EP3583309A1 - Refroidisseur de gaz d'échappement pour un moteur à combustion interne - Google Patents

Refroidisseur de gaz d'échappement pour un moteur à combustion interne

Info

Publication number
EP3583309A1
EP3583309A1 EP18705893.8A EP18705893A EP3583309A1 EP 3583309 A1 EP3583309 A1 EP 3583309A1 EP 18705893 A EP18705893 A EP 18705893A EP 3583309 A1 EP3583309 A1 EP 3583309A1
Authority
EP
European Patent Office
Prior art keywords
exhaust gas
gas cooler
cooling
flow
flow path
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP18705893.8A
Other languages
German (de)
English (en)
Inventor
Peter Foessl
Michael Wasserbaur
Peter Raschl
Christian Wimmer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP3583309A1 publication Critical patent/EP3583309A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—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
    • F02M26/25—Layout, e.g. schematics with coolers having bypasses
    • 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
    • F02M26/24—Layout, e.g. schematics with two or more coolers
    • 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
    • F02M26/25—Layout, e.g. schematics with coolers having bypasses
    • F02M26/26—Layout, e.g. schematics with coolers having bypasses characterised by details of the bypass valve
    • 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
    • F02M26/28—Layout, e.g. schematics with liquid-cooled heat exchangers
    • 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
    • F02M26/33—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 controlling the temperature of the recirculated gases
    • 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
    • F02M26/29—Constructional details of the coolers, e.g. pipes, plates, ribs, insulation or materials
    • F02M26/30—Connections of coolers to other devices, e.g. to valves, heaters, compressors or filters; Coolers characterised by their location on the engine

Definitions

  • the invention relates to an exhaust gas cooler for an internal combustion engine.
  • an exhaust gas cooler is to be presented, in which exhaust gas can be cooled with a particularly well adjustable cooling capacity, and can be reduced in the Versottungsvor réelle.
  • an exhaust gas cooler according to the features of patent claim 1 and with a motor vehicle according to the features of claim 9. Further advantageous embodiments of the exhaust gas cooler and the motor vehicle are specified in the dependent formulated claims.
  • the features listed individually in the claims can be combined with each other in any technologically meaningful manner and can be supplemented by explanatory facts from the description, with further embodiments of the invention being shown.
  • an exhaust gas cooler for an internal combustion engine is presented. At least two flow paths are formed by the exhaust gas cooler.
  • the exhaust gas cooler comprises at least:
  • At least one bypass line for bypassing at least one of the at least two cooling stages, wherein a second of the flow paths extends at least partially through the bypass line.
  • the internal combustion engine may be suitable in particular for a motor vehicle.
  • the internal combustion engine preferably has a plurality of cylinders as combustion chambers, in which fuel can be burned with air.
  • Exhaust gas arising during combustion can preferably be discharged via exhaust gas lines from the combustion chambers (preferably after exhaust gas aftertreatment) to the surroundings of the motor vehicle. At least part of the exhaust gas is preferably taken from exhaust pipes and returned to the combustion chambers for renewed combustion.
  • Such exhaust gas recirculation can contribute in particular to the reduction of polluting nitrogen oxide emissions.
  • nitrogen oxides can be formed, in particular in the case of a high oxygen content of the fuel-air mixture to be combusted and / or at high combustion temperatures.
  • the oxygen content of the fuel-air mixture and / or the combustion temperature can be lowered.
  • the recirculated exhaust gas is preferably cooled.
  • the exhaust gas cooler described can be used.
  • the exhaust gas cooler allows the cooling of the exhaust gas with adjustable cooling capacity.
  • the combustion temperature is already comparatively low, so that a cooling of the exhaust gas to a small extent (ie with a small difference between the exhaust gas temperature before and after cooling) may be sufficient.
  • only a small mass flow be required on exhaust gas for exhaust gas recirculation.
  • Both a small amount of cooling and a cooling of a low mass flow requires only a low cooling capacity of the exhaust gas cooler. Only a low cooling capacity of the exhaust gas cooler can be required, for example, in low-load phases or during warm-up of the internal combustion engine.
  • the exhaust gas can preferably be passed through the exhaust gas cooler via a plurality of flow paths, wherein exhaust gas experiences different cooling on different flow paths. This means that a difference between the exhaust gas temperature before and after the exhaust gas cooler for different flow paths is different. Switching between different flow paths can be much faster than changing the temperature of a cooling stage (for example, by changing a coolant flow).
  • the flow paths are preferably formed in each case from an inlet in the exhaust gas cooler to an outlet of the exhaust gas cooler.
  • the flow paths are paths through which exhaust gas can flow through the exhaust gas cooler.
  • flow paths can run, for example, through lines, cooling stages, cavities and / or valve devices of the exhaust gas cooler. Different flow paths can at least partially z. B. in a common line.
  • a cooling stage is to be understood as meaning a space through which a gas can flow, wherein the gas (here in particular an exhaust gas of the internal combustion engine) can be cooled as it flows through the space.
  • the cooling stage can in particular have cooling fins or cooling structures with a particularly large surface, which can be cooled, for example, by means of a coolant.
  • the coolant may be circulated in a refrigeration cycle, where after heat exchange with the gas in the refrigeration stage, it may be cooled in a cooler (such as an air cooler cooled by the airflow).
  • exhaust gas flows along the first flow path through the exhaust gas cooler, it preferably passes through (successively) all the cooling stages of the exhaust gas cooler. Compared to other possible flow paths through the exhaust gas cooler, the cooling capacity along the first flow path is preferably the largest.
  • exhaust gas flows along the second flow path through the exhaust gas cooler, it preferably passes through at least one of the cooling stages, wherein at least one further of the cooling stages is preferably not passed through. Instead, the non-traversed cooling stage or the non-traversed cooling stages are bypassed via the bypass line.
  • the bypass line can bypass various of the cooling stages.
  • the second flow path may first pass through the bypass line past a first cooling stage and subsequently through a second cooling stage.
  • the second flow path can run, for example, through a first cooling stage, then through the bypass line past a second and a third cooling stage and finally through a fourth cooling stage.
  • exhaust gas cooler can become sooted.
  • deposits of exhaust gas or of components of the exhaust gas
  • a sooting can occur especially in areas of large overflowed surfaces and thus in particular in the cooling stages. In cooling stages, sooting can also cause the achievable cooling capacity to be reduced. Sooting can in particular lead to a regulation of the cooling capacity having to be adjusted regularly.
  • a sooting can occur particularly reduced.
  • the exhaust gas can be passed via the second flow path and thus via the bypass line.
  • the thus bypassed (s) cooling stage (s) are not exposed to exhaust gas, so that it can also come to no sooting therein.
  • a sooting can be particularly well prevented by high temperatures of the exhaust gas (or periodically removed after emergence) are.
  • a sooting can in particular by regular burnout be prevented. High temperatures of the exhaust gas ensure that deposits on an overflowed surface are already removed at the beginning.
  • the exhaust gas cooler has exactly two cooling stages. In that case, it is preferable that the second cooling stage be bypassed by the bypass line.
  • the first cooling stage can be burned particularly well with not yet cooled (and therefore particularly hot) exhaust gas.
  • a first changeover device is arranged at a branch point of the bypass line, wherein the first flow path and / or the second flow path can be released via the first changeover device.
  • the first changeover device preferably comprises at least one flow guide flap, via which the exhaust gas can be introduced into the bypass line (according to the second flow path) and / or into the cooling stage (according to the first flow path) bypassed by the bypass line, depending on the position of the flow guide flap. It is preferred that the first changeover device is adjustable in such a way that an exhaust gas flow with an arbitrary ratio can be divided between the bypass line and the cooling stage to be bypassed. Alternatively, it is preferred that the first change-over device can only be brought into two positions: a first position in which the exhaust gas is completely conducted via the bypass line and a second position in which the exhaust gas is passed completely through the bypassed by the bypass line cooling stage ,
  • the first changeover for example, have an electric motor or a mechanical and / or pneumatic drive.
  • the drive is arranged outside of the exhaust gas cooler.
  • the first changeover device is controllable via a control unit of the internal combustion engine.
  • the first changeover device is arranged on a junction part of the bypass line.
  • the confluence parts of the bypass line is meant the end of the bypass line where the exhaust gas comes out of the bypass line and into a conduit flows in with the immediate cooling stage (downstream of this cooling stage).
  • the first flow path and / or the second flow path can preferably be released via the first changeover device.
  • the exhaust gas cooler further comprises a bypass path for bypassing all cooling stages of the exhaust gas cooler, wherein a third flow path is formed through the exhaust gas cooler which extends at least partially through the bypass path.
  • exhaust gas may flow over the third flow path and not undergo cooling. If exhaust gas flows along the third flow path through the exhaust gas cooler, it preferably does not pass through any of the cooling stages of the exhaust gas cooler.
  • an inlet in the exhaust gas cooler and an outlet of the exhaust gas cooler are preferably arranged in spatial proximity to one another. In that case, the bypass path can be made particularly short, so that a particularly low flow resistance and a maximum temperature maintenance in the bypass path can be achieved.
  • the exhaust gas cooler has at least one second changeover device at an inflow point of the bypass path via which the third flow path (through the bypass path) can be released.
  • the inflow point of the exhaust gas cooler is preferably connected in the manner of a radiator inlet diffuser.
  • the radiator inlet diffuser is preferably designed such that the bypass path is formed by a closable with the switching device opening in the radiator inlet diffuser. This allows a very short bypass path.
  • the second changeover device preferably comprises at least one flow guide flap, via which the exhaust gas depending on the position of Strömungsleitklappe in the bypass path (according to the third flow path) and / or in the bypassed by the bypass path cooling stages optionally including the bypass line (according to the first and / or second flow path ) can be initiated. If the second changeover device is set in such a way that the first flow path and / or the second flow path are released, then the first changeover device can preferably be used via the first changeover device. be set direction, whether the first flow path and / or the second flow path are accessible.
  • the second change-over device is adjustable in such a way that an exhaust gas stream with an arbitrary ratio can be divided between the bypass path and the cooling stages to be bypassed.
  • the second changeover device can be brought into only two positions: a first position in which the exhaust gas is passed completely over the bypass path and a second position in which the exhaust gas is passed completely through the cooling stages or the bypass line ,
  • the second changeover device may for example comprise an electric motor or a mechanical and / or pneumatic drive.
  • the drive is arranged outside of the exhaust gas cooler.
  • the second changeover device is controllable via a control unit of the internal combustion engine.
  • the exhaust gas cooler on a junction parts of the bypass path, the second switching device.
  • the third flow path instead of the first flow path and / or the second flow path.
  • bypass parts of the bypass path is meant the end of the bypass path at which the exhaust gas can flow out of the bypass path and through an outlet of the exhaust gas cooler.
  • a first of the cooling stages and a second one of the cooling stages are arranged parallel to one another and connected to one another via a deflection region.
  • the exhaust gas cooler preferably has exactly two cooling stages (the first cooling stage and the second cooling stage). Exhaust gas entering the exhaust gas cooler can flow along the first flow path through the first cooling stage, then through the deflection region and finally through the second cooling stage (counter to the flow direction in the first cooling stage) to an outlet of the exhaust gas cooler.
  • the first cooling stage and the second cooling stage have an equal length.
  • the first flow path extends in any case in the region of a first of the cooling stages and a second of the cooling stages in a straight line and in particular without deflection between the first cooling stage and the second cooling stage. This means that the cooling stages arranged side by side along the first flow path are arranged in a row.
  • the bypass line is arranged parallel to the at least two cooling stages.
  • the exhaust gas cooler has exactly two cooling stages. By arranging the bypass line parallel to the cooling stages, a particularly compact design of the exhaust gas cooler can be achieved.
  • a flow resistance of the bypass line deviates by less than 20% from a flow resistance of the bypassed cooling stage.
  • the first flow path and the second flow path preferably have a flow resistance that deviates from one another by less than 20%.
  • An overall flow resistance of the exhaust gas cooler can therefore be independent of whether the first flow path, the second flow path or a combination of these two flow paths is released. This can simplify control of exhaust gas recirculation because a temperature of the recirculated exhaust gas is adjustable independently of a flow resistance of the exhaust gas cooler.
  • the second flow path extends through a first of the cooling stages and through the bypass line, wherein a second of the cooling stages is bypassed by the bypass line, and wherein the second cooling stage has a cooling capacity that is at least twice as high as a cooling capacity of the first cooling stage.
  • the second flow path first passes through the first cooling stage and then through the bypass line.
  • the second flow path can first pass through the bypass line and then through the first cooling stage.
  • the bypassed with the bypass line second cooling stage in this embodiment has a greater cooling capacity than the first cooling stage, which is not bypassed by the bypass line.
  • a cooling stage with lower cooling capacity in particular, a smaller cooling surface may be sufficient.
  • the risk of Versottens in a cooling stage with only low cooling capacity can be particularly small.
  • the second cooling stage is preferably connected in order to achieve a greater cooling capacity. At high load, the risk of sooting due to the high temperatures is already reduced. Thus, the risk of sooting is reduced even in the second cooling stage.
  • the cooling capacity of the first cooling stage is preferably selected such that a temperature of the first cooling stage during operation of the internal combustion engine is not below 0 ° C.
  • the first cooling stage preferably has a cooling capacity in the range from 2 kW [kilowatt] to 6 kW, preferably 4 kW.
  • the second cooling stage preferably has a cooling capacity in the range of 6 kW [kilowatt] to 12 kW, preferably 8 kW (provided that said condition is met that the cooling capacity of the second cooling stage is twice as large as that of the first cooling stage).
  • the exhaust gas cooler if at least at the bypass line means for preventing a residual flow of exhaust gas in a sealed first flow path or a sealed second flow path are provided.
  • the residual flow of exhaust gas may occur, for example, when the bypass line or bypassed by the bypass line cooling stage are closed only on one side of the switching device. This applies regardless of whether the bypass line or bypassed by the bypass line cooling stage upstream or downstream are closed on one side. Although there is no strong flow of cooling stage or bypass line but possibly (due to leaks) a low flow or possibly a recirculation due to vortex phenomena that take place at the open, the closed side of the cooling stage or bypass line. Such residual flow (whether low flow due to leaks or recirculation) causes a high risk of sooting of the cooling stage or bypass because there is insufficient purging.
  • the changeover device may, for example, have two individual flaps which close the cooling stage or the bypass line on both sides (upstream and downstream).
  • a means for preventing a residual flow may be formed upstream and / or downstream of the cooling stage and bypass line means for flow deflection, which prevent a residual flow (whether recirculation or low flow).
  • Such means for flow deflection may comprise, for example, Strömungsumlenknasen, baffles, etc.
  • Such means for flow deflection are passive or immovable, but they cause only by their shape flow effects that prevents the residual flow or at least reduced. The exact design and arrangement of means for flow deflection can optionally also be determined by a flow simulation of the effect of these means.
  • a motor vehicle with at least one internal combustion engine and an exhaust gas cooler is presented.
  • the exhaust gas cooler is designed as described. The particular advantages and design features described above for the exhaust gas cooler are applicable to the motor vehicle described and transferable, and vice versa.
  • the exhaust gas cooler is integrated into an exhaust gas recirculation line for returning exhaust gas from an exhaust gas line into an intake region of the internal combustion engine.
  • the described exhaust gas cooler may be suitable for high pressure exhaust gas recirculation.
  • the exhaust gas is taken from an exhaust line upstream of an exhaust area of an exhaust gas turbocharger and introduced into a suction pipe downstream of a compression area of the exhaust gas turbocharger. The removal of the exhaust gas takes place in particular on an exhaust manifold of the internal combustion engine.
  • the introduction preferably takes place on an intake manifold which forms a last section of the intake pipe in front of the internal combustion engine (also referred to as intake system) of the internal combustion engine.
  • a throttle valve in the flow direction of the incoming air before the point of introduction of the exhaust gas is in the intake manifold.
  • the required cooling capacity or the required mass flow of exhaust gas to be cooled can depend greatly on an operating state of the internal combustion engine.
  • the described exhaust gas cooler may also be referred to in this embodiment as an exhaust gas recirculation cooler (EGR cooler).
  • FIG. 1 shows a motor vehicle 1 with an internal combustion engine 2. Air can be introduced into an intake region 17 of the internal combustion engine 2 via an intake line 3. In the internal combustion engine 2, fuel can be burned with the air thus introduced. Resulting exhaust gas can be discharged from an exhaust gas outlet 18 via an exhaust pipe 4 (preferably after an exhaust aftertreatment not shown here) in the environment of the motor vehicle 1. Exhaust gas can be taken from the exhaust pipe 4 via an exhaust gas recirculation line 5 and returned to the intake area 17 of the internal combustion engine 2. In the exhaust gas recirculation line 5, an exhaust gas cooler 6 is integrated.
  • the exhaust gas cooler 6 comprises a first cooling stage 7 and a second cooling stage 8, which are arranged one behind the other along a first flow path 11 through the exhaust gas cooler 6. If exhaust gas flows along the first flow path 11 through the exhaust gas cooler 6, it passes through (successively) both cooling stages 7, 8 of the exhaust gas cooler 6.
  • the first cooling stage 7 and the second cooling stage 8 are arranged parallel to one another and connected to one another via a deflection region 16. As indicated by arrows, the flow direction of the exhaust gas in the two cooling stages 7, 8 is opposite to each other.
  • the exhaust gas cooler 6 comprises a bypass line 9 for bypassing the second cooling stage 8.
  • the bypass line 9 is arranged parallel to the two cooling stages 7, 8.
  • a second flow path 12 through the exhaust gas cooler 6 runs partially through the bypass line 9. If exhaust gas flows along the second flow path 12 through the exhaust gas cooler 6, it first passes through the first cooling stage 7 and, instead of the second cooling stage 8, the bypass line 9.
  • a flow resistance of the bypass 9 gives way by less than 20% of a flow resistance of the bypassed second cooling stage 8 from.
  • a first Umstell- device 14 is arranged.
  • the first flow path 1 1 and / or the second flow path 12 can be released via the first changeover device 14.
  • the bypass line (and thus the second flow path 12) is released and the second cooling stage 8 (and thus the first flow path 1 1) inaccessible.
  • An alternative position is through a dotted line indicated. In the alternative position, the bypass line 9 (and thus the second flow path 12) is blocked and the second cooling stage 8 (and thus the first flow path 1 1) released.
  • the first changeover device 14 can also be brought into (not shown here) intermediate positions between the positions shown.
  • the exhaust gas cooler 6 has a bypass path 10 for bypassing both cooling stages 7, 8 of the exhaust gas cooler 6.
  • a third flow path 13 through the exhaust gas cooler 6 runs partly through the bypass line 10. If exhaust gas flows along the third flow path 13 through the exhaust gas cooler 6, it does not pass through any of the cooling stages 7, 8 of the exhaust gas cooler 6.
  • the exhaust gas cooler 6 has a second changeover device 15, via which the third flow path 13 can be released instead of the first flow path 11 and / or the second flow path 12.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

L'invention concerne un refroidisseur de gaz d'échappement (6) pour un moteur à combustion interne (2), au moins deux trajets d'écoulement (11, 12) étant formés à travers le refroidisseur de gaz d'échappement (6), et le refroidisseur de gaz d'échappement (6) comportant au moins les éléments suivants : au moins deux étages de refroidissement (7, 8) qui sont disposés les uns derrière les autres le long d'un premier trajet d'écoulement parmi les trajets d'écoulement (11), et au moins une conduite de dérivation (9) servant à contourner au moins l'un desdits au moins deux étages de refroidissement (7, 8), un deuxième trajet d'écoulement parmi les trajets d'écoulement (12) s'étendant au moins partiellement à travers la conduite de dérivation (9).
EP18705893.8A 2017-02-20 2018-02-15 Refroidisseur de gaz d'échappement pour un moteur à combustion interne Withdrawn EP3583309A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017202716.9A DE102017202716A1 (de) 2017-02-20 2017-02-20 Abgaskühler für eine Verbrennungskraftmaschine
PCT/EP2018/053741 WO2018149903A1 (fr) 2017-02-20 2018-02-15 Refroidisseur de gaz d'échappement pour un moteur à combustion interne

Publications (1)

Publication Number Publication Date
EP3583309A1 true EP3583309A1 (fr) 2019-12-25

Family

ID=60662216

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18705893.8A Withdrawn EP3583309A1 (fr) 2017-02-20 2018-02-15 Refroidisseur de gaz d'échappement pour un moteur à combustion interne

Country Status (3)

Country Link
EP (1) EP3583309A1 (fr)
DE (2) DE202017107084U1 (fr)
WO (1) WO2018149903A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016089777A (ja) * 2014-11-07 2016-05-23 トヨタ自動車株式会社 排気再循環装置の制御装置
EP3557039A1 (fr) * 2016-12-19 2019-10-23 Korens Co., Ltd. Échangeur de chaleur de gaz d'échappement pouvant optimiser les performances de refroidissement

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006052972A1 (de) * 2006-11-10 2008-05-15 Audi Ag Abgaskühler
DE102008007765A1 (de) * 2008-02-06 2009-08-13 Audi Ag Abgasrückführkühler
DE102008033823B4 (de) * 2008-07-19 2013-03-07 Pierburg Gmbh Abgasrückführvorrichtung für eine Verbrennungskraftmaschine
GB0913479D0 (en) * 2009-08-01 2009-09-16 Ford Global Tech Llc Exhaust gas recirculation systems
GB2473821A (en) * 2009-09-23 2011-03-30 Gm Global Tech Operations Inc Exhaust gas recirculation system with multiple coolers

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016089777A (ja) * 2014-11-07 2016-05-23 トヨタ自動車株式会社 排気再循環装置の制御装置
EP3557039A1 (fr) * 2016-12-19 2019-10-23 Korens Co., Ltd. Échangeur de chaleur de gaz d'échappement pouvant optimiser les performances de refroidissement

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO2018149903A1 *

Also Published As

Publication number Publication date
DE202017107084U1 (de) 2017-12-01
DE102017202716A1 (de) 2018-01-04
WO2018149903A1 (fr) 2018-08-23

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