EP2997249B1 - Egr valve pour moteur a combustion - Google Patents

Egr valve pour moteur a combustion Download PDF

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Publication number
EP2997249B1
EP2997249B1 EP14705118.9A EP14705118A EP2997249B1 EP 2997249 B1 EP2997249 B1 EP 2997249B1 EP 14705118 A EP14705118 A EP 14705118A EP 2997249 B1 EP2997249 B1 EP 2997249B1
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EP
European Patent Office
Prior art keywords
housing
exhaust gas
actor
coolant
combustion engine
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.)
Active
Application number
EP14705118.9A
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German (de)
English (en)
Other versions
EP2997249A1 (fr
Inventor
Guido Barabasch
Holger Paffrath
Osman Sari
Norbert Simons
Rafael SOGLOWEK
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.)
Pierburg GmbH
Original Assignee
Pierburg GmbH
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Filing date
Publication date
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Publication of EP2997249A1 publication Critical patent/EP2997249A1/fr
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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
    • F02M26/65—Constructional details of EGR valves
    • F02M26/66—Lift valves, e.g. poppet valves
    • 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
    • F02M26/52—Systems for actuating EGR valves
    • F02M26/53—Systems for actuating EGR valves using electric actuators, e.g. solenoids
    • F02M26/54—Rotary actuators, e.g. step motors
    • 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
    • F02M26/65—Constructional details of EGR valves
    • F02M26/72—Housings
    • F02M26/73—Housings with means for heating or cooling the EGR valve

Definitions

  • the invention relates to an exhaust valve device for an internal combustion engine with an actuator, an actuator housing in which the actuator is arranged, and a valve housing connected to the actuator housing, an exhaust gas inlet and an exhaust gas outlet, a valve with a movement transmission member and a control body via which a flow cross section between the exhaust gas inlet and the exhaust gas outlet can be regulated and a coolant channel with a coolant inlet connector and a coolant outlet connector.
  • Valves used in the exhaust gas area and in particular exhaust gas recirculation valves serve to reduce exhaust emissions.
  • exhaust gas quantities adapted to the respective operating state of the internal combustion engine are returned to the cylinders of the internal combustion engine in order to reduce the environmentally harmful components, in particular nitrogen oxides.
  • the exhaust gas recirculation valves usually consist of an actuator, which is mostly electromotive today, which is usually in operative connection with a valve rod via a transmission, which is guided via a guide bushing in a housing of the valve and at its end opposite the actuator has at least one control body which is connected to corresponds to a corresponding valve seat between an exhaust gas inlet and an exhaust gas outlet.
  • exhaust gas recirculation valves are designed in such a way that the valve rod as well as the gearbox and the actuator are in the closed state of the valve is arranged in the fresh air containing area and separated from the exhaust side by the control body.
  • the valve When the valve is opened, i.e. when the regulating body is lifted off the valve seat, hot exhaust gas flows in the direction of the intake manifold, so that the hot exhaust gas is connected to the gearbox housing.
  • exhaust valve devices have become known in which the housing through which there is a flow is thermally separated from the actuator by means of a coolant channel through which the heat is removed from the exhaust gas.
  • Such a valve is for example from DE 103 44 218 A1 known.
  • the valve described herein has a valve rod which can be actuated via an actuator and has a valve disk which controls a flow cross section.
  • a coolant channel is formed radially around the valve rod in the flow housing, which is open towards the actuator housing and is closed by placing the actuator housing on. The connecting pieces are pressed into corresponding receptacles in the flow housing.
  • JP 07-233762 A discloses an exhaust gas recirculation valve which can be actuated via a stepping motor and in which the electric motor is surrounded by a coolant duct in the actuator housing.
  • connecting pieces for the coolant supply are screwed or pressed into appropriately shaped holes.
  • an exhaust gas recirculation valve which is driven by an actuator arranged in an actuator housing.
  • the valve is located in a valve housing with an inlet and an outlet.
  • a heat dissipation housing is arranged between the valve housing and the actuator housing, in which a Coolant channel is formed with an inlet nozzle and an outlet nozzle.
  • the object is therefore to avoid excessive thermal loading of the actuator, thermal shielding of the actuator and reliable heat dissipation from the actuator housing being ensured without this resulting in increased assembly costs.
  • valve housing has a flow housing part in which the exhaust gas inlet and the exhaust gas outlet are formed and a transmission housing part in which a transmission connected to the actuator is arranged, the coolant inlet connector and the coolant outlet connector being arranged on the actuator housing and fluidically connected to one another via the coolant channel , which extends partly in the actuator housing and partly in the transmission housing part, it is ensured that on the one hand heat is extracted from the exhaust gas before it reaches the actuator and on the other hand heat can also be dissipated directly from the actuator housing. There are no additional Connections required.
  • the coolant inlet connector and the coolant outlet connector are preferably designed in one piece with the actuator housing. This eliminates the need to assemble the connecting pieces, which are screwed in or pressed in in known designs and often additionally have to be coated with a sealing material.
  • the actuator housing with the coolant inlet connector and the coolant outlet connector is a plastic injection-molded part. Due to the good thermal shielding and heat dissipation, the actuator housing can be manufactured inexpensively from plastic.
  • the actuator housing is attached to the gear housing part, so that direct contact between the actuator housing and the flow housing that is most thermally stressed is avoided.
  • the coolant channel advantageously extends from the actuator housing into the transmission housing part and from the transmission housing part to the actuator housing.
  • the heat is thus dissipated from both the gearbox and the actuator.
  • the most heat-sensitive actuator housing is thus over shields the coolant duct in the gearbox housing and can still dissipate the heat that enters the actuator housing or the heat generated there. This leads to a long service life for the actuator, which is reliably protected against overheating.
  • gear housing part and the flow housing part are designed as a one-piece cast part.
  • the cast design results in a high thermal load capacity of the valve housing.
  • the valve housing preferably has a flange surface to which the actuator housing is fastened with its flange surface with a seal interposed. This simplifies assembly and creates a sealed interior that is closed to the outside so that dirt is prevented from penetrating from the outside.
  • seal radially surrounds an actuator and gear chamber on the flange surfaces and radially surrounds the coolant duct on one of the flange surfaces.
  • additional seals for the transition of the coolant channel from one housing part to the other can be dispensed with. This facilitates assembly and lowers manufacturing costs.
  • This seal is particularly easy to assemble if it is arranged in an axial groove on the flange surface of the actuator housing.
  • two pipe sections are formed in one piece with the actuator housing, which pipe pieces extend the coolant channel in the actuator housing and protrude into the coolant channel in the transmission housing part.
  • the actuator housing can be pre-fixed in its position on the gearbox housing before it is fastened, with a correct position of the coolant channels in the actuator housing and in the gear housing part is ensured to one another.
  • the two pipe sections are each surrounded by a sealing ring which is each arranged in a radial groove formed in the coolant channel of the transmission housing part. A reliable seal of the coolant channel is thus produced in a simple manner.
  • An actuator designed as an electric motor is particularly preferred, since it ensures a high level of positioning accuracy.
  • an exhaust valve device is thus created in which the actuator is significantly better protected from thermal overload compared to known designs and thus an electrical actuator can be used even in very high temperature ranges without fear of overheating. Accordingly, the actuator housing can be made of plastic. The assembly of such a valve device is particularly simple.
  • the exhaust valve devices according to the invention shown in the figures have an actuator 12, arranged in an actuator housing 10, in the form of an electric motor, which has an in Figure 3 partially visible gear 14 drives.
  • This gear 14 is in operative connection with a valve 15, which has a movement transmission element 16 in the form of a valve rod and a control body 18 in the form of a valve disk.
  • the rotary movement of the electric motor 12 is converted in a known manner into a translational movement of the valve rod 16 via the gear mechanism 14, for example via an eccentric link connection.
  • valve plate 18 At the end of the valve rod 16 opposite the transmission 14, the valve plate 18 is attached, which cooperates with a valve seat 20 which surrounds a flow cross-section between an exhaust gas inlet 22 and an exhaust gas outlet 24, so that, depending on the position of the valve plate 18, a different amount of exhaust gas from the exhaust gas inlet 22 can reach the exhaust gas outlet 24 via the flow cross section.
  • the exhaust gas inlet 22 and the exhaust gas outlet 24 as well as the valve seat 20 are formed in a section of a valve housing 28 serving as a flow housing part 26.
  • the valve rod 16 protrudes from the transmission housing part 30 into the flow housing part 26.
  • the transmission housing part 30 has a flange surface 32 which rests against a flange surface 34 of the actuator housing 10 and via which the actuator housing 10 is fastened to the transmission housing part 30 by means of screws 36.
  • an actuator and transmission space 38 is correspondingly formed, which is closed off from the outside.
  • a connector housing part 40 is attached to the actuator housing 10 in both variants shown, which is previously pushed into a corresponding opening 43 in the actuator housing 10 from the inside with a connector seal 41 in between. In the first variant, this is attached to the end of the actuator housing 10 opposite to the flow housing part 26, and in the second variant according to FIG Figures 3 and 4 arranged laterally to the electric motor 12.
  • the connector housing part 40 can be positioned in a correspondingly variable manner.
  • the actuator housing 10 designed as a plastic injection-molded part has two connecting pieces which are designed as coolant inlet stubs 42 and coolant outlet stubs 44. These are formed in one piece with the actuator housing 10 and extend from the actuator housing 10 in the opposite direction to the gear housing part 30 and are arranged in the area facing the flow housing 26, arranged on both sides of the actuator 12.
  • the coolant inlet connector 42 and the coolant outlet connector 44 are fluidically connected to one another via a coolant channel 46 which extends partly in the actuator housing 10 and partly in the transmission housing part 30.
  • the coolant channel 46 initially extends as an extension of the coolant inlet connector 42 through the actuator housing 10 into a second channel section 50 in the transmission housing part 30 that again just extends this first channel section 48.
  • the coolant channel 46 experiences a vertical deflection, which is in a third channel section 52 opens.
  • This third channel section 52 extends essentially along the width of the gear housing part 30 and is designed as a bore that is closed by a plug 55 at the insertion end of the drill.
  • the third channel section 52 undergoes another 90 ° deflection at its other end, behind which a fourth, concealed channel section follows, which runs parallel to the second channel section 50, but is formed on the opposite side of the transmission housing part 30.
  • This fourth channel section in turn opens straight into a fifth channel section 53, which is correspondingly formed parallel to the first channel section 48 in the actuator housing 10 and the end of which is formed by the coolant outlet connector 44.
  • a coolant channel 46 running on three sides is formed in the actuator housing 10 and in the transmission housing part 30, which accordingly surrounds the movement transmission member 16 on three sides. This positioning of the coolant channel ensures that the actuator 12 is thermally separated from the hot flow housing, so that heat is dissipated via the coolant before it can reach the actuator.
  • the arrangement of the first and fifth coolant channel sections 48, 53 in the actuator housing 10 also allows heat generated by the electric motor 12 to be dissipated.
  • the one-piece design of the two coolant connection pieces 42, 44 significantly reduces the otherwise necessary assembly steps, since no additional connection pieces have to be built in, that is to say pressed in or screwed on.
  • a pipe section 54 extending from the flange surface 34 of the actuator housing 10 in the direction of the gearbox housing part 30 is formed as an extension of the first coolant duct section 48 on the actuator housing 10. This protrudes into the second channel section 50 of the coolant channel 46 formed in the transmission housing part 30, the inner diameter of this channel section 50 in this area essentially corresponding to the outer diameter of the pipe section 54.
  • an annular radial groove 56 is formed, in which a sealing ring 58 is arranged which radially surrounds the pipe section 54.
  • the connection between the fourth and fifth duct sections is established and sealed in the same way.
  • the axial groove 60 and the seal 62 are shaped in such a way that on the one hand the electric motor 12 with its control board and the pinion driven by the electric motor, which engages in the following gear 14, are radially surrounded by the seal 62 in the area of the flange surface 34 and on the other hand the two ends of the first and fifth channel sections 48, 53 facing the transmission housing part 30 are surrounded by the seal 62, so that here too a seal of the Coolant channel 46 and a seal of the transmission and actuator space 38 is made with only one seal 62.
  • the area surrounding the coolant channel ends could also be sealed by a separate seal.
  • the screws 36 for connecting the actuator housing 10 to the transmission housing part 30, like the two coolant duct sections 48, 53, are located radially outside of the seal 62, so that there is also no risk of leakage via the screw connections.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Housings (AREA)
  • Mechanically-Actuated Valves (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Claims (12)

  1. Dispositif de soupape d'échappement pour un moteur à combustion interne avec
    un actionneur (12),
    un carter d'actionneur (10) dans lequel est disposé ledit actionneur (12), et un carter de soupape (38) relié au carter d'actionneur (10), une entrée de gaz d'échappement (22) et une sortie de gaz d'échappement (24),
    une soupape (15) avec un élément de transmission de mouvement (16) et un corps de réglage (18) par lequel une section transversale d'écoulement entre l'entrée de gaz d'échappement (22) et la sortie de gaz d'échappement (24) peut être réglée, et
    un canal de liquide de refroidissement (46) avec une tubulure d'entrée de liquide de refroidissement (42) et une tubulure de sortie de liquide de refroidissement (44),
    caractérisé en ce que
    le carter de soupape (28) a une partie de carter d'écoulement (26) dans laquelle l'entrée de gaz d'échappement (22) et la sortie de gaz d'échappement (24) sont formées et une partie de carter d'engrenage (30) dans laquelle un engrenage (14) relié à l'actionneur (12) est disposé, la tubulure d'entrée de liquide de refroidissement (42) et la tubulure de sortie de liquide de refroidissement (44) étant disposées sur le carter d'actionneur (10) et sont en communication fluidique l'une avec l'autre par le canal de liquide de refroidissement (46) qui s'étend en partie dan le carter d'actionneur (10) et en partie dans la partie de carter d'engrenage (30).
  2. Dispositif de soupape d'échappement pour un moteur à combustion interne selon la revendication 1, caractérisé en ce que la tubulure d'entrée de liquide de refroidissement (42) et la tubulure de sortie de liquide de refroidissement (44) sont formées d'une seule pièce avec le carter d'actionneur (10).
  3. Dispositif de soupape d'échappement pour un moteur à combustion interne selon la revendication 2, caractérisé en ce que le carter d'actionneur (10) avec la tubulure d'entrée de liquide de refroidissement (42) et la tubulure de sortie de liquide de refroidissement (44) est une pièce en matière plastique injectée.
  4. Dispositif de soupape d'échappement pour un moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que le carter d'actionneur (10) est fixé à la partie de carter d'engrenage (30).
  5. Dispositif de soupape d'échappement pour un moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que le canal de liquide de refroidissement (46) s'étend du carter d'actionneur (10) dans la partie de carter d'engrenage (30) et de la partie de carter d'engrenage (30) vers le carter d'actionneur (10).
  6. Dispositif de soupape d'échappement pour moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que
    la partie de carter d'engrenage (30) et la partie de carter d'écoulement (26) sont formées comme une pièce moulée en une seule pièce.
  7. Dispositif de soupape d'échappement pour un moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que le carter de soupape (28) a une surface de bride (32) sur laquelle le carter d'actionneur (10) est fixé par sa surface de bride (34) avec l'interposition d'un joint (62).
  8. Dispositif de soupape d'échappement pour un moteur à combustion interne selon la revendication 7, caractérisé en ce que le joint (62) entoure radialement une chambre d'actionneur et d'engrenage (38) sur les surfaces de bride (32, 34) et entoure radialement le canal de liquide de refroidissement (46) sur l'une des surfaces de bride (32, 34).
  9. Dispositif de soupape d'échappement pour un moteur à combustion interne selon la revendication 8, caractérisé en ce que le joint (62) est disposé dans une rainure axiale (60) sur la surface de bride (34) du carter d'actionneur (10).
  10. Dispositif de soupape d'échappement pour moteur à combustion interne selon l'une des revendications 4 à 7, caractérisé en ce que deux tronçons de tuyau (54) sont formées en une seule pièce avec le carter d'actionneur (10), qui prolongent le canal de liquide de refroidissement (46) dans le carter d'actionneur (10) et font saillie dans le canal de liquide de refroidissement (46) dans la partie de carter d'engrenage (30).
  11. Dispositif de soupape d'échappement pour un moteur à combustion interne selon la revendication 10, caractérisé en ce que les deux tronçons de tuyau (54) sont chacun entourés par une bague d'étanchéité (58) qui est disposée chacune dans une rainure radiale (56) formée dans le conduit de refroidissement (46) de la partie carter d'engrenage (30).
  12. Dispositif de soupape d'échappement pour un moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que l'actionneur (12) est un moteur électrique.
EP14705118.9A 2013-03-13 2014-02-14 Egr valve pour moteur a combustion Active EP2997249B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013102549.8A DE102013102549B4 (de) 2013-03-13 2013-03-13 Abgasventilvorrichtung für eine Verbrennungskraftmaschine
PCT/EP2014/052897 WO2014139753A1 (fr) 2013-03-13 2014-02-14 Dispositif à soupape d'échappement pour moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP2997249A1 EP2997249A1 (fr) 2016-03-23
EP2997249B1 true EP2997249B1 (fr) 2020-11-04

Family

ID=50115868

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14705118.9A Active EP2997249B1 (fr) 2013-03-13 2014-02-14 Egr valve pour moteur a combustion

Country Status (5)

Country Link
US (1) US9638141B2 (fr)
EP (1) EP2997249B1 (fr)
CN (1) CN105074189B (fr)
DE (1) DE102013102549B4 (fr)
WO (1) WO2014139753A1 (fr)

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US10385786B2 (en) * 2014-06-26 2019-08-20 MAGNETI MARELLI S.p.A. Throttle valve for an internal combustion engine provided with a conditioning circuit
DE102015206893A1 (de) * 2015-04-16 2016-10-20 Bayerische Motoren Werke Aktiengesellschaft Abgasrückführungsmodul mit gekühltem Abgasrückführungsventil
DE102015206899A1 (de) * 2015-04-16 2016-10-20 Bayerische Motoren Werke Aktiengesellschaft Abgasrückführungsventil mit interner Kühlmittelverteilung
DE102015006100A1 (de) * 2015-05-09 2016-11-10 Motorenfabrik Hatz Gmbh & Co Kg Vorrichtung und Verfahren zur Abgasrückführung
US10767544B2 (en) * 2016-04-12 2020-09-08 Hitachi Automotive Systems, Ltd. Valve body, electronic control throttle body, motor-driven throttle body, and valve device
DE102016217222B4 (de) * 2016-09-09 2022-08-11 Vitesco Technologies GmbH Verfahren und Vorrichtung zur Steuerung der nach einem Gaswechselvorgang im Zylinder einer Brennkraftmaschine verbleibenden Restgasmasse und/oder der während eines Gaswechselvorgangs in den Abgaskrümmer der Brennkraftmaschine gespülten Spülluftmasse
DE102017110489A1 (de) * 2017-05-15 2018-11-15 Pierburg Gmbh Stellvorrichtung für eine Verbrennungskraftmaschine
DE102017110491A1 (de) * 2017-05-15 2018-11-15 Pierburg Gmbh Stellvorrichtung für eine Verbrennungskraftmaschine
DE102019131798B4 (de) * 2019-11-25 2021-10-07 Pierburg Gmbh Abgasrückführvorrichtung für eine Verbrennungskraftmaschine

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DE10344218A1 (de) * 2003-09-22 2005-04-14 Mahle Filtersysteme Gmbh Abgasrückführungsventil

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DE10344218A1 (de) * 2003-09-22 2005-04-14 Mahle Filtersysteme Gmbh Abgasrückführungsventil

Also Published As

Publication number Publication date
US9638141B2 (en) 2017-05-02
DE102013102549A1 (de) 2014-09-18
CN105074189A (zh) 2015-11-18
CN105074189B (zh) 2018-09-11
DE102013102549B4 (de) 2022-07-14
US20160025047A1 (en) 2016-01-28
EP2997249A1 (fr) 2016-03-23
WO2014139753A1 (fr) 2014-09-18

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