Split type high temperature resistant hot end EGR valve

Abstract

The utility model discloses a kind of hot-end EGR valves of split type high-temperature resistance, including first valve body, second valve body, valve core assembly and driving mechanism, one end of second valve body is connected with first valve body, second valve body is made of high-temperature resistant material;Second valve body is equipped with air passage, air passage is equipped with air inlet and air outlet;Driving mechanism is arranged in first valve body, valve core assembly includes valve rod and valve flap, one end of valve rod is located in first valve body, the other end of valve rod is located in air passage, driving mechanism is transmission connection with valve rod;Valve flap is arranged on valve rod, and valve flap is located at air inlet;Second valve body is equipped with cooling liquid channel on the outer side wall of one end close to first valve body, cooling liquid channel is arranged around second valve body, and both sides of cooling liquid channel are equipped with sealing mechanism.The technical effect reached is: using split type design, and adding cooling liquid channel, can avoid the problem of part thermal deformation, softening etc. due to high temperature, prevent EGR valve failure, effectively guarantee its reliability and service life.

Description

Technical Field

[0001] This utility model relates to the field of EGR technology, specifically to a split-type high-temperature resistant hot-end EGR valve. Background Technology

[0002] Exhaust gas recirculation (EGR) technology is one of the key technologies for reducing nitrogen oxide emissions from internal combustion engines. As the core control component of this system, the reliability of the EGR valve directly affects the performance and emission levels of the entire engine system. Depending on its location, the EGR valve can be divided into two types: cold-end placement and hot-end placement.

[0003] Cold-end arrangement refers to installing the EGR valve after the exhaust gas has passed through the cooler. In this configuration, the exhaust gas temperature flowing through the EGR valve is relatively low, and the high-temperature resistance requirements for the valve body material are relatively relaxed. Therefore, conventional EGR valves widely use aluminum alloy shells, engineering plastics, and rubber seals. However, the exhaust gas produces a highly corrosive acidic condensate during the cooling process, which corrodes the internal components of the valve body and affects its service life.

[0004] Compared to the cold-end arrangement, the hot-end arrangement installs the EGR valve on the uncooled exhaust pipe. This approach has a significant advantage: because the exhaust gas is uncooled, the formation of corrosive condensate is fundamentally avoided, thus offering greater advantages in terms of material corrosion resistance. However, the hot-end arrangement introduces more severe high-temperature challenges. The exhaust gas temperature from the engine is extremely high, especially near the turbocharger, reaching 650°C to 800°C or even higher. Simultaneously, the exhaust gas contains solid impurities such as soot and unburned hydrocarbons.

[0005] Current conventional EGR valve designs primarily utilize materials designed for cold-end conditions, making it difficult to meet the extreme high-temperature environment requirements of hot-end configurations. This manifests in several ways:

[0006] 1. Insufficient structural strength and stability: Conventional EGR valve bodies are generally made of materials such as aluminum alloy and engineering plastics. While these meet the requirements for lightweight design and cold-end corrosion resistance, their mechanical strength decreases sharply above 200-300℃. Under sustained high-temperature environments, these lightweight materials are prone to creep and thermal deformation, making them unable to reliably withstand the mechanical loads and vibrations of moving parts such as valve stems and discs. This can lead to structural instability, loss of fitting accuracy, and even the risk of shell cracking. Such deformation can directly cause valve stem jamming and malfunction, or deform the valve seat sealing surface, resulting in exhaust gas leakage.

[0007] 2. High-Temperature Failure of Sealing Materials: The dynamic and static seals inside valves typically rely on rubber or plastic seals. These polymer materials rapidly age, harden, lose elasticity, and may even decompose under sustained temperatures above 200°C. Thermal deformation and failure of the seals will lead to internal or external leakage in the EGR valve. Internal leakage affects the precise control of the EGR rate, while external leakage pollutes the environment. More seriously, high-temperature exhaust gases and impurities can seep into the valve's transmission mechanism (such as the motor and gearbox) through the failed seals, causing accelerated wear and jamming in the transmission system.

[0008] 3. Lubrication and wear of moving parts: High temperatures can cause traditional lubricating greases to dry out or carbonize, losing their lubricating effect. This results in moving parts such as valve stems and bearings being in a state of dry friction, which aggravates wear and further increases the risk of jamming.

[0009] 4. Overheating of motor and electronic components: For electrically controlled EGR valves, the control motor and sensors integrated on the valve are extremely sensitive to temperature. High temperatures at the hot end can easily cause these components to overheat and fail, causing the valve to lose its control function.

[0010] To address the aforementioned shortcomings, some existing technologies utilize hot-end valves with aluminum bodies. However, to reduce the operating temperature to the tolerance level of aluminum alloys, highly complex coolant channels are required, resulting in high costs and significant operational risks. In summary, while hot-end EGR valves offer inherent advantages in preventing condensation corrosion, the materials and structural designs of existing conventional EGR valves cannot overcome the challenges posed by extreme high temperatures. This leads to a series of reliability issues, including structural failure, sealing failure, and wear-related jamming, severely hindering the widespread application of this technology. Therefore, there is an urgent need in this field for a novel hot-end EGR valve capable of adapting to high-temperature exhaust gas environments, possessing high reliability and a long service life. Utility Model Content

[0011] Therefore, this utility model provides a split-type high-temperature resistant hot-end EGR valve to solve the above-mentioned problems in the prior art.

[0012] To achieve the above objectives, this utility model provides the following technical solution:

[0013] According to a first aspect of the present invention, a split-type high-temperature resistant hot-end EGR valve includes a first valve body, a second valve body, a valve core assembly, and a drive mechanism, wherein one end of the second valve body is connected to the first valve body, and the second valve body is made of a high-temperature resistant material.

[0014] The second valve body is provided with an air passage, which has an air inlet and an air outlet, and the air inlet and the air outlet are connected to each other;

[0015] The drive mechanism is disposed in the first valve body. The valve core assembly includes a valve stem and a valve disc. One end of the valve stem is located in the first valve body, and the other end of the valve stem is located in the air passage. The drive mechanism is pulsatorically connected to the valve stem. The valve disc is disposed on the valve stem and is located at the air inlet. The valve disc is used to control the opening and closing of the air inlet.

[0016] The second valve body has a coolant channel on the outer wall near one end of the first valve body. The coolant channel surrounds the second valve body and has sealing mechanisms on both sides.

[0017] Furthermore, the coolant passage is annular and is arranged circumferentially along the second valve body.

[0018] Furthermore, the end of the valve stem opposite to the first valve body passes through the second valve body and extends to the outside of the air inlet. The valve stem is coaxially arranged with the air inlet. The valve stem is sealed to the second valve body. The valve disc is located at the end of the valve stem located outside the air inlet. The driving mechanism is used to drive the valve stem to reciprocate along its central axis.

[0019] Furthermore, the sealing mechanism includes a first sealing ring and a second sealing ring. The first sealing ring is provided on the side of the coolant passage away from the first valve body, and the second sealing ring is provided on the side of the coolant passage close to the first valve body. Both the first sealing ring and the second sealing ring are embedded in the outer wall of the second valve body.

[0020] Furthermore, one end of the second valve body is embedded in the first valve body.

[0021] Furthermore, it also includes a heat shield, which is disposed within the air passage, and the valve stem passes through the heat shield.

[0022] Furthermore, it also includes a valve stem sleeve, which is disposed within the second valve body and sleeved outside the valve stem.

[0023] Furthermore, it also includes a sealing assembly disposed within the second valve body and sleeved on the valve stem. The sealing assembly, the valve stem sleeve, and the heat insulation cover are arranged sequentially along the length of the valve stem.

[0024] Furthermore, the first valve body is provided with a motor chamber and a transmission chamber. The drive mechanism includes a drive motor and a transmission mechanism. The drive motor is disposed in the motor chamber, and the transmission mechanism is disposed in the transmission chamber. The drive motor is drivenly connected to the input end of the transmission mechanism, and the output end of the transmission mechanism is drivenly connected to the valve stem.

[0025] Furthermore, the first valve body is provided with a valve cover, which is fastened to the motor chamber and the transmission chamber.

[0026] This utility model has the following advantages: It is provided with a first valve body and a second valve body. The second valve body is made of high-temperature resistant material, and the air passage is set in the second valve body. The second valve body can maintain good strength and structural stability in high-temperature environments and can be used for a long time. The second valve body is provided with a coolant channel, which can play a good cooling role and effectively reduce heat transfer to the first valve body. The drive mechanism is set in the first valve body, which can avoid the use of the drive mechanism in high-temperature environments. The split design and the addition of a coolant channel can avoid problems such as thermal deformation and softening of parts caused by high temperature, prevent EGR valve failure, and effectively ensure its reliability and service life. Attached Figure Description

[0027] To more clearly illustrate the embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings in the following description are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0028] The structures, proportions, sizes, etc. illustrated in this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed herein, and are not intended to limit the implementation conditions of this utility model. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationships, or adjustments to the size, without affecting the effects and purposes that this utility model can produce, should still fall within the scope of the technical content disclosed in this utility model.

[0029] Figure 1 This is a cross-sectional view of a split-type high-temperature resistant hot-end EGR valve provided for some embodiments of the present invention.

[0030] Figure 2 This is a perspective view of a split-type high-temperature resistant hot-end EGR valve provided for some embodiments of the present invention.

[0031] Figure 3 This is a schematic diagram illustrating the interaction between the drive motor and transmission mechanism of a split-type high-temperature resistant hot-end EGR valve, provided for some embodiments of this utility model.

[0032] Figure 4 This is a schematic diagram of the transmission mechanism of a split-type high-temperature resistant hot-end EGR valve provided for some embodiments of this utility model.

[0033] In the figure: 1. First valve body, 2. Second valve body, 3. Sealing assembly, 4. Valve stem sleeve, 5. Heat insulation cover, 6. Valve stem, 7. Valve disc, 8. First sealing ring, 9. Second sealing ring, 10. Valve cover, 101. Motor chamber, 102. Transmission chamber, 201. Air passage, 202. Coolant passage, 1011. Drive motor, 1012. Motor gear, 1021. Camshaft gear, 1022. Guide block assembly. Detailed Implementation

[0034] The following specific embodiments illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0035] Example 1

[0036] like Figures 1 to 4 As shown, a split-type high-temperature resistant hot-end EGR valve in the first aspect embodiment of the present invention includes a first valve body 1, a second valve body 2, a valve core assembly and a drive mechanism. One end of the second valve body 2 is connected to the first valve body 1. The second valve body 2 is made of a high-temperature resistant material. Specifically, the second valve body 2 is made of stainless steel and the first valve body 1 is made of aluminum alloy, which can effectively reduce the weight of the valve body.

[0037] like Figure 1 As shown, the second valve body 2 is provided with an air passage 201. The air passage 201 is provided with an air inlet and an air outlet. The air inlet and the air outlet are connected to each other. The air inlet is set in a direction perpendicular to the air outlet.

[0038] The drive mechanism is located inside the first valve body 1. The valve core assembly includes a valve stem 6 and a valve disc 7. One end of the valve stem 6 is located inside the first valve body 1, and the other end of the valve stem 6 is located inside the air passage 201. The drive mechanism is connected to the valve stem 6 in a transmission manner. The valve disc 7 is located on the valve stem 6 and is located at the air inlet. The valve disc 7 is used to control the opening and closing of the air inlet.

[0039] A coolant passage 202 is provided on the outer wall of the second valve body 2 near the first valve body 1. During use, after coolant is introduced, the temperature of the valve body near the coolant passage 202 and away from the air passage 201 can be significantly reduced. The coolant passage 202 is arranged around the second valve body 2. Specifically, the coolant passage 202 is annular and is arranged along the circumference of the second valve body 2. Sealing mechanisms are provided on both sides of the coolant passage 202.

[0040] In this embodiment, it should be noted that the end of the valve stem 6 facing away from the first valve body 1 passes through the second valve body 2 and extends to the outside of the air inlet. The valve stem 6 is coaxially arranged with the air inlet, and the valve stem 6 is sealed to the second valve body 2. The valve disc 7 is located at the end of the valve stem 6 located outside the air inlet. The driving mechanism is used to drive the valve stem 6 to reciprocate along its central axis, thereby driving the valve disc 7 to move, and thus closing or opening the air inlet. Figure 1 As shown, when valve disc 7 moves downward to expose the air inlet, the entire EGR valve is in the open state; when valve disc 7 moves upward to block the air inlet, the entire EGR valve is in the closed state.

[0041] The technical effects achieved in this embodiment are as follows: A first valve body 1 and a second valve body 2 are provided. The second valve body 2 is made of high-temperature resistant material, and the air passage 201 is located inside the second valve body 2. The second valve body 2 can maintain good strength and structural stability under high-temperature environments and can be used for a long time. A coolant passage 202 is provided on the second valve body 2, which can play a good cooling role and effectively reduce heat transfer to the first valve body 1. The drive mechanism is located inside the first valve body 1, which can avoid the use of the drive mechanism in high-temperature environments. The split design and the addition of the coolant passage 202 can avoid problems such as thermal deformation and softening of components caused by high temperatures, prevent EGR valve failure, and effectively ensure its reliability and service life. Most of the valve body is made of aluminum alloy, which can, to a certain extent, continue the advantages of aluminum alloy such as light weight and low cost. At the same time, installation is simple, ensuring strength and structural accuracy while reducing assembly difficulty, facilitating mass production.

[0042] Example 2

[0043] like Figures 1 to 4 As shown in the figure, another split-type high-temperature resistant hot-end EGR valve provided in this embodiment has the same structure as in embodiment 1. Only the different parts are described below.

[0044] In this embodiment, the sealing mechanism includes a first sealing ring 8 and a second sealing ring 9. The first sealing ring 8 is provided on the side of the coolant passage 202 away from the first valve body 1, and the second sealing ring 9 is provided on the side of the coolant passage 202 close to the first valve body 1. The first sealing ring 8 and the second sealing ring 9 are both embedded on the outer side wall of the second valve body 2. The first sealing ring 8 and the second sealing ring 9 are used to form a sealing effect when connected to the client engine, which can prevent exhaust gas and impurities from entering the coolant passage 202.

[0045] In this embodiment, it should be noted that one end of the second valve body 2 is embedded in the first valve body 1. Specifically, the first valve body 1 and the second valve body 2 can be connected and fixed by means of interference fit, riveting deformation, etc. The assembly by interference fit or riveting deformation is simple and easy to implement.

[0046] Example 3

[0047] like Figures 1 to 4 As shown in the figure, another split-type high-temperature resistant hot-end EGR valve provided in this embodiment has the same structure as in embodiment 1. Only the different parts are described below.

[0048] In this embodiment, a heat insulation cover 5 and a valve stem sleeve 4 are also included. The heat insulation cover 5 is disposed in the air passage 201, and the valve stem 6 passes through the heat insulation cover 5. The heat insulation cover 5 is used to block the transmission of high temperature heat in the air passage 201 to the valve stem 6 and its upper accessories, thereby reducing the temperature of the internal components to a certain extent.

[0049] The valve stem sleeve 4 is located inside the second valve body 2 and is sleeved on the outside of the valve stem 6. The valve stem sleeve 4 is slidably connected to the valve stem 6. The valve stem sleeve 4 is made of materials such as copper alloy, nickel alloy or stainless steel. The valve stem sleeve 4 is used to support and guide the movement of the valve stem 6.

[0050] In this embodiment, it should be noted that a sealing component 3 is also included. The sealing component 3 is disposed inside the second valve body 2 and is sleeved on the valve stem 6. The sealing component 3, the valve stem sleeve 4, and the heat insulation cover 5 are arranged coaxially along the length direction of the valve stem 6. The sealing component 3 adopts sealing elements such as skeleton sealing rings, O-rings, and Glyd rings.

[0051] Example 4

[0052] like Figures 1 to 4 As shown in the figure, another split-type high-temperature resistant hot-end EGR valve provided in this embodiment has the same structure as in embodiment 1. Only the different parts are described below.

[0053] In this embodiment, the first valve body 1 is provided with a motor chamber 101 and a transmission chamber 102. The driving mechanism includes a drive motor 1011 and a transmission mechanism. The drive motor 1011 is disposed in the motor chamber 101, and the transmission mechanism is disposed in the transmission chamber 102. The drive motor 1011 is drivenly connected to the input end of the transmission mechanism, and the output end of the transmission mechanism is drivenly connected to the valve stem 6. Specifically, as shown... Figure 3 and Figure 4 As shown, the transmission mechanism includes a camshaft gear 1021 and a guide block assembly 1022. The camshaft gear 1021 is rotatably mounted in the transmission chamber 102. The guide block assembly 1022 is located at the end of the valve stem 6 away from the valve disc 7. The guide block assembly 1022 is connected to the cam structure on the camshaft gear 1021. The output shaft of the drive motor 1011 is equipped with a motor gear 1012. When the EGR valve is working, the motor gear 1012 on the motor 1011 rotates, driving the camshaft gear 1021 to rotate. The cam structure on the camshaft gear 1021 drives the guide block assembly 1022 to move up or down, which causes the valve stem 6 to drive the valve disc 7 to move up or down, thereby closing or opening the valve.

[0054] In this embodiment, it should be noted that the first valve body 1 is provided with a valve cover 10, which is fastened to the outside of the motor chamber 101 and the transmission chamber 102, and the valve cover 10 is connected to the first valve body 1 by screws.

[0055] The technical effects achieved by this embodiment are as follows: the first valve body 1 is provided with a motor chamber 101 and a transmission chamber 102, which facilitates the rapid assembly of the drive motor and the transmission mechanism; and the first valve body 1 and the second valve body 2 adopt a separate design, which can avoid the use of the drive motor and the transmission mechanism in a high-temperature environment.

[0056] Although the present invention has been described in detail above with general descriptions and specific embodiments, some modifications or improvements can be made to it, which will be obvious to those skilled in the art. Therefore, all such modifications or improvements made without departing from the spirit of the present invention fall within the scope of protection claimed by the present invention.

[0057] The terms such as "upper," "lower," "left," "right," and "middle" used in this specification are merely for clarity of description and are not intended to limit the scope of implementation of this utility model. Any changes or adjustments to their relative relationships, without substantially altering the technical content, shall also be considered within the scope of implementation of this utility model.

Claims

1. A split-type high-temperature resistant hot-end EGR valve, characterized in that, It includes a first valve body (1), a second valve body (2), a valve core assembly and a drive mechanism. One end of the second valve body (2) is connected to the first valve body (1). The second valve body (2) is made of a high-temperature resistant material. The second valve body (2) is provided with an air passage (201), the air passage (201) is provided with an air inlet and an air outlet, and the air inlet and the air outlet are connected to each other; The drive mechanism is disposed inside the first valve body (1). The valve core assembly includes a valve stem (6) and a valve disc (7). One end of the valve stem (6) is located inside the first valve body (1), and the other end of the valve stem (6) is located inside the air passage (201). The drive mechanism is connected to the valve stem (6) in a transmission manner. The valve disc (7) is disposed on the valve stem (6) and is located at the air inlet. The valve disc (7) is used to control the opening and closing of the air inlet. The second valve body (2) has a coolant channel (202) on the outer wall near the first valve body (1). The coolant channel (202) surrounds the second valve body (2), and sealing mechanisms are provided on both sides of the coolant channel (202).

2. The split-type high-temperature resistant hot-end EGR valve according to claim 1, characterized in that, The coolant passage (202) is annular and is arranged along the circumference of the second valve body (2).

3. A split-type high-temperature resistant hot-end EGR valve according to claim 2, characterized in that, The valve stem (6) is located away from the first valve body (1), passes through the second valve body (2), and extends to the outside of the air inlet. The valve stem (6) is coaxially arranged with the air inlet. The valve stem (6) is sealed to the second valve body (2). The valve disc (7) is located at the end of the valve stem (6) outside the air inlet. The driving mechanism is used to drive the valve stem (6) to reciprocate along its central axis.

4. A split-type high-temperature resistant hot-end EGR valve according to claim 1, characterized in that, The sealing mechanism includes a first sealing ring (8) and a second sealing ring (9). The first sealing ring (8) is provided on the side of the coolant channel (202) away from the first valve body (1), and the second sealing ring (9) is provided on the side of the coolant channel (202) close to the first valve body (1). The first sealing ring (8) and the second sealing ring (9) are both embedded on the outer wall of the second valve body (2).

5. A split-type high-temperature resistant hot-end EGR valve according to claim 1, characterized in that, One end of the second valve body (2) is embedded in the first valve body (1).

6. A split-type high-temperature resistant hot-end EGR valve according to claim 1, characterized in that, It also includes a heat shield (5), which is disposed in the air passage (201), and the valve stem (6) passes through the heat shield (5).

7. A split-type high-temperature resistant hot-end EGR valve according to claim 6, characterized in that, It also includes a valve stem sleeve (4), which is disposed inside the second valve body (2) and sleeved outside the valve stem (6).

8. A split-type high-temperature resistant hot-end EGR valve according to claim 7, characterized in that, It also includes a sealing assembly (3), which is disposed inside the second valve body (2). The sealing assembly (3) is sleeved on the valve stem (6). The sealing assembly (3), the valve stem sleeve (4), and the heat insulation cover (5) are arranged sequentially along the length direction of the valve stem (6).

9. A split-type high-temperature resistant hot-end EGR valve according to claim 1, characterized in that, The first valve body (1) is provided with a motor chamber (101) and a transmission chamber (102). The drive mechanism includes a drive motor (1011) and a transmission mechanism. The drive motor (1011) is located in the motor chamber (101), and the transmission mechanism is located in the transmission chamber (102). The drive motor (1011) is connected to the input end of the transmission mechanism, and the output end of the transmission mechanism is connected to the valve stem (6).

10. A split-type high-temperature resistant hot-end EGR valve according to claim 9, characterized in that, The first valve body (1) is provided with a valve cover (10), which is fastened to the outside of the motor chamber (101) and the transmission chamber (102).

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