EP2211048B1 - Exhaust gas flap device and exhaust gas heat recovery system of a combustion engine - Google Patents

Description

The invention relates to an exhaust valve device for internal combustion engines with a first housing in which a first exhaust passage is formed, in which a first control valve is arranged with a first valve body, via which an exhaust gas flow in the first exhaust passage is controllable, and a second housing in which a second exhaust passage is formed, in which a second control valve is arranged with a second flap body, via which an exhaust gas flow in the second exhaust passage is controllable, wherein the first control flap and the second control flap are mechanically coupled via a control device mechanically operable dependent on each other and an exhaust heat recovery system of an internal combustion engine with a first branch at which an exhaust passage divides into an exhaust gas outlet passage and a bypass passage in which an exhaust gas heat exchanger is arranged, and with a second branch at which the bypass passage opens into the exhaust gas exhaust passage.

Such exhaust valve devices are used, for example, to achieve in exhaust gas recirculation systems, in which an exhaust gas heat exchanger is bypassed via a bypass channel, a regulation of the amounts of exhaust gas, which are passed over the exhaust gas heat exchanger or led over the bypass channel. Such a device is for example from the EP 0 987 427 A1 known. Here are two flap body arranged at an angle of 90 ° to each other on a common shaft, each flap body dominates one of the channels. This makes it possible to adjust an exhaust gas temperature, which is provided to the internal combustion engine during the return. In particular, for faster heating of the engine, the exhaust gas is passed over the bypass channel in the warm-up phase, whereby Pollutant emissions are reduced. In addition, an exhaust gas recirculation valve is to be provided for volume control.

Furthermore, usually coupled via rod control valve are known in which the exhaust valve, via which the exhaust gas back pressure is adjustable in the exhaust duct, is coupled to an exhaust gas recirculation flap. A combination of exhaust flap and exhaust gas recirculation flap is for example from the DE 10 2006 055 226 A1 known. Here, in a branch in front of the exhaust duct and the exhaust gas recirculation channel on the end of a shaft of an exhaust valve, arranged at 90 ° to the exhaust flap, a slide over which the exhaust gas recirculation channel is closed. When the exhaust gas backpressure is increased by closing the exhaust gas flap, the flow-through cross section of the exhaust gas recirculation channel is additionally increased, as a result of which the recirculated exhaust gas portion can be increased, so that in turn pollutant emissions are reduced. In both applications, the two exhaust ducts are opened or shot in opposite directions over the entire range of application.

In addition, exhaust heat recovery systems have become known in recent times, in which a bypass channel is arranged in parallel to the exhaust gas outlet channel, in which an exhaust gas heat exchanger is arranged. Such a system is intended to increase the comfort in a vehicle faster heating of the cooling water of the engine and thus a faster, fuel consumption but hardly increasing heating of the cab can be achieved after the cold start.

Such a system is for example from the DE 203 02 520 U1 known. In this case, either a control flap is arranged only in the exhaust main channel or the control flap is arranged in a branch in front of the bypass duct or the exhaust duct. It is designed as a pivoting flap which can be moved back and forth between the two end positions in which it closes one of the channels. This means that in each case one of the channels is fully open, while the cross section of the other is adjustable.

A disadvantage of such an embodiment is that it is not possible to produce a sufficient exhaust back pressure after the warm-up phase of the internal combustion engine in order to provide a sufficient exhaust gas recirculation quantity available. Even with a transmission of the other coupled exhaust valve devices on this system described remains a substantially constant cross-section to the exhaust outlet of the internal combustion engine open, whereby no sufficient exhaust backpressure can be provided.

From the EP 0 913 561 A2 is a system for exhaust heat recovery known in which the bypass duct behind the heat exchanger and in the exhaust duct control valves are arranged, but which require separate actuator, so that the component and assembly costs is very high.

Another arrangement for exhaust heat recovery is from the EP 2 025 912 A1 known. The flap which dominates the passage of the bypass channel is designed as a non-return flap, so that a regulation of the flow cross-section of the bypass channel is not possible.

The object of the invention is therefore to provide an exhaust gas flap device and an exhaust heat recovery system, with which a sufficient exhaust gas back pressure to achieve high exhaust gas recirculation rates can be ensured. Both in the exhaust valve device and the exhaust system, the number of components should be kept as low as possible, so that space, cost and weight are reduced compared to conventional designs. In particular, additional interfaces should be avoided when using an exhaust heat recovery system.

This object is achieved by an exhaust flap device in which in a first position the first control flap fully releases the first exhaust passage, while the second control flap completely closes the second exhaust passage, in a second position the first control flap partially closes the first exhaust passage, while the second control flap completely closes the second exhaust passage and in a third position, the first control valve the first Completely closes the exhaust passage, while the second control valve completely releases the second exhaust passage. In this case, the inner wall of the second exhaust gas channel is shaped such that the inner wall substantially corresponds to the swept through the outer periphery of the second valve body when passing through the area between the first position and the second position body. In this way, the second control flap in the exhaust duct can be rotated over a defined angle of rotation, without a flow-through cross-section of the channel is released. Thus, in a simple manner, the continuous closure of the second channel is ensured simultaneously with continuous opening of the first exhaust duct during the rotation from the first to the second position via a directly coupled adjusting device, without having to use additional couplings or motion converter.

Accordingly, the object is achieved by an exhaust heat recovery system with such an exhaust valve device, wherein the first control flap is arranged in the first exhaust duct serving as Abgasauslassenden exhaust duct between the two branches and serves as an exhaust valve and the second control valve is arranged in the second exhaust duct serving as a bypass channel and serves as an exhaust heat recovery valve. It is thus possible to rotate the exhaust flap in the channel and thus adjust an exhaust back pressure, without the bypass channel is opened. As a result, significantly improved exhaust gas recirculation rates can also be achieved in exhaust heat recovery systems. On additional interfaces and components that would be required when controlling multiple flaps, can be largely dispensed with, so that costs are reduced.

Preferably, between the first and the second position, the first control flap continuously reduces the flow-through cross section of the first exhaust gas duct by actuating the adjusting device, while the second control flap closes the flow-through cross section of the second exhaust gas duct and reduces the first flow control valve between the second and the third position of the first exhaust passage by operating the adjusting device continuously, while the second control valve continuously increases the flow-through cross-section of the second exhaust passage. Thus, between the first and second positions, the exhaust back pressure can be continuously controlled, and between the second and third positions, without large changes in the exhaust back pressure, exhaust heat recovery to improve comfort.

In a further embodiment, the flap body of the second control flap is circular and axially symmetrical mounted on a shaft or made integral with the shaft and the inner wall of the exhaust passage has in the region between the first and the second position of the control valve a spherical zone shape, wherein the spherical zone of the inner wall has substantially the same diameter as the circular valve body. In such an embodiment, the torques acting on the adjusting device by the exhaust gas flow are kept very low, so that smaller drives can be used and the power consumption decreases. In addition, such exhaust valve device is easy to manufacture and assemble.

It is advantageous to arrange an inlet opening of the second housing offset to an outlet opening of the second housing. This facilitates the production of the ball zone, since undercuts are avoided.

Preferably, the first housing and the second housing are made in one piece, wherein the valve body of the first control valve is circular and is arranged axisymmetrically on a shaft. This eliminates additional assembly steps. Furthermore, installation in the engine is simplified and the required space is minimized.

In a further embodiment, the first flap body and the second flap body are arranged on a common single- or multi-part shaft, which can be actuated via the adjusting device. It thus eliminates additional coupling elements between actuator and flap, which again reduces the number of components and the assembly is facilitated. When the control valves are rotated between the second and the third position in a fourth position, the first control flap preferably completely closes the first exhaust gas channel and the second control flap completely closes the second exhaust gas channel. Such an embodiment of the exhaust backpressure can be further enhanced to further increase the exhaust gas recirculation rate.

In a further embodiment, between the first and the second position, the first control flap continuously reduces the flow-through cross section of the first exhaust gas duct by actuating the adjusting device, while the second control flap closes the flow-through cross section of the second exhaust gas duct, reducing the first between the second and the fourth position Control flap the flow-through cross-section of the first exhaust passage by operating the actuator continuously until it is closed, while the second control valve closes the flow-through cross-section and closes between the fourth and third position, the first control valve the flow-through cross section of the first exhaust passage completely while the second control valve through which Cross-section of the second exhaust passage continuously increased. This means that in the fourth position, just the first damper closes the channel, while immediately behind this position, the second damper starts to release the channel. Thus, both channels can be individually moved independently of the fully closed position in the fully open position and thus the exhaust back pressure in the channels can be set individually.

This is preferably achieved by forming an inner wall of the first exhaust passage such that the inner wall substantially corresponds to the body swept through the outer periphery of the first valve body when passing through the region between the fourth and third positions and thus shapes an inner wall of the second exhaust passage in that the inner wall substantially corresponds to the body swept through the outer periphery of the second valve body when passing through the region between the first position and the second position. Thus, no additional motion transducers are necessary for the independent control.

Thus, advantageously, the valve body of the first reef valve is circular and axially symmetrical mounted on a shaft or made integral with the shaft and the inner wall of the first exhaust passage has in the region between the fourth and the third position of the first control valve in the form of a spherical zone, wherein the spherical zone the inner wall has substantially the same diameter as the circular valve body. So relatively small actuators can be used. The manufacturing effort remains relatively low.

In a preferred embodiment of the exhaust heat recovery system, the exhaust gas heat exchanger is arranged in a first section of an exhaust gas recirculation channel of a low-pressure region of a turbocharged internal combustion engine, at the end of a third branch is arranged, at which the exhaust gas recirculation channel in another section of the exhaust gas recirculation passage, in which an exhaust gas recirculation valve is arranged, and an exhaust heat recovery passage in which the exhaust heat recovery valve is disposed, so that the first portion of the exhaust gas recirculation passage and the exhaust heat recovery passage form the bypass passage. This eliminates the need for an additional heat exchanger for heat recovery in the exhaust system, which costs and effort are significantly reduced.

By the claimed embodiments of an exhaust valve device and an exhaust heat recovery system with such exhaust valve device, an exhaust gas flow can optionally be cooled to heat recovery or uncooled led to the exhaust outlet, while high exhaust gas recirculation rates can be ensured by a high achievable exhaust back pressure. After the warm-up phase, a regulation of the exhaust back pressure with or heat recovery remains possible, although only one adjusting device for adjusting the exhaust flap and the exhaust heat recovery valve is needed. Furthermore, a system is proposed in which the complexity and the number of components to achieve the aforementioned functions are minimized.

• Figur 1 zeigt eine Prinzipskizze eines erfindungsgemäßen Abgaswärmerückgewinnungssystems.
• Figur 2 zeigt eine Seitenansicht einer erfindungsgemäßen Abgasklappenvorrichtung.
• Figuren 3 a) und b) zeigen eine erste Position der beiden Regelklappen der erfindungsgemäßen Abgasklappenvorrichtung in geschnittener Darstellung entlang der Linien B-B und A-A der Abgasklappenvorrichtung der Figur 2.
• Figuren 4 a) und b) zeigen eine zweite Position der beiden Regelklappen der erfindungsgemäßen Abgasklappenvorrichtung in geschnittener Darstellung entlang der Linien B-B und A-A der Abgasklappenvorrichtung der Figur 2.
• Figuren 5 a) und b) zeigen eine dritte Position der beiden Regelklappen der erfindungsgemäßen Abgasklappenvorrichtung in geschnittener Darstellung entlang der Linien B-B und A-A der Abgasklappenvorrichtung der Figur 2.
• Figuren 6 a) und b) zeigen eine weitere Ausführung der beiden Regelklappen mit vier verschiedenen Positionen der Regelklappen in schematischer Darstellung.

An embodiment of an exhaust valve device according to the invention and an inventive exhaust heat recovery system are shown in the figures and are described below.

• FIG. 1 shows a schematic diagram of an exhaust heat recovery system according to the invention.
• FIG. 2 shows a side view of an exhaust valve device according to the invention.
• FIGS. 3 a) and b) show a first position of the two control valves of the exhaust valve device according to the invention in a sectional view along the lines BB and AA of the exhaust valve device of FIG. 2 ,
• FIGS. 4 a) and b) show a second position of the two control valves of the exhaust valve device according to the invention in a sectional view along the lines BB and AA of the exhaust valve device of FIG. 2 ,
• FIGS. 5 a) and b) show a third position of the two control valves of the exhaust valve device according to the invention in a sectional view along the lines BB and AA of the exhaust valve device of FIG. 2 ,
• FIGS. 6 a) and b) show a further embodiment of the two control valves with four different positions of the control valves in a schematic representation.

That in the FIG. 1 illustrated exhaust heat recovery system has an exhaust gas outlet 2, in which a diesel particulate filter 4 is arranged, which in turn is arranged in the flow direction behind a turbine, not shown, of an exhaust gas turbocharger. Behind the diesel particulate filter 4, the exhaust heat recovery system to a first branch 6, at the exhaust gas outlet channel 2 branches off an exhaust gas recirculation channel 8, in which an exhaust gas heat exchanger 10 is disposed, while in the course of the exhaust outlet 2, an exhaust flap 12 is arranged. Behind the exhaust valve 12, a second branch 14 is arranged at the one Bypass channel 16 opens into the exhaust gas outlet 2. The exhaust gas flowing into the continuing region of the exhaust gas outlet passage 2 is subsequently discharged.

From the exhaust gas recirculation passage 8 branches off at a third branch 18, an exhaust heat recovery channel 20, which forms the bypass passage 16 with a portion 22 of the exhaust gas recirculation passage 8, in which the exhaust gas heat exchanger 10 is arranged. While in the further section 21 of the exhaust gas recirculation passage 8 behind the third branch 18 or behind serving as a bypass passage 16 section 22 of the exhaust gas recirculation passage 8 in the exhaust gas recirculation passage 8 an exhaust gas recirculation valve 24 is arranged to control the recirculated to an intake manifold of the internal combustion engine exhaust gas is in the exhaust heat recovery channel 20, the opens into the second branch 14, an exhaust heat recovery valve 26 is arranged.

The exhaust gas recirculation channel 8 opens in a fourth branch 28 into an intake passage 30 of the internal combustion engine which leads to a compressor, not shown, of the turbocharger.

After a cold start of the internal combustion engine exhaust gas passes through the turbine in the exhaust heat recovery system. At this time, the exhaust valve is throttled as much as possible, so that the exhaust gas is passed through the exhaust gas recirculation passage 8 and the exhaust gas heat exchanger 10. By opening the exhaust heat recovery valve 26 can be ensured that regardless of the position of the exhaust gas recirculation valve 24, a sufficient amount of exhaust gas is passed through the exhaust gas heat exchanger 10 in order to achieve the fastest possible heating of the coolant. This serves to heat the vehicle interior, so that the comfort can be significantly increased by rapidly increasing the coolant temperature by quickly increasing the coolant temperature. After passing through the warm-up phase, the exhaust heat recovery valve 26 can be rotated to its closed position, so that no exhaust gas can flow through the exhaust heat recovery channel 20, while the exhaust valve 12 is at least partially opened to ensure sufficient exhaust emission.

Depending on the load state of the internal combustion engine, a very large amount of exhaust gas is due to the intake passage 30 after the warm-up phase. Since this amount can not be ensured exclusively by opening the exhaust gas recirculation valve 24, by partially closing the exhaust gas outlet passage 2, the exhaust gas back pressure is increased, so that the exhaust gas flowing into the exhaust gas recirculation passage 8 increases. In this case, however, it must be ensured that the bypass channel 16 remains closed.

In order to control the exhaust flap 12 and the exhaust heat recovery valve 26 via a single actuator 32, according to the invention in the FIGS. 2 to 5 shown exhaust flap device can be used for such an exhaust heat recovery system.

The in the FIG. 2 shown exhaust valve device has a first housing 34 in which a first exhaust passage 36 is formed, which can serve as Abgasauslasskanal 2 and which is dominated by a first control valve 38, which can serve as the exhaust valve 12.

A second housing 40 is integrally formed with the first housing 34 and forms a second exhaust passage 42, in which in turn a second control valve 44 is arranged, which can serve as exhaust heat recovery valve 26 and in the FIGS. 3 to 5 is recognizable.

The control valves 38, 44 each consist of a flap body 46, 48, wherein the flap body 46, 48 are mounted on a common shaft 50 which is rotatably mounted in the housing 34, 40 and the first end through a channel wall 52 of the first exhaust duct 36th extends in the direction of the adjusting device 32, via which the shaft 50 and thus the control valves 38, 44 are set in rotation. As drive the adjusting device 32 is used in the present embodiment, an electric motor 54 which is arranged with a gear, not shown in a receiving chamber of a actuator housing 55, which via a lid 56 is closed. In addition, between the shaft 50 and the actuator housing 55, a torsion spring 57 is arranged, which serves as a run-flat spring and thus the control valves 38, 44 back to an emergency position in case of failure of the actuator 32.

As in the FIGS. 3 to 5 can be seen, in the present embodiment, the two flap body 46, 48 are rotated about 45 ° to each other on the shaft 50, wherein both the valve body. 46, 48 and the cross sections of the exhaust channels 36, 42 are formed substantially circular. The flap bodies 46, 48 are mounted axially symmetrically on the shaft 50.

From the FIGS. 3a) to 5a ) it can be seen that the first exhaust passage 36 is substantially straight, that is, has a constant cross section without deflections.

In comparison, from the FIGS. 3b) to 5b ) clearly shows that the second exhaust passage 42 has an outlet opening 60 attached to an inlet 58 at an angle of approximately 65 °. The inner walls 62 delimiting the exhaust gas channel 42 have a spherical shape over a predefined area, thus forming a spherical zone 64 whose diameter substantially corresponds to the diameter of an outer circumference 66 of the second valve body 48. The consequence of this embodiment is described below with reference to FIGS. 3 to 5 explained.

In the FIGS. 3a ) and b), a first position of the first control flap 38 in the first housing 34 and the associated position of the second control valve 44 in the second housing 40 is shown. The first exhaust passage 36 is fully opened in this position, while the second exhaust passage 42 is completely closed by the second control valve 44.

In the in the FIGS. 4a) and 4b ) shown second position, both control valves 38, 44 were rotated by a defined angle on the shaft 50 by means of the adjusting device 32 in their exhaust ducts 36, 42. The first exhaust duct 36 is partially closed in this position by the first control flap 38, so that when used as an exhaust flap 12, an increased back pressure in the direction of flow in front of the control flap 38 area is generated. At the same time, the second exhaust passage 42 is still closed by the second control valve 44, since the periphery of the flap body 48 is still on the inner wall 62. This is achieved by the ball zone 64, at which the flap body 48 is guided between the first position and the second position. This means that between the first and the second position, the flow-through cross section of the first exhaust gas channel 36 is continuously reduced, while the second exhaust gas channel 42 remains closed. In this second position, the end of the ball zone 64 is reached in the present embodiment, so that upon further rotation of the second control valve 44, the second exhaust passage 42 is opened slowly.

The end position after rotation from the second position to a third position serving as the end position is in the FIGS. 5 a) and b) shown. The first control flap 38 is in its exhaust gas channel 26 completely occlusive position. The reduced flow-through cross section of the second position was thus reduced in the process of the valve body 46 continuously further into the closed position. In this rotation from the second position to the third position, however, the flow-through cross section of the second exhaust passage 42 is continuously increased until it is completely released in the end position. When the two channels are connected in parallel, it follows that the exhaust gas flow in the second exhaust passage 42 increases while it becomes smaller in the first exhaust passage 36 until finally the complete exhaust gas flow is conducted via the second exhaust passage 42.

In the FIGS. 6a ) and b), the various positions of the two control valves 38, 44 are shown schematically in a continuing or alternative embodiment. Compared to the execution according to the FIGS. 3a) to 5b ) In this embodiment, the first exhaust passage 36 on a spherical zone 68, the inner wall 70 in turn corresponds to the swept from the outer periphery of the valve body 46 of the first control valve 38 surface between a fourth and the third position substantially. In In this fourth position, the first control flap 38 is currently in its closed state while the second control flap 44 just barely closes the second exhaust gas channel 42. It follows that first, during the movement between the first and the second position, the first control flap 38 is moved from its fully open position to a free cross section of the first exhaust passage 36 slowly closing position, while the second control valve closes the second exhaust passage 42. This movement continues until the fourth position. Upon further rotation of the control valves 38, 44 from the fourth position in the direction of the third position then the first exhaust passage 36 remains completely closed, while the free cross section of the second exhaust passage 42 is continuously increased until it is completely open in the third position of the second control valve 44.

Compared to the embodiment described above, it is thus possible to completely throttle the first exhaust passage 36 and thus additionally increase the backpressure and thus in turn the exhaust gas recirculation rate. Furthermore, both exhaust channels 36, 42 to regulate individually.

There is thus provided an exhaust valve device, with which a first control flap for increasing the pressure in a first exhaust duct can be rotated into a partially or completely closing the channel position, without rotating the second directly mechanically coupled exhaust flap in a channel opening position. It is also possible to rotate the second control flap from its closed position into a position releasing the channel without the first control flap releasing the cross section. Depending on the selected embodiment, an interdependent regulation of the two control valves can be realized over a predetermined angle of rotation. This is achieved within a housing with only one adjusting device, wherein both flaps are directly coupled rotationally fixed, so are rotated together. Accordingly, when used for exhaust heat recovery, this exhaust valve device is suitable for increasing the recirculated exhaust gas in an internal combustion engine. In addition, a system is presented, with which an exhaust heat recovery without additional heat exchanger is achieved.

Of course, the limit rotational angle of the two flaps according to the second and the fourth position, in which the second control valve begins to open the cross-section, by appropriate design of the ball zones and the position of the inlet openings to the outlet can be adapted to the needs and application of the exhaust valve device. While in the present embodiment, the spherical zone includes an angle of approximately 45 °, this can of course also increase or decrease. It would also be possible to rotate the spherical zone, so that the inlet opening and the outlet opening face each other or are only arranged offset to one another at a different height, without forming an angle between them.

Various other design changes compared to the described embodiments are conceivable, such as a non-centric storage of one or both flaps, another arrangement of the housing to each other or the adjusting device to the housing. According to the invention, it is only necessary to delay opening of the second or first control flap when closing the first or the second control flap, without having to use linkages, coupling gears or multiple adjusting devices. It also becomes clear that the exhaust valve device according to the invention is also suitable for other exhaust heat recovery systems, for example, use a separate bypass branch with additional heat exchanger.

Claims (12)

1. An exhaust gas flap device for internal combustion engines, comprising a first housing in which a first exhaust gas duct is formed, in which duct a first regulating flap having a first flap body is arranged, by which regulating flap an exhaust gas flow in the first exhaust gas duct can be regulated, and a second housing in which a second exhaust gas duct is formed, in which duct a second regulating flap having a second flap body is arranged, by which an exhaust gas flow in the second exhaust gas duct can be regulated, wherein the first regulating flap and the second regulating flap are mechanically coupled so as to be actuatable together in mutual dependence via an actuator device, characterized in that, in a first position, the first regulating flap (12, 38) opens the first exhaust gas duct (2, 36) completely, while the second regulating flap (26, 44) closes the second exhaust duct (16, 42) completely, that, in a second position, the first regulating flap (12, 38) partly closes the first exhaust gas duct (2, 36), while the second regulating flap (26, 44) closes the second exhaust duct (16, 42) completely, and that, in a third position, the first regulating flap (12, 38) closes the first exhaust gas duct (2, 36) completely, while the second regulating flap (26, 44) opens the second exhaust duct (16, 42) completely, wherein an inner wall (62) of the second exhaust gas duct (16, 42) is shaped such that the inner wall (62) substantially corresponds to the body swept by the outer circumference of the second flap body (48) as it moves through the region between the first position and the second position.
2. The exhaust gas flap device for internal combustion engines of claim 1, characterized in that, between the first and the second position, the first regulating flap (12, 38) continuously reduces the flow-through cross section of the first exhaust gas duct (2, 36) by actuation of the actuator device (32), whereas the second regulating flap (12, 38) closes the flow-through cross section of the second exhaust gas duct (16, 42) and, between the second and the third position, the first regulating flap (12, 38) continuously reduces the flow-through cross section of the first exhaust gas duct (2, 36) by actuation of the actuator device (32), whereas the second regulating flap (12, 38) continuously increases the flow-through cross section of the second exhaust gas duct (16, 42).
3. The exhaust gas flap device for internal combustion engines of one of the preceding claims, characterized in that the flap body (48) of the second regulating flap (26, 44) is circular in shape and is mounted axially symmetrically on a shaft (50) or is manufactured integrally with the shaft (50), and the inner wall (62) of the second exhaust gas duct (16, 42) has the form of a spherical layer (64) in the region between the first and the second position of the second regulating flap (26, 44), the spherical layer (64) of the inner wall (62) having substantially the same diameter as the circular flap body (48).
4. The exhaust gas flap device for internal combustion engines of claim 3, characterized in that an inlet opening (58) of the second housing (40) is arranged offset from an outlet opening (60) of the second housing (40).
5. The exhaust gas flap device for internal combustion engines of one of the preceding claims, characterized in that the first housing (34) and the second housing (42) are formed integrally, the flap body (46) of the first regulating flap (12, 38) being circular in shape and being arranged axially symmetrically on a shaft (50).
6. The exhaust gas flap device for internal combustion engines of one of the preceding claims, characterized in that the first flap body (46) and the second flap body (48) are arranged on a common unitary or multipart shaft (50) actuatable via the actuator device (32).
7. The exhaust gas flap device for internal combustion engines of claim 1, characterized in that, when pivoting the regulating flaps (12; 38, 26; 44) between the second and the third position, in a fourth position, the first regulating flap (12, 38) closes the first exhaust gas channel (2, 36) completely and the second regulating flap (26, 44) closes the second exhaust gas duct (16, 42) completely.
8. The exhaust gas flap device for internal combustion engines of claim 7, characterized in that, between the first and the second position, the first regulating flap (12, 38) continuously reduces the flow-through cross section of the first exhaust gas duct (2, 36) by actuation of the actuator device (32), whereas the second regulating flap (26, 44) closes the flow-through cross section of the second exhaust gas duct (16, 42), that, between the second and the fourth position, the first regulating flap (12, 38) continuously reduces the flow-through cross section of the first exhaust gas duct (2, 36) by actuation of the actuator device (32), until the cross section is closed, whereas the second regulating flap (26, 44) closes the flow-through cross section, and that, between the fourth and the third position, the first regulating flap (12, 38) closes the flow-through cross section of the first exhaust gas duct (2, 36) completely, whereas the second regulating flap (26, 44) continuously increases the flow-through cross section of the second exhaust gas duct (16, 42).
9. The exhaust gas flap device for internal combustion engines of one of claims 7 or 8, characterized in that an inner wall of the first exhaust gas duct (2, 36) is shaped such that the inner wall substantially corresponds to the body swept by the outer circumference of the first flap body (46) as it moves through the region between the fourth position and the third position, and the inner wall (62) of the second exhaust gas duct (16, 42) is shaped such that the inner wall (62) substantially corresponds to the body swept by the outer circumference of the second flap body (48) as it moves through the region between the first position and the second position.
10. The exhaust gas flap device for internal combustion engines of one of claims 7 to 9, characterized in that the flap body (46) of the first regulating flap (12, 38) is circular in shape and is mounted axially symmetrically on a shaft (50) or is manufactured integrally with the shaft (50), and the inner wall of the first exhaust gas duct (2, 36) has the form of a spherical layer in the region between the fourth and the third position of the first regulating flap (12, 38), the spherical layer of the inner wall having substantially the same diameter as the circular flap body (46).
11. Exhaust gas heat recovery system of an internal combustion engine with a first branch where an exhaust gas duct divides into an exhaust gas outlet duct and a bypass duct in which an exhaust gas heat exchanger is arranged, and with a second branch where the bypass duct opens into the exhaust gas outlet duct, characterized in that an exhaust gas flap device of one of the preceding claims is arranged in the exhaust gas heat recovery system, wherein the first regulating flap (38) is arranged in the first exhaust gas duct (36), serving as an exhaust gas outlet duct (2), between the two branches (6; 14) and serves as an exhaust gas flap (12), and the second regulating flap (44) is arranged in the second exhaust gas duct (42), serving as a bypass duct (16), and serves as an exhaust gas heat recovery valve (26).
12. Exhaust gas heat recovery system of an internal combustion engine of claim 11, characterized in that the exhaust gas heat exchanger (10) is arranged in a first section (22) of an exhaust gas recirculation duct (8) of a low-pressure zone of a turbo-charged internal combustion engine, at the end of which a third branch (18) is provided where the exhaust gas recirculation duct (8) divides into a further section (21) of the exhaust gas recirculation duct (8) in which an exhaust gas recirculation valve (24) is arranged, and an exhaust gas heat recovery duct (20), in which the exhaust gas heat recovery valve (26) is provided, so that the first section (22) of the exhaust gas recirculation duct (8) and the exhaust gas heat recovery duct (20) form the bypass duct (16).

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