EP3475554A1 - Dispositif clapet de gaz d'échappement et procédé de montage d'un dispositif clapet de gaz d'échappement de ce type - Google Patents

Dispositif clapet de gaz d'échappement et procédé de montage d'un dispositif clapet de gaz d'échappement de ce type

Info

Publication number
EP3475554A1
EP3475554A1 EP17727561.7A EP17727561A EP3475554A1 EP 3475554 A1 EP3475554 A1 EP 3475554A1 EP 17727561 A EP17727561 A EP 17727561A EP 3475554 A1 EP3475554 A1 EP 3475554A1
Authority
EP
European Patent Office
Prior art keywords
shaft
flap
flow
bearing
central axis
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP17727561.7A
Other languages
German (de)
English (en)
Inventor
Alpay CAPAN
Christian Antoni
Elina Sovva
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
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Pierburg GmbH filed Critical Pierburg GmbH
Publication of EP3475554A1 publication Critical patent/EP3475554A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/65—Constructional details of EGR valves
    • F02M26/70—Flap valves; Rotary valves; Sliding valves; Resilient valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/107—Manufacturing or mounting details

Definitions

  • the invention relates to an exhaust valve device for an internal combustion engine with a flow housing with opposite bearing mounts, which defines a flow channel, a valve body with two flap wings, a shaft on which the valve body is mounted, two bearings, via which the shaft is mounted in the bearing receivers of the flow housing a first abutment surface formed on the flow housing, directed toward the flow and against which the first flapper blade abuts in a position closing the flow channel, and a second abutment surface formed against the flowstream on the flow housing and in the axial direction of the flow channel considered opposite to the first stop surface is arranged and against which the second flap wing in the flow passage occluding position is applied and a gap between the shaft and the surrounding bearing and a procedural ren for mounting an exhaust valve device in which the bearings are inserted into the flow housing, the shaft is pushed into the bearings and then the flap body is mounted on the shaft.
  • Such exhaust valve devices can be produced in the form of butterfly valves and used, for example, as exhaust gas recirculation flap or exhaust gas flap. Due to the steadily increased reduction of pollutant emissions, the requirements regarding the tightness of these valves in the closed state also increase. Because of this, a variety of Exhaust flap devices have become known in which in the area of the stop surfaces on the housing or on the peripheral edge of the valve body flexible materials are used, to be compensated by the occurring thermal strains or existing manufacturing tolerances. However, it is difficult to find materials that are sufficiently chemically and thermally resilient in the existing in the exhaust gas environment aggressive environment and maintain their flexibility over a long life accordingly.
  • DE 103 16 304 AI discloses an eccentrically arranged to the central axis of the flow channel flap, the two flap wings have different thicknesses.
  • the flap is supported by two bearings, of which a first bearing is made with little play to the shaft and a second bearing, which is arranged in a blind bore of the housing, with significantly larger shaft play is designed, the first bearing, however, a tilting movement of the shaft to allow in this floating camp. This makes it possible that the flap body rests against both stops on the housing by the shaft is axially displaced, in particular in the first bearing.
  • Nominal stop surface is understood to be the position at which the stop surface would be arranged in comparison to the central axis if no tolerances were permitted.
  • these tolerances are now always compensated by a gap between the inner diameter of the bearing and the shaft assuming a centered position of the shaft in the bearing is designed so that a possible movement of the shaft in the bearing even with displacement of the shaft in the camp preserved.
  • a first maximum possible tolerance with respect to the axial displacement of the first abutment surface to the central axis of the bearing receptacle and a second maximum possible tolerance with respect to the axial displacement of the second abutment surface to the central axis of the bearing receiver the amounts of these possible shifts are added and divided by 2. This result is then assumed for the circumferential gap between the shaft and the bearing, because this corresponds to the maximum displacement, if one wing would strike earlier compared to the normal position and the other wing would strike later than nominally.
  • the circumferential gap corresponds to a maximum of 1.1 times half the sum of the amounts of the maximum possible axial displacement of the first nominal abutment surface to the central axis of the bearing mounts and the second nominal abutment surface to the central axis of the bearing mounts due to the manufacturing tolerances and thermal expansions.
  • the gaps that can occur between the shaft and the bearings and of which an optionally existing leakage is dependent on the outside, despite the possible displacement of the shaft in the camps are minimized as far as possible.
  • a particularly preferred embodiment is obtained when the axial manufacturing tolerances of the abutment surfaces to the central axis of the bearing mounts are greater against the flow direction than in the flow direction. This means that, on average, the flap body is displaced in its channel closing position to the nominal position against the flow direction, whereby the flow-directed gap between the bearings and the shaft is minimized. Accordingly, the leakage to the outside is once again significantly reduced.
  • the shaft is also pushed through a corresponding bore of the valve body during insertion of the shaft. Accordingly, the valve body surrounds the channel inside the shaft, whereby the edge region of the valve body in the region of the bearings covers the gap between the shaft and the bearings. This additionally reduces the leakage.
  • connection between the shaft and valve body is produced by welding, whereby a durable solid connection is created. A warping by the thermal stress during welding is excluded by pressing the flap against the stop surfaces.
  • a flap device and a method for mounting such a flap device in an internal combustion engine which has a high tightness to the outside and with the flap closed within the channel.
  • no additional components are needed, nor is there an uneven load on the bearings used, which, as well as the rest of the other flap device have a long life accordingly. Also occurring thermal expansions of the flow housing do not lead to an increase in the leakage.
  • Exhaust flap device is shown in the figures and, like the method according to the invention, will be described below with reference to the figures.
  • Figure 1 shows a schematic top view of an exhaust valve device according to the invention in a sectional view.
  • FIGS 2 to 4 show schematic side views of the exhaust valve device according to the invention of Figure 1 in the various possible tolerance deviations.
  • the exhaust valve device consists of a flow housing 10, in which a flow channel 12 is formed. A free flow-through cross section of this flow channel 12 is controlled by rotation of a flap body 14 in the flow channel 12.
  • the flap body 14 is for this purpose mounted on a shaft 16 which is mounted centrally on both sides in the flow housing 10, so that the flap body 14 through the shaft 16 in two flap wings 18, 20, the here flap halves are split.
  • opposite bearing seats 22, 24 are formed on the flow housing, in each of which a bearing 26, 28, which may be designed in particular as a sliding bearing, is arranged.
  • the one end of the shaft 16 protrudes through the bearing 26 out of the flow housing 10 to the outside and is coupled to an actuator, not shown, via which the shaft 16 is rotatable with the valve body 14 in the flow channel 12.
  • a first shoulder formed in one half of the flow cross section is formed on the inner wall, which serves as a first stop surface 30 for the first flap wing 18, which faces the flow as directed against the flow direction.
  • a further shoulder is formed on the inner wall of the flow housing, which serves as a second stop surface 32 for the second flap wing 20 and facing in the opposite direction, that is arranged in the flow shadow.
  • the bearing receivers 22, 24 have a central axis 34, which has a certain axial distance to the two stop surfaces 30, 32. Due to manufacturing tolerances and thermal expansion of the housing, it may therefore happen in known embodiments that, for example, the first flap wing 18 abuts against its stop surface 30, while the second flap wing 20 is still spaced from the stop surface 32. This leads to undesired leakage and reduced tightness when desired closure of the flow channel 12 through the valve body 14th
  • a circumferential gap 36 is provided between the outer diameter of the shaft 16 and the inner diameter of the bearings 26, 28, which allows a slight axial displacement of the shaft 16.
  • the size of this gap corresponds to the invention Half the sum of the amounts of a maximum possible axial displacement of the first nominal abutment surface to the nominal center axis of the bearing mounts and the second nominal abutment surface to the nominal center axis of the bearing mounts due to the manufacturing tolerances.
  • FIG. 2 shows the case that due to the manufacturing tolerances or by reducing the length due to reduced temperatures, the first stop surface 30 compared to a first nominal stop surface 38 according to their design and thus also to the central axis of the bearings 26, 28 against Flow direction is shifted and the second stop surface 32 is displaced in the flow direction compared to a nominal second stop surface 40.
  • the nominal stop surfaces 38, 40 at the end of the flap wings 18, 20 shown in dashed lines are shown in the drawings. In the case of a centrally mounted shaft 16, an overlap of the flap wings 18, 20 with the actual stop faces 30, 32 would therefore take place.
  • the displacement a of the first abutment surface 30 in comparison to the first nominal abutment surface 38 is greater than the displacement b of the second abutment surface 32 in comparison to the nominal second abutment surface 40.
  • the consequent displacement c of the central axis of the shaft 16 in the bearings 26, 28 can be calculated by calculating the displacement a minus displacement b divided by 2, where a and b are used as unsigned amounts.
  • FIG. 3 illustrates the case in which the first stop surface 30 is displaced in the direction of flow in comparison to the first nominal stop surface 38 and thus also to the center axis of the bearings 26, 28, and the second stop surface 32 is displaced compared to a nominal second stop surface 40 is displaced against the flow direction.
  • the displacement a of the first stop face 30 is greater than the displacement b of the second stop face compared to the first nominal stop face 38 32 compared to the nominal second abutment surface 40. This means that upon rotation of the shaft 16 first of the second flap wing 20 against the second stop surface 40 applies.
  • the shaft 16 shifts in the flow direction in the bearings 26, 28, until the first flap wing 18 also applies against the first stop surface 30.
  • the resulting displacement c of the central axis of the shaft 16 in the bearings 26, 28 is recalculated by the displacement a minus displacement b divided by 2 is calculated, where a and b are used as unsigned amounts. In comparison with FIG. 2, however, the shaft axis would be displaced in the flow direction.
  • FIG. 4 shows the case in which both abutment surfaces 30, 32 are displaced in the opposite direction to the nominal abutment surfaces 38, 40, thereby overlapping the first valve vane 18 with the shaft 16 supported centrally and overlapping the second valve vane 20 a gap would arise.
  • This has the consequence that first the first flap wing 18 is applied against the stop surface 30. Further rotation of the shaft 16 leads to displacement of the shaft 16 in the bearings 26, 28 to the fact that finally the second flap wing 20 is present. In this state, the smallest gap is again facing the flow.
  • this displacement c of the shaft 16 is calculated, in contrast to the other treated deviation cases, from half the sum of the amounts of the two individual deviations between the respective abutment surface 30, 32 compared to the respective nominal abutment surface 38, 40. Since this displacement c is greater as the displacements in the other cases mentioned, this largest possible displacement c is also to be used in the design of the circumferential gap 36. In order to additionally ensure that, with the maximum possible deviation from the nominal state, there is no jamming of the shaft 16 in the bearings 26, 28, this calculated maximum gap is multiplied by 1.02 to 1.09 or maximally 1.1 and the sizes of the shaft outer diameter and Inner bearing diameter designed accordingly.
  • the flow housing 10 is first cast and corresponding bores, which serve as bearing receivers 22, 24, are introduced opposite to the housing wall of the flow housing 10.
  • the bearings 26, 28 are used.
  • the shaft is first pushed through the bearing 26 and then pushed through a bore of the valve body 14 until the shaft 16 projects into the bearing 28.
  • a force is applied to the valve body, through which the valve flap 18, 20 to be applied is pressed against its stop surface 30, 32.
  • the flap body 14 is fixed to the shaft 16, in particular by welding. Accordingly, the actuator and the necessary rotation angle of the shaft can be set to the attacks.
  • the described exhaust valve device is characterized in that regardless of strains of the flow housing due to heat input and regardless of existing tolerances always a safe complete closure of the flow channel can be achieved. This minimizes leaks. By additionally specifying in which direction a displacement of the shaft is expected to occur in the bearing, the leakage is also reduced to the outside.
  • the exhaust valve device is very easy to assemble and manufacture.
  • valve shapes are conceivable as well as an off-center shaft arrangement.
  • bearings can be used or the bearings can be carried out differently, without departing from the scope of the main claim.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (AREA)
  • Lift Valve (AREA)

Abstract

On connaît des dispositifs clapets de gaz d'échappement pour moteurs à combustion interne dans lesquels, à l'état fermant le conduit (12) d'un corps de clapet (14), les ailettes de clapet (18, 20) s'appuient contre des surfaces de butée (30, 32) associées à celles-ci. L'invention vise à garantir une fermeture sûre du conduit par un appui des deux ailettes de clapet contre leurs surfaces de butée à l'état fermé du clapet même en cas de dilatations thermiques ou de tolérances de fabrication produites. À cet effet, un interstice périphérique (36) entre les diamètres intérieurs des deux paliers (26, 28) et le diamètre extérieur de l'arbre (16) correspond à au moins la moitié de la somme des valeurs d'un déplacement axial possible maximum, résultant des tolérances de fabrication et des dilatations thermiques, de la première surface de butée (38) nominale par rapport à l'axe médian des logements de palier (22, 24) et de la deuxième surface de butée (40) nominale par rapport à l'axe médian (34) des logements de palier (22, 24).
EP17727561.7A 2016-06-27 2017-05-29 Dispositif clapet de gaz d'échappement et procédé de montage d'un dispositif clapet de gaz d'échappement de ce type Withdrawn EP3475554A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016111710.2A DE102016111710A1 (de) 2016-06-27 2016-06-27 Abgasklappenvorrichtung und Verfahren zur Montage einer derartigen Abgasklappenvorrichtung
PCT/EP2017/062879 WO2018001664A1 (fr) 2016-06-27 2017-05-29 Dispositif clapet de gaz d'échappement et procédé de montage d'un dispositif clapet de gaz d'échappement de ce type

Publications (1)

Publication Number Publication Date
EP3475554A1 true EP3475554A1 (fr) 2019-05-01

Family

ID=58994920

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17727561.7A Withdrawn EP3475554A1 (fr) 2016-06-27 2017-05-29 Dispositif clapet de gaz d'échappement et procédé de montage d'un dispositif clapet de gaz d'échappement de ce type

Country Status (3)

Country Link
EP (1) EP3475554A1 (fr)
DE (1) DE102016111710A1 (fr)
WO (1) WO2018001664A1 (fr)

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT273694B (de) * 1967-06-12 1969-08-25 Richard Haller Lagerung der Klappe einer Motorbremse für Fahrzeuge mit Verbrennungskraftmaschine
DE4337097C2 (de) * 1992-11-02 1996-03-14 Toyota Motor Co Ltd Tragkonstruktion für eine keramische Drosselklappenanordnung
DE4305123C2 (de) * 1993-02-19 1995-01-26 Pierburg Gmbh Anordnung einer Drosselklappe
DE19500344A1 (de) * 1995-01-07 1996-07-11 Ade Werk Gmbh Drosselklappe für eine Motorbremse
DE10316304A1 (de) 2003-04-08 2004-11-04 Visteon Global Technologies, Inc., Dearborn Abgasventil
DE102006060876A1 (de) * 2006-12-22 2008-06-26 Gustav Wahler Gmbh U. Co. Kg Verfahren zum Herstellen einer Vorrichtung zur Steuerung des Durchflusses eines gasförmigen oder flüssigen Mediums
WO2011017407A2 (fr) * 2009-08-04 2011-02-10 Borgwarner Inc. Soupape de système d’aspiration de moteur et produits incluant cette dernière
DE102011107024B4 (de) * 2011-07-14 2019-02-07 Friedrich Boysen Gmbh & Co. Kg STEUEREINRICHTUNG und Verfahren zur Herstellung derselben
FR2996620B1 (fr) * 2012-10-10 2015-01-09 Valeo Sys Controle Moteur Sas Vanne a volet pivotant

Also Published As

Publication number Publication date
DE102016111710A1 (de) 2017-12-28
WO2018001664A1 (fr) 2018-01-04

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