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WO2017116369A1 - Système de recirculation de gaz d'échappement qui tire avantage des impulsions de pression - Google Patents

Système de recirculation de gaz d'échappement qui tire avantage des impulsions de pression Download PDF

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Publication number
WO2017116369A1
WO2017116369A1 PCT/TR2016/050549 TR2016050549W WO2017116369A1 WO 2017116369 A1 WO2017116369 A1 WO 2017116369A1 TR 2016050549 W TR2016050549 W TR 2016050549W WO 2017116369 A1 WO2017116369 A1 WO 2017116369A1
Authority
WO
WIPO (PCT)
Prior art keywords
exhaust
exhaust gas
recirculation system
disc
flow control
Prior art date
Application number
PCT/TR2016/050549
Other languages
English (en)
Inventor
Volkan ARAN
Cetin GUREL
Onur BARIS
Original Assignee
Ford Otomotiv Sanayi A.S.
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 Ford Otomotiv Sanayi A.S. filed Critical Ford Otomotiv Sanayi A.S.
Publication of WO2017116369A1 publication Critical patent/WO2017116369A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M26/40—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with timing means in the recirculation passage, e.g. cyclically operating valves or regenerators; with arrangements involving pressure pulsations
    • 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
    • F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system
    • F02M26/16—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system with EGR valves located at or near the connection to the exhaust system
    • 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
    • F02M26/70—Flap valves; Rotary valves; Sliding valves; Resilient valves
    • 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
    • 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
    • F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
    • 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
    • F02M26/41—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories characterised by the arrangement of the recirculation passage in relation to the engine, e.g. to cylinder heads, liners, spark plugs or manifolds; characterised by the arrangement of the recirculation passage in relation to specially adapted combustion chambers

Definitions

  • the present invention relates to an exhaust gas recirculation system which takes advantage of the pressure pulsations, which moves so as to catch the pulsations stemming from the intermediate junction of two or more cylinder exhausts, or which rotates continuously, and which operates synchronously with the exhaust timing of the engine.
  • some amount of the exhaust gasses is rei ncl uded i n the combusti on process.
  • Some gasses which emerge as the result of the combustion in the engine are not burnt in the engine, they reduce the combustion temperature of the engine, and hence cause the harmful gasses to be exhausted through the exhaust system.
  • these gasses that are not f ul ly burnt i n the engi ne are rei ncl uded i n the combustion process and thus the combustion temperature of the engine is reduced and the forming of the nitrogen oxide gas is reduced.
  • the presently used EGR systems is connected to the exhaust manifold via a pipe, and it sends the exhaust gas to the i ntake manif ol d.
  • T he f I ow of the E G R gas to the intake manifold is possible if and only if the pressure at the exhaust manifold is greater than the pressure at the i ntake manif ol d, and the pressure difference at some working points does not give an opportunity to send high rates of E GR and/or to send the exhaust gas to the manifold.
  • variable geometry exhaust turbocharger valve which increases the recycling pressure of the exhaust gas.
  • the increased exhaust pressure causes the engine to spend more fuel in order to yield the same torque.
  • recycling lines for the low-pressure exhaust gasses are added.
  • a line from the output of the turbine to the input of the compressor is installed, and with this line, it is enabled that the gas flows into the manifold whenever desired.
  • this additional line brings along durability risks for the compressor and the parts of the intake manifold, and an additional cost.
  • Another technical problem of the presently used E GR systems is that the EGR valves are designed in order to use the static pressure difference at the exhaust manifold.
  • the opening and closing reaction times of the E GR valves are not appropriate to react at the speed of the crank shaft.
  • the present techniques are developed towards controlling the flowrate of the E GR independently from the angl e of the crank.
  • T he f I owrate of the E G R cannot be control I ed at the crank angl e speed using the presently used throttle, conical valves, and unsynchronized actuators.
  • There are fast rotating valves present which are more adequate for the crank speed, and which are used for catching the pressure pulsations at the intake manifold. However, these valves aim to momentarily reduce the intake pressure, they do not ai m to use the exhaust pressure of the system.
  • T he said valves are driven and their speeds are controlled by an electric motor.
  • the said valves are designed as rotati ng, butterfly and conical, they cannot rotate operati ng accordi ng to the crank angle, and at high speeds, they cannot rotate at the multiples of the angular speeds of the engine, they are not suitable for the time interval and input output selection.
  • passive systems cal I ed " R eed V al ves" are added on the exhaust.
  • these systems cause very high losses of pressure, and this situation, in turn, causes loss in efficiency, and increases the energy that is spent by the compressor.
  • the high exhaust pressure is connected to the intake manifold, and thus the flow potential of the exhaust gas which is directed to the intake manifold is held at the maximum level.
  • the object of the invention is to realize an exhaust gas recirculation system which takes advantage of the pressure pulsations which increases the potential of the flow of the E G R by usi ng the pressure pulsati ons at the i nput of the E G R system.
  • Another object of the invention is to realize an exhaust gas recirculation system which takes advantage of the pressure pulsations, which connects the high exhaust pressure to the intake manifold, and thus holds the flow potential of the exhaust gas which is directed to the intake manifold at the best level.
  • Y et another object of the invention is to realize an exhaust gas recirculation system which takes advantage of the pressure pulsations which operates simultaneously with the engine speed.
  • Y et another object of the invention is to realize an exhaust gas recirculation system which takes advantage of the pressure pulsations, which can utilize the pressure pulsations at the input of the E GR system, and in which the exhaust inputs and outputs can be selected by the virtue of the multiple input valve.
  • Y et another object of the invention is to realize an exhaust gas recirculation system whi ch takes advantage of the pressure pul sati ons whi ch uti I i zes the present potenti al by taking advantage of the pulsations which arise during the combustion in the engine, and which renders the potential that is generated during the combustion usable without generating additional exhaust pressure, solely by preventing dampening.
  • Y et another object of the invention is to realize an exhaust gas recirculation system whi ch in overfed engi nes regul ates the turbi ne i nput pressure usi ng the E G R system, whi ch balances the pul sati ons at the i nput of the turbi ne and thus enabl es i ncreasi ng of the efficiency of the turbine.
  • a flow control valve or disk is connected between the exhaust output of the cylinder and the intake manifold.
  • the flow control valve or disk is controlled via an electric motor or according to the operation of the engine.
  • the movement can be controlled by a timing belt, as well as it can be achieved by an extra motor having a phase control.
  • the appropriate cylinder exhaust output is connected to the intake manifold. It can be applied in all the situations where exhaust manifold can be connected by a single piece, or cylinder groups or individually.
  • the flow control valve or disk rotates continuously or i n a ti med manner, operati ng synchronously with the exhaust ti mi ng of the engi ne ( M) i n order to catch the cyl i nder exhaust pulsations.
  • T he flow control valve or disk continuously connects the high exhaust pressure to the intake manifold, thus keeping the flow potential of the exhaust gas at the best level.
  • FIG. 1 An exhaust gas recirculation system realized in order to fulfill the objects of the present invention is illustrated in the attached figures, where: F igure 1. Schematic view of the exhaust gas recirculation system.
  • F igure 2 Schematic view of the flow control valve that is used inside the exhaust gas recirculation system.
  • F igure 3. Schematic view of the flow control valve and the driving apparatus.
  • F igure 4. Schematic view of the flow control valve in another position.
  • F igure 5 Schematic view of the engine, the intake manifold, and the cylinder exhaust output.
  • F igure 6 Schematic view of the connection of the flow control disc and the belt pulley.
  • the exhaust gas recirculation system (1) which takes advantage of the pressure pulsations, which moves so as to catch the pulsations stemming from the i ntermedi ate j uncti on of the cyl i nder exhausts of the engi ne ( M ), or whi ch rotates continuously, and which operates synchronously with the exhaust timing of the engine comprises;
  • the waste gas that is formed during the operati on of the engi ne ( M) arrives to the cyl i nder exhaust output (2).
  • T he cyl i nder exhaust output (2) might be of different structures depending on the type of the engine (M) and its number of cylinders.
  • the cylinder exhaust output (2) comprises at least one first output (21) and at least one second output (22).
  • the first output (21) and the second output (22) can change depending on the number of cylinders of the engine (M) or the groups of exhaust manifolds.
  • the cylinder exhaust output (2) is connected to the turbine (3).
  • the turbine (3) rotates with the exhaust gas pressure that is stemmi ng from the cyl i nder exhaust output (2) .
  • a gas return line (4) is present between the cylinder exhaust output (2) and the intake manifold (5).
  • the gas return line (4) carries the exhaust gas generated during the combustion from the cylinder exhaust output (2) to the intake manifold (5).
  • the gas return line (4) is utilized when the exhaust gas at the cylinder exhaust output (2) is going to be directed to the combustion chamber of the engine (M9 again, in other words, when the EGR system is going to be activated.
  • the exhaust gas flow that is realized via the gas return line (4) is controlled via the gas control valve (6).
  • the flow control valve (6) is activated when the gas that is taken from the cyl i nder exhaust output (2) is goi ng to be redirected to the intake manifold (5), and enables the flow of the exhaust gas.
  • the flow control valve (6) is a three-way valve and it preferably comprises at least one first exhaust input (61), at least one second exhaust input (62) and at least one manifold output (63).
  • the first exhaust input (61), the second exhaust input (62) and the manifold output (63) are located on the body (64).
  • the body (64) is moveable, and according to the moving direction of the body (64), the first exhaust input (61) and the second exhaust i nput (62) are connected to the cyl i nder exhaust output (2), and the manifold output (63) is connected to the intake manifold (5) via the gas return I i ne (4) .
  • T he f i rst exhaust i nput (61 ) and the second exhaust i nput (62) are connected to the cylinder exhaust output (2).
  • the amount of the exhaust gas that is going to flow to the intake manifold (5) is adjusted using the flow control valve (6).
  • the flow control valve (6) is driven preferably by a driving apparatus (7) or a similar device ( Figure 3).
  • the driving apparatus (7) that drives the flow control valve (6) operates at a suitable speed and phase with respect to the angle of the valve and/or the crank shaft.
  • the driving force that is transmitted to the valve is preferably transmitted to the crank shaft via a timing belt directly or via a power transmitting method that can enable synchronizing, via a sprocket/pulley.
  • the driving apparatus (7) that controls the flow control valve (6) is adapted to operate in order to connect to the i ntake manifold (5) at the ti me when the exhaust pressure is high.
  • T he drivi ng apparatus (2) is adapted to connect the related exhaust output (2) to the intake manifold (5) at the time when the exhaust pressure is high.
  • the driving apparatus (7) if preferably connected to the crank indirectly via simultaneous/synchronous transmission members such as a timing belt chain, or the like, or pneumatic, hydraulic, or electric driven.
  • the driving apparatus (7) can totally close the gas passage to the i ntake manifold (5) by movi ng the flow control valve (6) i n different manners.
  • the flow control valve (6) can rotate proportionally with the speed of the engine (M) and simultaneously with the exhaust times as well as it can move and it can be moved at certai n positi ons.
  • the operation of the exhaust gas recirculation system (1) is as follows:
  • the flow control valve (6) is connected between the cylinder exhaust output (2) and the intake manifold (5).
  • the flow control valve (6) is moved by the driving apparatus (7).
  • the flow control valve (6) preferably moves circularly.
  • the first exhaust input (61) and the second exhaust input (62) are connected to the cyl i nder exhaust outputs (2) with the movement of the f I ow control valve (6).
  • the flow control valve (6) rotates continuously or in a timed manner, operati ng synchronously with the exhaust ti mi ng of the engi ne ( M) i n order to catch the cylinder exhaust (2) pulsations.
  • the flow control valve (6) selects the exhaust of which ones of the two or more cylinders is going to be sent to the intake manifold (5).
  • the flow control valve (6) continuously connects the high exhaust pressure to the intake manifold (5), thus keeping the flow potential of the exhaust gas at the best I evel .
  • T he f I ow control valve (6) connects the exhaust output (2) to the intake manifold (5) at the time when the pressure is high, synchronously with the speed of the engine (M).
  • the di recti ng of the exhaust gas that i s stemmi ng from the cylinder exhaust output (2) to the intake manifold (5) or to the gas return line (4) is enabled by the flow control disc (8).
  • the flow control disc (8) is controlled by the driving apparatus (7).
  • the flow control valve (8) controls the amount of the exhaust gas that is going to flow to the intake manifold by turning the flow control disc (8).
  • the flow control disc (8) is preferably connected to the belt pulley of the timing belt (K) using the belt pulley mounting piece (84), and it rotates circularly depending on the movement of the belt pulley (K).
  • the flow control disc (8) comprises at least one first moving disc (81), at least one fixed disc (82), at least one second moving disc (83) and belt pulley mounti ng pi ece ( 84) .
  • the first moving disk (81) can be rotated by a driving apparatus (7) as well as working by receiving the driving force from the engine (M) via a belt or a chain.
  • T he f i rst movi ng di sc ( 81 ) operates so as to al I ow the gas f I ow when the gas pressure at the cylinder exhaust output (2) is high.
  • a channel (85) which makes the flow of the gas possible is present on the moving disc in a manner that it reciprocates a certain exhaust opening angle.
  • the fixed disk (82) is present right under the fi rst movi ng disk (81 ).
  • T he fixed disk (82) is preferably i n a shape of half a disc.
  • the fixed disc (82) allows the flow only when the pressure of the exhaust gas is high, and additionally, it can stop the flow of the exhaust gas with the help of the second moving disc (83) at the preferred time.
  • the second moving disc (83) is preferably under the fixed disc (82).
  • the second moving disc (83) enables adjusting of the flowrate of the exhaust gas and when preferred it enables stopping the flow according to its position.
  • the second moving disc (83) can be driven by an electric motor.
  • T he f i rst movi ng disc (81 ) and the second movi ng disc (83) are present on the front and the back of the flow control disc (8), and between these moving discs (81, 83) the fixed disc (82) is present.
  • T he movi ng discs (81 , 83) rotate around the fixed disc (82).
  • the first moving disc (81), the second moving disc (83) and the fixed disc (82) are present inside an enclosed body. According to the rotation of the moving discs (81, 83), when the channels (85) that are on the moving discs (81, 83) overlap with the hole (86) that is on the fixed disc (82), the exhaust flow is enabled from inside the control disc (8). Unless the channels (85) overlap with the hole (86), no exhaust gas flow from the flow control disc (8) takes place.
  • the channels (85) can preferably be in a circular shape, and in the sizes of half a circle, quarter a circle.
  • the operation of the exhaust gas recirculation system (1) is as follows:
  • the flow control disc (8) is connected between the cylinder exhaust output (2) and the intake manifold (5).
  • the flow control disc (8) is moved by the driving apparatus (7) or is driven by connecting to the belt pulley (K) of the engine (M).
  • the moving discs (81, 83) rotate according to the operation of the engine (M) and allow the gas flow from inside the channels (85) at the times when the gas pressure is high.
  • the flow control disc (8) continuously connects the high exhaust pressure to the intake manifold (5), thus keepi ng the f I ow potenti al of the exhaust gas at the best I evel .
  • T he f I ow control di sc (8) connects the exhaust output (2) to the intake manifold (5) at the time when the pressure is high, synchronously with the rotation of the engine (M).

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

La présente invention concerne un système de recirculation de gaz d'échappement (1) qui tire avantage des impulsions de pression, qui se déplace de façon à capter les impulsions provenant de la jonction intermédiaire de deux, ou plus, sorties de cylindre, ou qui tourne en continu, et qui fonctionne de manière synchrone avec le rythme d'échappement du moteur.
PCT/TR2016/050549 2015-12-30 2016-12-28 Système de recirculation de gaz d'échappement qui tire avantage des impulsions de pression WO2017116369A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
TR2015/17477 2015-12-30
TR201517477 2015-12-30

Publications (1)

Publication Number Publication Date
WO2017116369A1 true WO2017116369A1 (fr) 2017-07-06

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PCT/TR2016/050549 WO2017116369A1 (fr) 2015-12-30 2016-12-28 Système de recirculation de gaz d'échappement qui tire avantage des impulsions de pression

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022101515A1 (de) 2022-01-24 2023-07-27 Schaeffler Technologies AG & Co. KG Abgasrückführungsventil und Verfahren zur Abgasrückführung in einem Verbrennungsmotor

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5435519A (en) 1994-03-31 1995-07-25 Stemens Electric Limited EGR system having fast-acting EGR valve
DE19623970A1 (de) * 1996-06-15 1997-12-18 Daimler Benz Ag Aufgeladener Verbrennungsmotor mit einer Abgasrückführungsleitung
US6116223A (en) 1997-12-12 2000-09-12 Caterpillar Inc. Cam driven exhaust gas recirculation valve assembly
EP1705351A2 (fr) * 2005-03-23 2006-09-27 Mazda Motor Corporation Dispositif de contrôle d'un moteur à combustion interne multicylindre
DE102008046594A1 (de) * 2008-07-18 2010-01-21 Mahle International Gmbh Ventileinrichtung
EP2333289A2 (fr) * 2009-12-12 2011-06-15 MAHLE International GmbH Système moteurs à combustion interne et procédé de fonctionnement associé
CN202970959U (zh) 2012-12-14 2013-06-05 宜宾天瑞达汽车零部件有限公司 旋转式egr阀
WO2015160316A1 (fr) * 2014-04-15 2015-10-22 Kirpart Otomotiv Parcalari Sanayi Ve Ticaret Anonim Sirketi Thermostat avec système de soupape rotative

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5435519A (en) 1994-03-31 1995-07-25 Stemens Electric Limited EGR system having fast-acting EGR valve
DE19623970A1 (de) * 1996-06-15 1997-12-18 Daimler Benz Ag Aufgeladener Verbrennungsmotor mit einer Abgasrückführungsleitung
US6116223A (en) 1997-12-12 2000-09-12 Caterpillar Inc. Cam driven exhaust gas recirculation valve assembly
EP1705351A2 (fr) * 2005-03-23 2006-09-27 Mazda Motor Corporation Dispositif de contrôle d'un moteur à combustion interne multicylindre
DE102008046594A1 (de) * 2008-07-18 2010-01-21 Mahle International Gmbh Ventileinrichtung
EP2333289A2 (fr) * 2009-12-12 2011-06-15 MAHLE International GmbH Système moteurs à combustion interne et procédé de fonctionnement associé
CN202970959U (zh) 2012-12-14 2013-06-05 宜宾天瑞达汽车零部件有限公司 旋转式egr阀
WO2015160316A1 (fr) * 2014-04-15 2015-10-22 Kirpart Otomotiv Parcalari Sanayi Ve Ticaret Anonim Sirketi Thermostat avec système de soupape rotative

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022101515A1 (de) 2022-01-24 2023-07-27 Schaeffler Technologies AG & Co. KG Abgasrückführungsventil und Verfahren zur Abgasrückführung in einem Verbrennungsmotor

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