U.S. patent application number 12/065816 was filed with the patent office on 2008-09-11 for device for controlling an exhaust gas stream.
This patent application is currently assigned to BEHR GmbH & Co. KG. Invention is credited to Claus Beck, Karsten Emrich, Michael Halblaub, Dieter Werner.
Application Number | 20080216469 12/065816 |
Document ID | / |
Family ID | 36954896 |
Filed Date | 2008-09-11 |
United States Patent
Application |
20080216469 |
Kind Code |
A1 |
Beck; Claus ; et
al. |
September 11, 2008 |
Device for Controlling an Exhaust Gas Stream
Abstract
The invention relates to a device for controlling an exhaust gas
stream, in particular of an internal combustion engine in a
passenger vehicle. Said device comprises a housing that can be
traversed by exhaust gas (1) and a first displaceable actuating
element (5) that is supported on the housing (1). The exhaust gas
stream can be selectively guided into a first exhaust gas conduit
(3) and/or a second exhaust gas conduit (4) by the displacement of
the first actuating element (5). A second actuating element (15) is
provided on the housing (1), said actuating element controlling a
variable of thee exhaust gas stream.
Inventors: |
Beck; Claus; (Esslingen,
DE) ; Emrich; Karsten; (Stuttgart, DE) ;
Halblaub; Michael; (Weinheim, DE) ; Werner;
Dieter; (Stuttgart, DE) |
Correspondence
Address: |
FOLEY AND LARDNER LLP;SUITE 500
3000 K STREET NW
WASHINGTON
DC
20007
US
|
Assignee: |
BEHR GmbH & Co. KG
|
Family ID: |
36954896 |
Appl. No.: |
12/065816 |
Filed: |
July 31, 2006 |
PCT Filed: |
July 31, 2006 |
PCT NO: |
PCT/EP2006/007554 |
371 Date: |
March 5, 2008 |
Current U.S.
Class: |
60/320 ;
60/324 |
Current CPC
Class: |
F02M 26/26 20160201;
F02M 26/25 20160201; F02M 26/51 20160201; F02M 26/57 20160201 |
Class at
Publication: |
60/320 ;
60/324 |
International
Class: |
F01N 7/00 20060101
F01N007/00; F01N 3/02 20060101 F01N003/02 |
Foreign Application Data
Date |
Code |
Application Number |
Sep 8, 2005 |
DE |
10 2005 044 088.6 |
Claims
1. A device for controlling an exhaust gas stream, especially from
an internal combustion engine of a passenger motor vehicle,
comprising a housing through which the exhaust gas can flow, and a
moveable first actuating element supported on the housing, it being
possible, through an adjustment of the first actuating element to
lead the exhaust gas stream selectively into a first exhaust gas
duct and/or a second exhaust gas duct, wherein a second actuating
element for regulating a magnitude of the exhaust gas stream is
arranged on the housing.
2. The device as claimed in claim 1, wherein the first of the
exhaust gas ducts is connected to an exhaust gas cooler and that
the second of the exhaust gas ducts is connected to a bypass line
for bypassing the exhaust gas cooler.
3. The device as claimed in claim 2, wherein the bypass line is
arranged in a common housing together with the exhaust gas
cooler.
4. The device as claimed in claim 1, wherein the first actuating
element can be driven by a rotatable shaft supported on the
housing.
5. The device as claimed in claim 4, wherein the rotatable shaft
can be driven by an actuator preferably supported on the
housing.
6. The device as claimed in claim 1, wherein a valve seat of the
second actuating element is provided on the housing.
7. The device as claimed in claim 6, wherein the second actuating
element comprises a valve disk which corresponds to the valve seat
and is connected via a valve rod to an actuator.
8. The device as claimed in claim 7, wherein a sub-assembly of the
second actuating element comprising the valve rod and the valve
seat can be detachably connected to the housing.
9. The device as claimed in claim 1, wherein in the area of the
first and the second exhaust gas ducts the housing has a
substantially rectangular cross section enclosing both ducts.
10. The device as claimed in claim 1, wherein a third exhaust gas
duct is provided on the housing, which forms a feed or a discharge
for the entire exhaust gas stream of the first and second exhaust
gas ducts.
11. The device as claimed in claim 10, wherein third exhaust gas
duct has a substantially circular cross section.
12. The device as claimed in claim 10, wherein the third exhaust
gas duct, in an adjoining area of the housing, has a different
direction to the first and second exhaust gas ducts, the directions
of the first and second exhaust gas ducts, in particular, being
identical and the direction of the third exhaust gas duct running
at an angle of approximately 90.degree. to this.
13. The device as claimed in claim 10, wherein starting from the
third exhaust gas duct, the second actuating element is first
arranged in the housing, followed by the first actuating element
and then the first and the second exhaust gas ducts.
14. The device as claimed in claim 1, wherein an actuator of the
first actuating element and/or an actuator of the second actuating
element is/are embodied as a pressure capsule.
Description
[0001] The present invention relates to a device for controlling an
exhaust gas stream according to the preamble of claim 1.
[0002] In modern internal combustion engines, especially diesel
engines, exhaust gas recirculation systems are increasingly being
used to reduce pollutant emissions. These and other systems need
devices for regulating and controlling exhaust gas streams, which
require independent developments based on the particular
requirements such as overall space (especially in passenger motor
vehicles), temperature, costs and reliability.
[0003] DE 102 03 003 A1 describes an exhaust gas heat exchanger
having a housing of rectangular cross section, which encloses a
heat exchanger through-flow area and a bypass through-flow area. On
the heat exchanger, a control flap mechanically driven by a rotary
shaft is provided, by means of which an admission exhaust gas
stream can be led either to the heat exchanger area or to the
bypass area. A regulating valve downstream of and structurally
separated from the heat exchanger is moreover schematically
described, which serves for adjusting the aggregate quantity of an
exhaust gas stream recirculated to the internal combustion
engine.
[0004] The object of the invention is to specify a device for
controlling an exhaust gas stream, which takes up an exceptionally
small overall space and which exhibits a high degree of integration
of the components.
[0005] According to the invention, in a device of the aforesaid
type this object is achieved by the characterizing features of
claim 1.
[0006] Arrangement of the two actuating elements in one and the
same housing permits a considerable reduction in overall space. The
housing with the two actuating elements moreover only constitutes
one single modular unit, which affords logistical advantages and
reduces costs. At the same time, retaining two separate actuating
elements, which serve on the one hand for adjusting the aggregate
exhaust gas stream and on the other for distributing the exhaust
gas stream between two different exhaust gas ducts, makes it
possible to retain an especially high degree of flexibility in the
adjustment of an exhaust gas ducting, particularly an exhaust gas
recirculation for a passenger vehicle diesel engine.
[0007] In a preferred embodiment the first of the exhaust gas ducts
is connected to an exhaust gas cooler and the second of the exhaust
gas ducts to a bypass line for bypassing the exhaust gas cooler.
Here, it is particularly preferred if the bypass line is arranged
in a common housing together with the exhaust gas cooler. This is a
simple way of forming an exhaust gas recirculation system optimally
configured for the overall space, making it possible, for example,
to operate the bypass line even when the exhaust gas cooler is iced
up by exhaust gas condensate, for example.
[0008] For a simple mechanical embodiment of the device according
to the invention, the actuating element may be driven via a shaft
rotatably supported on the housing. The rotatable shaft can
furthermore preferably be driven via an actuator supported on the
housing, so that the drive unit or the actuator of the first
actuating element forms a modular unit together with the device
according to the invention.
[0009] It is particularly preferred if a valve seat of the second
actuating element is provided on the housing. Depending on the
requirements with regard to sealing and manufacturing costs, the
valve seat may be formed in casting of the housing, followed by any
finish-machining required. It may also be a matter, however, of
fixedly attaching a separate valve seat to the housing, either by
pressing it in or by means of a positively interlocking connection.
This is preferably the case when the housing material is not suited
to the forming of a valve seat.
[0010] It is particularly preferred here if the second actuating
element has a valve disk which corresponds to the valve seat and is
connected via a valve rod to an actuator. It is particularly
preferred if a sub-assembly of the second actuating element,
comprising the valve rod and the valve seat, can be detachably
connected to the housing. This makes the second actuating element,
according to its design type, especially well-suited to
proportioning of the exhaust gas stream and at the same time easily
accessible for servicing.
[0011] In a preferred embodiment, in the area of the first and the
second exhaust gas duct the housing has a substantially rectangular
cross section enclosing both ducts. Alternatively the cross section
may also have a different shape. Exhaust gas coolers with integral
bypass duct, as disklosed by the aforementioned DE 102 03 003 A1,
for example, which can be connected to the housing in the area of
the first and the second exhaust gas duct, are a matter of common
knowledge. Such a connection is commonly achieved by permanent
welding, but may be a detachable connection, however, where
necessary incorporating a means of sealing and in the nature of a
bolted flange. Such a detachable connection would make the first
actuating element, in particular, easily accessible for
servicing.
[0012] It is generally preferable to provide a third exhaust gas
duct on the housing, which forms a feed or a diskharge for the
entire exhaust gas stream of the first and second exhaust gas
ducts. A device according to the invention can therefore generally
be used so that the actuating elements are assigned to a third
exhaust gas duct on the outlet or inlet side. In this case one or
the other arrangement of the device may be preferable in an exhaust
system, depending on the actual requirements. For an easy and
cost-effective connection, the third exhaust gas duct preferably
has a substantially circular cross section.
[0013] In order to allow an arrangement of the device according to
the invention which is tailored to requirements and which is
optimally configured for the overall space in an engine compartment
of a motor vehicle, in particular a passenger motor vehicle, the
third exhaust gas duct, in an adjoining area of the housing, has a
different direction to the first and second exhaust gas ducts, the
directions of the first and second exhaust gas ducts, in
particular, being identical and the direction of the third exhaust
gas duct running at an angle of approximately 90.degree. to
this.
[0014] For a simple arrangement optimally configured for the
overall space, starting from the third exhaust gas duct, the second
actuating element is first arranged in the housing, followed by the
first actuating element and then the first and the second exhaust
gas ducts.
[0015] An actuator of the first actuating element and/or an
actuator of the second actuating element is/are preferably embodied
as a pressure capsule. This represents a cost-effective way of
providing a drive for the respective actuating element.
[0016] An actuator of the first actuating element and/or an
actuator of the second actuating element is/are preferably embodied
as an electromechanical component. This makes it possible to
achieve precise intermediate positions of the actuating
elements.
[0017] Further advantages and features are set forth in the
exemplary embodiment described below and in the dependent
claims.
[0018] A preferred exemplary embodiment of a device according to
the invention will be described below and explained in more detail
with reference to the drawings attached, in which:
[0019] FIG. 1 shows a three-dimensional overall view of a device
according to the invention.
[0020] FIG. 2 shows the device in FIG. 1 from a different
perspective.
[0021] FIG. 3 shows a further three-dimensional view of the device
in FIG. 1, a sub-assembly with parts of a second actuating element
being represented separately.
[0022] FIG. 4 shows a plan view from the side of the device in FIG.
3.
[0023] The central element of the device according to the invention
is a relatively intricately formed housing 1, which is here
manufactured as an integral component by a casting process.
However, the housing may also be assembled from multiple individual
parts, in particular by welding or also by means of detachable
connections.
[0024] The housing 1 has an opening 2 of substantially rectangular
cross section, which according to FIG. 1 is oriented slanting
obliquely to the left out of the plane of projection. This opening
2 forms the end of a first exhaust gas duct 3 and the end of a
second exhaust gas duct 4. The two exhaust gas ducts 3, 4 are
separated from one another by a first actuating element 5 embodied
as a flap. An end baffle plate 5a of the actuating element 5
terminates in the area of the opening 2, where it defines the
separation of the two exhaust gas ducts 3, 4. The moving flap 5 is
mounted on a rotatable shaft 6, which passes through an outer wall
of the housing 1 and is rotatably supported against the housing 1
in the area of this passage. The moving flap 5 bears on seat edges
5b in each of the limit positions of its displacement travel. In
each of these limit positions one of the exhaust gas ducts 3, 4 is
fully closed and the other fully opened.
[0025] Outside the housing 1, the rotary shaft 6 is provided with a
return spring 7, an eccentric pivot 8 of the rotary shaft 6 being
connected by a push rod 9 to an actuator 10 of the first actuating
element 5. The actuator 10 is firmly connected to the housing 1 by
a retaining plate 11. The actuator 10 takes the form of a vacuum
control unit with a vacuum connection 10a.
[0026] As FIGS. 1 and 3 in particular show, a torsion of the
rotatable shaft 6 driven by the actuator 10 is capable of producing
an adjustment of the control flap 5, such that either the first
exhaust gas duct 3 or the second exhaust gas duct 4 is fully or
almost fully closed. It is also possible, however, to set an
intermediate position, in which an aggregate exhaust gas stream is
distributed between the two exhaust gas ducts 3, 4 in a ratio
varying as a function of the position of the control flap.
[0027] An exhaust gas cooler (not shown) having an integral bypass
line has a substantially rectangular cross section and is designed
to be connected to the rectangular opening 2 in the housing 1. This
connection is, in this case, a permanent connection and is made by
welding or brazing. This type of connection will withstand the
generally high temperatures in the area of the opening 2. Reference
is made, in particular, to the already aforementioned DE 102 03 003
A1 with regards to the design of such an exhaust gas cooler with
integral bypass line.
[0028] A third exhaust gas duct 12 of the housing 1 terminates in
an opening 12a of circular cross section. Via this third exhaust
gas duct 12, the housing 1 can be connected via pipes (not shown)
to a central exhaust line of an internal combustion engine of a
passenger motor vehicle, the connection generally being made to a
fixed branch.
[0029] After the circular connection opening 12a, the third exhaust
gas duct has a 90.degree. bend (see FIG. 2, in particular) and then
enters into a widened, substantially cylindrical section 13 of the
housing 1. In the area of the section 13 a valve seat 14 of a
second actuating element 15 is provided on the housing 1. Here this
is a finish-machined area, which is integrally formed with the rest
of the housing 1. However, it may also be a pressed-in valve seat
made from some other material.
[0030] In its wall the cylindrical section 13 has an opening 16, to
which the further housing configuration is joined, the cross
section of the third exhaust gas duct widening behind the opening
16. In this housing area the exhaust gas stream of the third
exhaust gas duct is adjustably distributed to the first exhaust gas
duct 3 and the second exhaust gas duct by means of the control flap
5.
[0031] At the end of the cylindrical area 13 a flange 17 is
provided, to which a sub-assembly of the second actuating element
15 can be tightly bolted. This sub-assembly of the second actuating
element 15 comprises a second actuator 18 and a translatory valve
rod 19, connected to the actuator 18 and having a valve disk 20,
fixed to the end of the valve rod 19, and a mating flange 21. The
actuator 18 likewise takes the form of a vacuum control unit having
a pressure connection 18a. An electrical connection 18b serves for
controlled activation of the actuator 18, a vacuum regulating valve
(not shown) being provided in the actuator 18.
[0032] When the sub-assembly is tightly connected to the flange 17
via a mating flange 21 connected to the actuator 18, the valve rod
19 with the valve disk projects into the cylindrical section 13 of
the housing 1. In this case the valve rod 19, when fully run out
from the actuator 18, can press the valve disk 20 tightly into the
valve seat 14, so that no more exhaust gas can pass through the
cylindrical area 13 and the opening 16. Similarly, a controlled
retraction of the valve rod 19 is capable of achieving a defined
and proportioned exposure of the opening, so that an aggregate
exhaust gas stream of the device according to the invention can be
regulated by the second actuating element 15. In the arrangement on
a motor vehicle preferred here, the exhaust gas stream impinges on
the valve 14, 19, 20 in the opening direction. However, it may also
impinge in the closing direction.
[0033] As can be seen from the three-dimensional representations
according to FIGS. 1 and 2 in particular, in the present embodiment
the opening 12a of the third exhaust gas duct 12 is oriented in a
direction which runs substantially perpendicular to the direction
of the parallel exhaust gas ducts 3, 4. This takes account of an
actual, given overall space in a passenger motor vehicle engine
compartment. It will be seen that through suitable modification of
the connection area of the third exhaust gas duct 12 and a
modification of the housing 1, especially in respect of the
orientation of the cylindrical area 13 relative to the exhaust gas
ducts 3, 4, account can also be taken of some other given overall
space.
* * * * *