EP3093480A1 - Combination valve with low pressure exhaust gas recirculation and intake air throttle for a combustion engine - Google Patents

Abstract

The invention relates to a combination valve with low-pressure exhaust gas recirculation valve and intake throttle for an internal combustion engine, with an exhaust inlet, an intake air inlet and an outlet, wherein in a flow space of the combination valve between the exhaust inlet and the outlet, the low-pressure exhaust gas recirculation valve and between the intake air inlet and the outlet of the intake air wherein the combination valve comprises a kinematic element and a drive for moving the kinematic element, wherein the kinematic element jointly actuates the low-pressure exhaust gas recirculation valve and the intake air throttle, wherein at least a part of the kinematic element arranged in a kinematics chamber of the combination valve and the drive in an actuator chamber of the combination valve are, between the kinematics space and the flow space at least a first seal and between the kinematics space and the actuator space at least a second seal are provided.

Description

Technical area

The present invention relates to a combination valve with low-pressure exhaust gas recirculation valve and intake air throttle for an internal combustion engine.

State of the art

In order to reduce the NO _x emissions of diesel engines and the CO ₂ emissions of gasoline engines, it is a goal to lower the combustion temperature in the combustion chamber. For this purpose, the pure air supplied to the internal combustion engine exhaust gas is added. In the case of diesel engines, this leads to a lowering of the reaction rate and thus of the combustion temperature. In gasoline engines, charge cycle losses can be avoided and also NO _x emissions can be reduced. A distinction is made in the exhaust gas recirculation (EGR) between a high-pressure EGR and a low-pressure EGR. In the case of the high-pressure EGR, the removal of the exhaust gas takes place in front of the turbine of a turbocharger. The extracted exhaust gas is introduced downstream of the compressor and the intake air throttle. In the case of the low-pressure EGR, the exhaust gas to be taken off is taken off after the exhaust gas aftertreatment and admixed in front of a turbocharger.

The present invention is concerned with low pressure EGR. It is known in the art to structurally combine a low pressure EGR valve and an intake throttle so that both controls operate together. If a larger amount of EGR gas is required, the intake throttle is gradually closed. Reducing the effective cross-section in the intake tract by closing the intake air throttle locally generates a partial negative pressure and thus allows greater removal or supply of exhaust gas.

The aspirated clean air is often an aerosol and contains humidity, the exhaust air contains residues of the combustion processes. The mixture resulting in the combination valve can damage the control elements through attachment and corrosion. In the case of humidity, there is also the risk of icing of individual mechanical controls or the risk of deterioration of electrical connections.

The present invention has for its object to provide a combination valve with an improved sealing concept, which in particular prevents icing of individual mechanical controls and / or electrical short circuits.

Disclosure of the invention

A combined valve according to the invention has a low-pressure exhaust gas recirculation valve and an intake air throttle for an internal combustion engine. The combination valve further includes an exhaust inlet, an intake air inlet and an outlet. In a flow space of the combination valve between the exhaust inlet and the outlet is the low-pressure exhaust gas recirculation valve and between the intake air inlet and the outlet, the intake air throttle is arranged.

The combination valve has a kinematic element and a drive (actuator) for moving the kinematic element. The kinematic element actuates the low pressure exhaust gas recirculation valve and the intake air throttle together. At least a part of the kinematic element is in a kinematics space of the combination valve and the drive is arranged in an actuator space of the combination valve.

At least one first seal is provided between the kinematics space and the flow space, and at least one second seal is provided between the kinematics space and the actuator space. The sealing of the kinematics space has a twofold advantage. On the one hand, the mechanism located in the kinematics space is protected against external influences such as moisture or dust. On the other hand, the so-sealed kinematics space forms a buffer zone for the actuator space. As a rule, there is sensitive electronics in the actuator space, which requires a higher seal class and thus requires more complex and expensive seals. Due to the two-stage sealing concept, the sealing of the actuator space only has to be carried out against an already sealed kinematics room and can therefore be simpler and less expensive.

In one embodiment it can be provided that the kinematics element is movable by the drive, in particular along a longitudinal axis. In this case, the conversion of the actuator movement into a linear movement can already take place in the actuator space or preferably in the kinematics space.

In a further embodiment it can be provided that the intake air throttle and / or the low-pressure exhaust gas recirculation valve can be moved by the kinematics element. The common movement of low-pressure exhaust gas recirculation valve and intake throttle allow the use of only a single drive and thus only a single seal of the actuator space with respect to the kinematics space.

An advantageous embodiment of the invention provides that the kinematic element has a cage, wherein in the cage a movable drive by the drive crank engages the movement of the kinematic element.

Particularly preferably, the kinematic element has a stop and a driver, wherein an output element for moving the intake air throttle engages between the stop and the driver. This embodiment enables a particularly robust implementation of the force generated by the drive on the kinematic element.

In one embodiment, it is provided that a third seal for sealing the kinematic space has a rod seal, in particular for the kinematic element or the low-pressure exhaust gas recirculation valve, and / or a gap seal. The provision of a combination of rod seal and gap seal is particularly preferred if a bearing, in particular for the kinematic element or the low-pressure exhaust gas recirculation valve, is provided between the gap seal and the rod seal. For example, the third seal encloses a valve rod of the low-pressure exhaust gas recirculation valve.

In one embodiment, it is provided that the second seal has a shaft seal, in particular for the drive or a drive shaft.

In a preferred embodiment, the combination valve has the first seal between the kinematics space and the flow space, in particular for the output element.

The kinematics room does not have to be hermetically sealed against the environment. Rather, it is usually sufficient if the kinematics space is shielded by surrounding components from the environment, for example, is protected by a non-sealed to the environment housing from dust, water spray and coarse dirt. However, the kinematics space may be free of hermetic seal against the environment.

Brief description of the drawings

Figur 1

eine perspektivische Teilansicht einer erfindungsgemäßen Ausführungsform eines Kombiventils;

Figur 2

eine perspektivische Ansicht eines Kinematikelements des in Figur 1 gezeigten Kombiventils;

Figur 3

eine weitere perspektivische Ansicht des Kinematikelements der Figur 2;

Figur 4

eine perspektivische Ansicht einer alternativen Ausführungsform eines Kinematikelements der Figur 2 in einer ersten Stellung;

Figur 5

das Kinematikelement der Figur 4 in einer zweiten Stellung;

Figur 6

eine perspektivische Ansicht einer alternativen Ausführungsform einer Ansaugluftdrosselklappe, insbesondere für ein Kombiventil;

Figur 7

die Ansaugluftdrosselklappe der Figur 6 in einer beispielhaften Ausführungsform eine Ansaugluftdrossel;

Figur 8

die Ansaugluftdrosselklappe der Figur 6 in einer beispielhaften Ausführungsform eines Kombiventils;

Figur 9

die beispielhafte Ausführungsform des Kombiventils der Figur 8 mit einer anderen Stellung der Ansaugluftdrosselklappe;

Figur 10

eine perspektivische Ansicht des Kombiventils der Figur 8 mit der Ansaugluftdrosselklappe in einer Stauposition;

Figur 11

die Ansicht der Figur 10 mit der Ansaugluftdrosselklappe in einer Offenposition;

Figur 12

eine erste perspektivische Ansicht eines erfindungsgemäßen Kombiventils in einer seitlichen Aufrissdarstellung; und

Figur 13

eine zweite perspektivische Ansicht des Kombiventils der Figur 12.

The invention will now be explained with reference to the accompanying drawings. Show it:

FIG. 1

a partial perspective view of an embodiment of a combination valve according to the invention;

FIG. 2

a perspective view of a kinematic element of in FIG. 1 shown combination valve;

FIG. 3

another perspective view of the kinematics of the FIG. 2 ;

FIG. 4

a perspective view of an alternative embodiment of a kinematic element of FIG. 2 in a first position;

FIG. 5

the kinematic element of FIG. 4 in a second position;

FIG. 6

a perspective view of an alternative embodiment of an intake air throttle, in particular for a combination valve;

FIG. 7

the intake throttle valve FIG. 6 in an exemplary embodiment, an intake air throttle;

FIG. 8

the intake throttle valve FIG. 6 in an exemplary embodiment of a combination valve;

FIG. 9

the exemplary embodiment of the combination valve of FIG. 8 with another position of the intake throttle valve;

FIG. 10

a perspective view of the combination valve of FIG. 8 with the intake air throttle in a stowed position;

FIG. 11

the view of FIG. 10 with the intake air throttle in an open position;

FIG. 12

a first perspective view of a combination valve according to the invention in a side elevational view; and

FIG. 13

a second perspective view of the combination valve of FIG. 12 ,

Embodiment (s) of the invention

FIG. 1 shows a combination valve 10. In the illustration, parts of the housing and the air ducts have been omitted in order to better represent the functionality. The combination valve 10 has a low-pressure exhaust gas recirculation valve 11 and an intake air throttle 12.

The low-pressure exhaust gas recirculation valve 11 is arranged in an exhaust gas inlet 14. The exhaust gas inlet 14 may be connected, for example, to the exhaust tract downstream of the turbine of a turbocharger. For example, the low-pressure exhaust gas is removed in a diesel engine after the diesel particulate filter and preferably passed through a low-pressure exhaust gas recirculation cooler to reduce the exhaust gas temperature. The low-pressure exhaust gas recirculation valve 11 is in the in FIG. 1 shown embodiment designed as a linearly movable poppet valve. In the position shown, the valve disk is located in the valve seat and thus closes off the exhaust gas inlet 14.

The intake air throttle 12 has an intake air throttle valve 121 arranged in an intake air passage with an intake air inlet 16, downstream of an air filter (not shown), for example, in the intake air passage. Upon actuation of the intake air throttle 12, the angular position of the intake air throttle valve 121 changes within the intake air passage, thus reducing the effective cross-section within the intake air passage. This results in a partial pressure gradient from the intake air inlet 16 to the outlet 18. This in turn increases the influx of exhaust gas via the exhaust gas inlet 14. In the outlet 18, the supplied exhaust gas strikes the intake air. This is usually followed by an EGR mixer. There, the supplied exhaust gas is mixed with the intake air.

FIG. 2 shows the kinematic element 100 with parts of Ansaugluftdrossei 12 and low-pressure exhaust gas recirculation valve 11th

The kinematics element 100 has a main body 1001, which extends substantially along an axis Y as an elongated cuboid. At a front end of the elongated in the Y direction cuboid, a first cage 110 is attached. The inside of the first cage 110 has substantially the shape of a slot whose narrow sides are closed by circles and whose diameter correspond to the width of the slot. The longitudinal sides of the slot substantially parallel to each other. Perpendicular to the plane of extent of the first cage 110, the second cage 120 extends substantially along an axis X. The second cage 120 has a substantially cuboidal geometry in the interior. On the side facing away from the main body 1001 of the kinematic element 100 side of the cage 120, the geometry tapers. This is for example in FIG. 3 good to see.

The cages 110, 120 are arranged substantially at 90 ° to each other. This implies that the engaging in the cages 110, 120 cranks are also offset in its plane of movement by 90 °.

In the first cage 110 engages a drive pin 113 of a drive crank 112 a. The drive pin 113 is supported by means of a ball bearing. The diameter of the ball bearing drive journal 113 substantially corresponds to the width of the slot of the cage 110. The power crank 112 rotates about an axis X and is driven, for example, by a motor (not shown). At rotation of a drive belt 112 about the axis X of the drive pin 113 describes a circular segment path. In this case, the drive pin 113 moves within the cage 110 between two end positions and thereby moves the kinematic element 100 linearly along the axis Y. There is no or little play of the drive pin 113 in the direction of the Y axis.

The intake throttle valve 121 is rotatably mounted about an axis Z and has a driven crank 122. A driven pin 123 of the output crank 122 engages the second cage 120. During the linear movement of the kinematic element 100, the second cage 120 causes the output crank 122 to rotate about the axis Z and thus moves the intake air throttle 12 or its intake air throttle flap 121. The output crank 122 is coupled to a torsion spring 124. The torsion spring 124 formed here by way of example as a cylindrical torsion spring exerts a rotational force on the output crank 122 in such a way that the output pin 123 bears against the second cage 120. In the FIG. 2 a position is shown in which the output pin 123 rests against a first portion 1201 of the second cage 120. The first section 1201 is the section 1201 of the second cage 120 which is located along the axis Y in the direction of the first cage 110.

The low-pressure exhaust gas recirculation valve 11 has a valve rod 130, at whose end facing away from the kinematic element 100 end a valve plate 131 is provided. The valve rod 130 is slidably mounted within a sleeve 132. The sleeve 132 is fixedly arranged relative to the kinematic element 100 and serves as a guide for the valve rod 130. At the end of the valve rod 130, which faces the kinematic element 100, there is a stop for a Compression spring 114. The compression spring 114 is arranged concentrically to the axis Y and to the valve rod 130. The compression spring 114 is executed here by way of example as a spherical compression spring to allow a small space requirement and ease of manufacture. The compression spring 114 exerts a spring force on the valve rod 130 and thus also on the valve disk 131 along the axis Y in the direction of the kinematic element 100 and thus presses the valve disk 131 in the direction of a valve seat. Valve rod 130 and valve plate 131 thus follow a movement of the kinematic element 100 along the axis Y immediately.

In the FIG. 2 and 3 shown position of the kinematic element 100 corresponds to a wide opening of the low-pressure exhaust gas recirculation valve 11 and a relatively strong closed position of the intake air throttle 12th

Both the compression spring 114 and the torsion spring 124 act rectilinearly on the kinematic element 100 and exert a force that pushes it along the axis Y in the direction of the drive crank 112. The compression spring 114 is supported on the sleeve 132 from. The torsion spring 124 is supported on a housing section, not shown. Providing two independent spring forces acting on the kinematic element 100 in two different kinematic ways is a safety feature. Further, this arrangement allows a significant reduction in the range of motion and substantially reduces the tolerance chain within the array.

Upon movement of the kinematic element 100 along the axis Y in the direction of the drive crank 112, the output pin 123 follows the second cage 120 and abuts against the first portion 1201, since the torsion spring 124 exerts a corresponding force on the output crank 122. Consequently, the intake air throttle 12 moves in the direction of its open position. At the same time, the compression spring 114 pushes the valve rod 130 along the axis Y in the direction of the drive crank 112. The valve plate 131 of the low-pressure exhaust gas recirculation valve 11 thus moves in the direction of its closed position.

If due to certain circumstances, the intake air throttle 12 jammed - for example, by icing or high thermal load - lifts in such a described movement of the kinematics 100 along the axis Y in the direction of the drive crank 112 of the output pin 123 of the first portion 1201 of the second cage 120th and is taken with continued movement of the kinematic element 100 of the second portion 1202. This idle stroke makes it possible to accelerate the entire mass moved with the kinematic element 100, so that a certain momentum transfer takes place upon impact of the driven pin 123 on the second section 1202 of the second cage 120 and thus breakaway can take place from the icing or clamping position of the intake air throttle 12. It is thus possible to exert a considerable breakaway force on the intake air throttle 12 via the drive crank 112.

Furthermore, it can be provided that, before the kinematics element 100 reaches its lower end point of the movement, the end position of the intake air throttle 12 is already reached. This can be achieved for example by a stop for a movable part of the intake air throttle 12. If the kinematic element 100 then continues its movement, the output pin 123 also lifts off the first section 1201. The resulting idle stroke can be used to ensure that when opening the low-pressure exhaust gas recirculation valve 11 from its closed position initially the intake air throttle 12 remains in its open position. Only after completion of the idle stroke of the output pin 123 contacts the second cage 120 at its first portion 1201 and thus initiates the closing operation of the intake air throttle 12 a.

Unlike in the Figures 1 - 3 shown embodiment show the FIGS. 4 and 5 an alternative embodiment of a kinematic element 200. The basic embodiment is identical to that of the kinematic element 100, so that a description of the structure need not be repeated, but reference is made to the corresponding explanations to the kinematic element 100. In contrast to the kinematic element 100, the kinematic element 200 does not have a closed cage 120. Instead, an abutment driver structure 220 is provided. A stop 2201 is arranged with respect to the movement axis Y of the kinematic element 200 with respect to a driver 2202. Between stop 2201 and driver 2202 engages a driven pin 123 of the output crank 122 of the intake air throttle 12 a. During the linear movement of the kinematic element 200 along the movement axis Y, the output crank 122 is set in rotation about the axis Z and the intake air throttle 12 or its intake air throttle flap 121 is moved. As already mentioned above Figures 2 and 3 1, a torsion spring 124 exerts a force on the output crank 122, so that in the present embodiment of the kinematic element 200 the output crank 122 or the output pin 123 abuts against the stop 2201.

In the FIGS. 4 and 5 the case is shown that the restoring force applied by the torsion spring 124 is not sufficient to move the intake air throttle 12 so that the driven pin 123 abuts against the stop 2201. This can for example in an icing of the intake throttle 12, jamming or at a Breakage of the torsion spring 124 occur. At the in FIG. 4 shown position, the kinematic element 200 has already covered the possible between the stop 2201 and the driver 2202 for the output pin 123 distance, so running the idle stroke. The driver 2202 thus meets FIG. 4 after a "swing recovery" on the rigidly connected to the intake air throttle 12 output pin 123 and tears it with, so that the kinematics 200 in the FIG. 5 shown position occupies. While in FIG. 4 For example, if the intake air throttle 12 was frozen in a closed position, the intake air throttle 12 is - as in FIG FIG. 5 shown after this movement operation in its largely open position by means of the driver 2202 has been transferred, although the restoring force of the torsion spring 124 was not sufficient to apply the output pin 123 to the stop 2201. This functionality is both with a closed cage 120, as in the Figures 2 and 3 is shown as possible with the open stop-driver structure 220 as the kinematics 200 of the FIGS. 4 and 5 shows.

FIG. 6 shows a perspective view of an intake air throttle 312 according to the invention. In FIG. 7 is the intake air throttle 312 in an exemplary embodiment of an intake air throttle 20, FIG. 8 integrated in an exemplary embodiment of a combination valve 30. In the presentation of the FIG. 6 Air ducts have been omitted to better represent the shape of the intake air throttle 312. In the FIGS. 7 to 14 are also parts of the housing and parts of the air ducts omitted to represent the functionality can.

It is first applied to the intake air throttle 312 shown in FIG FIG. 6 , the intake air throttle 20 of the FIG. 7 received. The corresponding explanations also apply to the combination valve 30, as it is in the FIGS. 8-11 is shown. In particular, apply to the combi valve 30 of FIGS. 8-11 the comments on the embodiments of Figures 1-6 , It will be used according to the same or comparable features the same reference numerals and a repetition of the description largely avoided.

The intake air throttle 20 has an intake air intake passage 16 and an exhaust 18, and is disposed, for example, in the intake air passage after an air cleaner (not shown). The intake air throttle 312 has a throttle shaft 3121, with a storage area 3122 of the intake throttle valve 312 at one in the Figures 6 - 11 upper attachment point 3123 and a lower attachment point 3124 is connected. The throttle shaft 3121 is in the Figures 6 - 11 is rotatably supported about an axis Z and is driven by a drive 13. The airflow facing away from outer surface 3125 of the intake throttle valve 312 has a parallel to the axis Z extending first rib 3126 and a perpendicular to the axis Z extending second rib 3127. The basic shape of the storage area 3122 is complex. The airflow facing inner surface 3128 is convex, corresponds in part to a cylindrical shape and partially a dome shape. While in the area of the second rib 3127, the storage area 3122 is substantially spherical or dome-shaped, the storage area 3122 extends in the region of the attachment locations 3123, 3124 substantially parallel to one another and into the Figures 6 - 11 horizontal. The horizontal cross section of the intake air throttle 312 is comparatively small at the attachment points 3123, 3124, while it is greatest in the region of the horizontal second rib 3127.

In FIG. 7 the intake air throttle 312 is integrated with an intake air throttle 20 into which FIGS. 8-11 For example, the intake air throttle 312 is shown integrated into a combination valve 30. In the FIGS. 7 and 8th For example, the inner surface 161 of the intake air passage having the intake air inlet 16 is shown partially ripped open. It is in the FIGS. 7 and 8th It will be appreciated that the intake air throttle 312 is located in a cavity 162 of the intake air passage. At the same time, the bearing of the intake air throttle valve 312 in the region of the lower attachment point 3124 in the cavity 162. The shaft 3121 of the intake throttle valve 312 is driven in the case of the combination valve 30 by a driven crank 122 of a kinematic element 100 and 200, as already explained above has been. In the case of an intake air throttle 20, the shaft 3121 may be driven directly by the drive 13. Due to the fact that the intake air throttle 312 covers only half of the inner circumference of the intake air passage, the risk of icing is reduced. Furthermore, the vertical first rib 3126 in the open position of the intake air throttle 312 is the relevant point at which icing with the inner surface 161 of the flow channel can take place. Compared to the total area of the intake air throttle 312, this area is small and thus the breakaway torque also significantly smaller than in conventional throttle body geometries.

While in FIG. 8 the intake throttle valve 312 is shown in the open position, it is located in the FIG. 9 in a partially closed stowage position. The Figures 10 and 11 show the stowage position ( FIG. 10 ) and the open position ( FIG. 11 ) from a different perspective. Due to the adapted to the internal geometry of the intake air duct shape of the intake air throttle 312 results in the open position of FIG. 11 a particularly low pressure drop, since only the shaft 3121 protrudes into the air flow. All other parts of the intake air throttle 312, such as bearings or the storage area 3122 itself, are located in the cavity 162 and thus outside of the air flow.

The Figures 12 and 13 show two perspective views of a combination valve according to the invention 10. The general structure of the combination valve 10 corresponds to that of the FIGS. 1 and 8 - 11 described combination valves. Identical or comparable features are therefore designated by the same reference numerals. To avoid repetition, only those parts of the combination valve 10 which are relevant to the present invention will be described. In the representation of the combination valve 10 parts of the housing and the air ducts have been omitted in order to better represent the functionality.

The combination valve 10 has a low-pressure exhaust gas recirculation valve 11 and an intake air throttle 12. The low-pressure exhaust gas recirculation valve 11 is arranged in an exhaust gas inlet channel 14 of the combination valve 10. The intake air throttle 12 is disposed in an intake air intake passage having an intake air inlet 16 of the combination valve 10. The intake air intake passage is shown cut along its flow direction. The intake air throttle 12 has an intake air throttle 412. The intake air throttle 412 has a throttle shaft 4121 and a storage surface 4122. The storage area 4122 is rotatable about the longitudinal axis Z of the throttle shaft 4121. Upon actuation of the intake air throttle 412, its angular position in the intake air intake passage changes. The in the Figures 12 and 13 shown position corresponds to a closed or stowed position in which the intake air throttle valve 412 generates a maximum back pressure in the intake air intake passage. In a rotated by 90 ° about the longitudinal axis Z position of the storage area 4122 is the intake air throttle 412 in the open position and the generated back pressure is minimal.

The circumference 4123 of the intake air throttle 412 is adapted in geometry to the geometry of the inner surface 161 of the intake air intake passage. Between the inner surface 161 and the periphery 4123 of the intake air throttle 412, a gap 4124 is provided. In certain embodiments, as in FIG. 13 illustrates that the gap may not be formed uniformly wide over the entire circumference 4123 of the intake throttle valve 412. In an upper region 4125 and in a lower region 4126, the gap is particularly wide, while it is significantly smaller in an intermediate region. Such a division of the gap widths is particularly useful when the combination valve occupies a preferred position in which an ice formation is to be feared. After the wetting of the storage surface 4122 and the inner surface 161, individual drops will be formed, which will collect in the region 4126 following the gravitational action at the lower side. Consequently, it is to be expected that it will preferentially accumulate or accumulate a particularly large amount of condensed water and solidify into ice in case of a temperature below freezing. If, in such a case, the gap on the lower side 4126 is particularly large, this will facilitate breakaway of the storage area 4122 from the inner surface 161, in a favorable case no common ice body connecting the two surfaces forms and the storage area 4122 remains freely movable. The asymmetry of the gap geometry can be realized as shown in the course from top to bottom. Alternatively, a left-right asymmetry or other free configurations of the gap geometry can be selected if other external influences make ice formation at other locations particularly likely.

This principle of a gap formation between the intake air throttle valve and the inner wall or the inner surface of the surrounding air duct can of course also with the alternative embodiment of the flap shape of Figures 6 - 11 or / and with the configuration of the kinematic elements 100, 200 for particularly favorable power transmission for a breakaway of the intake air throttle in Klemmungs- / icing case are combined advantageously.

The in the FIGS. 8 and 9 shown embodiment of a combination valve 30 has a two-stage sealing concept with at least three dynamic seals. A first seal 301 is located between the intake air intake passage and a kinematics room 302.

In the kinematic space 302, the movable elements are arranged, which are provided for driving the low-pressure exhaust gas recirculation valve 11 and the intake air throttle 12. In particular, a kinematics element 100, 200, a driven crank 122 for actuating an intake air throttle valve 121, 312, 412, a drive crank 112 for moving the kinematic element 100, 200 are arranged in the kinematics space 302, as shown by way of example in the previously described figures.

The first seal 301 is a shaft seal for sealing the kinematics space 302 against the intake air inlet 16 and the flow space between the intake air inlet 16 and the outlet 18, and is particularly attached to the throttle shaft 3121, which serves to move the storage area 3122 of the intake air throttle 312.

A second seal 303 seals the kinematics space 302 against the actuator space 304, in which the drive 13 is arranged.

A third seal 305 seals the kinematics chamber 302 against the region of the low-pressure exhaust gas recirculation valve 11. Depending on the design of the actuating element of the low-pressure exhaust gas recirculation valve 11 may be provided a shaft seal or a rod seal. In an embodiment of the third seal 305 as a rod seal, it may itself be formed in two stages and constructed of a gap seal and a rod seal. Between gap seal and rod seal the storage of the rod can be arranged.

Claims (10)

Combination valve (10, 30) with low-pressure exhaust gas recirculation valve (11) and intake air throttle (12, 20) for an internal combustion engine, with
an exhaust gas inlet (14),
an intake air inlet (16) as well
an outlet (18),
wherein in a flow space of the combination valve (10) between the exhaust inlet (14) and the outlet (18), the low-pressure exhaust gas recirculation valve (11) and between the intake air inlet (16) and the outlet (18), the intake air throttle (12, 20) are arranged .
wherein the combination valve (10, 30) comprises a kinematic element (100, 200) and a drive (13) for moving the kinematic element (100, 200), wherein the kinematic element (100, 200) together the low pressure exhaust gas recirculation valve (11) and the Intake air throttle (12, 20) actuated,
wherein at least a part of the kinematic element (100, 200) in a kinematics space (302) of the combination valve (10, 30) and the drive (13) in an actuator space (304) of the combination valve (10, 30) are arranged,
wherein at least one first seal (301) is provided between the kinematics space (302) and the flow space, and at least one second seal (303) is provided between the kinematics space (302) and the actuator space (304). Combination valve (10, 30) according to claim 1, wherein the kinematics element (100, 200) is movable by the drive (13) along a longitudinal axis. Combination valve (10, 30) according to claim 1 or 2, wherein the intake air throttle (12, 20) and / or the low-pressure exhaust gas recirculation valve (11) by the kinematic element (100, 200) is movable. Combination valve (10, 30) according to one of the preceding claims, wherein the kinematic element (100, 200) has a cage (110), wherein in the cage (110) by the drive (13) movable drive element, in particular by the drive ( 13) movable drive crank (112) for moving the kinematic element (100, 200) engages. Combination valve (10, 30) according to one of the preceding claims, wherein the kinematic element (100, 200) has a stop (1201) and a driver (1202), wherein between the stop (2201) and the driver (2102) an output element, in particular in the form of a driven crank (122) for moving the intake air throttle (11) engages. Combination valve (10, 30) according to any one of the preceding claims, wherein the kinematics space (302) with a third seal (305) opposite the flow space in the region of the low-pressure exhaust gas recirculation valve (11) is sealed, in particular a portion of the kinematic element (100, 200 ) and / or the low-pressure exhaust gas recirculation valve (11) is designed as a rod seal and / or gap seal. Combination valve (10, 30) according to claim 6, wherein the third seal (305) has a gap seal and a rod seal and between the gap seal and the rod seal a bearing, in particular for the kinematic element (100, 200) and / or the low-pressure exhaust gas recirculation valve (30). 11) is provided. Combination valve (10, 30) according to one of the preceding claims, wherein the second seal (303) has a shaft seal, in particular for a by the drive (13) drivable drive crank (112). A combination valve (10, 30) according to any one of claims 1 to 8, wherein the first seal (301) encloses a throttle shaft (3121) supporting an intake air throttle (121, 312, 412) of the intake air throttle (12, 20). Combination valve according to one of claims 1 to 9, wherein the kinematics space (302) shielded from the environment but is free from a hermetic seal against the environment.

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