• 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:
    Summary The present invention relates to a valve arrangement in an exhaust line (2) which discharges exhaust gases from an internal combustion engine (1) in a vehicle. The exhaust line includes an exhaust purification device, such as an SCR catalyst (4), and an exhaust brake. The valve arrangement comprises an actuator (24), a coupling device (23) which is adjustable in an exhaust-cooling layer in which it connects the actuator (24) to a first valve means (21) which is adjustable in an active position as it leads exhaust gases into a hypasset line (14) for cooling before the exhaust gas purification device (4) and in an exhaust braking layer in which it connects the actuator (24) to a second valve means (22) which in an active position forms an exhaust chromium in the exhaust line (2). ). A control unit (17) is adapted to park the coupling device (23) in one of the said two layers and activate the actuator when the exhaust gases are to be cooled or when the vehicle is to brake the exhaust gas.
    公开号:SE1151120A1
    申请号:SE1151120
    申请日:2011-11-24
    公开日:2013-05-25
    发明作者:Magnus Mackaldener；Marcus Karlsson
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    BACKGROUND OF THE INVENTION AND PRIOR ART The invention relates to a valve arrangement in an exhaust line according to the preamble of claim 1.
    The exhaust gases emitted from an internal combustion engine have a temperature that varies with different engine parameters such as load, speed, etc. For all the internal combustion engine to obtain a high efficiency, it is probably always advantageous to maintain as high an exhaust temperature as possible during all operating conditions. In exhaust pipes equipped with a SCR (Selective Catalytic Reduction) catalyst that it is important to maintain a relatively high exhaust temperature for all the SCR catalyst to be able to reduce the nitrogen oxides NO in the exhaust gases in an optimal way. However, the temperature of the exhaust gases must not become higher because the SCR catalyst's all pure exhaust gases decrease above a certain temperature. An SCR catalyst can awn be damaged by the exhaust gases if they have a Mid & hog temperature.
    During the operating condition, when the exhaust gases risk losing a temperature that is harmful to an SCR catalyst, today the internal combustion engine is controlled on a salt sfi. the exhaust gases receive a lower temperature. However, such control has the disadvantage that the efficiency of the internal combustion engine is reduced. Thus, it is not possible to combine a high efficiency of an internal combustion engine and SCR catalyst under all operating conditions.
    JP 08109822 discloses an exhaust line provided with a catalyst. The exhaust line comprises a bypass line which is arranged in a position upstream of the catalyst. The bypass line is equipped with a heat exchanger which is flowed through by a cooling medium through all the cooling exhaust gases in the heat exchanger. The exhaust line includes a valve with which it is possible to control the exhaust flow through the bypass line. When the bypass line is used, the exhaust gases receive a cooling and a lower temperature as they reach the catalyst.
    Heavy vehicles are often equipped with an exhaust brake. An exhaust brake usually consists of a damper which is arranged in a suitable position in the exhaust line. When the throttle is to be exhaust braked, turn the damper of an actuator from an initial open position to a more or less closed position A. that a back pressure is created in the exhaust line. The back pressure in the exhaust line 2 brakes the cylinder movements of the internal combustion engine and clams the vehicle's driveline and drive wheels.
    SUMMARY OF THE INVENTION The object of the present invention is to provide a relatively simple and suitable space-requiring valve arrangement in an exhaust line in a vehicle which is provided with both a bypass line for cooling exhaust gases and an exhaust brake. This object is achieved with arrangements of the kind mentioned initially, which of the features set forth in the marking part of claim 1. The valve arrangement thus comprises a first valve means with which it is possible to lead at least a part of the exhaust gases into the exhaust line in a bypass line for cooling and a second valve means with which it is possible to restrict the exhaust flow in the exhaust line and brake the vehicle. and a coupling device which can alternatively connect the actuator to the first valve means in a first layer and the second valve means in a second layer. One and the same actuator can be clamed both to activate the exhaust brake and to activate the cooling of the exhaust gases. The valve arrangement thus includes Lane components and it takes up less space in the vehicle than if separate valve arrangements are used for exhaust cooling and exhaust braking. The actuator can perform the same movement both when the exhaust brake is to be activated and when the exhaust gases are to be cooled. Activation of the exhaust brake and cooling of the exhaust gases are performed under slightly different operating conditions of the internal combustion engine and the said functions thus never need to be performed simultaneously. The actuator can be of any kind such as, for example, an electric motor, a hydraulic cylinder, a pneumatic cylinder, etc. The control unit which activates the actuator can be a computer unit with a suitable software for this purpose.
    According to a preferred embodiment of the present invention, the device for exhaust gas purification is an SCR catalyst, which, as stated above, is a component which can be damaged if it is exposed to high temperatures. By cooling the exhaust gases, damage to the SCR catalyst can be avoided.
    According to a preferred embodiment of the present invention, the first valve member and the second valve member 6 are arranged in a common valve housing. Thus, an additional component can be saved and space in the vehicle is further saved in relation to whether completely separate valve arrangements are used for these two functions.
    According to a preferred embodiment of the present invention, the control unit is adapted to receive all information from a sensor which senses a parameter which is related to the temperature running in the SCR catalyst and if this temperature exceeds a certain value of the switching device in the first layer it places the first valve member in an active position. The ability of an SCR catalyst to reduce nitrogen oxides decreases as the exhaust gases reach an excessively high temperature. The SCR-10 catalyst can also be damaged if it is exposed to an excessively high temperature. An SCR catalyst should therefore not be exposed to Mr exhaust gases that are too hot. Said spruce value can be a pH predetermined temperature that should not be exceeded. If the temperature in the SCR catalyst becomes too high, the coupling device connects the actuator to the first valve means if they are not already connected to each other. Then the actuator is activated so that it for the first valve member Mn an initial closed position to an active Open position. Exhaust gases are thus led into the bypass line and cooled before they take the SCR catalyst. When the control unit uses information indicating that the temperature in the SCR catalyst al below said spruce value, the actuator is activated so that all the Ater Mr the first valve means to the initial closed position. The actuator can advantageously position the first valve member in different degrees of open positions in order to control with a higher precision the amount of exhaust gases which are cooled in the bypass line.
    According to another preferred embodiment of the present invention, the control unit is adapted to all received information indicating whether the vehicle is to be exhaust braked and it is the case to place the coupling device in the second layer and activate the actuator sh all the other valve means in an active position. When exhaust braking is to be performed, the coupling device connects the actuator to the other valve means if they are not already connected to each other. Thereafter, the actuator sh is activated so that it moves from the initial valve member from an initial open position in the exhaust line to an active closed position. Exhaust gases thus provide a back pressure in the exhaust line that brakes the vehicle. The actuator can with Mrdel position the second valve member in different degrees of closed positions in order to control the value of the exhaust braking with stone precision.
    According to another preferred embodiment of the present invention, at least one of the respective valve means is a damper which is rotatably arranged between an initial position and an active position of the actuator. With a first valve member in the form of a rotatable damper 4, the exhaust gas flow into the bypass line and thus the cooling of the exhaust gases can be regulated in a relatively simple manner. Conventional exhaust brakes generally comprise a valve means in the form of a rotatable spout.11. However, it is not excluded to use other types of valve means other than rotatable spouts.11. Both valve means, however, with rotatable dampers and the first valve member arranged in the bypass line and the second valve member being arranged in the exhaust line in a part of the exhaust line which draws the coats between an inlet opening and an outlet opening of the bypass line. In this case, the first valve means can be rotated by the actuator from an initial closed position to an active open position in which exhaust gases are passed through the bypass line. The second valve means can be rotated by the actuator from an initial open position in the exhaust line to an active closed position in which it blocks the exhaust flow in the exhaust line.
    According to another preferred embodiment of the present invention, the slats are arranged so that they are rotatable about a common axis of rotation. In this case, the two slats can be connected to the coupling device via a respective rotatable shaft, one shaft being arranged inside the other shaft. Thus, the valve arrangement can obtain a very compact construction. The actuator can hdr provide the same rotational movement d5, it rotates the had dampers from the respective initial positions to the respective active positions.
    According to another preferred embodiment of the present invention, the coupling device is, in the first layer, adapted to connect the actuator to both the second valve means and the first valve means so that the actuator moves the low valve means to an active position simultaneously. As the exhaust gases in the exhaust line are to be cooled, it is appropriate for the exhaust flow in the part of the exhaust line that extends parallel to the bypass line to be blocked at the same time. Dinned, the entire exhaust flow in the exhaust line can be led through the bypass line and cooled in the cooling device. The exhaust gases can provide a very efficient cooling in the bypass line before the nit-SCR catalyst. In this case, there is thus no exhaust braking effect as the second valve member is moved to the active position as the exhaust gases pass through the bypass line.
    According to another preferred embodiment of the present invention, the coupling device, in the second layer, is adapted to couple the actuator to the second valve means at the same time as it disengages the actuator from the first valve means so that the actuator of the second valve means to an active position while the first valve the tiling means is k-var in its initial position. In cases where the throttle is to be exhausted, the bypass line must be kept closed so that the exhaust brake does not lose its function.
    BRIEF DESCRIPTION OF THE DRAWINGS The following are described as exemplary embodiments of the invention with reference to the accompanying drawings, in which: Fig. 1 shows a valve arrangement in an exhaust line of a vehicle, Fig. 2a shows the valve arrangement in Fig. 1 during a first operating condition, Figs. Fig. 3a-shows the valve arrangement in Fig. 1 during a second operating condition and Fig. 4a-shows the valve arrangement in Fig. 1 during the third operating condition.
    Figs. 5a-b show a valve arrangement according to an alternative embodiment. DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION figure with index a.
    Fig. 1 shows an internal combustion engine for operation of eft vehicles. The internal combustion engine in this case is a diesel engine 1 which can be intended as a driving engine for a heavy vehicle. The exhaust gases from the diesel engine 1 are discharged through an exhaust line 2. A muffler 3 is arranged in the exhaust line 2. An SCR catalyst 4 is arranged in the muffler 3. The exhaust gases in the exhaust line 2 are thus catalytically purified according to the method called SCR (Selective Catalytic Reduction). This method involved a urea discharge being supplied to the exhaust gases in the exhaust line 2 in a position upstream of the SCR catalyst 4 in the sound evaporator 3. The urea solution is stored in a tank 5 and is led, via a line 6, to the sound evaporator 3.
    A control unit 7 controls the supply of the urea solution before activating a pump 8. The pump 8 transports the urea solution to an injection means which injects urea solution into the muffler 3. The control unit 7 can calculate with information regarding specific engine parameters the amount of urea solution that needs to be added. in the exhaust gases shall be reduced p5. eft optimal salt. The supplied urea solution is heated by the exhaust gases so that it evaporates and is converted to ammonia before it is extracted.
    SCR Catalyst 4. In SCR Catalyst 4, the nitrogen oxides in the exhaust gases are reduced to nitrogen gas and water fin.
    The evaporator 3 in this case comprises Wen other exhaust gas cleaning components such as an ammonia grinding catalyst 9 which is arranged in a position downstream of the SCR catalyst 4. This catalyst 9 has the task of all reducing the presence of any remaining ammonia in the exhaust gases. The steamer 3 also contains a cocidation catalyst 12 DOC (Diesel Oxidation Catalyst). The oxidation catalyst 12 is arranged in a position upstream of the SCR catalyst 4 in the muffler 3. The oxidation catalyst 12 oxidizes kvd.vemon oxide NO to nitrogen dioxide NO2. Thus, the exhaust gases reaching the SCR catalyst may contain as much nitrogen dioxide as nitrogen monoxide. With such a proportion of nitrogen dioxide and nitrogen monoxide, the SCR catalyst can reduce the nitrogen oxides in an optimal way. The muffler 3 comprises Wen a particulate filter 13 DPF (Diesel Particulate Filter). The particle filter 13 has the task of purifying the exhaust gases from soot particles.
    The shape of an SCR catalyst 4 to reduce the nitrogen oxides in the exhaust gases varies with the temperature of the exhaust gases. The ability to reduce the nitrogen oxides in the exhaust gases is optimal as the exhaust gases have a certain relatively high temperature. If the exhaust gases have a lower temperature or a higher temperature, the ability of the SCR catalyst 4 to reduce nitrogen oxides in the exhaust gases decreases. An excessively high exhaust temperature can damage the SCR catalyst 4. To prevent the SCR catalyst from being exposed to exhaust gases of too high a temperature, the exhaust line 2 has been continued with a bypass line 14 in a position upstream of the muffler 3 and the SCR catalyst 4. The bypass line 14 includes an inlet port. 14a for receiving exhaust gases from the exhaust line 2 and an outlet opening 14b where the exhaust gases are led back to the exhaust line 2. The bypass line 14 comprises a heat exchanger 15 the exhaust gases can be cooled by a medium having a lower temperature than the exhaust gases. The medium in the heat exchanger 15 may be circulating coolant. in a cooling system, a medium used in a WHR system to extract mechanical energy or other substantially arbitrary medium mcd, which is suitable for cooling exhaust gases.
    Exhaust line 2 comprises a valve arrangement 16 with which it is possible to lead exhaust gases from the exhaust line 2 into the bypass line 14. The valve arrangement 16 comprises Wen an exhaust brake. A control unit 17 is adapted to all the control valve arrangement 16. In all the control valve arrangement 16, the control unit 17 receives information from a temperature sensor 18 which senses the exhaust gas temperature in the exhaust line 2 in a position 7 downstream of the bypass line outlet 14b and upstream the evaporator 3. Sensor 18 has for the task of sensing the temperature of the exhaust gases which are led to the SCR catalyst 4 or a temperature which is related to this temperature. Sensor 18 may have a different location to fulfill this task. The control unit 17 also receives information in an appropriate manner which indicates when the exhaust wells are to be activated. The control unit 17 can in this case receive information from a sensor 19 which senses a brake control position in the force.
    Figs. 2a-b show the valve arrangement 16 in more detail. The valve arrangement 16 is arranged in an area of the exhaust line 2 where the bypass line 14 has an inlet opening 14a. The valve arrangement 16 comprises a valve housing 20. The valve housing 20 defines a first exhaust passage which comprises a part of the bypass line 14 and a second exhaust passage which comprises a part of the exhaust line 2. The first exhaust passage and the second exhaust passage extend parallel through the valve housing 20 at a relatively small distance from each other. The valve arrangement 16 comprises after the first throttle all 21 which is arranged in the first exhaust passage and a second throttle 22 which is arranged in the second exhaust passage. The first gap 21 is arranged in the area of the bypass line 14 which is located substantially immediately downstream of the inlet opening 14a of the bypass line. The second damper 22 is arranged in the exhaust line 2 in an area of the exhaust line 2 which is covered substantially immediately downstream of the inlet opening 14a of the bypass line. The first shaft 21 is rotatably arranged by means of a first shaft 21a which extends to a coupling device 23. The first shaft 21a is in this case hollow. The second damper 22 dr rotatably arranged by means of a second shaft! 22a. The second shaft 22a is narrower than the first shaft 21a. The second shaft 22a is grounded within the first hollow shaft 21a and extends to the coupling device 23. An actuator 24, which may be of any type, is adapted to be connected to the first damper 21 via the first shaft 21a and the second shaft. the damper 22 via the second shaft 22 in different ways by means of the coupling device 23. The actuator 24 can be an electric motor or a hydraulic cylinder.
    The control unit 17 is adapted to control the activation of the actuator 24 and the coupling device 23. The control unit 17 is capable of controlling the actuator 24 so that it rotates the first damper 21 and the second damper 22 from their respective initial positions to their respective active positions. The actuator 24 in this case rotates the dampers 21, 22 about 900.
    The control unit 17 is capable of styling the coupling device 23 in an exhaust-cooling age and in an exhaust-braking age. D. the clutch device 23 is in the exhaust brake 8 Wet it connects the actuator 24 to the second shaft 22a at the same time as it disengages the actuator from the first shaft 21a. The rotational movements of the actuator 24 evertors in this position only to the second shaft 22a and the second damper 22. Da. the coupling device 23 is in the exhaust cooling layer, the first shaft 21a is connected to the second shaft 22a. The rotational movements of the actuator 24 are in this case carried both to the first shaft 21a and to the second shaft 22a. In this case, the first damper 21 and the second damper are rotated simultaneously by the actuator 24 from their respective initial positions to their respective active positions. The control unit 17 can only position the coupling device 23 between the exhaust braking layer and the exhaust cooling layer when the two dampers are in their respective initial positions, i.e. since the first throttle 21 is in an initially closed bearing and the second throttle 22 is in an initial open bearing. As long as the actuator 24 is not activated, the slats 21, 22 are in their respective initial positions regardless of the position of the coupling device 23. During operation of the combustion engine 1, the control unit 17 receives information from the sensor 18 regarding the temperature of the exhaust gases in connection with the SCR catalyst 4 in the muffler 3. The control unit 17 compares the received temperature values with an upper spruce value which is not exceeded to avoid all the SCR catalyst 4. receives a reduced capacity and to prevent damage. As long as the exhaust gas temperature is lower than the limit value, there is thus no reason to cool the exhaust gases. The control unit 17 has no reason to activate the actuator 24 and the first throttle 21 at the temperature of the exhaust gases to store the firing value. In this case, no exhaust gases from the exhaust line 2 are thus led into the bypass line 14. At the same time, the control unit 17 receives substantially continuous information from the sensor 19 whether the brake control is activated or not. As long as the brake control is not activated, the control unit 17 does not activate the actuator 24 and the second throttle 22 remains in its initial position. During this operating condition, the exhaust gas in the exhaust line 2 can thus pass freely through the second exhaust passage of the valve housing 20. In this case, the entire exhaust line is passed on through the exhaust line 2 towards the SCR catalyst 4 without cooling. Figs. 2a-b show the valve means 21, 22 during this operating state.
    If, during operation of the vehicle, the control unit 17 receives information from the sensor 19 indicating that the brake control has been activated, it states that the clutch device 23 must be placed in an exhaust braking position, this is not already the case. The coupling device 23 thereby connects the actuator 24 to the second shaft 22a and the second damper 21.
    The coupling device 23 simultaneously disengages the first shaft 21a and the first 9 damper 21 from the actuator 24. The first shaft 21a and the first damper 21 are thereby actuated by the actuator 24 without the first damper 21 being kept in the initial closed position. The control unit 17 then activates the actuator 24 so that it rotates the second shaft 22a and thus the second throttle 22 to a suitable rotating layer depending on how strongly the exhaust brake is to be activated. The exhaust flow in the exhaust line 2 is thereby throttled in one on an appropriate manner.
    Figs. 3a-b show the valve arrangement in an exhaust braking bearing when the exhaust flow through the exhaust line 2 has been substantially completely blocked. The first damper 21 and the second damper 22 are in their closed positions. It is important that the first throttle 21 is left in the fully closed team during exhaust braking, as the effect of the exhaust braking would otherwise be absent. When the vehicle's exhaust brakes, the internal combustion engine is unloaded. During this operating condition, there is no reason to cool the exhaust gases. When the control unit 17 receives information from the sensor 19 which indicates that the brake control is no longer activated, it controls the actuator 24 so that it wider returns the second shaft 22a and thus the second damper 22 to the initial Open position.
    If the control unit 17 during operation of the vehicle receives information from the sensor 18 which indicates that the exhaust gases have a higher temperature than the ground value, it states that the coupling device 23 must be housed in the exhaust cooling layer. The first shaft 21a and the second shaft 22a are connected (farmed together. The first damper 21 and the second damper 22 can thus be rotated simultaneously from their initial positions when the actuator 24 is activated. The first damper 21 is rotated from an initial closed position to an active open. position while the second throttle 22 is rotated from an initial open position to an active closed position.Because the second throttle 22 closes at the same time as the first throttle 21 opens, the entire exhaust stream can be led into the bypass line and cooled in the heat exchanger 15 before reaching the SCR. catalyst 4. However, the control unit 17 can control the actuator 24 sh all it turns the second shaft 22a and thus the second throttle 22 to a lamp-hg active position depending on how much of the exhaust flow in the exhaust line 2 is to be led into the bypass line 14 and cooled.
    Figs. 4a-b show the valve arrangement when the entire exhaust gas flow is led through the bypass line 14 and cooled in the heat exchanger 15. In this case, the SCR catalyst 4 can be cooled down relatively quickly by the exhaust gases to a suitable operating temperature. Although the second throttle 22 in this case has the first to an active position, no exhaust braking is obtained as there is an exhaust flow through the bypass line 14. When the control unit 17 receives information from the sensor 18 indicating that the exhaust gases here have an appropriate temperature, it activates the actuator 24 saw that it wider back the shafts 22a and the slats 21, 22 to their respective initial positions. With the valve arrangement as above, the exhaust gases can be cooled as they have a higher temperature than is suitable for the SCR catalyst 4. As a result, the SCR catalyst can oxidize nitrogen oxides in a substantially optimal manner even under operating condition when the combustion engine is loaded. According to the invention, it is trusted that the exhaust gases carried an inappropriately high temperature for the SCR catalyst 4 as they feed the combustion engine 1 because they can be cooled before they reach the SCR catalyst 4. Thus, the combustion engine 1 can be controlled without regard to the SCR catalyst 4 and the combustion engine 1 can thus exhibit an optimal efficiency even under operating condition in which it is heavily loaded. Figs. 5a- b show an alternative design of the valve arrangement 16. The valve arrangement 16 ar has arranged in an amide where the exhaust line 2 and the bypass line 14 extend parallel at a smaller distance from each other. The valve arrangement 16 comprises a first damper 21 as arranged in the bypass line 14 and a second damper 22 which is arranged in the exhaust line 2. The first damper 21 5 is rotatably arranged by means of a first shaft 21a. The second damper 22 is rotatably arranged by means of a second shaft! 22a. A coupling device 23 is arranged between the first shaft 21a and the second shaft 22a in a space between the bypass line 14 and the exhaust line 2. An actuator 24 is connected to the first damper 21 via the first shaft 21a and the second damper 22 via the second shaft 22a. and the first shaft 21a.
    The control unit 17 is adapted to control the activation of the actuator 24 and the coupling device 23. The slats 21, 22 are shown in their initial positions in Figs. 5a-b. In the slats 21, 22 in the initial positions there is no exhaust braking and no cooling of the exhaust gases. The control unit 17 is capable of placing the coupling device 23 in an exhaust cooling layer 30 and in an exhaust braking layer. When the coupling device 23 is in the exhaust braking layer, the second shaft 22a is coupled from the first shaft 21a. The rotational movements of the actuator 24 are transmitted in this bearing only to the second shaft 22a and the second damper 22. The first damper 21 dr remains in its initial position. When the coupling device 23 is in the exhaust cooling layer, the second shaft 22a is connected to the first shaft 21a.
    The rotational motions of the actuator 24 are in some cases transmitted both to the first shaft 21a and to the second shaft 22a. The first damper 21 and the second damper are rotated in delta cases as 11 a unit of the actuator 24 fan their respective initial positions to their respective active positions. The control unit 17 can only switch over the coupling device 23 between the exhaust-braking layer and the exhaust-cooling layer when the two dampers 21, 22 are in their respective initial positions, i.e. then the first slit 21 is in a closed layer and the second slit 22 is in an open layer. As long as the actuator 24 is not activated, the slats 21, 22 are in their respective initial positions regardless of the position of the coupling device 23. In this case, a very simple coupling mechanism 23 can be used for all connecting or disengaging the first shaft 21a and the second shaft 22a. The invention is not limited to the embodiment described above, but it can be varied freely within the scope of the claims. In the above description, the invention has been exemplified when it is primarily applied for the purpose of protecting an SCR catalyst against high temperatures. In alternative embodiments, it does not have to be an SCR catalyst but may be sufficient to protect other types of catalysts or other exhaust gas purification devices from high temperatures. In further alternative embodiments, it may be a question of whether or not everyone in the first place needs to protect a device against high temperatures, but it may instead be a question of whether heat can be led to the heat exchanger arranged in the by-pass line, for example for the purpose of obtaining recovery of heat from the exhaust gases.
    权利要求:
    Claims (10)
    [1]
    Valve arrangement in an exhaust line (2) which discharges exhaust gases from an internal combustion engine (1) in a vehicle, the exhaust line comprising a device (4) for reflecting the exhaust gases in the exhaust line (2), a bypass line (14) with a cooling device (15) arranged in a position upstream of the device (4) for cleaning the exhaust gases (4) with respect to the intended flow direction of the exhaust gases in the exhaust line (2), the valve arrangement comprising a first valve means (21) movably arranged from an initial closed position to an active position in which it directs exhaust gases from the exhaust line (2) to the bypass line (14) so that the exhaust gases are cooled in the cooling device (15) before they reach the exhaust gas purification device (4) and a second valve means (22) which is arranged from an initial open position to an active position in which it blocks the exhaust flow in the exhaust line (2) so that the vehicle brakes exhaust, characterized in that the valve arrangement comprises an actuator (24), a clutch nording (23) which is adjustable in a first exhaust-cooling ldge in which it connects the actuator (24) to the first valve means (21) so that it is possible to place the first valve means (21) in a desired active position with auxiliary of the actuator (24) and in a second exhaust braking ldge in which it connects the actuator (24) to the second valve means (22) so that it is possible to place the second valve means (22) in a desired active position by means of the actuator ( 24) at the same time as it disengages the actuator (24) from the first valve means (21) so that the actuator (24) moves the second valve means (22) to a desired active position while the first valve means (21) remains in its initial closed position and a control unit (17) adapted to position the coupling device (23) in one of said two layers as it receives information indicating that one of said valve means (21, 22) is to be placed in an active position and to activate the actuator so that it staller this v the single organ (21, 22) in the active position.
    [2]
    Arrangement according to claim 1, characterized in that the device for exhaust gas purification consists of an SCR catalyst (4) for catalytic purification of the exhaust gases.
    [3]
    Arrangement according to claim 1 or 2, characterized in that the first valve means (21) and the second valve means (22) are arranged in a common valve housing (20).
    [4]
    Arrangement according to claim 2, characterized in that the control unit (17) is adapted to receive information from a sensor (18) which senses a parameter which is related to the temperature which rows in the SCR catalyst (4) and if this temperature exceeds 2 provides a spruce black stable coupling device (23) in the first layer and actuates the actuator (24) so as to position the first valve member (21) in an active position.
    [5]
    Arrangement according to one of the preceding claims, characterized in that the control unit (17) is adapted to receive information indicating whether the vehicle is to be exhaust braked and, in this case, to place the coupling device (23) in the second gear and activate the actuator (24) so that it puts the second valve member (22) in an active position.
    [6]
    Arrangement according to one of the preceding claims, characterized in that at least one of the valve means (21, 22) is a key which is rotatably arranged between an initial position and an active position of the actuator (24).
    [7]
    Arrangement according to claim 6, characterized in that both the valve means (21, 22) are rotatable dampers and that the first valve means (21) is arranged in the bypass line (14) and that the second valve means (22) is arranged in the exhaust line (2). in a part of the exhaust line (2) which carries the belt between an inlet opening (14a) and an outlet opening (14b) of the bypass line (14).
    [8]
    Arrangement according to claim 6 or 7, characterized in that the slats (21, 22) are arranged so that they are rotatable about a common axis of rotation.
    [9]
    Arrangement according to claim 8, characterized in that the splints (21, 22) are connected to the coupling device (23) by a respective rotatable shaft! (21a, 22a), one shaft (22a) being disposed within the other shaft (21a).
    [10]
    Arrangement according to any one of the preceding claims, characterized in that the coupling device (23) is, in the first layer, adapted to couple the actuator (24) with both the second valve means (21) and the first valve means (21) so that the actuator (24) for both valve means 21, 22) simultaneously to an active position.
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    同族专利:
    公开号 | 公开日
    SE537658C2|2015-09-22|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1151120A|SE537658C2|2011-11-24|2011-11-24|Valve arrangement in an exhaust pipe|SE1151120A| SE537658C2|2011-11-24|2011-11-24|Valve arrangement in an exhaust pipe|
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