• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    variable flow valve for turbochargers. it is a variable flow valve with position feedback. the variable flow valve includes a housing having an inlet port and an outlet port and one or more control ports, and also includes a piston connected to a primary valve for opening and closing fluid communication between an inlet port and a housing discharge port. the housing and piston interrelate to define an inner chamber and an outer chamber, each in fluid communication with its own control port. the control port valve opens and closes at least one of the control ports to control access to a source of pressure change. the position sensor is part of the position feedback and communicates the position of the primary valve, relative to the discharge port, to a controller that operates the control port valve to maintain the primary valve in a position where the discharge port is partially open.
    公开号:BR112014030200B1
    申请号:R112014030200-6
    申请日:2013-06-19
    公开日:2021-08-03
    发明作者:Brian Graichen；Dave Fletcher；Craig Markyvech
    申请人:Dayco Ip Holdings, Llc；
    IPC主号:
    专利说明:

    RELATED ORDERS
    [001] This application claims the benefit of Interim Order No. 61/662,255, filed June 20, 2012. FIELD OF TECHNIQUE
    [002] This application relates to variable flow valves, more particularly to such a valve which has a position control and a metering control of fluid flow through the valve, which includes valves such as a compressor recirculation valve. BACKGROUND
    [003] Internal combustion engines, their mechanisms, refinements and interactions are used in a variety of mobile and non-mobile vehicles or housing. Currently, as examples are internal combustion engines in industrial vehicles and passenger land vehicles, airspace, stationary and marine applications. There are generally two dominant ignition cycles commonly referred to as gasoline and diesel or, more formally, referred to as spark ignition (SI) and compression ignition (CI), respectively. More recently, exhaust driven turbochargers have been incorporated into the system connected to the internal combustion engine to improve power output and overall engine efficiency.
    [004] Currently available valves used in turbocharger systems of internal combustion engines, such as a compressor bypass valve, operate in such a way that they are either opened or closed in response to changes within the system. Such valves do not provide active control of valve position.
    [005] DE 102010024297 describes a compressor bypass valve having a diaphragm piston that is pneumatically actuated by a solenoid control valve. Other examples of known valves are disclosed in prior art documents EP0827056 or WO/2010/006150.
    [006] In the present document, compressor recirculation valves are disclosed that allow equipment manufacturers ("OEMs") or anyone using a turbocharger to actively control the position of such a valve with a previously predicted accuracy. This level of control is aimed at more precise turbo speed control, which allows OEMs or others to maintain higher turbo speed and thereby reduce turbo response time and turbo-retarding and improve fuel economy and driveability of the vehicle. SUMMARY
    [007] In one aspect, internal combustion engines are disclosed which have an exhaust driven turbocharger system which includes a variable flow valve. In one embodiment, the variable flow valve may be a compressor bypass valve, but is not limited thereto. In the system, the variable flow valve assists in controlling the exhaust driven turbocharger system. The turbocharger has its compressor output connected in fluid communication with the variable flow valve and also to an engine air inlet. The variable flow valve includes a position sensor that senses the position of the primary valve within it and communicates that position to a controller to control the opening and closing of the variable flow valve. In particular, the primary valve can be held in a position where the discharge port is partially opened, thereby affecting the air flow through the engine air intake.
    [008] The variable flow valve includes a housing that has an inlet port and an outlet port and one or more control ports and also includes a piston connected to a primary valve to open and close fluid communication between a inlet port and a housing discharge port to make variation control possible. In this document, the housing and the piston interrelate to define an inner chamber and an outer chamber each in fluid communication with its own control port. The control port valve opens and closes at least one of the control ports to control access to a source of pressure change. A position sensor is also part of the variable flow valve to communicate the position of the primary valve, relative to a discharge port, to a controller that operates the control port valve to hold the primary valve in the partially open position. BRIEF DESCRIPTION OF THE DRAWINGS
    [009] Figure 1 is a diagram including flow paths and flow directions of one embodiment of an internal combustion engine turbo system that includes a compressor recirculation valve ("CRV").
    [010] Figure 2 is a cross-sectional view of an embodiment of a compressor recirculation valve in an open position.
    [011] Figure 3 is a cross-sectional view of the compressor recirculation valve of Figure 2 in a closed position. DETAILED DESCRIPTION
    [012] The detailed description below will illustrate the general principles of the invention, examples of which are further illustrated in the attached drawings. In the drawings, like reference numerals indicate identical or functionally similar elements.
    [013] Figure 1 illustrates a modality of an internal combustion engine turbo system, generally designated 100. The turbo system 100 includes the following components in the control of the operating parameters of a turbocharger: a turbo charger driven by exhaust ("EDT") 2 with a turbine section 22 and a section of 24, a turbine bypass valve commonly referred to as a reject port 13, and a compressor recirculation valve 6 (shown at details in Figures 2 and 3). The EDT includes an exhaust housing 17, 18 which contains a turbine wheel 26 which harnesses and converts exhausted energy into mechanical work via a common shaft to rotate a compressor wheel 28 which admits air, compresses and supplies it to pressures. higher operating pressures through inlet 11 of the internal combustion engine 10.
    [014] Still referring to Figure 1, the refuse port 13 is a control valve used to measure the exhaust volume 16 coming from the exhaust manifold 12 of the internal combustion engine 10 and the energy available to power the EDT turbine wheel 26. The reject port 13 works by opening a valve (not shown) to bypass 19 so that the exhaust flows in the opposite direction to the turbine wheel 26, thereby having direct control over the speed of the EDT 2 and the resulting operating pressure of the ICE inlet manifold. The refuse door 13 may have a number of embodiments, which include the embodiments disclosed in applicant's U.S. Patent Application Serial No. 12/717,130 which is incorporated by reference herein in its entirety.
    [015] In any EDT system there are operating pressures at the compressor inlet 3, intake manifold 5, 11 (IM), exhaust manifold 12, 16 (EM) and exhaust 18, 21. In relation to Figure 1, the EDT compressor inlet is defined as the passageway from air intake system 1 to inlet 3 of the EDT compressor section 24, typically operating at ambient pressure in a single stage EDT system. The engine inlet manifold is defined as the passages between the compressor discharge of EDT 4 and the ICE inlet valve(s) 11. The engine exhaust manifold is defined with the passages between the ICE exhaust valve 12 and EDT turbine inlet 17. The exhaust is broadly defined as any passageway after EDT 18 turbine discharge. In order to achieve effective exhaust gas recirculation (EGR), the pressures in the exhaust manifold should be significantly higher than the pressures found in the inlet manifold for exhaust gas to flow in that direction. The EDT design and the varied combinations of compressor and exhaust sizes that exist is extensive. To summarize, smaller EDT exhaust profiles produce higher desired exhaust manifold pressures at the expense of lower efficiency. One can observe that engineers in the art find an ideal balance between achieving EGR effectiveness and efficiency.
    [016] By definition, the compressor recirculation valve 6 is a regulating valve located in the passageway 5 between the discharge port 4 (also referred to as an exhaust outlet) of a compressor section 24 of the EDT 2, is actuated by exhaust or mechanically and the ICE inlet 11. In the enlarged views in Figures 2 and 3, the CRV 6 includes an exhaust port 8. The exhaust port 8 may be, but is not limited to, one that is breathable to the atmosphere, that is, submitted again to the room inlet of compressor 3 (as shown in Figure 1).
    [017] A CRV can be used on a spark ignited ICE with a regulator plate 9 as depicted in Figure 1. At any given ICE operating range, the EDT can be rotated up to 200,000 revolutions per minute (RPM). The sudden closing of regulator 9 does not immediately decelerate the RPM of the EDT 2. Therefore, this creates a sudden increase in pressure in the passages between the regulator and the compressor section of EDT 24 such as passage 5. The CRV 6 runs by releasing , or diverting such pressure back to the flow path between the air induction system 1 and the compressor section 24.
    [018] The CRV 6 in Figures 2 to 3 is a multi-chamber valve capable of being employed on any EDT-enabled ICE, which includes diesel is capable of controlling the opening and/or closing of the valve, even for several partially positions open, in response to signals from a position sensor 92 included as part of the valve. The CRV 6 includes a housing 50 having an inlet port 7 and discharge port 8, one or more control ports 38 passing through housing 50 that are connected to a control port valve 72 for opening and closing said control ports to access a source of pressure change (in Figures 2 through 3, an integral solenoid 70 with a frame is shown as the control port valve, but the invention is not limited thereto), and a piston 36 connected to a valve 30 seated inside the housing. Housing 50 can be a one-piece or two-piece configuration. In a two-piece embodiment, the housing can include a cap 80 and a main body 82. The solenoid 70 can be mounted directly to the cap 80 with the frame 72 in the fluid flow path 90 (illustrated by the double-headed arrow) which connects to one or more control ports 38 to a path 76 through solenoid 70 to a vacuum 78 (an example of a source of a pressure change). Direct mounting of solenoid 70 eliminates the need to connect hoses, shortens the trajectory for faster reaction time, and is generally a more compact construction with fewer components for potential future failure. Another example of a pressure change source is any type of pump to move a fluid in a positive direction, a negative direction, or switch between the two, as well as, but not limited to, an air pump, a hydraulic pump, a fluid injector, a vacuum pump.
    [019] The piston 36 includes a central shaft 40 having a first end 41 and a second end 42. The first end 41 includes a sealing member 52 as well as, but not limited to, an O-ring for the sealing engagement. with a first housing portion 50. Extending from the second end 42 is a flange 44 which extends towards the first end 41, however, is spaced a distance away from the central axis 40 of the piston 36. Flange 44 terminates in a thickened collar 45 which has a seat 54 for a second enclosing member 56 as well as, but not limited to, an O-ring. The second enclosing member 56 also provides sealed engagement with a second housing portion 50 The flange 44 defines a generally cup-shaped chamber 46 (best seen in Figure 3) between the central shaft 40 and itself and when housed within the housing 50 defines a plurality of chambers 58' (innermost) and 58'' (outermost). Piston 36 is movable between an open position (shown in Figure 2) and a closed position (shown in Figure 3) by means of bias spring 32, by means of positive or negative pressure acting (supplied, for example, by vacuum) through the fluid flow path 90, or a combination thereof.
    [020] The sealing member may be any suitable seal or washer for sealing corresponding components, which includes a sealing ring. In an embodiment where at least one of the sealing members 52, 56 is an O-ring, the O-ring may have one of several cross-sectional profiles, which includes a circular profile, an X-shaped profile. , a square profile, a profile generally V-shaped, a profile generally U-shaped, or other profiles suitable for sealing corresponding components.
    [021] Still referring to Figures 2 and 3, the position sensor 92 can be any device that allows the measurement of position. In one embodiment, it is a relative position sensor (a displacement sensor) based on the movement of the valve 30 with respect to the opening, is seated in either the inlet port 7 or the discharge port 8. The position sensor 92 may be a capacitive transducer, an eddy current sensor, a grating sensor, a Hall effect sensor, an inductive non-contact position sensor, a laser Doppler (optical) vibrometer, a linear variable differential transformer (LVDT), a transducer geometric multi-axis displacement, a photodiode array, a piezoelectric (piezo-electric) transducer, a potentiometer, a proximity (optical) sensor, a seismic displacement phonocapitor, a wire potentiometer (also known as a potentiometer, encoder cable, cable position transducer), or a combination thereof.
    [022] In the mode illustrated in Figures 2 and 3, the position sensor 92 is a Hall effect sensor comprising a chip/Hall effect position sensor 96 that detects the displacement of the magnet 94, which is connected to the valve 30 for translation with it. Magnet 94 can be mounted on or within piston 36, or valve 30, e.g. magnet 94 can be re-entered into valve 30 or piston 36 (not shown). In Figures 2 and 3, magnet 94 is housed within an easel 98 connected to piston 36. Easel 98 suspends magnet 94 within innermost chamber 58' (identified in Figure 3) defined between piston 36 and housing 50. The trestle 98 includes one or more holes 102 therein that leads to a path 104 through the valve 30 so that it is in fluid communication with the discharge port 8. The holes in the trestle 98 also place the inlet port 7 (or discharge port 8, which depends on the mounting orientation of the primary valve 30 within the housing 50 and the orientation of the CRV in the system), via path 104, in fluid communication with the innermost chamber 58'. The chip/Hall effect position sensor 96 can be positioned within the actuator structure in sufficient proximity to detect the movement of the magnet 94. In the embodiment in Figures 2 and 3, the chip/Hall effect position sensor 96 is oriented horizontally in a position on the magnet 94 as part of the cap 80, i.e. axial with respect to the magnet 94. In another embodiment, the chip/Hall effect position sensor 96 can be vertically oriented in a radially outward position in the opposite direction of the magnet 94. The innermost chamber also houses a tilting member 32 such that the magnet 94 does not interfere with it.
    [023] The path 104, Figure 2, is formed axially through the valve 30.
    [024] As discussed, the control gate valve 72 may be solenoid 70 and its frame 72 operable in response to indications from a CPU 106 to turn on solenoid 70 to move frame 72 to open the fluid flow path 90 (Figure 2) between the outermost chamber 58'' and the pressure change source 78.
    [025] The present invention allows the ICE engineer to control the operating pressure of the exhaust manifold 12, 16 with command. By selectively opening the CRV 6, see Figure 3, to a desired displacement, including a plurality of partially open positions, relative to the opening in which it is seated when in a closed position, operating pressures can be controlled to produce a desired effect. In one mode, the operator is effectively controlling the operating pressure of the engine inlet manifold 5, 11 using the CRV 6. There are several methodologies to control the opening and closing of the modes of a CRV 6 that can produce the It is made. In one embodiment, the CRV 6 can be manufactured so that it naturally opens against a bias spring 32, whereby when operating pressure exceeds the spring preload force, the CRV 6 opens and then regulates against the force. of pre-charge to maintain a certain operating pressure in the inlet manifold 5, 11 (Figure 1). Once flagged as open, CRV 6 operates similarly to the previous example. Additionally, the CRV 6, direct acting or pneumatic, can be signaled to open by having a circuit that applies a control frequency with a given duct cycle to produce a target operating pressure in the inlet manifold 5, 11 against which regulate, or perhaps, determine the elevation and position of valve 30 on the CRV 6.
    [026] In the present document, as seen in Figure 2 and 3, selective measurement (partial opening of the valve for a plurality of positions) is performed using CPU 106 and the signals that CPU 106 receives from position sensor 92. Selective metering is enhanced through the geometry of valve seat 110 and valve 30. In particular, valve seat 110 and valve 30 have a shape in which a slight displacement of the valve can partially open the discharge port.
    [027] A variety of control methodologies are known or can be developed hereinafter, which enable the detection of system operating pressures or the benchmarking of the system operating pressure in relation to the mechanical operation of a valve in it and , from then on, produce an emission to achieve an effect. System arrangements can be as fundamental as the pneumatic communication pressure signals that are produced in the system are for a surface area of mechanical actuators acting against a spring bias. As system conditions change, the actuator performance will change accordingly in simple closed-loop logic. The control system can also increase in complexity to include pressure sensors that communicate the signals to an electronic processing unit that integrates such signals electronically or against a table of comparative values and then outputs a control signal. for a solenoid that will pneumatically control the actuator's actions. As discussed in patent application No. US 13/369,971 which is now fully incorporated by way of reference, the control of a valve in the position of the CRV 6 in Figure 1 can be coordinated in relation to the opening and closing of the refuse door 13 to control the boost pressure in the inlet manifold 5, 11.
    [028] Having described the invention in detail and with reference to the preferred embodiments thereof, it will be evident that modifications and variations are possible without departing from the scope of the invention as defined in the appended claims.
    权利要求:
    Claims (14)
    [0001]
    1. Variable flow valve comprising: a housing (50) having an inlet port (7) and an outlet port (8) and two or more control ports (38) in fluid communication with the interior of the housing (50); a piston (36) connected to a primary valve (30), both of which are seated within the housing (50) to open and close fluid communication between the inlet (7) and the outlet (8) port; a control port valve (72) arranged to open and close at least one of the control port ports (38) to a pressure change source (78); characterized in that the housing (50) and the piston interrelate to define a radially inner chamber (58') and a radially outer chamber (58''), the inner chamber (58') which is in fluid communication with one of the control ports (38) and the outer chamber (58'') which is in fluid communication with another of the control ports (38); the variable flow valve further having a position sensor (92) having at least one component thereof connected to a primary valve to determine the position of a primary valve (30) relative to the discharge port (8) ; wherein the position of the primary valve (30) is used to communicate with the control port valve (72) to hold the primary valve (30) in a position where the discharge port (8) is partially open.
    [0002]
    2. Variable flow valve according to claim 1, further comprising: a path (104) formed axially through the primary valve (30) to connect the inlet port (7) to the inner chamber (58' ) so that there is fluid communication between them.
    [0003]
    3. Variable flow valve according to claim 1, characterized in that the control port valve (72) opens and closes fluid communication between the control port (38) in fluid communication with the inner chamber (58 ') and the control port (38) in fluid communication with the outer chamber (58'').
    [0004]
    A variable flow valve according to claim 3, characterized in that when the primary valve (30) is in a closed position, the control port valve (72) is opened thereby providing fluid communication between the inner chamber (58') and the outer chamber (58''), and where the primary valve (30) is in a fully open position, the control port valve (72) is closed, thereby providing fluid communication between the outer chamber (58'') and the source of pressure change without fluid communication between the inner chamber (58') and the outer chamber (58'').
    [0005]
    5. Variable flow valve according to claim 1, characterized in that the discharge port (8) has a geometric shape adapted so that a slight displacement of the primary valve (30) towards the fully open position partially opens the discharge port (8).
    [0006]
    6. Variable flow valve, according to claim 1, characterized in that the position sensor (92) is in signal communication with a CPU that controls the opening and closing of the control port valve (72).
    [0007]
    7. Variable flow valve, according to claim 1, characterized in that the position sensor (92) is a Hall effect sensor comprising a position magnet (94) connected to the primary valve (30) and a sensor of chip (96) near the position magnet (94) to detect any change in its position.
    [0008]
    8. System for controlling an exhaust driven turbocharger system characterized by comprising: a turbocharger (2) having its compressor output (4) in fluid communication with a variable flow valve and an air inlet (11) of a engine (10), the variable flow valve comprising: a piston (36) connected to a primary valve (30) which controls fluid communication between an inlet port (7) and an outlet port (8) of a housing (50) in which the primary valve (30) is seated, wherein the housing (50) and the piston (36) interrelate to define an inner chamber (58') and an outer chamber (58''), the inner chamber (58') is in fluid communication with a first control port (38) and the outer chamber (58') is in fluid communication with a second control port (38); a control port valve (72) arranged to open and close at least one of the first and second control port access (38) to a pressure change source (78); and a position sensor (92) having at least one component thereof connected to the primary valve (30) for determining the position of the primary valve (30) with respect to the discharge port (8); wherein the position of the primary valve (30) controls the opening and closing of the control port valve (38); wherein the position of the primary valve (30) is used to communicate with the control port valve (72) to maintain the primary valve (30) in a position where the discharge port (8) is partially open, thus mode, affecting the airflow through the engine air intake (10).
    [0009]
    9. System according to claim 8, characterized in that the variable flow valve further comprises: an axially formed path through the primary valve (30) to connect the inlet port (7) to the inner chamber (58') for communication fluid between them.
    [0010]
    10. System according to claim 8, characterized in that the control port valve (72) opens and closes the fluid communication between the control port (38) in fluid communication with the inner chamber (58') and the port (38) in fluid communication with the outer chamber (58'').
    [0011]
    11. System according to claim 10, characterized in that when the primary valve (30) is in a closed position, the control port valve (72) is opened, thereby providing fluid communication between the inner chamber ( 58') and the outer chamber (58'') and when the primary valve (30) is in a fully open position, the control port valve (72) is closed, thereby providing fluid communication between the outer chamber. (58'') and the pressure change source (78) without fluid communication between the inner chamber (58') and the outer chamber (58'').
    [0012]
    12. System according to claim 8, characterized in that the discharge port (8) has a geometric shape adapted so that a slight displacement of the primary valve (30) towards the fully open position partially opens the discharge port (8 ).
    [0013]
    System according to claim 8, characterized in that the position sensor (92) is in signal communication with a CPU (106) that controls the opening and closing of the control gate valve (72).
    [0014]
    System according to claim 8, characterized in that the position sensor (92) is a Hall effect sensor comprising a position magnet (94) connected to a primary valve (30) and a chip sensor (96 ) near the position magnet (94) to detect any change in its position.
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    同族专利:
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    BR112014030200A2|2017-06-27|
    JP5965060B2|2016-08-03|
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    US20130340428A1|2013-12-26|
    WO2013192281A2|2013-12-27|
    MX2014015608A|2015-03-05|
    KR20150023264A|2015-03-05|
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    CN108591573A|2018-06-19|2018-09-28|杭州科盛机电设备有限公司|A kind of flow valve electric adjusting mechanism|
    FR3088738B1|2018-11-15|2021-02-26|Electricfil Automotive|FLUID FLOW CONTROL SYSTEM WITH INTEGRATED LINEAR POSITION SENSOR|
    法律状态:
    2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-08-18| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-06-08| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-08-03| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 19/06/2013, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US201261662255P| true| 2012-06-20|2012-06-20|
    US61/662,255|2012-06-20|
    PCT/US2013/046503|WO2013192281A2|2012-06-20|2013-06-19|Variable flow valve for turbochargers|
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