Patent Application
20160003137
The present invention relates to an exhaust gas pressure regulator for an engine. More particularly, the present invention relates to an exhaust gas pressure regulator having a moveable regulating member for controlling the exhaust gas through flow. The present invention also relates to a method for providing such exhaust gas pressure regulator.
Engines, in particular piston engines used for road vehicles, may be provided with an exhaust gas pressure regulator for allowing exhaust brake functionality.
Generally, by preventing exhaust gas to flow out from the engine the exhaust gas will be compressed within the cylinder. As there is no fuel supply during braking, such exhaust gas compression will consequently slow down the vehicle.
For heavy diesel engine road vehicles such as trucks, a turbo-charger is normally arranged in the exhaust gas flow path. For such application, the exhaust gas pressure regulator is provided downstream of the turbo-charger.
EP 1954929 describes an example of an exhaust gas pressure regulator, wherein a moveable member is arranged in a diffuser duct. The moveable member may be positioned in an open position, wherein exhaust gas flow is allowed to flow through the pressure regulator, and a closed position, wherein the moveable member is moved in an end position for restricting the exhaust gas flow. The end position is obtained by arranging the moveable member close to the diffuser duct, such that an outer periphery of the moveable member is moving towards an inner periphery of the diffuser duct.
Although such exhaust gas flow regulator has been proven to be very efficient for various applications, the construction has some associated drawbacks. In order to avoid oscillation problems, the end position must be well defined. During operation, a built up pressure on the turbo side will eventually cause the moveable member to move back towards its open position. Consequently, the pressure on the turbo side will drop whereby the regulating pressure of the exhaust gas pressure regulator again will force the moveable member to its end position. Hence, such pressure variations will cause the moveable member to move back and forth rapidly. If the moveable member is not perfectly aligned with the inner periphery of the diffuser duct, there is a significant risk of oscillation and the tolerances must thus be very small for always ensuring the correct end position.
It would therefore be desired to provide an exhaust gas pressure regulator which provides a more robust operation, and which may be manufactured with reduced demands on tolerances.
It is desirable to provide an exhaust gas pressure regulator, which creates conditions for a more robust/accurate operation and/or a longer life.
According to a first aspect, an exhaust gas pressure regulator for an engine comprises an exhaust gas duct delimiting an exhaust gas flow path and a regulating member, which is moveable in a first direction in the exhaust gas duct between a first end position, in which the exhaust gas flow path is open for exhaust gas throughflow, and a second end position, in which the regulating member at least substantially closes the exhaust gas flow path for exhaust gas throughflow, wherein said regulating member and said exhaust gas duct are configured for defining an annular gap when the regulating member is positioned in the second end position for allowing exhaust gas to flow through said exhaust gas pressure regulator.
The exhaust gas pressure regulator creates conditions for reducing oscillations. Further, a uniform gap may be achieved when the exhaust pressure regulator is controlled to restrict exhaust gas from flowing through the exhaust gas pressure regulator, through which gap a small amount of exhaust gas is allowed to flow.
The exhaust gas pressure regulator allows for small variations in dimensions without affecting the overall performance negatively.
Preferably, the exhaust gas pressure regulator is controllable between a first operational mode, in which the exhaust gas pressure regulator serves as a normal diffuser, and a second operational mode, in which the exhaust gas pressure regulator prevents a major amount of exhaust gas to flow through, whereby the second operational mode still provides a certain amount of exhaust gas to how through. The second operational mode is obtained for a number of different positions of the moveable member.
Preferably, the moveable member is arranged at a predetermined radial distance from a surrounding duct when the exhaust gas pressure regulator is in the second operational mode.
The width of said annular gap may be in the range of 0.1 to 1 mm, preferably 0.4 to 0.6 mm. The width should in this context be interpreted as the difference between the radius of an inner periphery of the exhaust gas duct and the radius of an outer periphery of the regulating member. This is advantageous in that the exhaust gas flow path is substantially closed off, such that a pressure may be built up upstream of the exhaust gas pressure regulator.
The regulating member may comprise an external circumferential closing surface, the exhaust gas duct may comprise an internal closing surface, said closing surfaces may be configured for achieving said substantial closing, whereby at least one of said surfaces may extend a first distance in parallel with said first movement direction for achieving said substantial closing fir a range of mutual positions along said first direction. Hence, a significant reduction of tolerances is achieved since several closing positions will provide the same functionality, namely to substantially close off the exhaust gas flow path.
According to a second aspect, an exhaust gas pressure regulator for an engine comprises an exhaust gas duct delimiting an exhaust gas flow path and a regulating member, which is moveable in a first direction in the exhaust gas duct between a first end position, in which the exhaust gas flow path is open for exhaust gas throughflow, and a second end position, in which the regulating member at least substantially closes the exhaust gas flow path for exhaust gas throughflow, wherein the regulating member comprises an external circumferential closing surface, the exhaust gas duct comprises an internal closing surface, said closing surfaces are configured for achieving said substantial closing, whereby at least one of said surfaces extends a first distance in parallel with said first movement direction for achieving said substantial closing for a range of mutual positions along said first direction.
The exhaust gas pressure regulator creates conditions for reducing oscillations. Further, a uniform gap may be achieved when the exhaust pressure regulator is controlled to restrict exhaust gas from flowing through the exhaust gas pressure regulator, through which gap a small amount of exhaust gas is allowed to flow.
The exhaust gas pressure regulator allows for small variations in dimensions without affecting the overall performance negatively.
Preferably, the exhaust gas pressure regulator is controllable between a first operational mode, in which the exhaust gas pressure regulator serves as a normal diffuser, and a second operational mode, in which the exhaust gas pressure regulator prevents a major amount of exhaust gas to flow through, whereby the second operational mode still provides a certain amount of exhaust gas to flow through. The second operational mode is obtained for a number of different positions of the moveable member.
Preferably, the moveable member is arranged at a predetermined radial distance from a surrounding duct when the exhaust gas pressure regulator is in the second operational mode.
The regulating member and the exhaust gas duct may be configured for defining an annular gap when the regulating member is positioned in the second end position for allowing exhaust gas to flow through said exhaust gas pressure regulator. The width of said annular gap may be in the range of 0.1 to 1 mm, preferably between 0.4 and 0.6 mm.
In the following, preferred embodiments for the first aspect and the second aspect will be briefly discussed. The exhaust gas duct may form a diffuser, whereby dynamic pressure of the exhaust gas is converted to static pressure. Further, said annular gap may be formed between a narrow portion of said exhaust gas duct having a constant diameter, and a cylindrical portion of said regulating member having a constant diameter, and wherein the longitudinal extension of said cylindrical portion exceeds the longitudinal extension of said narrow portion. In an embodiment where the narrow portion has a slightly larger diameter than the cylindrical portion, the regulating member may be arranged in a number of different positions all providing the same substantial closing of the exhaust gas pressure regulator, as long as at least some part of the cylindrical portion is longitudinally aligned with the narrow portion.
The regulating member may be fixedly attached to a piston being spring-biased for urging said regulating member towards the first end position. Further, the piston may be slidable relative a shaft extending along a longitudinal axis of said exhaust gas pressure regulator. Hence, the regulating member will be urged towards its first end position thus always allowing normal operation of the engine in case of malfunction. Further, a linear movement is effectively provided.
A retainer may be provided at a lateral end of said shaft for preventing said piston to slide beyond said retainer.
The piston may preferably be received in a cylindrical portion forming a closed cavity between said cylindrical portion and said piston. The cylindrical portion may be connected to at least one inlet for supplying pressurized air into said closed cavity. Further, the cylindrical portion may be supported by a circumferential support structure surrounding said cylindrical portion, whereby said support structure is in fluid communication with a circumferential closed chamber for guiding pressurized air into said cylindrical portion. These features are advantageous in that the piston, and the regulating member, may be pressurized in a very robust manner for achieving the exhaust gas flow path shut off.
The cylindrical portion may be formed integrally with said support structure, and said support structure may form a stator for a turbo-compound unit. Hence, the exhaust gas pressure regulator is integrated with the turbo-compound unit in a very efficient manner.
According to a third aspect, a turbo-compound system is provided. The turbo-compound system comprises an exhaust gas pressure regulator according to the first or second aspect arranged upstream of a turbine of a turbo-compound unit.
According to a fourth aspect, a turbo system is provided. The turbo system comprises a turbo-charger unit arranged upstream of a turbo-compound unit according to the third aspect.
According to a fifth aspect, a piston engine is provided. The piston engine comprises a turbo system according to the fourth aspect.
According to a sixth aspect, a heavy vehicle, such as a truck, is provided. The heavy vehicle comprises a piston engine according to fifth aspect.
According to a seventh aspect, a method for providing an exhaust gas pressure regulator is provided. The method comprises the steps of providing an exhaust gas duct delimiting an exhaust gas flow path; providing a regulating member being moveable in a first direction in the exhaust gas duct between a first end position, in which the exhaust gas flow path is open for exhaust has flowthrough, and a second end position, in Which the regulating member at least substantially closes the exhaust gas flow path for exhaust gas flowthrough, wherein said regulating member and said exhaust gas duct are configured for defining an annular gap when the regulating member is positioned in the second end position for allowing exhaust gas to flow through said exhaust gas pressure regulator.
The invention will be described in greater detail in the following, with reference to embodiments that are shown in the attached drawings, in which
a is a longitudinal section through the exhaust gas pressure regulator shown in
b is longitudinal section through a part of the exhaust gas pressure regulator, operated in the second end position.
Starting with
As is shown schematically, the present embodiment includes a number of units 50, 60, 100 which the exhaust gas is in operation with. A turbo-charger unit 50 is provided for receiving the exhaust gas and for compressing air. Further, a turbo-compound unit 60 provides an additional torque to a crankshaft 24 of the engine 10. An exhaust has pressure regulator 100 is arranged between the turbo-charger unit 50 and the turbo-compound unit 60. The turbo-charger unit 50 as well as the turbo-compound unit 60 are well known in the art and will not be described in further detail herein.
Before turning to particular details of the exhaust gas pressure regulator 100, some general comments on the functionality of the present embodiment will be given. As exhaust gas is flowing out from the engine block 20, the energy of the exhaust gas will be used in the turbo-charger unit 50 for compressing the air before it is introduced in the cylinders 22. The exhaust gas will thereafter flow through the exhaust gas pressure regulator 100 which in its idle position serves to diffuse the exhaust was flow before it flows through the turbo-compound unit 60. A part of the remaining energy of the exhaust gas flowing out from the exhaust gas pressure regulator 100 will cause a turbine of the turbo-compound unit 60 to rotate, which rotation is coupled to the crankshaft 24 thus adding torque for driving the vehicle. Further components, such as a catalytic converter and a silencer (not shown), are normally also provided downstream of the exhaust pressure regulator 100 in order to form a complete exhaust system for the engine 10.
The exhaust gas pressure regulator 100 is controllable for adjusting the amount of exhaust gas flowing through. During normal operation the exhaust gas pressure regulator is in its idle position whereby no restriction in the exhaust gas flow is provided. However, in some situations it is desirable to compress the exhaust gas in the cylinders, e.g. during braking or engine heat mode for increasing the temperature of the exhaust gas. If this is the case the exhaust gas pressure regulator changes its position into an operational position for at least partly blocking the exhaust gas flow.
Now turning to
The exhaust gas duct 110 has a longitudinal extension such that it extends in the same direction as the exhaust gas flow, i.e. from the inlet end 102 towards the outlet end 104. The diameter of the exhaust gas duct 110 is preferably varying along its longitudinal direction, such that the cross-sectional area is increasing along the exhaust gas flow direction. Correspondingly, the regulating member 120 has a longitudinal extension such that it extends in the same direction as the exhaust gas flow. The diameter of the regulating member 120 ma vary along its longitudinal direction such that the cross-sectional area is increasing along the exhaust gas flow.
The regulating member 120 may thus have a conical shape, or a shape slightly deviating from a strict conical shape as indicated in
The exhaust gas duct 110 and the regulating member 120 are preferably arranged such that the width of the annular flow path 106 is substantially constant, or slightly increasing, along the longitudinal extension when the exhaust gas pressure regulator 100 is in its idle position. However, as the diameter of the exhaust gas duct 110 and the diameter of the regulating member 120 are increasing along the exhaust gas flow direction, the volume of the flow path 106 will increase along the exhaust gas flow direction whereby a diffusion of the exhaust gas will be provided.
When the exhaust gas pressure regulator is in its idle position, as shown in
The nozzle unit 150 has an outer portion 154, arranged radially outwards of said cylindrical portion 152 and forming a circumferential support structure surrounding the cylindrical portion 152. The outer portion 154 forms the outlet end 104 of the exhaust gas pressure regulator 100 such that the exhaust gas exits the exhaust gas pressure regulator 100 at the outer portion 154. The outer portion 154 of the nozzle unit 150 is preferably securely attached to an outer duct 160 which serves to guide the exhaust gas further away from the exhaust gas pressure regulator 100. An air inlet 162 is connected to the outer duct 160 for introducing pressurized air in a closed chamber 164 being sealed against the outer portion 154 of the nozzle unit 150. Preferably, the closed chamber 164 is circumferential thus surrounding the entire periphery of the outer portion 154.
One or several nozzle vanes 156 are provided in the outer portion 154 of the nozzle unit 150 for allowing pressurized air to flow from the closed chamber 164 into the cylindrical portion 152 of the nozzle unit 150, which cylindrical portion 152 forms a closed cavity with the piston 130. Feeding channels 157 are thus arranged in one or several nozzle vanes 156 for guiding the pressurized air into the closed cavity. If pressurized air is supplied via the air inlet 162, the piston 130 will be pressed away from the nozzle unit 150 once the air pressure exceeds the compression force of the spring 122. Upon this, the regulating member 120 will move with the piston 130 towards the inlet end 102 of the exhaust gas pressure regulator 100 thus changing the dimensions of the exhaust gas flow path 106.
This is shown in
Now turning to
The base portions 112, 124 are shown in further detail in
The base portion 124 of the regulating member 120 may however instead have a conical shape, of which the walls are slightly tapered. This facilitates mounting, since the base portion 124 may be pressed securely onto the piston 130. By having a relatively small opening angle of the conical shape, such as between 1 and 10°, the operational functionality of the exhaust gas pressure regulator 100 is substantially the same as for a cylindrical shape.
The present embodiment provides a number of advantages. Firstly, by providing the base portion 124 of the regulating member 120 with an outer diameter being slightly less than the inner diameter of the base portion 112 of the exhaust gas duct 110, an annular gap 170 is defined between the base portions 112, 124. The width of the annular gap 170 may be small, e.g. in the range of 0.1-1 mm, preferably around 0.5 mm, such that a small amount of exhaust gas is allowed to flow through the exhaust gas pressure regulator 100 even when the regulating member 120 is arranged in the second end position. However, it has been shown that such exhaust gas flowthrough will not affect exhaust breaking performance significantly, but instead reduce the risk of vibrations and oscillations of the regulating member 120. As the annular gap 170 is provided circumferentially, a more robust construction is provided. Secondly, the width of the base portion 124 of the regulating member 120 is larger than the width of the base portion 112 of the exhaust gas duct 110. This allows the base portion 124 of the regulating member 120 to overlap the base portion 112 of the exhaust gas duct 110 such that the second end position of the regulating member 120 in fact may be provided for a range of positions along the longitudinal direction.
Preferably, the second end position for the regulating member 120 is defined by a retainer 144 arranged on the shaft 140 at a second end 146 being opposite the first end 142 at which the shaft 140 is attached to the nozzle unit 150. Hence, the retainer 144 forms a stop for the piston 130 beyond which the piston 130 may not slide. The overlap between the base portions 112, 124 allows for slight variations in the dimensions of the regulating member 120 and the piston 130, such that substantial closing is achieved even if the piston 130 is arranged slightly away from its desired end position.
Now referring to one particular application, the described exhaust gas pressure regulator 100 is connected to an outlet end 52 of a turbo-charger unit 50. The turbo-charger unit 50 is normally connected to an exhaust manifold of the piston engine 10. Further, the exhaust gas pressure regulator 100 is connected to an inlet end 62 of a turbo-compound unit 60. The turbo-compound unit 60 is normally connected to the engine block of the engine 10. Due to the very high temperatures of the components 50, 60, 100, the exhaust gas pressure regulator 100 includes a bellows unit 180 connecting the exhaust gas duct 110 with the turbo-charger 50. The bellows unit 180 is configured to accommodate relative movements between the exhaust gas pressure regulator 100 and the turbo-charger unit 50 e.g. caused by different thermal expansion.
Further, the nozzle unit 150 preferably forms part of the turbo-compound unit 60 such that the outer portion 154 of the nozzle unit 150 is provided with vanes thus forming a nozzle of the turbo-compound unit 60. In such case, one or several of the nozzle vanes 156 are preferably provided with an internal channel for feeding pressurized air.
As already described briefly, the exhaust gas pressure regulator 100 may preferably be used for braking of a vehicle. When a driver pushes down the brake pedal, a specific braking force is requested. An ECU of the vehicle then calculates a corresponding air pressure which forces the piston 130 to move, whereby the regulating member 120 partly closes the exhaust gas pressure regulator 100. For such application, the air pressure may be in the range of 1 to 10 Bars, overcoming the spring force as well as the exhaust gas pressure.
In another application, the exhaust gas pressure regulator 100 is used in engine heat mode when it is desired to increase the temperature of the exhaust gas. In such case, an ECU of the vehicle will calculate the desired throughflow of exhaust gas for providing the desired temperature.
Although the exhaust gas pressure regulator 100 has been described to operate in series with a turbo-charger unit 50 and a turbo-compound unit 60, it is readily understood that other applications may also be suitable for the proposed exhaust gas pressure regulator 100. Preferably, the presented exhaust gas pressure regulator may be arranged in any application where a radial turbine, e.g. of a turbo-charger unit, is followed by an axial turbine, e.g. of a turbo-compound unit or a further turbo-charger unit. Further, the exhaust gas pressure regulator 100 may be used in association with all kinds of piston engines, from one cylinder and upwards, and with two-stroke or four-stroke engines, for road vehicles, marine equipment, etc. Also, although a pneumatic system for operating the exhaust gas pressure regulator 100 has been described, other means such as mechanical and/or hydraulic may also be implemented.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2013/000921 | 3/27/2013 | WO | 00 |
