US20110061625A1 - Exhaust throttle-egr valve module for a diesel engine - Google Patents
Exhaust throttle-egr valve module for a diesel engine Download PDFInfo
- Publication number
- US20110061625A1 US20110061625A1 US12/620,543 US62054309A US2011061625A1 US 20110061625 A1 US20110061625 A1 US 20110061625A1 US 62054309 A US62054309 A US 62054309A US 2011061625 A1 US2011061625 A1 US 2011061625A1
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- Prior art keywords
- valve
- housing
- gaseous fluid
- path
- exhaust
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- 238000002485 combustion reaction Methods 0.000 claims 1
- 239000012530 fluid Substances 0.000 abstract description 102
- 239000000203 mixture Substances 0.000 description 6
- 230000009286 beneficial effect Effects 0.000 description 5
- 230000009467 reduction Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000007257 malfunction Effects 0.000 description 2
- 230000008901 benefit Effects 0.000 description 1
- 239000003054 catalyst Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 230000003647 oxidation Effects 0.000 description 1
- 238000007254 oxidation reaction Methods 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
- 230000003134 recirculating effect Effects 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
- F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
- F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of 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
- F02M26/14—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
- F02M26/02—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
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- 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
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- 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
- F02M26/15—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 in relation to engine exhaust purifying apparatus
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- 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
- F02M26/52—Systems for actuating EGR valves
- F02M26/53—Systems for actuating EGR valves using electric actuators, e.g. solenoids
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- 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
- F02M26/52—Systems for actuating EGR valves
- F02M26/53—Systems for actuating EGR valves using electric actuators, e.g. solenoids
- F02M26/54—Rotary actuators, e.g. step motors
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- 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
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- 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
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
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- 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
- F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
- F02M26/23—Layout, e.g. schematics
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- 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
- F02M26/35—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with means for cleaning or treating the recirculated gases, e.g. catalysts, condensate traps, particle filters or heaters
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- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/8593—Systems
- Y10T137/86493—Multi-way valve unit
- Y10T137/86847—Pivoted valve unit
- Y10T137/86855—Gate
-
- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/8593—Systems
- Y10T137/86493—Multi-way valve unit
- Y10T137/86863—Rotary valve unit
- Y10T137/86871—Plug
Definitions
- the present invention relates to an exhaust gas module that directs gaseous fluid to a plurality of openings.
- EGR exhaust gas recirculation
- the EGR valve directs at least a portion of the gaseous fluid from an exhaust manifold of the engine, so that the gaseous fluid is recirculated into an intake manifold of the engine along with fresh air.
- the EGR valve is controlled by an actuator in order to control the amount of gaseous fluid passing through the EGR valve and being recirculated into the intake manifold.
- an exhaust gas throttle valve is typically placed in the air management assembly which further controls the amount of gaseous fluid that passes through an EGR path to be recirculated in to the intake manifold or through an exhaust pipe to exit the air management assembly.
- the EGR valve and the exhaust gas throttle both control the amount of gaseous fluid recirculating through the intake side of the air management assembly, but are separate components and are separately controlled.
- a module which provides a housing having a plurality of openings with a valve that controls the amount of gaseous fluid passing through the openings so that a valve controlled by a single actuator can replace the separate EGR valve and the exhaust gas throttle valve, and control the amount of gaseous fluid flowing through the EGR path and to the exhaust pipe.
- An embodiment of the present invention relates to a valve assembly for use in an air management assembly having an engine, an exhaust side, and an intake side, where the valve assembly provides a housing, a plurality of openings in the housing, a valve in the housing, and an actuator operably connected to the valve.
- the housing is in fluid communication with the exhaust side and the intake side.
- the plurality of openings in the housing form at least one inlet and at least one outlet in the housing.
- the valve moves with respect to the plurality of openings.
- valve assembly for use in an air management assembly having an engine, an exhaust side, and an intake side
- the valve assembly provides a housing, an exhaust gas recirculation (EGR) cooler, an air intake, a compressor, a plurality of openings, a valve in the housing, and an actuator operably connected to the valve.
- the housing is in fluid communication with the exhaust side and the intake side.
- the EGR cooler is in fluid communication with the exhaust side.
- the air intake forms at least a portion of the intake side.
- the compressor is in fluid communication between the engine and the air intake.
- the plurality of openings form at least one inlet and at least one outlet.
- a first inlet is in fluid communication with the EGR cooler.
- a second inlet is in fluid communication with the air intake.
- An outlet is in fluid communication with the compressor.
- the valve in the housing moves with respect to the plurality of openings.
- valve assembly for use in an air management assembly having an engine, an exhaust side, and an intake side
- the valve assembly provides a housing, an EGR cooler, a charge air cooler, a plurality of openings in the housing, a valve in the housing, and an actuator operably connected to the valve.
- the housing is in fluid communication with the exhaust side and the intake side.
- the EGR cooler is in fluid communication with the exhaust side.
- the charge air cooler forms at least a portion of the intake side.
- the plurality of openings in the housing form at least one inlet and at least one outlet.
- a first inlet is in fluid communication with the EGR cooler.
- a second inlet is in fluid communication with the charge air cooler.
- the outlet is in fluid communication with the engine.
- the valve in the housing moves with respect to the plurality of openings.
- FIG. 1 is a perspective view of an exhaust throttle-exhaust gas recirculation module in accordance with a preferred embodiment of the present invention
- FIG. 2 is a cross-sectional perspective view of a valve and a plurality of openings of a housing in accordance with a preferred embodiment of the invention
- FIG. 3 is a side cross-sectional schematic view of the valve and plurality of openings of a housing in accordance with an alternate embodiment of the invention
- FIG. 4 is a schematic diagram of an air management assembly in accordance with an embodiment of the present invention, and alternate embodiments are shown in phantom where an exhaust throttle-exhaust gas recirculation module can alternatively be located in the air management assembly;
- FIG. 5 is a cross-sectional schematic view of an exhaust throttle-exhaust gas recirculation module having an opening in a housing with a substantially similar diameter as a filter that is in fluid communication with the module in accordance with an embodiment of the invention
- FIG. 6 is a cross-sectional schematic diagram of an exhaust throttle-exhaust gas recirculation module with an alternate feature shown in phantom in accordance with the present invention
- FIG. 7 is a perspective view of a valve used in an exhaust throttle-exhaust gas recirculation model in accordance with an embodiment of the present invention.
- FIG. 8 is a block diagram of a method for controlling the flow of gaseous fluid through a plurality of openings using a single actuated valve.
- a valve assembly or an exhaust throttle-exhaust gas recirculation valve module is generally shown at 10 .
- the ETVM 10 has a housing 12 with a plurality of openings. The openings form at least one inlet 14 and at least one outlet 16 .
- the housing 12 has one inlet 14 and two outlets 16 .
- a first outlet 16 a is an exhaust gas recirculation (EGR) path and a second outlet 16 b is an exhaust path.
- EGR exhaust gas recirculation
- the housing 12 also contains valve 18 which is used to direct the flow of gaseous fluid or exhaust gas inside the housing 12 by being placed in different positions with respect to the EGR path 16 a and the exhaust path 16 b.
- a single actuator 20 is used to control the valve 18 .
- the actuator 20 is operably connected to an electric motor 22 so that the actuator 20 alters the position of the valve 18 in the desired position with respect to the EGR path 16 a and the exhaust path 16 b .
- the use of a single actuator 20 to control a single valve 18 that directs the flow of gaseous fluid through both the EGR path 16 a and exhaust path 16 b is beneficial because of the reduction in the number of parts needed to operate the ETVM 10 when compared to an assembly using a separate EGR valve (not shown) and exhaust gas throttle valve (not shown).
- the flow of gaseous fluid through the ETVM 10 is primarily controlled by the valve 18 being placed with respect to the EGR path 16 a .
- the valve 18 as controlled by the actuator 20 , directs the gaseous fluid through either, both, or neither of the EGR path 16 a and the exhaust path 16 b .
- the valve 18 When the valve 18 is positioned so that the EGR path 16 a is completely open, an amount of gaseous fluid passes through the EGR path 16 a due to the pressure in the housing 12 and inlet 14 created by the gaseous fluid.
- the actuator 20 positions the valve 18 to completely close the exhaust path 16 b , which increases the back pressure of the gaseous fluid in the housing 12 and inlet 14 .
- This increase in back pressure causes a greater amount of gaseous fluid to flow through the EGR path 16 a .
- the valve 18 can be placed in any position where the EGR path 16 a and exhaust path 16 b are fully open, closed, partially open, or any combination thereof, in order to obtain the desired amount of gaseous fluid flowing through the EGR path 16 a and the exhaust path 16 b.
- the valve 18 is a disc that is angled with respect to the EGR path 16 a and the exhaust path 16 b .
- the valve 18 is operably connected to the actuator 20 and the valve rotates about the longitudinal axis of the housing 12 in order to close and open the EGR path 16 a and the exhaust path 16 b as desired.
- a preferred embodiment of the valve 18 has a first orifice 21 a and a second orifice 21 b .
- the orifices 21 a , 21 b are shaped so that the valve 18 , in conjunction with a fixed plate 25 in the housing 12 , can fully open the inlets 14 and outlets 16 , close the inlets 14 and outlets 16 , partially open the inlets 14 and outlets 16 , or any combination thereof.
- the first orifice 21 a is larger than the second orifice 21 b so that both the EGR path 16 a and exhaust path 16 b can be at least partially opened.
- the second orifice 21 b is designed so that one of the EGR path 16 a is at least partially open, and the exhaust path 16 b is closed or vice versa.
- the shape of the orifices 21 a , 21 b allow for an efficient flow of the gaseous fluid by reducing the amount of resistance caused by the valve 18 when compared to other valve 18 designs.
- the valve 18 has a semi-circle disc shape so that the valve 18 is capable of being placed as to close the EGR path 16 a and the exhaust path 16 b , fully open the EGR path 16 a and the exhaust path 16 b , partially open the EGR path 16 a and exhaust path 16 b , or any combination thereof.
- the valve 18 has an aerodynamic angle in order to efficiently direct the flow of gaseous fluid to the desired location.
- the angle of the valve 18 is designed to reduce the amount of resistance applied to the gaseous fluid from the valve 18 .
- any predetermined valve 18 design is capable of being placed with respect to the openings of the housing 12 in order to allow the gaseous fluid to flow through the housing 12 as described above.
- the valve 18 rotates about a cross-sectional axis in order to close the EGR path 16 a and exhaust path 16 b as desired.
- the valve 18 can be a flapper, with a plurality of planes 23 extending from a point or the cross-sectional axis, so that the valve 18 is capable of being placed to close the EGR path 16 a and exhaust path 16 b , fully open the EGR path 16 a and exhaust path 16 b , partially open the EGR path 16 a and exhaust path 16 b , or any combination thereof.
- the valve 18 is designed with an aerodynamic angle in order to reduce the amount of resistance applied to the gaseous fluid by the valve 18 .
- the planes 23 extending from the point or cross-sectioned axis can be angled so that they do not extend directly radially from the point.
- the angled shape of the planes 23 is for the aerodynamic angle as stated above and/or to create a more efficient flapper design to open and close the openings in the housing 12 in a predetermined manner.
- an engine 26 has an exhaust gas manifold 28 where the gaseous fluid exits the engine 26 .
- the gaseous fluid passes through the exhaust gas manifold 28 to a turbine 30 .
- the gaseous fluid rotates the turbine 30 .
- the turbine 30 is in fluid communication with the exhaust gas manifold 28 .
- the gaseous fluid then passes through a diesel particulate filter (DPF) 32 and into the ETVM 10 , so that the turbine 30 , DPF 32 , and ETVM 10 are in fluid communication with one another.
- DPF diesel particulate filter
- the inlet 14 of the housing 12 of the ETVM 10 a is directly connected to the outlet end of the DPF 32 in order to reduce the space occupied by the air management assembly 24 .
- the direct connection between the ETVM 10 a and the DPF 32 there is less leakage of gaseous fluid due to the reduction in connection points, which results in the prevention of a pressure drop of the gaseous fluid, and simplified assembly due to the reduction in parts.
- the opening of the housing 12 that is connected to the DPF 32 has substantially the same diameter as the DPF 32 .
- the gaseous fluid has substantially the same area to flow through from the DPF 32 to the ETVM 10 a rather than having a reduction in the area in which the gaseous fluid can flow creating a bottleneck, which results in a reduction of the gaseous fluid flow rate. Therefore, this design for connecting the ETVM 10 a and the DPF 32 allows for an efficient flow of gaseous fluid through the two components.
- the gaseous fluid that enters the ETVM 10 through the inlet 14 is directed to pass through one, both, or neither of the EGR path 16 a and exhaust path 16 b as described above.
- the exhaust gas that passes through the exhaust path 16 b then flows through an exhaust pipe 34 and is discharged from the engine assembly 24 .
- the gaseous fluid remains on the exhaust side generally indicated at 35 , until it exits the air management assembly 24 .
- the exhaust side 35 includes at least the exhaust gas manifold 28 , the turbine 30 , the DPF 32 , and the exhaust pipe 34 .
- the gaseous fluid that is directed through the EGR path 16 a then passes through an EGR path 36 in the air management assembly 24 , into a gaseous fluid cooler or EGR cooler 38 that is in fluid communication with the ETVM 10 .
- the gaseous fluid is combined with fresh air through an air intake 40 .
- the mixture of gaseous fluid and fresh air then enters a compressor 42 where the pressure of the gaseous fluid mixture is increased.
- the EGR cooler 38 , air intake 40 , and compressor 42 are in fluid communication with one another.
- the compressor 42 is moveably coupled to the turbine 30 , such that the gaseous fluid that rotates the turbine 30 causes the compressor 42 to rotate.
- the gaseous fluid mixture passes through a gaseous fluid cooler or a charge air cooler 44 that is in fluid communication with the compressor 42 .
- the charge air cooler 44 reduces the temperature of the gaseous fluid mixture.
- the gaseous fluid mixture flows into an intake manifold 46 of the engine 26 that is in fluid communication with the charge air cooler 44 .
- the gaseous fluid mixes with the fresh air on an intake side 48 of the air management assembly 24 which includes at least the air intake 40 , the compressor 42 , the charge air cooler 44 , and the intake manifold 46 .
- the ETVM 10 is placed anywhere in the air management assembly 24 where it is beneficial to have an EGR valve and a control mechanism for altering the flow of gaseous fluid controlled by a single actuator 20 .
- the ETVM 10 b can be placed on the intake side 48 of the air management assembly 24 .
- a first inlet 14 a in the housing 12 is in fluid communication with the exhaust side 35 ; thus, the inlet 14 a relates to the EGR path 16 a described above.
- the first inlet 14 a is in fluid communication with the EGR cooler 38 .
- the EGR cooler 38 is in fluid communication with the exhaust side 35 after the gaseous fluid passes through the turbine 30 .
- a second inlet 14 b in the housing 12 is in fluid communication with the air intake 40 ; thus, the second inlet 14 b relates to the exhaust path 16 b described above, except in this embodiment it is an intake path.
- the housing 12 also has a first outlet 16 a ′ that is in fluid communication with the engine 26 .
- the first outlet 16 a ′ is in fluid communication with the compressor 42 .
- the ETVM 10 b forms at least a portion of the intake side 48 .
- the valve 18 operates in the same manner as described above, except that the valve 18 is positioned with respect to the inlets 14 a and 14 b rather than the outlet 16 a ′; thus, the valve 18 can be positioned so that the first inlet 14 a and second inlet 14 b can be fully open, closed, partially open, or any combination thereof.
- the ETVM 10 c forms at least a portion of the intake side 48 , so that the first inlet 14 a is in fluid communication with a gaseous fluid cooler or an EGR cooler 50 . Similar to above, the first inlet 14 a relates to the EGR path 16 a . However, ETVM 10 c maintains the same design as ETVM 10 b as described above and shown in FIG. 6 .
- the EGR cooler 50 is in fluid communication with the exhaust side 35 prior to the gaseous fluid passing through the turbine 30 .
- the second inlet 14 b is in fluid communication with the charge air cooler 44 . Similar to above, the second inlet 14 b relates to the exhaust path 16 b .
- the first outlet 16 a ′ is in fluid communication with the engine 26 .
- the valve 18 functions in the same manner except the valve moves with respect to the inlets 14 a and 14 b.
- the ETVM 10 has a pressure sensor 52 that is connected to at least two of the openings in the housing 12 .
- This alternate embodiment is described with respect to ETVM 10 for example purposes only, and can be included on, but not limited to, any ETVM 10 , 10 a , 10 b , 10 c design.
- the openings the pressure sensor 52 is connected to are on opposite sides of the valve 18 .
- the pressure sensor 52 can then determine the pressure difference between the openings on opposite sides of the valve 18 .
- the pressure difference can then be used to determine how the actuator 20 should alter the position of the valve 18 in order to get the desired flow of gaseous fluid through the housing 12 .
- the valve 18 can be positioned in order to fully open the EGR path 16 a and partially or fully close the exhaust path 16 b in order to raise the back pressure of the gaseous fluid in the housing 12 . Raising the pressure of the gaseous fluid in the housing 12 is beneficial when the engine 26 is being shut off or to raise the temperature of the gaseous fluid in the air management assembly 24 .
- the single actuator 20 is used to control the valve 18 in order to position the valve 18 with respect to the EGR path 16 a and the exhaust path 16 b . Raising the back pressure of the gaseous fluid in this way is beneficial due to the increase in back pressure acting as an engine shut off.
- the increase in gaseous fluid back pressure increases the engine 26 load which causes the engine 26 to shut off.
- the raise in temperature of the gaseous fluid is beneficial because the increased temperature acts as a catalyst to begin oxidation of the gaseous fluid during low driving cycles.
- a method for controlling the amount of exhaust gas recirculation in a preferred embodiment of the air management assembly 24 provides a first step where the actuator 20 receives a signal from a control system at decision box 54 .
- the control system is an engine control unit (ECU) (not shown), and the ECU is programmed to determine the desired valve 18 location and/or the gaseous fluid flow through the ETVM 10 , 10 a , 10 b , 10 c .
- control unit is the actuator 20 , which acts similar to the ECU described above in that the actuator 20 determines the desired location of the valve 18 and/or the gaseous fluid flow through the ETVM 10 , 10 a , 10 b , 10 c and adjusts the valve 18 accordingly.
- the ECU or the actuator 20 typically receives signals from a position sensor (not shown), a pressure sensor 52 , a mass air flow sensor, or the like, to determine the current location of the valve 18 .
- any type of sensor can be used, so long as the adjustment to the ETVM 10 , 10 a , 10 b , 10 c is determined in order to obtain the desired output from the ETVM 10 , 10 a , 10 b , 10 c.
- the actuator 20 After the actuator 20 has received a control signal, the actuator 20 alters the position of the valve 18 accordingly at decision box 56 .
- the actuator 20 positions the valve 18 to direct gaseous fluid through the EGR path 16 a , 14 a opening and the exhaust path 16 b or relating second opening 14 b .
- decision box 58 it must be determined if the valve 18 is positioned such that the EGR path 16 a , 14 a opening is substantially open.
- the actuator 20 controls the valve 18 in order to further increase the amount of gaseous fluid flowing through the EGR path 16 a , 14 a opening by closing the exhaust path 16 b or relating second opening 14 b .
- the actuator 20 continues to control the valve 18 in order to control the amount of gaseous fluid flowing through the EGR path 16 a , 14 a opening and exhaust path 16 b or relating second opening 14 b .
- the method for controlling the amount of exhaust gas recirculation returns to decision box 54 so that the actuator 20 receives a signal in order to further control valve 18 .
- the EGR path 16 a , 14 a opening is substantially open prior to altering the valve 18 with respect to the exhaust path 16 b or relating second opening 14 b because it is undesirable to increase the back pressure of the gaseous fluid to increase the flow of gaseous fluid through the EGR path 16 a , 14 a opening if the EGR path 16 a , 14 a opening is not substantially open.
- the valve 18 is placed to open the EGR path 16 a , 14 a opening to increase the flow of gaseous fluid through the EGR path 16 a , 14 a opening rather than increasing the back pressure.
- the valve 18 is placed so that the EGR path 16 a , 14 a opening is completely open prior to the valve 18 being placed with respect to the exhaust path 16 b or relating second opening 14 b to alter the flow of gaseous fluid through the EGR path 16 a , 14 a opening.
- the actuator 20 moves the valve 18 with respect to the openings in the housing 12 , such that the opening related to the exhaust path 16 b or relating second opening 14 b is fully open until the opening relating to the EGR path 16 a , 14 a is fully open.
- the valve 18 immediately begins to be repositioned by the actuator 22 to at least partially close the opening relating to the exhaust path 16 b or relating second opening 14 b.
- valve 18 moves with respect to the openings in the housing 12 , so that the opening relating to the exhaust path 16 b or relating second opening 14 b and the opening relating to the EGR path 16 a , 14 a are both fully open for a predetermined period of time. After this predetermined period of time has expired, the valve 18 begins to be repositioned by the actuator 20 to at least partially close the opening in the housing 12 that relates to the exhaust path 16 b or relating second opening 14 b.
- valve 18 moves with respect to the openings in the housing 12 , so that the valve 18 begins to be repositioned by the actuator 20 to at least partially close the opening in the housing 12 that relates to the exhaust path 16 b or relating second opening 14 b from being in a fully open position when the valve 18 is in a predetermined position with respect to the opening that relates to the EGR path 16 a , 14 a .
- this predetermined valve 18 position with respect to the opening that relates to the EGR path 16 a , 14 a is a position where the opening that relates to the EGR path 16 a , 14 a is not fully opened.
- an alternate embodiment of the air management assembly 24 can include a fail safe for the ETVM 10 , 10 a , 10 b , 10 c for situations where the actuator 20 malfunctions.
- the actuator 20 places the valve 18 in a predetermined position.
- the predetermined position is where the opening in the housing 12 that relates to the EGR path 16 a , 14 a is substantially or fully open, and the opening in the housing 12 that relates to the exhaust path 16 b or relating second opening 14 b is partially open.
Abstract
A valve assembly for use in an air management assembly having an engine, an exhaust side, and an intake side, where the valve assembly provides a housing, a plurality of openings in the housing, a valve in the housing, and an actuator operably connected to the valve. The housing is in fluid communication with the exhaust side and the intake side. The plurality of openings in the housing form at least one inlet and at least one outlet in the housing. The valve moves with respect to the plurality of openings.
Description
- This application is a continuation of non-provisional application Ser. No. 11/527,089 filed Sep. 26, 2006 which was a continuation-in-part of non-provisional application Ser. No. 11/475,629, filed Jun. 27, 2006, which was a continuation-in-part of PCT Application No. PCT/US06/04345, filed Feb. 7, 2006, and a continuation-in-part of PCT Application No. PCT/US06/04345, filed Feb. 7, 2006, which both claim the benefit of U.S. Provisional Application No. 60/696,854, filed Jul. 6, 2005 and Provisional Application No. 60/650,752, filed Feb. 7, 2005.
- The present invention relates to an exhaust gas module that directs gaseous fluid to a plurality of openings.
- Due to both federal and state regulations, motorized vehicles today are limited to the amount of emissions in which they can release during operation. One way of reducing the amount of emissions released by the vehicle is to include an air management assembly having an exhaust gas recirculation (EGR) valve. The EGR valve directs at least a portion of the gaseous fluid from an exhaust manifold of the engine, so that the gaseous fluid is recirculated into an intake manifold of the engine along with fresh air. The EGR valve is controlled by an actuator in order to control the amount of gaseous fluid passing through the EGR valve and being recirculated into the intake manifold.
- Further, an exhaust gas throttle valve is typically placed in the air management assembly which further controls the amount of gaseous fluid that passes through an EGR path to be recirculated in to the intake manifold or through an exhaust pipe to exit the air management assembly. Thus, the EGR valve and the exhaust gas throttle both control the amount of gaseous fluid recirculating through the intake side of the air management assembly, but are separate components and are separately controlled.
- Therefore, it would be desirable to develop a module which provides a housing having a plurality of openings with a valve that controls the amount of gaseous fluid passing through the openings so that a valve controlled by a single actuator can replace the separate EGR valve and the exhaust gas throttle valve, and control the amount of gaseous fluid flowing through the EGR path and to the exhaust pipe.
- An embodiment of the present invention relates to a valve assembly for use in an air management assembly having an engine, an exhaust side, and an intake side, where the valve assembly provides a housing, a plurality of openings in the housing, a valve in the housing, and an actuator operably connected to the valve. The housing is in fluid communication with the exhaust side and the intake side. The plurality of openings in the housing form at least one inlet and at least one outlet in the housing. The valve moves with respect to the plurality of openings.
- Another embodiment of the present invention relates to a valve assembly for use in an air management assembly having an engine, an exhaust side, and an intake side, where the valve assembly provides a housing, an exhaust gas recirculation (EGR) cooler, an air intake, a compressor, a plurality of openings, a valve in the housing, and an actuator operably connected to the valve. The housing is in fluid communication with the exhaust side and the intake side. The EGR cooler is in fluid communication with the exhaust side. The air intake forms at least a portion of the intake side. The compressor is in fluid communication between the engine and the air intake. The plurality of openings form at least one inlet and at least one outlet. A first inlet is in fluid communication with the EGR cooler. A second inlet is in fluid communication with the air intake. An outlet is in fluid communication with the compressor. The valve in the housing moves with respect to the plurality of openings.
- Another embodiment of the present invention relates to a valve assembly for use in an air management assembly having an engine, an exhaust side, and an intake side, where the valve assembly provides a housing, an EGR cooler, a charge air cooler, a plurality of openings in the housing, a valve in the housing, and an actuator operably connected to the valve. The housing is in fluid communication with the exhaust side and the intake side. The EGR cooler is in fluid communication with the exhaust side. The charge air cooler forms at least a portion of the intake side. The plurality of openings in the housing form at least one inlet and at least one outlet. A first inlet is in fluid communication with the EGR cooler. A second inlet is in fluid communication with the charge air cooler. The outlet is in fluid communication with the engine. The valve in the housing moves with respect to the plurality of openings.
- Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.
- The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein:
-
FIG. 1 is a perspective view of an exhaust throttle-exhaust gas recirculation module in accordance with a preferred embodiment of the present invention; -
FIG. 2 is a cross-sectional perspective view of a valve and a plurality of openings of a housing in accordance with a preferred embodiment of the invention; -
FIG. 3 is a side cross-sectional schematic view of the valve and plurality of openings of a housing in accordance with an alternate embodiment of the invention; -
FIG. 4 is a schematic diagram of an air management assembly in accordance with an embodiment of the present invention, and alternate embodiments are shown in phantom where an exhaust throttle-exhaust gas recirculation module can alternatively be located in the air management assembly; -
FIG. 5 is a cross-sectional schematic view of an exhaust throttle-exhaust gas recirculation module having an opening in a housing with a substantially similar diameter as a filter that is in fluid communication with the module in accordance with an embodiment of the invention; -
FIG. 6 is a cross-sectional schematic diagram of an exhaust throttle-exhaust gas recirculation module with an alternate feature shown in phantom in accordance with the present invention; -
FIG. 7 is a perspective view of a valve used in an exhaust throttle-exhaust gas recirculation model in accordance with an embodiment of the present invention; and -
FIG. 8 is a block diagram of a method for controlling the flow of gaseous fluid through a plurality of openings using a single actuated valve. - The following description of the preferred embodiment(s) is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses.
- Referring to
FIGS. 1-3 , 5, and 6, a valve assembly or an exhaust throttle-exhaust gas recirculation valve module (ETVM) is generally shown at 10. The ETVM 10 has ahousing 12 with a plurality of openings. The openings form at least oneinlet 14 and at least oneoutlet 16. In a preferred embodiment, thehousing 12 has oneinlet 14 and twooutlets 16. Afirst outlet 16 a is an exhaust gas recirculation (EGR) path and asecond outlet 16 b is an exhaust path. Thehousing 12 also containsvalve 18 which is used to direct the flow of gaseous fluid or exhaust gas inside thehousing 12 by being placed in different positions with respect to theEGR path 16 a and theexhaust path 16 b. - A
single actuator 20 is used to control thevalve 18. In a preferred embodiment, theactuator 20 is operably connected to anelectric motor 22 so that theactuator 20 alters the position of thevalve 18 in the desired position with respect to theEGR path 16 a and theexhaust path 16 b. The use of asingle actuator 20 to control asingle valve 18 that directs the flow of gaseous fluid through both theEGR path 16 a andexhaust path 16 b is beneficial because of the reduction in the number of parts needed to operate theETVM 10 when compared to an assembly using a separate EGR valve (not shown) and exhaust gas throttle valve (not shown). For example, if theEGR path 16 a andexhaust path 16 b had separate actuators, there would be an additional actuator and an additional power source to operate the additional actuator when compared to theETVM 10. Thus, by using asingle actuator 20, the manufacturing process is more efficient because less parts need to be produced and assembled. - In a preferred embodiment, the flow of gaseous fluid through the
ETVM 10 is primarily controlled by thevalve 18 being placed with respect to theEGR path 16 a. Thus, as gaseous fluid flows into thehousing 12 through theinlet 14, thevalve 18 as controlled by theactuator 20, directs the gaseous fluid through either, both, or neither of theEGR path 16 a and theexhaust path 16 b. When thevalve 18 is positioned so that theEGR path 16 a is completely open, an amount of gaseous fluid passes through theEGR path 16 a due to the pressure in thehousing 12 andinlet 14 created by the gaseous fluid. However, to further increase the flow through theEGR path 16 a, the actuator 20 positions thevalve 18 to completely close theexhaust path 16 b, which increases the back pressure of the gaseous fluid in thehousing 12 andinlet 14. This increase in back pressure causes a greater amount of gaseous fluid to flow through theEGR path 16 a. Further, thevalve 18 can be placed in any position where theEGR path 16 a andexhaust path 16 b are fully open, closed, partially open, or any combination thereof, in order to obtain the desired amount of gaseous fluid flowing through theEGR path 16 a and theexhaust path 16 b. - In a preferred embodiment, the
valve 18 is a disc that is angled with respect to theEGR path 16 a and theexhaust path 16 b. Thus, thevalve 18 is operably connected to theactuator 20 and the valve rotates about the longitudinal axis of thehousing 12 in order to close and open theEGR path 16 a and theexhaust path 16 b as desired. In reference toFIG. 7 , a preferred embodiment of thevalve 18 has afirst orifice 21 a and asecond orifice 21 b. Theorifices valve 18, in conjunction with a fixedplate 25 in thehousing 12, can fully open theinlets 14 andoutlets 16, close theinlets 14 andoutlets 16, partially open theinlets 14 andoutlets 16, or any combination thereof. Thefirst orifice 21 a is larger than thesecond orifice 21 b so that both theEGR path 16 a andexhaust path 16 b can be at least partially opened. Thesecond orifice 21 b is designed so that one of theEGR path 16 a is at least partially open, and theexhaust path 16 b is closed or vice versa. Further, the shape of theorifices valve 18 when compared toother valve 18 designs. - In an alternate embodiment, the
valve 18 has a semi-circle disc shape so that thevalve 18 is capable of being placed as to close theEGR path 16 a and theexhaust path 16 b, fully open theEGR path 16 a and theexhaust path 16 b, partially open theEGR path 16 a andexhaust path 16 b, or any combination thereof. Furthermore, thevalve 18 has an aerodynamic angle in order to efficiently direct the flow of gaseous fluid to the desired location. Thus, the angle of thevalve 18 is designed to reduce the amount of resistance applied to the gaseous fluid from thevalve 18. It should be appreciated that anypredetermined valve 18 design is capable of being placed with respect to the openings of thehousing 12 in order to allow the gaseous fluid to flow through thehousing 12 as described above. - Referring to
FIG. 3 , in an alternate embodiment, thevalve 18 rotates about a cross-sectional axis in order to close theEGR path 16 a andexhaust path 16 b as desired. Similar to the disc embodiment described above, thevalve 18 can be a flapper, with a plurality ofplanes 23 extending from a point or the cross-sectional axis, so that thevalve 18 is capable of being placed to close theEGR path 16 a andexhaust path 16 b, fully open theEGR path 16 a andexhaust path 16 b, partially open theEGR path 16 a andexhaust path 16 b, or any combination thereof. In addition, thevalve 18 is designed with an aerodynamic angle in order to reduce the amount of resistance applied to the gaseous fluid by thevalve 18. - In an alternate embodiment, the
planes 23 extending from the point or cross-sectioned axis can be angled so that they do not extend directly radially from the point. The angled shape of theplanes 23 is for the aerodynamic angle as stated above and/or to create a more efficient flapper design to open and close the openings in thehousing 12 in a predetermined manner. - Referring to
FIG. 4 , a preferred embodiment of an air management assembly including theETVM 10 is generally shown at 24. Alternate embodiments of theair management assembly 24 are shown in phantom. With reference toFIGS. 1-7 , anengine 26 has anexhaust gas manifold 28 where the gaseous fluid exits theengine 26. The gaseous fluid passes through theexhaust gas manifold 28 to aturbine 30. The gaseous fluid rotates theturbine 30. Thus, theturbine 30 is in fluid communication with theexhaust gas manifold 28. In a preferred embodiment, the gaseous fluid then passes through a diesel particulate filter (DPF) 32 and into theETVM 10, so that theturbine 30,DPF 32, andETVM 10 are in fluid communication with one another. - In one embodiment, the
inlet 14 of thehousing 12 of the ETVM 10 a is directly connected to the outlet end of theDPF 32 in order to reduce the space occupied by theair management assembly 24. In addition, by having the direct connection between the ETVM 10 a and theDPF 32 there is less leakage of gaseous fluid due to the reduction in connection points, which results in the prevention of a pressure drop of the gaseous fluid, and simplified assembly due to the reduction in parts. - With specific reference to
FIG. 5 , in a preferred embodiment when the ETVM 10 a is directly connected to theDPF 32, the opening of thehousing 12 that is connected to theDPF 32 has substantially the same diameter as theDPF 32. By having theinlet 14 that is substantially the same diameter as theDPF 32, the gaseous fluid has substantially the same area to flow through from theDPF 32 to the ETVM 10 a rather than having a reduction in the area in which the gaseous fluid can flow creating a bottleneck, which results in a reduction of the gaseous fluid flow rate. Therefore, this design for connecting the ETVM 10 a and theDPF 32 allows for an efficient flow of gaseous fluid through the two components. - With continued reference to
FIGS. 1-7 , no matter where theDPF 32 is located with respect to theETVM 10, the gaseous fluid that enters theETVM 10 through theinlet 14 is directed to pass through one, both, or neither of theEGR path 16 a andexhaust path 16 b as described above. The exhaust gas that passes through theexhaust path 16 b then flows through anexhaust pipe 34 and is discharged from theengine assembly 24. Thus, the gaseous fluid remains on the exhaust side generally indicated at 35, until it exits theair management assembly 24. Theexhaust side 35 includes at least theexhaust gas manifold 28, theturbine 30, theDPF 32, and theexhaust pipe 34. - The gaseous fluid that is directed through the
EGR path 16 a then passes through anEGR path 36 in theair management assembly 24, into a gaseous fluid cooler orEGR cooler 38 that is in fluid communication with theETVM 10. After the gaseous fluid has passed through theEGR cooler 38, the gaseous fluid is combined with fresh air through anair intake 40. The mixture of gaseous fluid and fresh air then enters acompressor 42 where the pressure of the gaseous fluid mixture is increased. Thus, theEGR cooler 38,air intake 40, andcompressor 42 are in fluid communication with one another. Typically, thecompressor 42 is moveably coupled to theturbine 30, such that the gaseous fluid that rotates theturbine 30 causes thecompressor 42 to rotate. - Once the gaseous fluid mixture has been compressed and exits the
compressor 42, the gaseous fluid mixture passes through a gaseous fluid cooler or acharge air cooler 44 that is in fluid communication with thecompressor 42. Thecharge air cooler 44 reduces the temperature of the gaseous fluid mixture. Then the gaseous fluid mixture flows into anintake manifold 46 of theengine 26 that is in fluid communication with thecharge air cooler 44. Thus, the gaseous fluid mixes with the fresh air on anintake side 48 of theair management assembly 24 which includes at least theair intake 40, thecompressor 42, thecharge air cooler 44, and theintake manifold 46. In an alternate embodiment, theETVM 10 is placed anywhere in theair management assembly 24 where it is beneficial to have an EGR valve and a control mechanism for altering the flow of gaseous fluid controlled by asingle actuator 20. - In reference to
FIGS. 4 and 6 , in an alternate embodiment, theETVM 10 b can be placed on theintake side 48 of theair management assembly 24. In this embodiment, afirst inlet 14 a in thehousing 12 is in fluid communication with theexhaust side 35; thus, theinlet 14 a relates to theEGR path 16 a described above. In a preferred embodiment, thefirst inlet 14 a is in fluid communication with theEGR cooler 38. TheEGR cooler 38 is in fluid communication with theexhaust side 35 after the gaseous fluid passes through theturbine 30. Asecond inlet 14 b in thehousing 12 is in fluid communication with theair intake 40; thus, thesecond inlet 14 b relates to theexhaust path 16 b described above, except in this embodiment it is an intake path. Thehousing 12 also has afirst outlet 16 a′ that is in fluid communication with theengine 26. In a preferred embodiment, thefirst outlet 16 a′ is in fluid communication with thecompressor 42. Thus, theETVM 10 b forms at least a portion of theintake side 48. Thevalve 18 operates in the same manner as described above, except that thevalve 18 is positioned with respect to theinlets outlet 16 a′; thus, thevalve 18 can be positioned so that thefirst inlet 14 a andsecond inlet 14 b can be fully open, closed, partially open, or any combination thereof. - In another alternate embodiment, the
ETVM 10 c forms at least a portion of theintake side 48, so that thefirst inlet 14 a is in fluid communication with a gaseous fluid cooler or anEGR cooler 50. Similar to above, thefirst inlet 14 a relates to theEGR path 16 a. However,ETVM 10 c maintains the same design as ETVM 10 b as described above and shown inFIG. 6 . TheEGR cooler 50 is in fluid communication with theexhaust side 35 prior to the gaseous fluid passing through theturbine 30. Thesecond inlet 14 b is in fluid communication with thecharge air cooler 44. Similar to above, thesecond inlet 14 b relates to theexhaust path 16 b. Thefirst outlet 16 a′ is in fluid communication with theengine 26. As stated above, for the embodiment where theETVM 10 c is on theintake side 48, thevalve 18 functions in the same manner except the valve moves with respect to theinlets - In reference to
FIG. 6 , in an alternate embodiment theETVM 10 has apressure sensor 52 that is connected to at least two of the openings in thehousing 12. This alternate embodiment is described with respect to ETVM 10 for example purposes only, and can be included on, but not limited to, anyETVM pressure sensor 52 is connected to are on opposite sides of thevalve 18. Thepressure sensor 52 can then determine the pressure difference between the openings on opposite sides of thevalve 18. The pressure difference can then be used to determine how theactuator 20 should alter the position of thevalve 18 in order to get the desired flow of gaseous fluid through thehousing 12. - As described above, the
valve 18 can be positioned in order to fully open theEGR path 16 a and partially or fully close theexhaust path 16 b in order to raise the back pressure of the gaseous fluid in thehousing 12. Raising the pressure of the gaseous fluid in thehousing 12 is beneficial when theengine 26 is being shut off or to raise the temperature of the gaseous fluid in theair management assembly 24. As described above, thesingle actuator 20 is used to control thevalve 18 in order to position thevalve 18 with respect to theEGR path 16 a and theexhaust path 16 b. Raising the back pressure of the gaseous fluid in this way is beneficial due to the increase in back pressure acting as an engine shut off. Thus, the increase in gaseous fluid back pressure increases theengine 26 load which causes theengine 26 to shut off. Further, the raise in temperature of the gaseous fluid is beneficial because the increased temperature acts as a catalyst to begin oxidation of the gaseous fluid during low driving cycles. - Referring to
FIGS. 1-8 , a method for controlling the amount of exhaust gas recirculation in a preferred embodiment of theair management assembly 24 provides a first step where theactuator 20 receives a signal from a control system atdecision box 54. In a preferred embodiment, the control system is an engine control unit (ECU) (not shown), and the ECU is programmed to determine the desiredvalve 18 location and/or the gaseous fluid flow through theETVM actuator 20, which acts similar to the ECU described above in that theactuator 20 determines the desired location of thevalve 18 and/or the gaseous fluid flow through theETVM valve 18 accordingly. In either of the two embodiments described above, the ECU or theactuator 20 typically receives signals from a position sensor (not shown), apressure sensor 52, a mass air flow sensor, or the like, to determine the current location of thevalve 18. It should be appreciated that any type of sensor can be used, so long as the adjustment to theETVM ETVM - After the
actuator 20 has received a control signal, theactuator 20 alters the position of thevalve 18 accordingly atdecision box 56. Thus, depending on the amount of gaseous fluid that is to be directly released from theair management assembly 24, the actuator 20 positions thevalve 18 to direct gaseous fluid through theEGR path exhaust path 16 b or relatingsecond opening 14 b. Next, atdecision box 58, it must be determined if thevalve 18 is positioned such that theEGR path EGR path decision box 60 theactuator 20 controls thevalve 18 in order to further increase the amount of gaseous fluid flowing through theEGR path exhaust path 16 b or relatingsecond opening 14 b. However, if it is determined that theEGR path decision box 62 theactuator 20 continues to control thevalve 18 in order to control the amount of gaseous fluid flowing through theEGR path exhaust path 16 b or relatingsecond opening 14 b. After bothdecision box decision box 54 so that theactuator 20 receives a signal in order to further controlvalve 18. - In a preferred embodiment, it is determined if the
EGR path valve 18 with respect to theexhaust path 16 b or relatingsecond opening 14 b because it is undesirable to increase the back pressure of the gaseous fluid to increase the flow of gaseous fluid through theEGR path EGR path EGR path valve 18 is placed to open theEGR path EGR path valve 18 is placed so that theEGR path valve 18 being placed with respect to theexhaust path 16 b or relatingsecond opening 14 b to alter the flow of gaseous fluid through theEGR path exhaust path 16 b or relatingsecond opening 14 b prior to thevalve 18 completely opening theEGR path - In an alternate embodiment for controlling the
valve 18 in any of the embodiments of the air management assembly, theactuator 20 moves thevalve 18 with respect to the openings in thehousing 12, such that the opening related to theexhaust path 16 b or relatingsecond opening 14 b is fully open until the opening relating to theEGR path EGR path valve 18 immediately begins to be repositioned by theactuator 22 to at least partially close the opening relating to theexhaust path 16 b or relatingsecond opening 14 b. - In another alternate embodiment, the
valve 18 moves with respect to the openings in thehousing 12, so that the opening relating to theexhaust path 16 b or relatingsecond opening 14 b and the opening relating to theEGR path valve 18 begins to be repositioned by theactuator 20 to at least partially close the opening in thehousing 12 that relates to theexhaust path 16 b or relatingsecond opening 14 b. - In another alternate embodiment, the
valve 18 moves with respect to the openings in thehousing 12, so that thevalve 18 begins to be repositioned by theactuator 20 to at least partially close the opening in thehousing 12 that relates to theexhaust path 16 b or relatingsecond opening 14 b from being in a fully open position when thevalve 18 is in a predetermined position with respect to the opening that relates to theEGR path predetermined valve 18 position with respect to the opening that relates to theEGR path EGR path - In addition, an alternate embodiment of the
air management assembly 24 can include a fail safe for theETVM actuator 20 malfunctions. When the fail safe is implemented and theactuator 20 malfunctions, the actuator 20 places thevalve 18 in a predetermined position. Typically, the predetermined position is where the opening in thehousing 12 that relates to theEGR path housing 12 that relates to theexhaust path 16 b or relatingsecond opening 14 b is partially open. - The description of the invention is merely exemplary in nature and, thus, variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention.
Claims (1)
1. A product comprising:
a valve assembly for use with an assembly for a combustion engine and a housing, said housing having a plurality of openings, said openings comprising at least one inlet and two outlets including a first outlet and a second outlet;
the valve assembly having a first plane portion constructed and arranged to extend from a stem, and having a second plane portion constructed and arranged to extend from said stem; and
a single actuator constructed and arranged to move said stem and to concurrently move said first and second plane portions, wherein said first plane portion at least partially opens and closes said first outlet and said second plane portion at least partially opens and closes said second outlet.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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US12/620,543 US20110061625A1 (en) | 2005-02-07 | 2009-11-17 | Exhaust throttle-egr valve module for a diesel engine |
Applications Claiming Priority (6)
Application Number | Priority Date | Filing Date | Title |
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US65075205P | 2005-02-07 | 2005-02-07 | |
US69685405P | 2005-07-06 | 2005-07-06 | |
PCT/US2006/004345 WO2006086419A1 (en) | 2005-02-07 | 2006-02-07 | Exhaust throttle-egr valve module for a diesel engine |
US47562906A | 2006-06-27 | 2006-06-27 | |
US11/527,089 US7617678B2 (en) | 2005-02-07 | 2006-09-26 | Exhaust throttle-EGR valve module for a diesel engine |
US12/620,543 US20110061625A1 (en) | 2005-02-07 | 2009-11-17 | Exhaust throttle-egr valve module for a diesel engine |
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Application Number | Title | Priority Date | Filing Date |
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US11/527,089 Continuation US7617678B2 (en) | 2005-02-07 | 2006-09-26 | Exhaust throttle-EGR valve module for a diesel engine |
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US20110061625A1 true US20110061625A1 (en) | 2011-03-17 |
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US11/527,089 Expired - Fee Related US7617678B2 (en) | 2005-02-07 | 2006-09-26 | Exhaust throttle-EGR valve module for a diesel engine |
US12/620,543 Abandoned US20110061625A1 (en) | 2005-02-07 | 2009-11-17 | Exhaust throttle-egr valve module for a diesel engine |
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Application Number | Title | Priority Date | Filing Date |
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US11/527,089 Expired - Fee Related US7617678B2 (en) | 2005-02-07 | 2006-09-26 | Exhaust throttle-EGR valve module for a diesel engine |
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US (2) | US7617678B2 (en) |
EP (2) | EP2312146A1 (en) |
JP (1) | JP2008530423A (en) |
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EP2623765A1 (en) * | 2012-02-01 | 2013-08-07 | Continental Automotive GmbH | Exhaust gas control device for a combustion engine |
WO2013113790A1 (en) * | 2012-02-01 | 2013-08-08 | Continental Automotive Gmbh | Exhaust-gas control device for an internal combustion engine |
US9366204B2 (en) | 2012-02-01 | 2016-06-14 | Continental Automotive Gmbh | Exhaust-gas control device for an internal combustion engine |
US20150354507A1 (en) * | 2014-06-05 | 2015-12-10 | Hyundai Motor Company | Coolant control valve that selectively supplies egr cooler with coolant |
US9670884B2 (en) * | 2014-06-05 | 2017-06-06 | Hyundai Motor Company | Coolant control valve that selectively supplies EGR cooler with coolant |
DE102017204897A1 (en) * | 2017-03-23 | 2018-09-27 | Volkswagen Aktiengesellschaft | Internal combustion engine and exhaust aftertreatment system for an internal combustion engine |
US11162461B2 (en) | 2018-03-14 | 2021-11-02 | Tao Li | Temperature control throttle device for an engine |
Also Published As
Publication number | Publication date |
---|---|
EP2312146A1 (en) | 2011-04-20 |
CN101115919A (en) | 2008-01-30 |
EP1848888A1 (en) | 2007-10-31 |
US20070068500A1 (en) | 2007-03-29 |
EP1848888B1 (en) | 2010-12-01 |
US7617678B2 (en) | 2009-11-17 |
KR20070102701A (en) | 2007-10-19 |
JP2008530423A (en) | 2008-08-07 |
KR101299523B1 (en) | 2013-08-23 |
CN101115919B (en) | 2012-10-31 |
WO2006086419A1 (en) | 2006-08-17 |
CN101943089A (en) | 2011-01-12 |
DE602006018581D1 (en) | 2011-01-13 |
CN101943089B (en) | 2015-09-23 |
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