• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The valve comprises: - a valve body (3); - a valve (7); a shaft (9) for driving the valve (7); - At least a first guide bearing (29) of the first end (11) of the shaft (9). The first end (11) of the shaft (9) has an inner housing (31) opening axially, the first bearing (29) having a shaft (33) axially engaged in the inner housing (31), so that there can be no accumulation of condensate in the inner housing when the first end of the shaft is pointing downwards.
    公开号:FR3048048A1
    申请号:FR1651428
    申请日:2016-02-22
    公开日:2017-08-25
    发明作者:Frederic Greber；Gilbert Jean Delplanque
    申请人:Faurecia Systemes dEchappement SAS；
    IPC主号:
    专利说明:

    Valve for a vehicle exhaust line The invention generally relates to valves for vehicle exhaust lines.
    More specifically, the invention relates in a first aspect to a valve for a vehicle exhaust line, of the type comprising: - a valve body internally defining a passage for the exhaust gas; - a valve arranged in the passage; - A shaft connected to the valve and having first and second ends opposite to each other; at least one first guide bearing connected to the valve body, arranged to guide the first end of the shaft in rotation relative to the valve body so that the valve is movable relative to the valve body in rotation around the valve body; an axis of rotation.
    Such a valve is frequently arranged with the first bearing facing downwards, that is to say towards the running surface of the vehicle. The valve drive motor in this case is typically placed above the valve body, and is therefore protected from splashing water or solids from the running surface. In the valves of the state of the art, it has been found that the first end of the shaft can degrade rapidly.
    In this context, the invention aims to provide a valve for exhaust line that does not have this defect. To this end, the invention relates to a valve of the aforementioned type, characterized in that the first end of the shaft comprises an inner housing opening axially, the first bearing comprising a shaft axially engaged in the inner housing.
    Thus, when the first end of the shaft points downward, there can be no accumulation of condensate in the inner housing receiving the shaft of the first bearing.
    Indeed, in a valve whose first bearing comprises a cylindrical housing for guiding the first end of the shaft, condensates can accumulate in this cylindrical housing. Such condensates can become acidic, with a pH of less than 2. If the vehicle is used only for short distances, these condensates are not evaporated. Because of their acidity, they attack the first end of the tree and cause significant corrosion of it.
    If the vehicle rolls by the sea, the condensates contain dissolved salt, which eventually crystallizes. The salt crystals use the first end of the shaft, by friction.
    The valve of the invention makes it possible to overcome these problems.
    The valve may also have one or more of the following characteristics, considered individually or in any technically possible combination: the barrel has a shape of a cylinder of revolution about the axis of rotation; - The barrel is delimited radially by a lateral surface having, considered in section in a plane containing the axis of rotation, a convex shape; the barrel is delimited radially by a lateral surface having, considered in section in a plane containing the axis of rotation, a shape of an arc of a circle; the arc has a radius of between 30 and 150 mm; - The drum is engaged in the inner housing with a radial clearance between 0.05 and 0.5 mm; the second end of the shaft has a shoulder, the valve comprising a sealing ring threaded around the second end of the shaft and having a radially internal surface bearing against the shoulder in a closed contour linear contact zone; ; - The radially inner surface considered in section in a plane containing the axis of rotation is convex, preferably is a circular arc or an elliptical arc; - The radially inner surface has a generally frustoconical shape, coaxial with the axis of rotation, and forming an angle between 30 ° and 60 ° with the axis of rotation; and the valve comprises a second bearing connected to the valve body, arranged to guide in rotation the second end of the shaft with respect to the valve body, the second bearing having an orifice having a given internal diameter, the second end of the valve shaft being engaged in the orifice and having an outer diameter equal to the inner diameter minus a clearance of between 0.1 and 1 mm; - The valve comprises a sleeve of an elastic material, interposed between the barrel and an inner surface of the inner housing.
    According to a second aspect, the invention relates to a vehicle exhaust line equipped with a valve having the above characteristics.
    According to a third aspect, the invention relates to a vehicle comprising an exhaust line equipped with a valve having the above characteristics, arranged such that the first end of the shaft points towards a rolling surface of the vehicle . Other features and advantages of the invention will emerge from the detailed description given below, by way of indication and in no way limiting, with reference to the appended figures, in which: FIG. 1 is a perspective view of a valve according to the invention; - Figure 2 is a sectional view of the valve of Figure 1, taken in a plane containing the axis of rotation of the valve; - Figure 3 is an enlarged view of the first bearing and the first end of the shaft; - Figure 4 is a simplified schematic representation of a motor vehicle whose exhaust line is equipped with the valve of Figure 1; and - Figure 5 is a view similar to that of Figure 3, illustrating an alternative embodiment of the invention.
    The valve 1 shown in Figure 1 is intended to be implanted in a vehicle exhaust line.
    Typically, this vehicle is a motor vehicle, for example a car or a truck.
    The valve is a two-way valve, or a three-way valve, or is of any other suitable type. It is for example of the all-or-nothing type, or on the contrary is a proportional valve, movable between a plurality of positions for modulating the flow of exhaust gas through the valve.
    The valve 1 comprises a valve body 3 internally defining a passage 5 for the exhaust gas, a valve 7 disposed in the passage 5, and a shaft 9 connected to the valve. The shaft 9 has first and second ends 11, 13 opposite to each other.
    The valve 7 is movable relative to the valve body 3 in rotation about an axis of rotation X. The shaft 9 extends along the axis of rotation X.
    To move the valve 7, the valve 1 typically comprises an actuator 15, arranged to drive the shaft 9 in rotation.
    In the example shown, the valve body 3 comprises two valve half-bodies 17, 19 rigidly fixed to each other, substantially leaktight to the exhaust gas.
    The valve half-bodies 17, 19 are half-shells stamped. The valve half-bodies 17, 19 are of concave shape, the concavities being turned toward each other. The half-bodies 17, 19 are delimited by respective free edges reported against each other and fixed to each other by any suitable means, for example by welding lines.
    Alternatively, the valve body 3 is molded.
    The valve body 3 has an inlet 21 and an outlet 23 for the exhaust gas, the passage 5 extending from the inlet to the outlet. In the example shown, the inlet 21 and the outlet 23 are each delimited in part by the half-body 17 and partly by the half-body 19.
    In the example shown, the valve 1 is integrated in a heat recovery device. For this purpose, the valve body 3 comprises a first opening 25, provided to allow the circulation of the exhaust gas from the passage 5 to a heat exchanger (not shown). The valve body 3 further comprises a second opening 27, allowing the return of the exhaust gases from the heat exchanger in the passage 5.
    The first and second openings 25, 27 are formed on the half-body 17, for example.
    A heat recovery device of this type is described in FR 2 966 873.
    In the example shown in Figure 1, the valve 7 is movable relative to the valve body 3 between a closed position in which the valve 7 closes a cut-off section of the passageway 5, and a release position in which the valve 7 releases the cutoff section. The cutoff section is located between the first and second openings 25, 27.
    In the closed position, the valve 7 thus prohibits the circulation of the exhaust gases from the inlet 21 to the outlet 23 along the passageway 5, and therefore forces the exhaust gases to circulate at the same time. inside the heat exchanger.
    In the release position, the valve 7 allows the flow of exhaust gas from the inlet 21 to the outlet 23 along the path 5, without passing into the heat exchanger.
    For example, in the release position, the valve 7 closes the second opening 27.
    Alternatively, the valve is not associated with a heat recovery device. It does not include the first and second openings 25, 27. The shaft 9 is rigidly connected to the valve 7 and drives it in rotation. In the example shown, it is rigidly fixed to an edge of the valve 7. In a variant, the vannel is of the butterfly type, and the shaft 9 is connected to the valve 7 along a line of symmetry dividing the valve 7 into two halves symmetrical to each other. The valve can be of any other suitable type.
    As can be seen in particular in FIGS. 2 and 3, the valve 1 comprises a first guide bearing 29 arranged to guide in rotation the first end 11 of the shaft 9 with respect to the valve body 3.
    To do this, the first end 11 of the shaft includes an inner housing 31 opening axially, the first bearing 29 having a shaft 33 engaged axially in the inner housing 31.
    In the example shown, the inner housing 31 is blind. In a variant, the axis is hollow, the inner housing 31 thus extends over substantially the entire length of the shaft 9.
    The inner housing 31 is typically of circular section, perpendicular to the X axis. It is coaxial in this case to the X axis.
    The drum 33 preferably has a shape of a cylinder of revolution about the axis X.
    Typically, the barrel 33 is delimited radially by a lateral surface 35 having, considered in section in a plane containing the axis of rotation X, a convex shape.
    Advantageously, the lateral surface 35, considered in section in a plane containing the axis of rotation X, has an arcuate shape, as illustrated in FIGS. 2 and 3. This arc advantageously has a large radius, understood between 30 and 150 mm. Preferably, the radius is between 40 and 100 mm, and is for example 50 mm.
    The radius is chosen according to the size of the valve, in particular the length of the shaft, the diameter of the shaft, mounting constraints and thermal stresses.
    If the radius is too small, the contacts between the inner surface of the housing 31 and the side surface 35 are over an area of limited area, resulting in marked wear of this contact area. Thus, the quality of the guidance of the first end of the shaft can be quickly degraded in this case.
    On the contrary, if the radius is too large, the shape of the shaft prevents any misalignment between the shaft 9 and the bearing 29. Such misalignment may result from a welding operation of the first bearing 29 on the valve body, or of Geometric defects in system parts. The misalignment may also be due to deformation of the valve body at high temperature, or may result from sprinkling of the valve body as the vehicle passes into a puddle. Indeed, when the first bearing is turned towards the rolling surface, the region of the valve body carrying the first bearing is sprayed when the vehicle rolls in a puddle of water, while the opposite zone of the valve body is protected. The zone of the valve body carrying the first bearing is cooled suddenly, while the opposite zone retains its initial temperature. This causes a deformation of the valve body, which can create a misalignment between the shaft 9 and the bearing 29.
    Choosing the radius between 30 and 150 mm allows to have a contact area between the barrel 33 and the inner surface of the housing 31 having a large area. Initially, the contact area between the lateral surface 35 and the inner surface of the housing 31 substantially corresponds to a circle and is linear. However, this contact zone is rapidly expanding due to the wear and deformation of the barrel 33. The contact zone thus rapidly has a large surface area so that the wear of this zone is not very pronounced.
    The barrel 33 has a general barrel shape. More specifically, the shaft 33 has, perpendicular to the axis of rotation X, a maximum cross-section situated substantially at mid-height of the shaft 33. The height is taken here along the axis X. The maximum section S is materialized on the Figure 3. The cross section decreases from the section S, when the drum 33 is tracked axially towards the center of the passage 5 and when the drum 33 is tracked axially towards the valve body 3.
    The drum 33 is engaged in the inner housing 31 with a radial clearance of between 0.05 and 0.5 mm, preferably between 0.07 and 0.3 mm, and being for example 0.1 mm.
    The radial clearance corresponds to the difference between the outer radius of the barrel 33 and the inner radius of the housing 31, taken at the level of the maximum section S.
    If the radial clearance is too low, it can occur a jamming of the shaft 9 at high temperature, due to the differential expansion between the shaft 9 and the first bearing 29. In fact, the shaft 9 is in contact with the exhaust gas over substantially its entire length, while the first bearing 29 is fixed on the valve body 3, which is relatively colder than the shaft 9 because the body 3 is in contact with the atmosphere by its outer side.
    On the contrary, if the radial clearance is too large, the guidance of the first end of the shaft is provided in an imprecise manner, and there can be vibrations generating noise and wear.
    As can be seen in FIGS. 2 and 3, the first bearing 29 comprises a base 37 engaged in a hole 39 of the valve body 3. The base 37 sealingly seals the hole 39. The barrel 33 extends axially from the base 37 towards the center of the valve body 3.
    The valve 1 further comprises a second bearing 41 connected to the valve body 3, arranged to guide in rotation the second end 13 of the shaft 9 with respect to the valve body 3.
    In the example illustrated in FIG. 2, the second bearing 41 comprises a cylindrical portion 43 engaged in a hole 45 of the valve body 3. The second bearing 41 has an orifice 47 in which the second end 13 of the shaft is engaged. . This orifice 47 is delimited by the cylindrical portion 43. The second bearing 41 further comprises an outward flange 49 projecting radially outwardly from the cylindrical portion 43. The collar 49 is sealingly welded to an outer surface of the cylindrical portion 43. valve body, around the hole 45.
    The second bearing 41 carries, on an end surface 51 substantially perpendicular to the X axis and facing the outside of the valve body, a cylindrical rib 53.
    The second end 13 of the shaft 9 has an end portion 54 which protrudes beyond the rib 53. The actuator 15 comprises a lever 55, rigidly fixed to the end portion 54. The lever is intended to be connected to a motor, through a kinematic chain not shown.
    The valve 1 further comprises a compression spring 57 interposed axially between the lever 55 and the end surface 51. In the example shown, the compression spring 57 is a coil spring winding around the second end 13 of the shaft, the spring being supported on one side on the end surface 51 and the other on the lever 55. The rib 53 surrounds the spring 57.
    The valve 1 further comprises a sealing ring 59 threaded around the second end 13 of the shaft. The ring 59 has a radially inner surface 61 bearing against a shoulder 63 formed on the first end of the shaft.
    The radially inner surface 61 bears against the shoulder 63 in a closed contour linear contact zone.
    More specifically, the ring 59 is interposed between the shoulder 63 and the second bearing 41. It is supported on the lower end of the cylindrical portion 43, located inside the valve body. The ring 59 and the second bearing 41 are supported against each other by respective annular surfaces, substantially perpendicular to the axis of rotation X. The shoulder 61 corresponds to a transition in the shaft 9, the the diameter of the shaft 9 decreasing from the central section 65 of the shaft carrying the valve 7 to the second end 13. In other words, the diameter of the end 13 is smaller than the diameter of the section central 65 of the tree. The shoulder 63 has a generally frustoconical shape, coaxial with the axis of rotation X. It forms with the axis of rotation X an angle of between 30 and 60 °, equal for example 45 °.
    The radially inner surface 61 also has a generally frustoconical shape, of diameter narrowing from the lower axial end of the ring 59, turned towards the center of the passage 5, towards the upper axial end of the ring 59 , in contact with the bearing 41.
    The truncated cone forms with the axis of rotation X an angle substantially identical to that of the shoulder 63. Thus, this angle is between 30 and 60 °, and preferably is 45 °.
    The radially internal surface 61, of generally frustoconical shape, is extended by a cylindrical internal surface 67, of the same diameter as the orifice 47.
    The radially inner surface 61 is not rigorously frustoconical and, considered in section, in a plane containing the axis of rotation X, is preferably convex. Advantageously, the radially inner surface 61 considered in section in a plane containing the axis of rotation X is a circular arc or an elliptical arc. Thus, the support between the shaft 9 and the sealing ring 59 is linear even if the shaft 9 is not strictly perpendicular to the ring 59. Such an arrangement allows the shaft to rotate relative to at the second bearing 41, in case of misalignment between the shaft 9 and the second bearing 41.
    The diameter of the arc is for example between 6 and 10 mm, and is for example 8 mm.
    Furthermore, the orifice 47 of the second bearing has a given internal diameter, the second end 13 of the shaft having an outer diameter equal to said internal diameter minus a clearance of between 0.1 and 1 mm. This clearance is preferably between 0.2 and 0.6 mm, and is for example 0.3 mm. Such clearance allows a misalignment of the shaft 9 relative to the first bearing 41 in case of deformation of the valve body 3. This deformation can come from the welding of the first bearing 41 on the valve body, or be related to the heating of the valve due to the flow of the exhaust gas or be related to the differential expansion between two opposite zones of the valve body due to the sprinkling of the valve body area facing the running surface. The sealing of the valve is obtained on the one hand thanks to the linear support between the sealing ring 59 and the shoulder 63 of the shaft, and on the other hand thanks to the plane support of the sealing ring 59 on the second bearing 41.
    Due to the compressive force exerted by the spring 57, the shaft 9 and the lever 55 are biased axially outwardly of the valve body. This has the effect of urging the sealing ring 59 against the first bearing 41. Similarly, the shoulder 63 is biased against the radially inner surface 61. The force exerted by the spring 57 on the shaft 9 is the order of 30 Newton. The shaft 9 is in a way suspended from the second bearing 41, the first bearing 29 having only a rotation guiding function. There is normally no effort in the axial direction between the shaft 9 and the first bearing 29. The first bearing only limits the movement of the first end 11 of the shaft and ensures its rotation guidance. The sealing ring 59 is for example made of silicon nitride (Si 3 N 4), a material based on zirconia (SrO 2), silicon carbide (SC), or alumina (Al 2 O 3). Bearings and shaft are made of steel.
    As can be seen in FIG. 1, the first and second bearings 29, 41 are rigidly fixed to the same half-body, the half-body 17 in the example shown. This makes it possible to reduce alignment and parallelism tolerances.
    As can be seen in FIG. 4, the valve 1 is designed to be arranged in an exhaust line 69 of a motor vehicle 71.
    Preferably, the shaft 9 is mounted with an orientation substantially perpendicular to the running surface of the vehicle. The first bearing 29 is placed towards the running surface of the vehicle, while the second bearing 41 is placed opposite. The inlet 21 of the valve body is connected to an exhaust manifold 73 sensing the exhaust gases exiting the combustion chambers of the vehicle engine. The outlet 23 is fluidly connected to a cannula 75 for releasing the exhaust gases into the atmosphere.
    An alternative embodiment of the invention is illustrated in Figure 5. Only the points by which this variant differs from that of Figures 1 to 3 will be detailed below. The identical elements or ensuring the same function will be designated by the same references in both variants.
    As can be seen in FIG. 5, the valve 1 comprises a sleeve 77 made of an elastic material interposed between the barrel 33 and an inner surface 79 of the inner housing 31.
    The sleeve 77 has a cylindrical shape, coaxial with the X axis. It is placed around the barrel 33. More precisely, it is interposed radially between an outer surface 81 of the barrel 33 and the inner surface 79.
    It is pressed against both the outer surface 81 and the inner surface 79.
    The sleeve 77 is provided to allow guiding the first end 11, without preventing misalignment between the shaft 9 and the bearing 29.
    When there is such misalignment, for example when the shaft 9 is ball joint at its second end 13 and adopts an inclined orientation relative to the shaft 33, some areas of the sleeve 77 are compressed, and the pressure exerted on other areas is decreased .
    The sleeve 77 is for example a metal knit, preferably made with one or more stainless steel son.
    The son or son are typically austenitic steel or inconel. For good compressive strength, the knitting density should be at least 50%, and can reach 70%.
    In the example of Figure 5, the radial surface 35 of the barrel is not convex. It is substantially cylindrical.
    According to an alternative embodiment not shown, the cask-like shaft 33 extends axially inwardly of the valve body 3 by a pin of reduced diameter relative to the barrel. The lateral surface 35 of the barrel is of convex section. An elastic sleeve, of the type described above with reference to Figure 5, is threaded around the pin. It is compressed radially between the outer surface of the pin and the inner surface of the inner housing. This sleeve absorbs vibrations and prevents the tree from striking the barrel.
    权利要求:
    Claims (11)
    [1" id="c-fr-0001]
    1. - Valve for a vehicle exhaust line, the valve (1) comprising: - a valve body (3) internally defining a passage (5) for the exhaust gas; - a valve (7) disposed in the passage (5); - A shaft (9) connected to the valve (7) and having first and second ends (11; 13) opposite to each other; at least a first guide bearing (29) connected to the valve body (3), arranged to rotate the first end (11) of the shaft (9) with respect to the valve body (3) in such a way as to that the valve (7) is movable relative to the valve body (3) in rotation about an axis of rotation (X); characterized in that the first end (11) of the shaft (9) has an inner housing (31) opening axially, the first bearing (29) having a shaft (33) axially engaged in the inner housing (31).
    [2" id="c-fr-0002]
    2. - valve according to claim 1, characterized in that the shaft (33) has a cylindrical shape of revolution about the axis of rotation (X).
    [3" id="c-fr-0003]
    3. - valve according to claim 1, characterized in that the shaft (33) is defined radially by a side surface (35) having, considered in section in a plane containing the axis of rotation (X), a convex shape.
    [4" id="c-fr-0004]
    4. - valve according to any one of claims 1 or 3, characterized in that the shaft (33) is defined radially by a side surface (35) having, considered in section in a plane containing the axis of rotation (X ), a form of an arc of a circle.
    [5" id="c-fr-0005]
    5. - valve according to claim 4, characterized in that the arc has a radius of between 30 and 150 mm.
    [6" id="c-fr-0006]
    6. - valve according to any one of the preceding claims, characterized in that the shaft (33) is engaged in the inner housing (31) with a radial clearance of between 0.05 and 0.5 mm.
    [7" id="c-fr-0007]
    7. - valve according to any one of the preceding claims, characterized in that the second end (13) of the shaft (9) has a shoulder (63), the valve (1) having a sealing ring (59). ) threaded around the second end (13) of the shaft (9) and having a radially inner surface (61) bearing against the shoulder (63) according to a closed contour linear contact zone.
    [8" id="c-fr-0008]
    8. - valve according to claim 7, characterized in that the radially inner surface (61) considered in section in a plane containing the axis of rotation (X) is convex, preferably is a circular arc or an arc of ellipse.
    [9" id="c-fr-0009]
    9. - valve according to claim 8, characterized in that the radially inner surface (61) has a generally frustoconical shape, coaxial with the axis of rotation (X), and forming an angle of between 30 ° and 60 ° with the axis of rotation (X).
    [10" id="c-fr-0010]
    10. - valve according to any one of the preceding claims, characterized in that the valve (1) comprises a second bearing (41) connected to the valve body (3), arranged to guide in rotation the second end (13) of the shaft (9) with respect to the valve body (3), the second bearing (41) having an orifice (47) having a given internal diameter, the second end (13) of the shaft (9) being engaged in the orifice (47) and having an outer diameter equal to the internal diameter minus a clearance of between 0.1 and 1 mm.
    [11" id="c-fr-0011]
    11. - valve according to any one of the preceding claims, characterized in that the valve (1) comprises a sleeve (77) of an elastic material, interposed between the shaft (33) and an inner surface (79) of the inner housing. (31).
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    同族专利:
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    CN107101003A|2017-08-29|
    US10738714B2|2020-08-11|
    DE102017103098A1|2017-08-24|
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    US20170241349A1|2017-08-24|
    KR102049143B1|2019-11-26|
    引用文献:
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    DE102019134663A1|2019-12-17|2021-06-17|Faurecia Emissions Control Technologies, Germany Gmbh|Valve housing, exhaust valve, exhaust system, vehicle and method for manufacturing an exhaust valve|
    法律状态:
    2017-02-23| PLFP| Fee payment|Year of fee payment: 2 |
    2017-08-25| PLSC| Publication of the preliminary search report|Effective date: 20170825 |
    2018-02-27| PLFP| Fee payment|Year of fee payment: 3 |
    2020-02-25| PLFP| Fee payment|Year of fee payment: 5 |
    2021-02-23| PLFP| Fee payment|Year of fee payment: 6 |
    2022-01-20| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1651428A|FR3048048B1|2016-02-22|2016-02-22|VALVE FOR A VEHICLE EXHAUST LINE|
    FR1651428|2016-02-22|FR1651428A| FR3048048B1|2016-02-22|2016-02-22|VALVE FOR A VEHICLE EXHAUST LINE|
    DE102017103098.0A| DE102017103098A1|2016-02-22|2017-02-15|Valve for a vehicle exhaust line|
    US15/436,906| US10738714B2|2016-02-22|2017-02-20|Valve for a vehicle exhaust line|
    KR1020170022822A| KR102049143B1|2016-02-22|2017-02-21|Valve for a vehicle exhaust line|
    CN201720163507.8U| CN206608559U|2016-02-22|2017-02-22|For vehicle exhaust pipeline valve and include the vehicle of this valve|
    CN201710097013.9A| CN107101003B|2016-02-22|2017-02-22|Valve for a vehicle exhaust line|
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