, generally through an EGR line connecting an exhaust line to an intake line of the engine, allow modifying the temperature and the composition of the gases inside the engine, thus modifying the conditions of the combustion.
  • an EGR valve is generally provided in a conduit of the EGR system.
  • turbo-compressor systems having at least one turbine driven by exhaust gases flowing in the exhaust line and at least one compressor for compressing gases flowing in the intake line.
  • One compressor of a given turbo-compressor is driven by the corresponding turbine through a mechanical connection.
  • Turbo-compressor systems may comprise several turbo-compressors, with different possible arrangements.
  • the turbines and/or the compressors can be arranged in series and/or in parallel respectively in the exhaust line and in the intake line.
  • an EGR line can be connected to the exhaust line either u pstream or downstream of the turbine(s), or even between turbines in the case of several serially arranged turbines.
  • various combinations have been proposed where the EGR line can be connected to the intake line either upstream or downstream of the compressor(s), or even between compressors in the case of several serially arra nged compressors.
  • Document US-2011/000470 describes an internal com bustion engine arrangement equipped with a complex exhaust gas recirculation system which would allow at least theoretically different EGR recirculation schemes. Such system is very complex, thus costly, both in terms of the hardware installation and in terms of the process for controlling the arrangement.
  • Document US-7.963.276 describes a rotary valve for controlling the flow of EGR gases into an EGR cooler.
  • turbocharged engine arrangements In turbocharged engine arrangements, is also known to provide that, at least under certain engine operating conditions, at least part of the exhaust gases are caused to by- pass the turbine of a turbocharger.
  • Turbochargers are often equipped with a so-called waste-gate to achieve this by-pass.
  • the by-pass may be external to the turbocharger, with a dedicated conduit and dedicated valve.
  • EGR valves and the turbine by-pass valves need to withstand the high temperatures of exhaust gases, typically over 600°c or more. They should also allow the flow of quite a large quantity of high pressure and high velocity gases without entailing too much flow resistance. Finally, such valves preferably provide proportional control so as to adjust as precisely as possible the flow of EGR gases or the flow of by-pass gases.
  • one object of the invention is to provide a new turbocharged engine arrangement allowing an optimal control of the flow of exhaust gases under varying engine operating conditions with a cost effective design.
  • a turbocharged engine arrangement having:
  • an intake line conveying fresh air from the atmosphere to the engine
  • turbocharger system comprising at least one turbocharger comprising a compressor in the intake line driven by a turbine in the exhaust line;
  • an exhaust gases recirculation system comprising at least:
  • the exhaust gases recirculation system comprises a single rotary valve (39) having at least three ports opening and a rotary body, each of said port openings being fluidically connected to one different of said exhaust gases recirculation system conduits, and in that the valve is configured to define at least the following operating modes by connecting:
  • EXLP lower pressure exhaust-side conduit
  • INT intake-side conduit
  • the valve preferably provides proportional control, meaning that the flow through the valve between two conduits connected by the valve can be controlled by the valve to at least one intermediate value between full flow and no flow, preferably several intermediate values.
  • the valve may be configured to provide continuous or quasi continuous proportional control, in which case the number of intermediate values is such that the difference between two values can be considered as the minimu m difference having a measurable impact on the operation of the engine arrangement.
  • the valve may be configured to provide full proportional control if the proportional control is available over the fu ll range of 0 to 100% of the full flow through the va lve. Proportional control through the valve may be achieved by a valve configu red to achieve a proportionally variable cross section through the valve.
  • the rotary valve may be configured to be able to achieve each of the higher pressure exhaust gas recirculation mode, of the lower pressure exhaust gas recircu lation mode and of the tu rbine by-pass mode exclusively of the other modes, thereby allowing optimum efficiency in each of said modes;
  • the rotary valve may be configured to be able to achieve a blocking mode where no port opening is connected to another port opening through the valve, thereby allowing a further mode of operation, still without any additional component.
  • Each mode may correspond to a distinct range of positions of the valve body
  • the single rotary valve may comprise at least 4 port and a rotary body, and the exhaust gas recirculation system may comprise an additional lower pressure exhaust- side conduit connected to the exhaust line downstream of a least one turbocharger turbine of the turbocharger system, and in that the each of said port openings is fluidically connected to one different conduit of the exhaust gases recirculation system.
  • the rotary valve may configured to be able to achieve a combined higher pressure exhaust gas recirculation and turbine by-pass mode, wherein a lower pressure exhaust-side conduit is connected to an intake-side conduit through the valve, and wherein the higher pressure exhaust-side conduit is connected independently with the other lower pressure exhaust-side conduit through the valve.
  • the rotary valve may be configured to be able to proportionally control, in the combined higher pressure exhaust gas recirculation and turbine by-pass mode, the flow rate of exhaust gases by-passing the turbine or the flow rate of exhaust gases being recirculated, by a proportionally variable cross section across the valve
  • the single rotary valve may comprises at least 4 opening ports and a rotary body
  • the exhaust gas recirculation system may comprise an additional higher pressure intake-side conduit (INTHP) connected to the intake line downstream of a least one turbocharger compressor of the turbocharger system
  • the principal inta ke-side conduit may be connected to the intake line upstream of a least one turbocharger compressor
  • each of said opening ports may be fluidically connected to one different of the said exhaust gases recirculation conduits.
  • the rotary valve may be configured to be able to achieve a combined higher and lower pressure exhaust gas recircu lation mode, wherein both the higher and lower pressure exhaust-side conduits are connected si multaneously respectively to the higher and the lower intake-side conduits through the valve.
  • the rotary valve may be configured to be able to achieve a compressor by-pass mode, wherein the additional higher pressure intake-side conduit is connected with the principal pressu re intake-side conduit, with a variable cross section through the valve, to achieve a compressor by-pass mode.
  • the rotary valve may be configured to be able to achieve a combined turbine and compressor by-pass mode, wherein the additional higher pressure intake-side conduit is connected with the principal pressure intake-side conduit, while the higher pressure exhaust-side conduit is connected independently with the lower pressure exhaust-side conduit.
  • Such modes may be proportionally controlled by a proportionally variable cross section across the valve.
  • the turbocharging system may comprise a second turbocharger comprising a compressor in the intake line driven by a turbine in the exhaust line.
  • the two turbines may be arranged in series in the exhaust line and the two compressors may be arranged in series in the intake line.
  • the invention further provides a rotary valve for an exhaust gases system, comprising:
  • an internal volume is defined by an internal circular cylindrical surface (54) around a central axis; * at least four ports openings are formed in the internal circular cylindrical surface to allow entry or exit of exhaust gases in or out of the valve internal volume, the four port openings being angularly spaced around the central axis;
  • a rotary valve body received in the internal volume of the valve housing and able , to rotate around the central axis, the rotary valve body having a separation wall extending across the internal volume to divide the internal volume in two separate flow chambers thanks to a first obstructing sector and a second obstructing sectors of the wall which cooperate with the inter-port sectors of the internal circular cylindrical surface to fluidically separate the two flow chambers;
  • obstructing sectors of the valve body and the port openings of the valve housing are arranged such a first and a second adjacent port openings may be set in communication through one of the flow chambers, while a third port is obstructed by an obstructing sector. This allows selective commu nication between the conduits connected to the valve.
  • the obstructing sectors of the valve body and the port openings of the valve housing may be arra nged such that, for a further position or range of positions of the valve body, the first and second adjacent ports are set in only partial communication, while the third port is maintained port is obstructed by an obstructing sector. This allows proportional control of the flow through the two adjacent ports which are set in communication. In some embodiments, such proportional control is available for any pair of two adjacent port openings.
  • the obstructing sectors of the valve body may comprise a wider and a narrower obstructing sector which are of a different angular extent around the central axis.
  • the obstructing sectors may be arranged so that, for a range of angu lar positions of the body, the wider obstructing sector obstructs a given port opening while the smaller obstructing sector only partially obstructs the port opening which is not adjacent to the given port opening, the degree of obstruction of the not adjacent port being variable over the range of angular positions.
  • the port openings are arranged by pairs of two non-adjacent port openings, and in that the obstructing sectors of the valve body are arranged to: * for a first position or range of positions of the valve body, obstruct both port openings of one pair;
  • the second position or range of positions may be adjacent to the first position or range of positions.
  • the angular extent of the narrower obstructing sector may be at least as large as the angular extent of a port opening
  • the angular extent of the wider obstructing sector may be at least twice as large as the angular extent of a port opening.
  • the angular extent of the wider obstructing sector may be at least three times as large as the angular extent of a port opening.
  • the difference in angular extent between the two obstructing sectors is at least twice as large as the angular extent of a port opening.
  • the opening ports may be arranged by pairs where two port openings of the sa me pair are diametrically opposed with respect to the central axis (AO).
  • the separation wall may be symmetrical with respect to a diametrical plane of the rotary body.
  • At least one inter-port sector may be narrower in angular extent than at least one other inter-port sector.
  • Each flow chamber may extend angularly around the central axis along an open sector between the two obstructing sectors, and at least one of the open sectors may have an extent so as to allow unobstructed flow of fluid through the corresponding chamber from at least one port opening to at least one adjacent port opening.
  • At least one of the open sectors may have an extent so as to allow u nobstructed flow of fluid through the corresponding chamber from at least one port opening to only one adjacent port opening.
  • a turbocharged engine arrangement may be provided having:
  • an exhaust line collecting exhaust gases from the engine and conveying those exhaust gases to the atmosphere;
  • an intake line conveying fresh air from the atmosphere to the engine;
  • a turbocharger system comprising at least one turbocharger comprising a compressor in the intake line driven by a turbine in the exhaust line;
  • an exhaust gases recirculation system comprising at least:
  • the exhaust gases recirculation system comprises at least one additional conduit connected to the intake line or to the exhaust line, where said additional conduit is one of:
  • each of the four conduits of the exhaust gases recirculation system is connected to a different port opening of a single rotary valve as described above.
  • FIG. 1 is a schematic view of a first embodiment of an engine arrangement according to the invention
  • Figures 1A to ID show various positions of a rotary valve corresponding to selected operating modes of the engine arrangement of Figure 1;
  • FIG. 2 is a schematic view of a second embodiment of an engine arrangement according to the invention.
  • FIG. 3 is a schematic view of a four-way rotary valve
  • - Figures 3A to 3F show various positions of the embodiment of the rotary valve of Figure 3, corresponding to selected operating modes of the engine arrangement of Figure 2;
  • FIGS. 4A to 4E show various positions of another embodiment of a rotary valve corresponding to selected operating modes of the engine arrangement of Figure 2;
  • FIG. 5A to 5G shows various positions of another embodiment of a rotary valve corresponding to selected operating modes of the engine arrangement of Figure 2;
  • FIG. 6 is a schematic view of a third embodiment of an engine arrangement according to the invention.
  • FIGS. 7A to 7F show various positions of the rotary valve of figure 3, corresponding to selected operating modes of the engine arrangement of Figure 6;
  • FIGS. 8A to 8E show various positions of the rotary valve illustrated in figures 7A- 7D, with a different branching of the va lve to the conduits of the arrangement of Figure 6, corresponding to selected operating modes of the engine arrangement of Figure;
  • Figures 9A to 9E show various positions of another embodiment of a rotary valve corresponding to selected operating modes of the engine arrangement of Figure 6;
  • FIGS. 10A to 10E show various positions of another embodiment of a rotary valve corresponding to selected operating modes of the engine arrangement of Figure 6;
  • FIG. 11A to HE show various positions of another embodiment of a rotary valve corresponding to selected operating modes of the engine a rrangement of Figure 6.
  • the arrangement 10 comprises an internal combustion engine 12.
  • the engine 12 is for example a multi-cylinder reciprocating piston engine, which is here shown as an in-line engine having several cylinders 14 and which provides mechanical output power through a crankshaft.
  • the engine can be a compression-ignition engine, such as a Diesel engine, but could be a spark ignited engine.
  • the arrangement further comprises an intake line 18 for conveying fresh air from the atmosphere to the engine.
  • the intake line comprises at least one gas conduit 20 which draws fresh air from the atmosphere, and may comprise an air filter 21.
  • the intake line 18 may typically also comprise an inta ke manifold (not represented) which may be connected to the engine 12 and which distributes intake gases to the cylinder(s) of the engine 12.
  • the intake line could comprise an intake throttle and/or a fuel injection apparatus for injecting fuel in the intake line before the intake gases are delivered to the engine 12.
  • the arrangement further comprises an exhaust line 24 for conveying exhaust gases out of the engine to the atmosphere.
  • the exhaust line 24 may typically comprise an exhaust manifold which is connected to the engine 12 and which collects the exhaust gases resulting from the combustion in the cylinders.
  • the exhaust line comprises at least one exhaust conduit 27 which conveys the gases towards the atmosphere.
  • In the exhaust line can be provided one or several exhaust after-treatment devices 28 which remove at least part of the noxious substances from the exhaust gases.
  • Such exhaust after-treatment devices 28 may comprise one or several of a particle filter, an oxidation catalyst, a reduction catalyst (such as a so ca lled SCR catalyst), a NOx trap, a SOx trap, a three-way catalyst, etc....
  • the exhaust line 24 may also comprise a muffler for reducing the noise generated by the exhaust gases.
  • the exhaust line could also comprise an exhaust throttle.
  • the engine arrangement 12 is a charged air engine arrangement in which the intake gases which participate in the combustion are compressed in the intake line 18, before being delivered to the engine 12, to a level above atmospheric pressure.
  • the energy required by such compression is provided by energy which is recovered from the exhaust gases, preferably via an expander located in the exhaust line 24, most preferably by one or several turbines located in the exhaust line 24.
  • the engine arrangement preferably comprises a tu rbo-compressor system 32 having at least one turbine driven by exhaust gases flowing in the exhaust line and at least one compressor for compressing gases flowing in the intake line.
  • the compressor system 32 comprises a single turbo-compressor having a turbine 34 in the exhaust line 24 and a rotary compressor 36 in the intake line 28, the compressor 36 being mechanically driven by the turbine 34.
  • the turbine is used as an expander for recovering energy from the exhaust gases by converting the energy of the exhaust gases into mechanical energy, and said recovered mechanical energy is used for compressing gases flowing in the intake line thanks to the compressor.
  • the turbo-compressor system 32 can comprise several turbo-compressors.
  • a common layout is then to have two turbo-compressors, with the turbines being arranged in series in the exhaust line and with the corresponding compressors arranged in series in the intake line, as shown in Figures 1 and 2 with a high pressure turbine 34' being arranged upstream of low pressure turbine 34".
  • the high pressure turbine 34' drives a high pressure compressor 36' which is located downstream in the intake line of a low pressure compressor 36" driven by the low pressure turbine 34'.
  • other layouts are possible, for example with the turbines in parallel in the exhaust line and/or with the compressors in parallel in the intake line.
  • the engine arrangement could also comprise an electrically driven compressor in the intake line and/or a compressor driven mechanically by the engine crankshaft through an appropriate mechanical transmission.
  • the engine arrangement may comprise, in the intake line 18, one or several "charge air coolers" 37 for cooling the intake gases before they are delivered to the engine 12.
  • Such charge air coolers 37 are provided downstream of at least one compressor of the compressor system 32.
  • the embodiments of figures 1 and 2 have two such charge air coolers 37, one located between the low pressure compressor 36" and the high pressure compressor 36', and one located downstream of the high pressure compressor 36' in the intake line 18.
  • the embodiment of Figure 6, having only one turbocharger exhibits only one such charge air cooler 37 in the intake line between the compressor 36 and the engine 12.
  • the engine arrangement further comprises an exhaust gas recirculation (EGR) system 38 which is external to the engine 12 itself.
  • EGR exhaust gas recirculation
  • the EGR system comprises at least:
  • one principal intake-side conduit INT fluidically connected to the intake line 18 at a branch-in location Bl for conveying recirculated exhaust gases from the exhaust line to the intake line.
  • the exhaust gases recirculation system comprises a single rotary valve 39 having at least three opening ports and a rotary body, each of said opening ports being fluidically connected to one different of the exhaust gases recircu lation system conduits.
  • the recirculated exhaust gases, or EGR gases are a portion of the exhaust gases coming out of the engine cylinders which are recirculated at least once through the engine cylinders for participating in a further combustion event. In the shown embodiments, it is clear that this recirculation is achieved via the EGR system 38 which is external to the engine itself.
  • the lower pressure exhaust-side conduit EXLP forms, together with intake- side conduit INT, part of a lower pressure EGR circuit inasmuch as the EGR gases circulating in that circuit are taken from the exhaust line downstrea m of at least one expander (in this case a turbine of a turbo-compressor) and that they are therefore at a lower pressure than if they had been taken upstream of said at least one expander.
  • at least one expander in this case a turbine of a turbo-compressor
  • the higher pressure branch-out location BOHP for the higher pressu re exhaust-side conduit EXHP is located in the exhaust line 24 in the exhaust conduit 27 upstream of the sole or most upstream turbine 34, 34', or at the entry of the sole or most upstream turbine 34, 34'.
  • the higher pressure branch-out location BOHP may be located as close as possible to the engine 12, i.e. where the pressure is the highest in the exhaust line 24, for example located at or near an exhaust manifold.
  • the higher pressu re branch-out location BOHP for the higher pressure exhaust-side conduit EXHP is therefore located in the exhaust line 24 upstream of the sole turbine 34.
  • the higher pressure branch-out location BOHP for the higher pressure exhaust-side conduit EXH P could be located in the exhaust line 24 between an upstream and a downstream turbine, provided that there would be at least one turbine between the higher pressure branch-out location BOHP for the higher pressure exhaust- side conduit EXH P and the lower pressure branch-out location BOLP for the lower pressure exhaust-side conduit EXLP.
  • the lower pressure branch-out location BOLP for the lower pressure exhaust-side conduit EXLP is located in the exhaust line 24 downstream of the sole turbine 34.
  • the turbo-compressing system comprises several turbines 34' 34" in series in the exhaust line, i.e. with a downstream or low pressure turbine 34" receiving at its input exhaust gases coming from the output of an upstream or high pressure turbine 34'
  • the lower pressure branch out location BOLP where the lower pressu re exhaust-side conduit EXLP is connected to the exhaust line 24 could be located downstream of all turbines, or can be located between an upstream turbine 34' and a downstream turbine 34", such as shown in Figure 1.
  • the lower pressure branch-out location BOLP is preferably located upstream of at least one of:
  • any of such devices located in the exhaust line would generate a resista nce to the flow of exhaust gases, and therefore create a cou nter pressure at the lower pressure branch-out location BOLP which would facilitate the circulation of EGR gases through the EGR system from the exhaust line 24 towards the intake line. Nevertheless, any of such devices could also be located upstream of the branch-out location BOLP.
  • the branch-in location Bl at which intake-side conduit INT is connected to the intake line can be located in between two compressors arranged in series, as is shown in figure 1, although it could be located as u pstream of all compressors in the intake line.
  • higher pressure and lower pressure used in connection with the branch-out locations and in connection with conduits are used to indicate the relative pressure levels between two locations or two conduits, not necessarily implying specific absolute pressure levels, nor necessarily implying that they are respectively the highest or the lowest pressure levels in the exhaust or intake lines.
  • the branch-in location Bl could be formed in a Venturi system where the flow of gases in the intake line would generate a lower pressure zone to facilitate the circulation of EGR gases through the EGR line from the exhaust line towards the intake line.
  • one or several heat exchangers can be installed on an intake- side conduit for cooling the EGR gases flowing towards the intake line.
  • a cooler 35 is represented in the embodiment of Figure 6.
  • the engine arrangement further comprises, in the EGR system 38, a rotary flow control valve 39 for controlling the flow of EGR gases, but also for controlling a flow of turbine by-pass gases.
  • the rotary valve can be driven for example by an electric motor controlled in a conventional way through a controller, such as an electronic control unit, which can be a dedicated controller or which can be shared with other elements of the engine arrangement.
  • the controller can be formed of several units operatively connected one to the other.
  • the controller 48 has access to one or several operating parameters of the engine arrangement, for example through a digital communication network such as a CAN-bus.
  • the controller 48 for the rotary control valve 39 can include a PID controller.
  • the controller ca n for example have as an input a target EGR rate (which may be expressed as a percentage of EGR gases in the total amount of intake gases fed to the engine by the intake line - this rate may be expressed as a function, a map, or a table depending on engine arrangement operating conditions such as engine torque and speed), and the flow of EGR gases in the EGR system 38.
  • the flow of EGR gases may be determined in various ways, for example using on or several flow rate sensors in the EGR system conduits, possibly in combination with a temperature sensor and/or a pressure sensor.
  • the EGR system 38 comprises only three conduits, namely:
  • the three conduits are connected through a three way rotary valve 39 having 3 ports, each port being connected to one of the higher pressure exhaust-side conduit EXHP, of the lower pressure exhaust-side conduit EXLP and of the principal intake-side conduit INT.
  • the rotary valve 39 may comprise a valve housing 50 of circu lar cylindrical shape wherein an internal volume 52 is defined by an internal circular cylindrical surface 54 around a central axis AO.
  • the valve housing 50 has three ports 56a, 56b and 56c (visible on Figure 1) which com municate with internal volume 52 through port openings 58a, 58b, 58c respectively, which are formed in the internal circular cylindrical surface 54 to allow entry or exit of exhaust gases in or out of the valve internal volume 52, the 3 port openings being angularly spaced around the central axis AO.
  • the ports 56a, 56b, 56c are arranged in that order around central axis AO and are respectively connected to the higher pressure conduit exhaust-side EXH P, to the lower pressure conduit exhaust-side EXLP and to the intake-side conduit INT.
  • the ports and port openings are regularly spaced around central axis AO, i.e. located at 120 degrees of each other around AO, but other designs are possible.
  • the port openings may have a certain angu lar extent P around AO, depending on the diameter of the port opening, which will be chosen as a fu nction of the wanted fluid section passage, and on the diameter of the valve housing. For port openings having a 40 mmm diameter, and a valve housing having a 90 mm internal volu me diameter, this would amount to approximately 50° of angu lar port extent P.
  • inter-port sectors 59ab, 59bc and 59ca of the internal circular cylindrical surface 54 are defined, each extending between two adjacent port openings (with first inter-port sector 59ab between first and second port openings 58a 58b, second inter-port sector 59bc between second and third port openings 58b 58c, and third inter-port sector 59ca between third and first port openings 58c 58a), and each having an angular extent IP arou nd the central axis AO, for example 70° with the numeral values above for the port angular extent.
  • the rotary valve 39 has a rotary valve body 60 received in the internal volume 52 of the valve housing and able to rotate around the central axis AO, for example under the action of an electric motor as explained above.
  • the body 60 is designed to as be able to shut-off either only one of the port openings, or two port openings simultaneously.
  • the valve body therefore rotates with respect to the valve housing arou nd the axis AO which is perpendicu lar to an axis of each port opening.
  • the ports and port openings are arranged radially around the axis AO of the valve housing and of the rotary valve body.
  • the various positions or range of positions of the valve body around its rotation axis determine which ports of the va lve are set in fluid communication.
  • the body exhibits an obstructing sector 62, which is for example formed by an external circular cylindrical su rface of the body 60 cooperating intimately with the internal circu lar cylindrical surface 54 of the housing 52.
  • the obstructing sector 62 may be equipped with seals in contact with the internal circular cylindrical surface 54 of the housing 52 to achieve good sealing properties.
  • a reasonable a mount of leakage may be tolerable, preferably lower than 5 percent of the flow through the valve when two ports are set in communication.
  • the obstructing sector 62 is a single obstructing sector and extends continuously over an angular extent OS.
  • the obstructing sector should preferably fulfill the below conditions:
  • valve In a regularly arranged valve (three ports of equal angular extent and three inter-port sectors of equal extent), as shown on the figures 1A- ID, the valve may be defined with the following approximate dimensions:
  • the rotary valve body does not occupy the full internal volume 52 so as to make room in the internal volume 52 for a flow chamber, which, depending on the position of the body, is able to set into communication any two adjacent port openings.
  • the flow chamber has an available fluid section at least equal to the section of the port openings 58.
  • the body 60 may have, opposite its obstructing sector, a generally concave wall 64 to maximize the chamber flow section.
  • the body 60 is contained in a volume representing approximately half of the internal volu me 52.
  • the rotary valve may be controlled so that its body may be set in any of the following positions:
  • a variable cross section through the valve 39 can be created by rotating the body so that it partially closes one of the port openings 58a, 58b connected to an exhaust-side conduit, without opening the port opening connected to the intake-side conduit I NT, so as to control the amount of exhaust gas allowed to bypass the turbine 34'.
  • a variable cross section through the valve 39 can be created by rotating the body so that it partially closes one of the port openings 58b, 58c connected to lower pressure exhaust-side conduit EXLP or to the intake-side conduit INT, without opening the port opening 58a connected to the higher pressure exhaust-side conduit EXH P, so as to control the amount of exhaust gases recirculated at lower pressure.
  • a variable cross section through the valve 39 can be created by rotating the body 60 so that it partially closes one of the ports 58b, 58c connected to the higher pressure exhaust-side conduit EXHP or to the intake-side conduit I NT, without opening the port connected to the lower pressure exhaust-side conduit EXLP, so as to control the amount of gas recirculated at higher pressure.
  • the rotary valve is configured to be able to achieve each of the higher pressure exhaust gas recircu lation mode, of the lower pressure exhaust gas recirculation mode exclusively and of the turbine by-pass mode exclusively of the other modes. I n a given mode, the rotary valve connects at most two port openings simultaneously through the valve.
  • the rotary valve 39 is configured to be able to achieve a blocking mode where no port opening is connected to another port opening through the valve. This may be achieved with the valve of Figures 1A to ID with the rotary body in a position where it blocks two port openings. These two openings could be openings 58b and 58c connected respectively to the lower pressure exhaust-side conduit EXLP and to the intake-side conduit INT, as shown in Figure ID, but this particu lar design would allow any combination of two ports to be closed by the rotary body.
  • the branch-out location BOLP of the lower pressure exhaust-side conduit EXLP could be located downstream of the low pressure turbine 34", or downstream of all turbines.
  • the layout of the embodiment Figure 2 is identical to that of figure 1, with the only differences that the exhaust gas recirculation system 38 comprises an additional or second lower pressure exhaust-side conduit EXLP2, in addition to the a main or first lower pressure exhaust-side conduit EXLP1, both being connected to the exhaust line downstream of a least one turbocharger turbine of the turbocharger system.
  • Each of the lower pressure exhaust-side conduits has its own branch-off location BOLP1, BOLP2 for fluid connection to the exhaust line 27.
  • Branch-off locations BOLP1, BOLP2 are located in the exhaust line at points which are preferably at a similar pressure level, downstream of at least one turbine, possibly downstream of all turbines, preferably not on either sides of a turbine.
  • both of the lower pressure exhaust-side conduits EXLP1 EXLP2 are said to belong to the exhaust gases recirculation system 38 because both are connected to the single rotary valve 39 which controls the EGR system, and even though, as will be seen later on, one of these conduits is not flown through by EGR gases but only by exhaust gases which are caused to by-pass the turbine.
  • the single rotary valve comprises at least 4 ports 56a, 56b, 56c, 56d, each of said ports being fluidically connected to one different of the conduits EXH P, EXLP1, EXLP2, INT of the exhaust gases recirculation system 38.
  • Figure 3 is shown a 4-way rotary valve which can be used with the arrangement of Figure 2.
  • the rotary 4-way flow control valve of Figure 3 comprises a valve housing 50 of circular cylindrical shape wherein an internal volume 52 is defined by an internal circular cylindrical su rface 54 around a central axis AO.
  • the valve housing 50 has four ports 56a, 56b, 56c and 56d (shown on Figure 2) which communicate with internal volume 52 through port openings 58a, 58b, 58c and 58d respectively, which are formed in the internal circular cylindrical surface 54 to allow entry or exit of exhaust gases in or out of the valve internal volume 52, the 4 port openings being angularly spaced a round the central axis AO.
  • the four port openings may be irregularly spaced around AO. Each port opening has two adjacent port openings which are located the closest to that port opening in terms of angular position around AO. The other of the four port openings is considered as the non- adjacent port opening, or opposed port opening.
  • the angular position of a port opening around the central axis may be defined by its radial axis RAa, RAb, RAc, RAd, said axis being an axis perpendicular to the central axis AO and passing through the center of the port opening.
  • the port openings may be arranged such that each pair of non-adjacent port openings are diametrically opposed, i.e. with their respective radial axis being aligned. Such a configuration is found in the embodiment of Figure 3 where the port openings 58a and 58c are diametrically aligned, as well as port openings 58b and 58d.
  • each port opening has two adjacent port openings which are located at a different angular distance.
  • the angular distance between two closely arranged port openings can be for example 70°, such as when considering port couple 58a and 58b or port couple 58c and 58d, or can be 110° such as when considering port couple 58a and 58d or port couple 58b and 58c.
  • the port openings may have a certain angular extent P around AO, depending on the diameter of the port opening, which will be chosen as a function of the wanted fluid section passage, and on the diameter of the valve housing.
  • the four port openings may have the same angular extent. However, some port openings may exhibit a different angular extent. For port openings having a 40 mmm diameter, and a valve housing having a 160 mm internal volume diameter, this would amount to approximately 28° of angular port extent P.
  • inter-port sectors 59ab, 59bc, 59cd and 59da of the internal circular cylindrical surface 54 are defined, each extending between two adjacent port openings (with first inter-port sector 59ab between first and second port openings 58a 58b, second inter-port sector 59bc between second and third port openings 58b 58c, third inter-port sector 59cd between third and fourth port openings 58c 58d, and fourth inter-port sector 59da between fourth and first port openings 58d 58a), and each having an angular extent around the central axis AO, for example around 45° or 80° with the numeral values above for the port angular extent, taking into account that the ports are arranged by pairs diametrically opposed.
  • two of the inter-port sectors are therefore narrower than the two others.
  • a rotary valve body 60 is received in the internal volume of the valve housing and is able to rotate around the central axis AO, for example under the action of an electric motor as explained above.
  • the valve body rotates with respect to the valve housing around the axis AO which is perpendicular to an axis of each port opening.
  • the ports and port openings are arranged radially around the axis AO of the valve housing and of the rotary valve body.
  • the various positions or range of positions of the valve body around its rotation axis with respect to the valve housing determine which ports of the valve are set in fluid communication.
  • the rotary valve body has a separation wall 64 extending across the internal volume 52 to divide the internal volume in two separate flow chambers 52A, 52B thanks to a first obstructing sector 621 and a second obstructing sector 622 of the wall 64 which cooperate with the inter-port sectors 59ab, 59bc, 59cd and 59da of the internal circular cylindrical surface 54 to fluidically separate the two flow chambers 52A, 52B.
  • the separation wall 64 may extend along the whole dimension of the internal chamber 52 along axis AO.
  • the separation wall 64 extends across the internal volume 52 along a main direction perpendicu lar to central axis AO. I n the shown example, the two obstructing sectors 621 and 622 are at opposite ends of the wall 64 along the main direction.
  • the obstructing sectors may each be formed by a sector of a convex external circular cylindrical surface, which has the central axis AO as axis, and which has a radius nearly equal, but slightly smaller than that of the internal circular cylindrical surface 54.
  • the obstructing sectors 621, 622 may be equipped with seals in contact with the internal circular cylindrical surface 54 of the housing 52 to achieve good sealing properties. However, a reasonable amount of leakage may be tolerable, preferably lower than 5 percent of the flow though the valve when two ports are set in communication. Therefore, the seals may be omitted and an adequate degree of separation between the flow chambers may be obtained thanks to the clearance between the obstructing sectors and the internal circular cylindrical surface 54 being minimal.
  • the obstructing sectors 621, 622 of the valve body and the port openings 58a to 58d of the valve housing are arranged such that a first and a second adjacent port opening may be set in commu nication through one of the flow chambers 52A, 52B, while a third port opening is obstructed by an obstructing sector.
  • the fourth port opening is preferably either obstructed, or in communication only with the other flow chamber. Thereby, this fourth port opening is not set in communication with any other port opening. Thanks to this feature, the rotary valve is a ble to set in communication exclusively two adjacent port openings.
  • obstructing sectors 621,622 of the valve body and the port openings 58a to 58d of the valve housing may be arranged such that, for a further position or range of positions of the valve body, the first and second adjacent port openings are set in only partial communication, while the third port opening is maintained obstructed by an obstructing sector. Thanks to this feature, the flow through the second and third ports may be proportionally controlled, while there is no flow through the third and fourth ports.
  • the obstructing sectors of the valve body comprise a wider 621 and a narrower 622 obstructing sector which are of a different angu lar extent, respectively OS1 and OS2, around the central axis AO.
  • the angular extent OS1 of the wider obstructing sector 621 can be of around 80° and that OS2 of the narrower one 622 can be of around 30 degrees.
  • the obstructing sectors 621, 622 are arranged so that, for a certain range of angular positions of the body, the wider obstructing sector 621 obstructs a given port opening while the narrower obstructing sector 622 only partially obstructs the port opening which is not adjacent to the given port opening, the degree of obstruction of the not adjacent port opening being variable over the range of angular positions.
  • each flow chamber 52A, 52B is delimited, radially with respect to the central axis AO:
  • the flow chambers are not limited radially towards the exterior by the valve body
  • the flow chambers have an angular extent FCA, FCB around central axis AO which corresponds to the angular extent between the two obstructing sectors, on the corresponding side of the separation wall 64.
  • the flow chambers exhibit an open sector along their whole angula r extent FCA, FCB, being devoid of any obstructing sector which may obstruct a port opening.
  • the angular extent of an open sector of a flow chamber is at least equal to the angular extent of two adjacent port openings plus the angular extent of the inter-port sector between those two port openings. Such feature may provide that, for at least one position of the valve body, the valve allows unrestricted flow through both valve openings which are set in communication by the flow chamber.
  • At least one of flow chambers exhibits an open sector which has an extent FCA, FCB so as to allow unobstructed flow of fluid through the corresponding chamber from at least one port opening to only one adjacent port opening.
  • the lateral surfaces 61A, 61B of the separation wall 64 are for example surfaces which are parallel to central axis AO. Each lateral surface may extend from an edge of one obstructing sector to an edge the other obstructing sector. They may be concave.
  • the separation wall 64 is symmetrical with respect to one diametrical plane DP of the rotary body, containing the central axis AO.
  • the obstructing sectors are arranged at opposite ends of that diameter of the valve rotary body.
  • the angular extent of the narrower 622 obstructing sector is at least as large as the angular extent of a port opening.
  • the narrower obstructing sector 622 may obstruct that port as well as a ny other port having an angu lar extent narrower or equal to that of the narrower obstructing sector.
  • the narrower obstructing sector 622 is narrower in angular extent than at least one of the inter-port sectors, preferably narrower than the smallest of the inter-port sectors. This allows that the narrower obstructing sector 322 may separate the two ports on each side of the inter-port sector, without obstructing any of the two ports.
  • the angu lar extent of the wider obstructing sector is wider than, but preferably at least twice as large as the angular extent of a port opening.
  • valve body 60 obstructs both opening ports of one pair of opposed port openi ngs
  • valve body 60 obstructs one opening port of the pair and at least partially clears the other port of the pair of opposed port openings.
  • valve 39 as shown in Figure 3 may have the following dimensions, in terms of angular extent around the central axis AO:
  • a fourth port opening 58d is connected to the intake-side conduit I NT.
  • FIG 3A the arrangement is shown in an exclusive tu rbine by-pass mode, with no flow of EGR gases towards the intake.
  • the third port opening 58c connected to the main lower pressure exhaust-side conduit EXLP1 is obstructed by the wider obstructing sector 621, while the narrower obstructing sector 622 only partially obstructs the first port opening 58a connected to the higher pressure exhaust-side conduit EXHP.
  • the first port opening 58a connected to the higher pressure exhaust-side conduit EXH P is partially set in fluid communication with second port opening 58b connected to the second lower pressure exhaust-side conduit EXLP2 through a first flow chamber 52A.
  • the fourth port opening 58d connected to the intake-side conduit I NT is in communication only with the second flow chamber 52B.
  • the arrangement is shown in an exclusive lower pressure EGR mode, with no flow of HP EGR gases towards the intake-side conduit I NT, and no flow by-passing the turbine.
  • the second port opening 58b connected to the second lower pressure exhaust-side conduit EXLP2 is obstructed by the wider obstructing sector 621, while the narrower obstructing sector 622 only partially obstructs the fourth port opening 58d connected to the intake-side conduit INT.
  • the fourth port opening 58d is partially set in fluid communication with third port opening 58c through the second flow chamber 52B.
  • the first port opening 58a connected to the intake-side conduit I NT is in communication only with the first flow chamber 52A.
  • FIG 3C the arrangement is shown in a combined turbine-bypass and low pressure EGR mode.
  • First and second port openings 58a 58b are set in full communication through the second flow chamber 52B, achieving full turbine by-pass flow, while third and fourth port openings 58c, 58d are set only partially in communication through the first flow chamber 52A, thereby achieving controlled flow of low pressure EGR gases.
  • the wider obstructing sector 621 partially obstructs fourth port opening. Range of position around position 3B makes it possible to fully control the flow of lower pressure EGR gases.
  • Figure 3D shows the same mode as Figure 3C, but with full lower pressure EGR flow and controlled partial flow of turbine by-pass gases.
  • valve 39 is shown in a blocking mode where no gases can flow through the valve.
  • Two diametrically opposed port openings in this case the second and the fourth port openings, are simultaneously fully obstructed, respectively by the wider and by the narrower obstructing sectors 621, 622.
  • the other two port openings are set in communication only with one of the two respective flow chambers, and are therefore separated fluidically by the separation wall.
  • valve housing 50 exhibits four ports and port openings 58a, 58b, 58c, 58d which are arranged at regular angular distance one from the other, i.e. with their at 90° one from the other.
  • valve body 60 is not symmetrical, so that the wider and narrower obstructing sectors 621, 622 are not diametrically opposed.
  • the wider and narrower obstructing sectors 621, 622 are asymmetrical in the angu lar extent, but also in their angula r position, with their respective median axis MAI, MA2 (as defined by a radial direction perpendicular to central axis AO, intersecting central axis AO, and going thought the middle of the angular extent of the corresponding obstructing sector), which are not aligned.
  • valve according to Figures 4A to 4C exhibits at least four positions where one port is obstructed while the three other parts are unobstructed or substantially unobstructed.
  • the narrower obstructing sector does not obstruct a port opening and is only used for achieving separation between first and second flow chambers 52A, 52B.
  • valve 39 as shown in Figures 4A-4E may have the following dimensions, in terms of angular extent around the central axis AO:
  • valve is shown as it could be arranged in the arrangement of Figure 2, with:
  • FIG. 4E blocking mode, with fourth port opening obstructed by the wider obstructing sector 621, communication between second and third port openings through first flow chamber 52A, first port opening only in communication with second flow chamber 52B.
  • this mode it can be noted that fluid could flow through the second and third port openings, via the first flow chamber 52A, but the pressure levels in the two exhaust-side lower pressure conduits being substantially similar, it is expected that little flow would occur through the valve, and in any case, any flow through the valve would not have any significant impact on the engine arrangement operation.
  • I n figures 5A to 5G is shown a further variant of a four way rotary control valve which can be used in an engine arrangement according to the invention.
  • the valve housing 50 exhibits four ports and port openings 58a, 58b, 58c, 58d which are arranged at irregular angular distance one from the other, with no port being diametrically opposed to any other.
  • the valve body 60 is not symmetrical, so that the wider and narrower obstructing sectors 621, 622 are not diametrically opposed.
  • the wider and narrower obstructing sectors 621, 622 are asymmetrical in angular extent, but also in their angular position, with their respective median axis which are not aligned.
  • the narrower obstructing sector does not obstruct a port opening and is only used for achieving separation between first and second flow chambers 52A, 52B.
  • valve 39 as shown in Figures 5A-5G may have the following dimensions, in terms of angular extent around the central axis AO:
  • This valve can be used in the layout of the engine arrangement as shown on figure 2, with the same connections between port openings and conduits as detailed for the embodiment of figures 4A-4E.
  • FIG. 5B shows an exclusive lower pressure EG mode, with second port opening obstructed by the wider obstructing sector 621, communication between third and fourth port openings through second flow chamber 52B, first port opening only in communication with first flow chamber 52A.
  • the narrower obstructing sector obstructs partially the fourth port opening connected to the intake-side conduit.
  • I n the range of positions around that of Figure 5B, it will be understood that it is possible to vary the degree of obstruction of the fourth port, without modifying the situation for the other ports, thereby achieving proportional control of the flow of lower pressure EGR gases through the valve, at least through a span of degree of obstruction, for example a span from 0 to approximately between 80% and 90% of obstruction.
  • FIG. 5C shows a combined turbine by-pass and lower pressure EGR mode, with communication between first and second port openings through first flow chamber 52A, and with commu nication between third and fourth port openings through second flow chamber 52B.
  • the wider obstructing sector 621 cooperates with the second inter-port sector 59bc
  • the narrower obstructing sector 622 cooperates with the fourth inter-port sector 59da.
  • the wider obstructing sector partially obstructs the third port opening (to a varying extent when considering the range of positions around that of figure 5C), thereby allowing proportional control of the flow of lower pressure EGR gases though the valve, at least through a span of degrees of obstruction.
  • FIG. 5D shows a very similar mode to that of figure 5C, with combined tu rbine bypass and lower pressure EGR.
  • the va lve body has been rotated nearly 180° so that the wider obstructing sector 621 cooperates with fourth the inter-port sector 59da, while the narrower obstructing sector 622 cooperates with the second inter-port sector 59bc, and so that all port openings are fully cleared, thereby achieving full flow of turbine by-pass gases and of lower pressu re EGR gases through the valve 39.
  • FIG. 5E shows a very similar mode to that of figure 5D, with combined turbine by- pass and lower pressure EGR.
  • the valve body has been rotated so that the wider obstructing partially obstructs the first port opening (to a varying extent when considering the range of positions around that of figu re 5C), thereby allowing full proportiona l control of the flow of turbine by-pass gases though the valve, over the whole span from 0 to 100%.
  • FIG. 5F shows a n exclusive higher pressure EGR mode, with second port opening 58b obstructed by the wider obstructing sector 621, commu nication between first and fourth port openings through first flow cha mber 52A, and with third port opening only in communication with second flow chamber 52B.
  • FIG. 5G shows a blocking mode, with first port opening 58a obstructed by the wider obstructing sector, communication between second 58b and third 58c port openings through second flow chamber 52B, fourth port 58d opening only in communication with first flow chamber 52A.
  • this mode also, although fluid could flow through the second and third port openings, via the second flow chamber 52B, but the pressure levels in the two exhaust-side lower pressure conduits being substa ntially similar, it is expected that little flow would occur through the valve, and in any case, any flow through the valve would not have any significant impact on the engine arra ngement operation.
  • I n figure 6 is shown another embodiment of an engine arrangement 10 according to the invention.
  • a first difference with the layouts of Figure 1 and 2 is that the engine arrangement is shown to have only one turbocharger 34, 36.
  • the engine arrangement comprises an exhaust gases recirculation system comprising:
  • a principal or lower pressure intake-side conduit INTLP connected to the intake line, which is connected at a lower pressure branch-in location BILP upstream of at least one compressor of the turbocharger system, in this case upstrea m of the sole compressor 36.
  • the exhaust gas recirculation system comprises an additional higher pressure intake-side conduit INTHP connected to the intake line 18 downstream of a least one turbocharger compressor, at a branch-in location BIHP, in this case downstream of the sole compressor 36.
  • the engine arrangement of figure 6 comprises a single rotary valve having at least 4 ports 56a, 56b, 56c, 56d, each of said ports being fluidicaliy connected to one different of the condu its EXH P, EXLP, INTLP, INTHP of the exhaust gases recirculation system 38.
  • variants of the layout of Figure 6 include engine arrangements having two turbochargers in series, as shown in the layout of Figure 1.
  • the second turbocharger could be installed according to any of the following layouts: - turbine upstream of the higher pressu re branch-out location BOH P in the exhaust line, and compressor in the intake line downstream of the connection BIH P of the higher pressure intake-side conduit INTHP to the inta ke line;
  • an EGR cooler 35 is shown on the lower pressure intake-side conduit INTLP. Also, a charge air cooler 37 is shown on the inta ke line downstream of the higher pressure branch-in location BIHP. Other coolers could be provided.
  • Figure 6 can be implemented with any of the above mentioned valve designs. However, it can be implemented for example with the valve design as described above in connection with Figure 3.
  • Figures 7A-7F are shown various operating modes of the engine arrangement which can be obtained when the valve design of Figure 3 is used in a layout as described in Figure 6.
  • the valve is arranged as follows:
  • FIG. 7A shows a n exclusive turbine by-pass mode, with fourth port opening obstructed by the wider obstructing sector 621, communication between second and third port openings through first flow chamber 52A, first port opening 58a only in communication with second flow chamber 52B.
  • the narrower obstructing sector 622 obstructs pa rtially the second port opening connected to the higher pressure exhaust-side conduit EXH P.
  • EXH P exhaust-side conduit
  • FIG. 7B shows an exclusive lower pressure EGR mode, with second port opening obstructed by the wider obstructing sector, communication between third and fourth port openings through second flow chamber 52B, second port opening only in communication with first flow chamber 52A.
  • the narrower obstructing sector 622 obstructs partially the fourth port opening connected to the lower pressure intake- side conduit INTLP.
  • FIG. 7C shows a combined higher pressure EGR and lower pressure EGR mode, with communication between first and second port openings through second flow chamber 52B, and with communication between third and fourth port openings through first flow chamber 52A.
  • the wider obstructing sector 621 cooperates with the fourth inter-port sector 59da
  • the narrower obstructing sector 622 cooperates with the second inter-port sector 59bc.
  • full flow is available for both higher pressure EGR gases and for the lower pressure EGR gases.
  • the wider obstructing sector 621 may partially obstruct the fourth port opening 58d or the first port opening 58a (to a varying extent when considering the range of positions around that of figure 7C), thereby allowing full proportional control of the flow either of the higher pressure EGR gases or of the lower pressure EGR gases through the valve.
  • the same mode could be obtained by rotating the valve body by 180°. This mode allows having simultaneously a flow of higher pressure EGR gases and a flow of lower pressure EGR gases.
  • FIG. 7D shows an exclusive compressor by-pass mode, were the second port opening 58b is fully obstructed by the wider obstructing sector while the fourth port opening 58d is partially obstructed by the narrower obstructing sector 622, and is set in communication with the first port opening 58a via the first flow chamber 52A.
  • the third port opening 58c is connected only to the second flow chamber 52B and is isolated from all other port openings.
  • the range of positions around the position of Figure 7D allows full proportional control of the flow of gases by-passing the compressor 36 through the valve 39.
  • Such compressor by-pass may be used to promote heating-up of the engine arrangement.
  • FIG. 7E shows an exclusive higher pressure EG mode, with third port opening obstructed by the wider obstructing sector 621, communication between first and second port openings through first flow chamber 52A, and with fourth port opening only in communication with second flow chamber 52B.
  • the range of positions around the position of Figure 7D allows full proportional control of the flow of higher pressure EGR gases through the valve 39.
  • FIG. 7F shows a blocking mode, where no gases can flow through the valve.
  • Two diametrically opposed port openings in this case the first and the third port openings, are simultaneously obstructed, respectively by the wider and by the narrower obstructing sectors 621, 622.
  • the other two port openings are set in communication only with one of the two respective flow cha mbers 52A, 52B, and are therefore separated fluidically by the separation wall 64.
  • the same blocking mode can be obtained with the obstructing sectors blocking simultaneously the second and fourth opening ports.
  • FIGS 8A-8E shows an embodiment of the invention very close to the embodiment of figures 7A-7F, with the use of a valve as depicted in Figure 3 in an engine arrangement layout as shown in Figure 6.
  • the valve is connected differently, with:
  • Figu res 8A-to 8E wou ld allow a further combined compressor and turbine by-pass mode.
  • Figures 9A to 9E is shown a further embodiment of a four way rotary valve 39 which can be used in an engine arrangement according to the invention.
  • the valve housing 50 exhibits fou r ports and port openings 58a, 58b, 58c, 58d which are arranged at irregular angular distance one from the other, with no port being diametrically opposed to any other.
  • the valve body 60 is not symmetrical, so that the wider and narrower obstructing sectors 621, 622 are not diametrically opposed.
  • the wider and narrower obstructing sectors 621, 622 are asymmetrical in angular extent, but also in their angu lar position, with their respective median axis MAI, MA2. which are not a capitad.
  • the narrower obstructing sector may however obstruct a port opening.
  • valve 39 as shown in Figures 9A-9G may have the following dimensions, in terms of angular extent around the central axis AO:
  • This valve can be used in the layout of the engine arrangement as shown on figure 6, with the following connections in the EGR circuit:
  • FIG. 10A to 10E On Figures 10A to 10E is shown a further embodiment of a four way rotary valve 39 which can be used in an engine arrangement according to the invention.
  • the valve housing 50 exhibits four ports and port openings 58a, 58b, 58c, 58d which are arranged at irregular angular distance one from the other, with no port being diametrically opposed to any other.
  • the valve body 60 is not symmetrical, so that the wider and narrower obstructing sectors 621, 622 are not diametrically opposed.
  • the wider and narrower obstructing sectors 621, 622 are asymmetrical in angular extent, but also in their angular position, with their respective median axis MAI, MA2 which are not aligned. In this design, the narrower obstructing sector may however obstruct a port opening.
  • valve 39 as shown in Figures 10A-10E may have the following dimensions, in terms of angular extent around the central axis AO:
  • This valve can be used, for example, in the layout of the engine arrangement as shown on figure 6, with the following connections in the EGR circuit:
  • FIG 11A-11E is shown another embodiment of a four way rotary valve 39 which can be used in any of the arrangements as those shown in figures 2 or 6 or any variant thereof.
  • the 4 ports are arranged by pairs where two opening ports of the same pair are diametrically opposed with respect to central axis;
  • the obstructing sectors of the valve body comprise a wider 621 and a narrower 622 obstructing sectors which are of a different angular extent around the central axis;
  • the separation wall 64 is symmetrical with respect to a diametrical plane DP of the rotary body
  • the angular extent of the narrower obstructing sector 622 is at least as large as the angular extent of a port opening, preferably at least as large as the angular extent of any of the port openings;
  • the angular extent of the wider obstructing sector 621 is at least twice as large as the angular extent of a port opening, preferably twice as large as the angular extent of any of the port openings;
  • each flow chamber extends angularly around the central axis along an open sector between the two obstructing sectors, and both of the open sectors have an extent so as to allow unobstructed flow of fluid through the corresponding chamber from one port opening to only one adjacent port opening.
  • the wider obstructing sector 621 is preferably narrower than at least one of the inter port sectors, preferably narrower than all the inter-port sectors.
  • the 4 port openings are arranged in diametrically opposite pairs, preferably regularly at 90° from each other as in the case of embodiment of Figu res 11A-11E. Especially in the latter case, the four port openings may have the same angular extent, so that the four inter-port sectors have also the same angular extent.
  • the embodiment of Figures 11A-11E has the fu rther features that the difference in angular extent between the two obstructing sectors is at least twice as large as the angular extent of a port opening. This allows that one port opening is fu lly cleared by the narrower obstructing sector 622 before the opposite port opening starts to be cleared by the wider obstructing sector 621.
  • the angular extent of the wider obstructing sector 621 may be at least three times as large as the angular extent of at least one of the port openings. Preferably, this is true for all ports.
  • valve 39 as shown in Figures 11A-11E may have the following dimensions, in terms of angular extent around the central axis AO:
  • Figu re 11 allows having the same possible sets of positions and operating modes for each of the four ports, thereby mu ltiplying the number of available modes of operation.
  • Figure HA shows a position of the valve 39 where the wider obstructing sector 621 obstructs the second port opening 58b, while the narrower obstructing sector obstructs the fourth port opening 58d.
  • the first port opening 58a is connected to only the first flow chamber 52A, so that no flow is possible though the first port opening.
  • the third port opening 58a is connected to only the second flow chamber 52B, so that no flow is possible through the third port opening 58c. This is a blocking state of the valve where no fluid may flow through the valve 39.
  • the valve body 60 has been rotated in one direction such that the fourth port opening 58d is now partially cleared by the narrower obstructing sector 622, and is now set in fluid communication with the third port 58c.
  • the wider obstructing sector still obstructs the second port opening 58b, and the first port opening is also still separated of all other ports.
  • a controlled amount of fluid may therefore flow through the second flow chamber 52B of the valve 39 between the third and fourth openings.
  • the valve body has been further rotated such that now the fourth port opening 58d is now fully cleared by the narrower obstructing sector 622, and is in fluid communication with the third port 58c, which itself is still fully cleared.
  • the wider obstructing sector still obstructs the second port opening 58b, and the first port opening 58a is also still separated of all other ports.
  • a fu ll flow of fluid may therefore flow through the second flow chamber 52B of the valve 39 between the third and fourth openings.
  • the range of positions between those of Figures 11A and 11C allows full proportional control of the flow between the third and fourth openings, while flow through the other two port openings remains blocked
  • valve body has been further rotated such that now the third and fourth port openings 58c, 58d remain fully cleared and in fluid commu nication through the second flow cha mber 52B.
  • the wider obstructing sector 621 now partially clears the second port opening 58b which is set in communication with the first port openings 58a, so that a controlled flow of fluid may therefore flow through the first flow chamber 52A of the valve 39 between the first and second port openings 58a, 58b, while a full flow of fluid may still flow through the second flow chamber 52B of the valve 39 between the third and fourth openings 58c, 58d.
  • valve body has been fu rther rotated such all ports are fully cleared by the obstructing sectors, so that a fu ll flow of fluid may flow through the first flow chamber 52A of the valve 39 between the first and second port openings 58a, 58b, while a full flow of fluid may still flow through the second flow chamber 52B of the valve 39 between the third and fourth openings 58c, 58d.
  • valve according to Figures 11A-11E allows full proportional control of the flow through the valve between any two adjacent port openings of the four port openings. It also allows controlling simulta neously two separate flows of fluid through the valve, where one flow can be fully proportionally controlled, while the other flow is set to full flow or no flow. It also allows controlling simultaneously two separate flows of fluid through the valve, where one flow can be fully proportionally controlled through any one of the pairs of adjacent port openings, while the other flow is set to fu ll flow or no flow through the other two port openings.
  • the valve of Figure 11A-11D can be used with the layout of Figure 2 with the same port connections as those explained in relation to the embodiment of figures 3A to 3F. It can be also used in the context of a layout as shown in figure 6, with the same port connections as those explained in relation to the embodiment of figures 7A to 7F, or with the same port connections as those explained in relation to the embodiment of figures 8A to 8E.
  • the EGR circuit is not limited to conveying EGR gases, but is also used to convey by-pass gases by-passing one or several compressors or bypassing one or several turbine of the turbocharging system.
  • the valve can be closed axially at its both ends along the central axis by two terminal surfaces of the valve housing perpendicular to the central axis AO, thereby fully delimiting the internal volume 52 of the valve in which the valve body can rotate.

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

Abstract

L'invention porte sur un agencement de moteur turbocompressé qui possède un système de recirculation des gaz d'échappement (38) qui comporte au moins : • des conduits côté échappement haute et basse pression (EXHP, EXLP) ; • un conduit côté admission principal (INT, INTLP, INTHP) relié au tube d'admission ; et qui comporte une soupape rotative unique (39) configurée de façon à définir au moins : • - un mode de recirculation des gaz d'échappement haute pression ; • - un mode de recirculation des gaz d'échappement basse pression ; • - un mode de dérivation de turbine. L'invention porte également sur une soupape rotative qui comporte : • au moins quatre ouvertures d'orifice (58a, …) ; un corps de soupape rotative (60) ayant une paroi de séparation (64) s'étendant de façon à diviser le volume interne en deux chambres d'écoulement séparées (52A, 52B), des première et deuxième ouvertures d'orifice adjacentes pouvant être mises en communication par l'intermédiaire de l'une des chambres d'écoulement, pendant qu'un troisième orifice est obstrué par un secteur d'obstruction.
PCT/IB2013/001907 2013-07-10 2013-07-10 Agencement de moteur turbocompressé ayant des installations de recirculation des gaz d'échappement et soupape de commande d'écoulement rotative WO2015004497A1 (fr)

Priority Applications (1)

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PCT/IB2013/001907 WO2015004497A1 (fr) 2013-07-10 2013-07-10 Agencement de moteur turbocompressé ayant des installations de recirculation des gaz d'échappement et soupape de commande d'écoulement rotative

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Cited By (17)

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CN105422324A (zh) * 2015-12-23 2016-03-23 吉林大学 一种实现高、低压egr可控引入装置
CN105422323A (zh) * 2015-12-23 2016-03-23 吉林大学 一种实现冷、热egr可控引入装置
FR3032485A1 (fr) * 2015-02-09 2016-08-12 Peugeot Citroen Automobiles Sa Ensemble moteur turbocompresse a deux conduits d’echappement avec ligne de recirculation
WO2016128642A1 (fr) * 2015-02-09 2016-08-18 Peugeot Citroen Automobiles Sa Ensemble moteur turbocompresse a deux conduits d'echappement avec ligne de recirculation
WO2017040541A1 (fr) * 2015-09-01 2017-03-09 B/E Aerospace, Inc. Robinet de distribution d'eau cruciforme pour système de plomberie d'office d'avion
WO2017100097A1 (fr) * 2015-12-07 2017-06-15 Achates Power, Inc. Traitement de l'air dans un moteur à pistons opposés très résistant
WO2018019558A1 (fr) * 2016-07-29 2018-02-01 IFP Energies Nouvelles Dispositif et méthode de contrôle de l'introduction conjointe d'air et de gaz d'échappement à l'admission d'un moteur à combustion interne suralimenté
US10017254B2 (en) 2015-07-30 2018-07-10 B/E Aerospace, Inc. Cruciform water distribution valve for aircraft galley plumbing system
WO2019077075A1 (fr) * 2017-10-19 2019-04-25 Renault S.A.S Vanne pour un circuit de fluide, notamment un circuit de recirculation des gaz d'échappement d'un moteur
DE102018104599A1 (de) * 2018-02-28 2019-08-29 Tenneco Gmbh Niederdruck EGR-System mit Turbo-Bypass
CN112459931A (zh) * 2020-11-10 2021-03-09 渭南美益特发动机减排技术有限公司 一种径向面密封的egr旁通阀
US11168797B2 (en) 2017-08-24 2021-11-09 Vitesco Technologies USA, LLC Combination multi-port valve
EP4080036A1 (fr) * 2021-04-21 2022-10-26 Volvo Truck Corporation Système de moteur à combustion interne
US11629791B2 (en) 2017-08-24 2023-04-18 Vitesco Technologies USA, LLC Combination multi-port valve
US11703135B2 (en) 2021-12-03 2023-07-18 Vitesco Technologies USA, LLC Multi-port coolant flow control valve assembly
US11719350B2 (en) 2019-06-12 2023-08-08 Vitesco Technologies USA, LLC Coolant flow control module
US11988290B2 (en) 2021-11-02 2024-05-21 Vitesco Technologies USA, LLC Coolant flow control valve

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FR3032485A1 (fr) * 2015-02-09 2016-08-12 Peugeot Citroen Automobiles Sa Ensemble moteur turbocompresse a deux conduits d’echappement avec ligne de recirculation
WO2016128642A1 (fr) * 2015-02-09 2016-08-18 Peugeot Citroen Automobiles Sa Ensemble moteur turbocompresse a deux conduits d'echappement avec ligne de recirculation
US10017254B2 (en) 2015-07-30 2018-07-10 B/E Aerospace, Inc. Cruciform water distribution valve for aircraft galley plumbing system
WO2017040541A1 (fr) * 2015-09-01 2017-03-09 B/E Aerospace, Inc. Robinet de distribution d'eau cruciforme pour système de plomberie d'office d'avion
WO2017100097A1 (fr) * 2015-12-07 2017-06-15 Achates Power, Inc. Traitement de l'air dans un moteur à pistons opposés très résistant
US11396841B2 (en) 2015-12-07 2022-07-26 Achates Power, Inc. Air handling in a heavy-duty opposed-piston engine
CN105422323A (zh) * 2015-12-23 2016-03-23 吉林大学 一种实现冷、热egr可控引入装置
CN105422324A (zh) * 2015-12-23 2016-03-23 吉林大学 一种实现高、低压egr可控引入装置
WO2018019558A1 (fr) * 2016-07-29 2018-02-01 IFP Energies Nouvelles Dispositif et méthode de contrôle de l'introduction conjointe d'air et de gaz d'échappement à l'admission d'un moteur à combustion interne suralimenté
FR3054602A1 (fr) * 2016-07-29 2018-02-02 IFP Energies Nouvelles Dispositif et methode de controle de l'introduction conjointe d'air et de gaz d'echappement a l'admission d'un moteur a combustion interne suralimente.
US11168797B2 (en) 2017-08-24 2021-11-09 Vitesco Technologies USA, LLC Combination multi-port valve
US11629791B2 (en) 2017-08-24 2023-04-18 Vitesco Technologies USA, LLC Combination multi-port valve
WO2019077064A1 (fr) * 2017-10-19 2019-04-25 Renault S.A.S Vanne pour un circuit de fluide, notamment un circuit de recirculation des gaz d'échappement d'un moteur
FR3072753A1 (fr) * 2017-10-19 2019-04-26 Renault S.A.S. Vanne pour un circuit de fluide, notamment un circuit de recirculation des gaz d'echappement d'un moteur
WO2019077075A1 (fr) * 2017-10-19 2019-04-25 Renault S.A.S Vanne pour un circuit de fluide, notamment un circuit de recirculation des gaz d'échappement d'un moteur
US11236664B2 (en) 2018-02-28 2022-02-01 Tenneco Gmbh Low-pressure EGR system with turbo bypass
DE102018104599B4 (de) * 2018-02-28 2021-06-10 Tenneco Gmbh Niederdruck EGR-System mit Turbo-Bypass
WO2019166528A1 (fr) 2018-02-28 2019-09-06 Tenneco Gmbh Système egr à faible pression comprenant une dérivation turbo
US11560831B2 (en) 2018-02-28 2023-01-24 Tenneco Gmbh Low-pressure EGR system with turbo bypass
DE102018104599A1 (de) * 2018-02-28 2019-08-29 Tenneco Gmbh Niederdruck EGR-System mit Turbo-Bypass
US11719350B2 (en) 2019-06-12 2023-08-08 Vitesco Technologies USA, LLC Coolant flow control module
CN112459931A (zh) * 2020-11-10 2021-03-09 渭南美益特发动机减排技术有限公司 一种径向面密封的egr旁通阀
EP4080036A1 (fr) * 2021-04-21 2022-10-26 Volvo Truck Corporation Système de moteur à combustion interne
EP4080035A1 (fr) * 2021-04-21 2022-10-26 Volvo Truck Corporation Système de moteur à combustion interne
US11536227B2 (en) 2021-04-21 2022-12-27 Volvo Truck Corporation Internal combustion engine system
US11988290B2 (en) 2021-11-02 2024-05-21 Vitesco Technologies USA, LLC Coolant flow control valve
US11703135B2 (en) 2021-12-03 2023-07-18 Vitesco Technologies USA, LLC Multi-port coolant flow control valve assembly

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