CN1853039A - 废气热交换器,特别是用于汽车废气再循环的废气冷却器 - Google Patents
废气热交换器,特别是用于汽车废气再循环的废气冷却器 Download PDFInfo
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- 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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- F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
- F01N2240/02—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a heat exchanger
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- F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
- F02M26/07—Mixed pressure loops, i.e. wherein recirculated exhaust gas is either taken out upstream of the turbine and reintroduced upstream of the compressor, or is taken out downstream of the turbine and reintroduced downstream of the compressor
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Abstract
本发明涉及一种废气热交换器,特别是用于汽车废气再循环(AGR)的废气冷却器(1),它带有被废气穿流的管道。按照本发明,一个催化器(8),特别是氧化催化器与废气热交换器(1)连接或布置在其上游。
Description
技术领域
本发明涉及一种废气热交换器,特别是根据权利要求1的前序部分所述、用于汽车废气再循环的废气冷却器。
背景技术
废气热交换器一方面用于冷却剂的加热,另一方面用于废气的冷却,也就是说作为汽车废气再循环中的废气冷却器。众所周知,废气再循环(简称AGR)用于减少消耗,降低排放量。例如,DE-C 199 06 401就公开了一种废气再循环***。但这种废气热交换器特别是废气冷却器具有一个问题,即柴油机排气在废气冷却器的废气通道中形成积炭。EP-A 677 715和DE-A 195 40683则建议在废气冷却器的废气通道中安装紊流机构,来防止废气流中的积炭。为此,在废气通道的内侧呈V形布置了舌状物或凸起物,即所谓的小翅片,用来在废气流中产生特殊的紊流。但这些措施并不足以防止积炭的形成。由于积炭将导致相关废气热交换器的效率下降,从而使得人们在设计时必须加大废气冷却器的尺寸。
发明内容
本发明的目的是改善这种热交换器,特别是本说明书开头所提及的这种废气冷却器,以防止或减少在废气通道中的积炭。
这一目的可通过具有权利要求1和2所述特征的热交换器实现。按照本发明,将一个氧化催化器特别是柴油机氧化催化器与废气热交换器连接或布置在其上游。根据权利要求1,这种热交换器具有任意一种废气通道,例如片状通道,而根据根据权利要求2,废气热交换器具有由废气管构成的管束。这种废气热交换器还可以具有一个带废气阀的旁通管道。发明人发现,废气冷却器中的积炭与废气中的碳氢化合物有关。发明人还发现,废气中所含的碳氢化合物会在被冷却剂冷却的废气通道或废气管的内壁上冷凝,并且碳烟颗粒粘附在内壁上。由于柴油机废气中含有大量的氧气,通过将柴油机氧化催化器与废气冷却器相连或前置,可将碳氢化合物氧化成二氧化碳和水。由于碳氢化合物冷凝所形成的“胶质”(Klebstoff)则以这种方式被大量去除掉。这样的优点在于,在废气通道内壁上沉积和粘附的碳烟数量减少,从而改善了废气通道或废气管的导热和传热。
汽车排气***中的柴油机氧化催化器(缩写为DOC)已众所周知。这种催化器装有一个金属或陶瓷蜂窝载体,它由众多精细的废气通道构成,废气管道上涂有一种催化物质,如贵金属铂等。在使用这种催化器的情况下,碳氢化合物在废气中的过剩氧气中氧化生成二氧化碳和水。DE-A 29 24 592和DE-A 35 43 011对这种催化器的具有高品质钢载体的结构进行了描述。这种金属载体由一个平整和一个波浪形的、螺旋卷绕的带料构成,带料在卷绕后被钎接或焊接。接着在蜂窝载体上按已知方法涂覆一层催化剂。发明人采纳了这种技术,将这种排气***中的柴油机氧化催化器“移植”到废气再循环中,并与一个废气冷却器接通,从而取得了意想不到的效果。
在本发明的一个优选结构中,氧化催化器被布置在废气再循环管路(AGR管路)中,废气再循环管路优选地通过一个法兰与废气热交换器相连,还可采用现有技术下的其它连接方式,如V形卡圈、滑动配合或其它已知的管连接方式。这样可将氧化催化器作为一个单独的部件***到AGR管路中在废气热交换器之前的适当位置并焊接。
按照本发明的一个优选结构,氧化催化器和废气热交换器合为一体,即成为废气热交换器的一部分。这样就可将集成部件预先制成,然后***到AGR管路中,从而简化了安装。
在本发明另外的优选结构中,氧化催化器直接安装在引入管之前,特别是布置在一个管接头之中,管接头则通过一个法兰与AGR管路相连,这里也可以如前所述采用其它连接方式。这样就将废气热交换器的引入管延长,延长长度相当于一个里面装有氧化催化器的管接头的长度。这就使结构变得简单。
在本发明另外的优选结构中,氧化催化器布置在引入管中,在这里,引入管优选地成为扩散器。氧化催化器覆盖了扩散器的横断面和大部分流量,这样的优点在于将结构长度大幅度减少,因为氧化催化器是被***到废气热交换器已有的空间中。氧化催化器的穿流通道也可象扩散器那样延长,从而发挥废气扩散器的作用。
按照本发明的另一个优选结构,废气热交换器中在废气侧的通道涂有一种催化物质,也就是说,氧化催化器与废气热交换器的管束合为一体。本发明中的这种结合形成一个紧凑的结构,因为这样就不再需要另外的以金属或陶瓷载体形式出现的催化剂载体。这样就带来另一个优点,即废气侧的压降减少。
按照本发明的一个优选结构,位于废气热交换器之前的废气管路或废气管路中被废气流冲击的部分涂有一种催化物质,这样也具有氧化催化器的优点。同时具有优点的是装上涡流片,将废气流中的颗粒和小滴状物送到涂有催化剂的废气管壁上。
按照本发明另一个优选的结构,废气热交换器布置在一个AGR管路中,这个管路要么在废气涡轮之前要么在它之后与发动机的废气管路相连。这样在废气热交换器的进口处就会出现不同的废气温度。
附图说明
下面通过实施例和附图对本发明进行详细说明。其中,
图1中是第一个实施例,它带有一个在AGR管路中的催化器,
图2中是第二个实施例,它带有一个位于引入管之前的催化器,
图3中是第三个实施例,它带有一个在引入管之中的催化器,
图4中是第四个实施例,它带有涂有催化物质的废气管,
图5是废气再循环***的示意图。
具体实施方式
图1中所示只是废气冷却器1的大约一半,它由一个废气管2组成的管束和壳体3构成。一个引入管4接在壳体3上,形成扩散器。管2与图中简略画出的管板5相连,管板与壳体3焊接在一起。图中未示的另一半废气冷却器1基本上与图中所示的这一半对称。法兰6固定在扩散器4上,它将废气冷却器1与废气再循环管路7(后面称为AGR管路)连接。废气沿箭头P所示方向穿过废气冷却器1,在这里,AGR管路7是汽车内燃机(图中未示)的已公知的AGR***的一部分(参见图5)。废气管2被一种冷却剂冷却,冷却剂来自内燃机的冷却剂回路(图中未示)并在壳体3中穿流。沿流动方向,在法兰6之上布置着一个柴油机氧化催化器8,它被废气沿箭头P所示的方向穿流。柴油机氧化催化器8(后面称为催化器)与所公开的现有技术一样,由一个涂有催化物质的蜂窝载体构成。
在与一个AGR***(参见图5)中的催化器8相连的情况下,废气冷却器1的功能如下:从一个内燃机(图中未示)的废气管道分流出的废气沿箭头P所示的方向,经过AGR管路7进入到催化器8中。这里的内燃机指柴油发动机,也就是说,柴油机废气中含有碳氢化合物(HC)以及氧气。在催化器8中穿流时,废气与催化物质如贵金属铂接触,导致碳氢化合物被氧气氧化。氧化时形成二氧化碳(CO2)和水(H2O)。随后进入到扩散器4和废气管2中的废气所含有的碳氢化合物成分大幅度减少,而碳氢化合物会由于冷却剂的冷却作用在废气管的内壁上冷凝。此外,废气还含有碳烟颗粒,它们会在废气管内壁上沉积,这一沉积过程还会由于碳氢化合物冷凝物的存在而加剧。由于废气中的碳氢化合物含量减少,积炭的加剧趋势被中断,因为不会再出现或出现很少的碳氢化合物的冷凝物。这样,在运行过程中废气冷却器1的废气侧明显变得更干净,从而提高了效率,延长了使用寿命。图2中是发明的另一个实施例,即具有废气管2、壳体3和扩散器4的废气冷却器1(下面相同的部件均采用相同的标号)。管接头9与扩散器4上最狭窄的位置连接,柴油机氧化催化器10(后面称为催化器)则装在管接头之内。废气冷却器1的管接头9通过法兰11与AGR管路12相连,后者被废气沿箭头P所示方向穿流。催化器10与图1中实施例的催化器8相似。
图3中是本发明的又一个实施例,即具有废气管2、壳体3和扩散器4的废气冷却器1。扩散器4在它最狭窄的位置处通过法兰13与AGR管路14连接,后者被再循环的废气沿箭头P所示方向穿流。在扩散器4中,即横断面沿流动方向不断扩大的引入管中布置着柴油机氧化催化器15,它充满了扩散器4的整个断面。废气中所含的碳氢化合物在穿过扩散器7中的催化器15时被氧化,这样废气在所含的碳氢化合物成分减少后到达废气管2,从而防止或减少积炭的形成。
图4中是发明的第四个实施形式,在图中有废气冷却器1、壳体3、扩散器4和与废气再循环管路18连接的法兰17,其中,废气再循环管路被再循环的废气沿箭头P所示方向穿流。废气冷却器1的废气管16(图中简略画出)涂有一种催化物质,它与柴油机氧化催化器8、10、15通常所涂的催化物质相同,即贵金属如铂。废气直接进入到涂有催化物质的废气管16中,在那里发生如前面所述的催化反应,即碳氢化合物的氧化。在这里不需再将催化器***到废气管或AGR管路中,从而避免废气出现压降。同样,前面实施例中的蜂窝载体也取消了,从而避免了与蜂窝载体相关的问题。
还有一种改型未在图中显示,即AGR管路以及AGR管路中被废气冲击的部分涂有催化物质,同时还设有将颗粒和小滴状物送到涂有催化剂的管壁上的涡流片。
图5是废气再循环***20的示意图,其中有内燃发动机2以及与它相连的进气管22和排气管23。在进气管22中布置着一个由废气涡轮24驱动的涡轮增压器25,它将进气压缩并输往增压空气冷却器26。废气涡轮24布置在排气管23中,并被内燃发动机21的废气推动。带有废气再循环阀29和废气热交换器30的废气再循环管路28,在分支点27与排气管23以及在连接点31与进气管22相连。这样废气被冷却后再循环。废气则在分支点27即在废气涡轮24前分流出来。按照一个替代形式,即图中虚线所示的废气再循环管路32,废气在废气涡轮24之后的分支点33处分流出来。废气热交换器30与本发明前述的、带有氧化催化器(这里图中未示)的废气热交换器相同。另外,废气热交换器30也可以是一个带有旁路和废气旁路阀的废气热交换器,如同DE 102 03 003 A1所述。
Claims (14)
1.废气热交换器,包括用于汽车废气再循环(AGR)的废气冷却器(1),带有被废气穿流的管道,其特征在于,一个包括氧化催化器或柴油机氧化催化器的催化器(8、10、15、16)与废气热交换器(1)连接或布置在其上游。
2.废气热交换器,包括用于汽车废气再循环(AGR)的废气冷却器(1),带有被废气穿流并被冷却剂绕流的管子(2),它们被一个输送冷却剂的壳体(3)包围并且管端固定在管板(5)中,引入管(4)则在废气侧与壳体相连,其特征在于,一个包括氧化催化器或柴油机氧化催化器的催化器(8、10、15、16)与废气热交换器(1)连接或布置在其上游。
3.根据权利要求1或2所述的废气热交换器,其特征在于,催化器(8)布置在一个与废气热交换器(1)相连的废气再循环管路AGR管路(7)中。
4.根据权利要求3所述的废气热交换器,其特征在于,位于催化器(8)上游的AGR管路(7)通过一个包括一个法兰(6)的管连接,与废气热交换器(1)相连。
5.根据权利要求1或2所述的废气热交换器,其特征在于,催化器(10、15)与废气热交换器(1)合为一体。
6.根据权利要求2所述的废气热交换器,其特征在于,催化器(10)直接布置在引入管(4)之前。
7.根据权利要求6所述的废气热交换器,其特征在于,催化器(10)布置在一个管接头(9)中,后者通过一个包括法兰(11)的管连接与AGR管路(12)相连。
8.根据权利要求2所述的废气热交换器,其特征在于,催化器(15)布置在引入管(4)之中。
9.根据权利要求8所述的废气热交换器,其特征在于,引入管成为扩散器(4),并且催化器(15)覆盖了扩散器横断面。
10.根据权利要求5所述的废气热交换器,其特征在于,在废气侧的通道或管子(16)被涂覆了一种催化物质。
11.根据权利要求3所述的废气热交换器,其特征在于,沿废气流动方向在废气热交换器(1)上游的AGR管路涂覆或具有一种催化物质或催化性表面结构。
12.根据权利要求11所述的废气热交换器,其特征在于,AGR管路中的涡流片布置在催化结构之前。
13.废气再循环***,具有一个包括柴油发动机的内燃机(21),具有
一个带涡轮增压器(25)和增压空气冷却器(26)的进气管(22),
一个带废气涡轮(24)的排气管(23),
一个带有根据权利要求2到12中任一项所述的废气热交换器(30)并可与进气管(22)和排气管(23)相连的AGR管路(28),
其特征在于,AGR管路(28)沿废气流动方向在废气涡轮(24)上游与排气管(23、27)相连。
14.根据权利要求13前序部分所述的废气再循环***,其特征在于,AGR管路(28)沿废气流动方向在废气涡轮(24)下游与排气管(23、33)相连。
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EP (1) | EP1664519B1 (zh) |
JP (1) | JP2007506020A (zh) |
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- 2004-08-31 BR BRPI0414441-4A patent/BRPI0414441A/pt not_active Application Discontinuation
- 2004-08-31 CN CNA2004800270842A patent/CN1853039A/zh active Pending
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- 2004-08-31 WO PCT/EP2004/009687 patent/WO2005028848A1/de active Application Filing
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- 2004-08-31 JP JP2006526541A patent/JP2007506020A/ja active Pending
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CN101413466B (zh) * | 2007-10-18 | 2012-08-29 | 福特环球技术公司 | 具有多个egr冷却器的egr冷却*** |
CN102459858A (zh) * | 2009-04-24 | 2012-05-16 | 皮尔伯格有限责任公司 | 用于内燃机的废气回收*** |
CN102459858B (zh) * | 2009-04-24 | 2015-11-25 | 皮尔伯格有限责任公司 | 用于内燃机的废气回收*** |
CN103764963A (zh) * | 2011-06-06 | 2014-04-30 | Avl里斯脱有限公司 | 具有至少一个催化转化单元的内燃机 |
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DE102004042454A1 (de) | 2005-04-14 |
BRPI0414441A (pt) | 2006-11-14 |
EP1664519A1 (de) | 2006-06-07 |
US20070051095A1 (en) | 2007-03-08 |
DE502004010554D1 (de) | 2010-02-04 |
MXPA06002970A (es) | 2006-06-14 |
EP1664519B1 (de) | 2009-12-23 |
US7481040B2 (en) | 2009-01-27 |
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ATE453045T1 (de) | 2010-01-15 |
WO2005028848A1 (de) | 2005-03-31 |
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