EP0321508B1 - Moteur a combustion interne avec systeme de recyclage des gaz d'echappement, notamment moteur a allumage par etincelle - Google Patents

Moteur a combustion interne avec systeme de recyclage des gaz d'echappement, notamment moteur a allumage par etincelle Download PDF

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Publication number
EP0321508B1
EP0321508B1 EP88904482A EP88904482A EP0321508B1 EP 0321508 B1 EP0321508 B1 EP 0321508B1 EP 88904482 A EP88904482 A EP 88904482A EP 88904482 A EP88904482 A EP 88904482A EP 0321508 B1 EP0321508 B1 EP 0321508B1
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EP
European Patent Office
Prior art keywords
exhaust gas
internal combustion
combustion engine
gas recirculation
valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP88904482A
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German (de)
English (en)
Other versions
EP0321508A1 (fr
Inventor
Ernst Linder
Wilhelm Hertfelder
Hans Lenz
Erich Breuser
Winfried Moser
Hans Schlembach
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Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Filing date
Publication date
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Publication of EP0321508A1 publication Critical patent/EP0321508A1/fr
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Anticipated expiration legal-status Critical
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
    • F02M26/20—Feeding recirculated exhaust gases directly into the combustion chambers or into the intake runners
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/40—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with timing means in the recirculation passage, e.g. cyclically operating valves or regenerators; with arrangements involving pressure pulsations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/42—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders
    • F02M26/44—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders in which a main EGR passage is branched into multiple passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/52—Systems for actuating EGR valves
    • F02M26/63—Systems for actuating EGR valves the EGR valve being directly controlled by an operator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/65—Constructional details of EGR valves
    • F02M26/70—Flap valves; Rotary valves; Sliding valves; Resilient valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0276—Throttle and EGR-valve operated together

Definitions

  • the amount of exhaust gas to be recirculated is metered solely by an exhaust gas valve which is arranged within a collecting container and at the same time is actuated by the throttle valve of the internal combustion engine.
  • This metered exhaust gas recirculation quantity is then divided into different exhaust gas supply lines and fed to the inlet chambers upstream of the inlet valves.
  • the pressure prevailing at the mouth of the exhaust gas supply lines into the inlet chamber on the one hand and the exhaust gas flow downstream of the metering flap on the other hand result in an uneven exhaust gas recirculation quantity distribution.
  • the invention has for its object to develop an internal combustion engine known from the above-mentioned document so that a more precise metering of the exhaust gas recirculation amount is possible, combined with an improvement in the mixture preparation.
  • This object is achieved by the features of the characterizing part of patent claim 1.
  • This solution has the advantage that the mixture preparation for each cylinder is significantly improved by the direct supply of the hot exhaust gases flowing out of the exhaust gas recirculation line at high flow velocity, especially when the fuel is injected into the intake chamber by means of a so-called Jetronic .
  • the turbulence nozzles also generate a very high charge movement in the combustion chamber.
  • the combustion of the fuel-air mixture in the combustion chambers is significantly improved, which means that a higher exhaust gas recirculation rate can be provided for the same output, which leads to fuel savings with each cylinder charge.
  • the internal combustion engine requires less fuel overall, which already leads to a reduction in pollutant emissions, which is then further reduced with the exhaust gas recirculation system.
  • the use of the turbulence nozzle has the further advantage that the metering of the recirculated exhaust gas remains effective even after the metering element actuated together with the throttle valve has been completely opened. If the aforementioned metering device is fully open, it is ineffective.
  • the exhaust gas recirculation rate then still measured is determined solely by the turbulence nozzle forming the second metering element determined, the metering rate decreases continuously with increasing intake manifold pressure.
  • the development according to claim 3 also has the advantages mentioned above.
  • the air supply through the intake manifold is in no way impaired and the degree of filling of the combustion chambers is improved and very precise control of the exhaust gas recirculation quantity is achieved.
  • This is also due to the fact that as long as the respective cylinder is not connected to the intake manifold for intake, no exhaust gas enters the intake manifold or is stored upstream there in an uncontrolled manner.
  • first metering device By moving the first metering device to the exhaust manifold and thus in the area of high temperature, soiling and soot and condensate deposits in the first metering device are avoided when the exhaust gas cools down. That as a signal box, e.g. B. throttle valve or metering valve, trained first metering element thus has a longer service life and the drift of the exhaust gas recirculation rate is lower.
  • a signal box e.g. B. throttle valve or metering valve
  • a temperature-controlled flap preferably a bimetallic flap, in the exhaust gas recirculation line directly at its branch from the exhaust gas manifold prevents exhaust gas recirculation when the internal combustion engine is cold, since the flap keeps the exhaust gas recirculation line closed while the internal combustion engine is warming up.
  • a combustion cylinder 10 can be seen from the internal combustion engine shown in detail and schematically in FIG. 1, in which a combustion chamber 11 is delimited by a reciprocating piston 12 on the one hand and a cylinder head 13 which closes the combustion cylinder 10 on the front side.
  • the cylinder head 13 contains an intake scanner 14, which is closed by an intake valve 15 to the combustion chamber 11 and an exhaust chamber 16, which is closed by an exhaust valve 17 sum combustion chamber 11 out.
  • the inlet chamber 14 is - optionally with the interposition of an inlet connector - to an intake manifold 18 and the outlet chamber 16 is connected to an exhaust manifold tube 19.
  • a spark plug 20 projecting into the combustion chamber 11 is also screwed into the cylinder head 13.
  • the spark plug 20 is designed as a special spark plug, in the center electrode of which a translucent rod is installed, through which the light emission in the combustion chamber 11 and its course can be detected.
  • the spark plug 20 is connected to a high-voltage ignition device 22, which is only indicated schematically.
  • an injection nozzle 21 protruding into the inlet chamber 14 is arranged in the cylinder head 13, via which an amount of fuel metered by a distributor fuel injection pump, designated 23, into the Inlet chamber 14 is injected.
  • a distributor fuel injection pump designated 23 into the Inlet chamber 14 is injected.
  • a total of four identically constructed combustion cylinders 10 with a cylinder head 13 are provided, all of which are connected to the intake manifold 18 and the exhaust manifold 19.
  • the internal combustion engine is equipped with an exhaust gas recirculation system 24.
  • This has a branch from the exhaust manifold 19 exhaust gas recirculation line 25, the z. B. can be designed as a stainless steel hose, a connected to the exhaust gas recirculation line 25 collecting container 26 and from the collecting container 26 leading to a cylinder 10 leading exhaust gas supply lines 27.
  • the exhaust gas supply lines 27 lead into the inlet chambers 14 in the cylinder heads 13 of the combustion cylinders 10 and end there in a so-called turbulence nozzle 28, the opening of which is arranged directly on the inlet valve 15.
  • Such turbulence nozzles 28 are known and are used in internal combustion engines for supplying bypass air into the combustion chamber of combustion cylinders.
  • a throttle valve 29 is arranged as the first metering element for the exhaust gas recirculation rate.
  • the throttle valve 29 is connected via a coupling rod 30 to the air throttle valve 31, which is arranged in a conventional manner in an air intake pipe 32 upstream of the intake pipe 18 and is adjusted via the accelerator pedal.
  • this throttle valve 31 is arranged in the carburetor seated at this point and is referred to as a carburetor throttle valve.
  • the throttle valve 29 is also adjusted synchronously, the exhaust gas recirculation rate fed into the collecting container 26 and then via the turbulence nozzle 28 to the respective combustion cylinder 10 initially initially increasing sharply with increasing intake manifold pressure from zero in the low pressure range in the intake manifold 18. From a certain position of the air throttle valve 31, the throttle valve 29 is fully open and therefore ineffective as a metering device.
  • the metered exhaust gas recirculation rate is now determined solely by the turbulence nozzle 28 forming a second metering element, the metering rate continuously decreasing with increasing intake manifold pressure.
  • an electronic control unit 33 which generates these two variables from operating parameters of the internal combustion engine.
  • Such parameters are the position ⁇ DK of the air throttle valve 31, the speed n of the internal combustion engine, the combustion chamber temperature, which is detected via the temperature ⁇ W of the cooling water flowing through the cylinder head 13, the light profile in the combustion chamber 11 and the air ratio ⁇ , which is caused by a in the Exhaust manifold 19 arranged lambda probe 34 is measured.
  • the exhaust gas recirculation system 24 is modified in some parts.
  • the internal combustion engine shown again in sections is unchanged.
  • the same components are therefore provided with the same reference numerals, but are increased by 100 in relation to the exhaust gas recirculation system.
  • the first metering element is not designed as a throttle valve, but as a metering valve 135, which is close the branch of the exhaust gas recirculation line 125 from the intake manifold 18 is arranged and the exhaust gas recirculation line 125 is divided into an extremely short line section 136 to the exhaust gas manifold 19 and a longer line section 137 to the collecting tank 126.
  • Short exhaust gas supply lines 127 again lead from the collecting container 126 to the individual turbulence nozzle 128, which are arranged in the same way as in FIG. 1 directly at each inlet valve 15.
  • the metering valve 135 has two valve connections 138 and 139, of which the valve connection 138 is connected to the line section 136 and the valve connection 139 to the line section 137.
  • the two valve connections 138 and 139 are connected to one another via a valve opening 140 which is controlled by a valve member 141 which interacts with a valve seat 142 surrounding the valve opening 140.
  • the valve seat 142 is ring-shaped, on which the valve member 141 sits with its cone-shaped closing body 143 under the action of a valve closing spring 144 in its unactuated basic position.
  • the valve member 141 is connected via a Bowden cable 145 to the air throttle valve 31 or directly to the accelerator pedal indicated by a double arrow 48.
  • the metering valve 135 works in the same way as the throttle valve 29 in FIG. 1. By moving the metering valve 135 directly into the high-temperature region of the exhaust manifold 19, hot exhaust gases flow through it than the throttle valve 29 in FIG. 1, so that there is less soot and condensate deposition here occur. This means that the change in the exhaust gas recirculation rate, which is caused by such deposits, is significantly smaller with the same valve member position.
  • a flap 146 is also arranged, with which the inlet of the exhaust gas recirculation line 125 is closed or opened can be.
  • the flap 146 is controlled by a bimetal 147 in such a way that it keeps the exhaust gas recirculation line 125 closed below a predetermined temperature of the exhaust gas stream and opens above this predetermined temperature. As a result, the exhaust gas recirculation is blocked during the warm-up of the internal combustion engine.
  • a check valve 51 opening in the direction of the combustion chamber 11 is arranged, which is designed as a flap valve or as a diaphragm valve.
  • This check valve is located upstream of the injection nozzle and prevents that from the intake pipes 50, which are not currently connected to the associated combustion chamber 11 via the inlet valve 15, no recirculated exhaust gas can be led to the cylinder currently being sucked.
  • the check valve thus prevents backflow of exhaust gas emerging from the turbulence nozzle in the direction of intake manifold 18 and thus to the other intake pipes 50.
  • a check valve is also used in the embodiment according to FIG. 1 or also in carburettor internal combustion engines with an analog advantage.
  • a collecting container 226 is provided, which takes the place of the collecting container 26 or 126 of the embodiments according to FIGS. 1 and 2.
  • the collecting container 226 consists of a closed circular cylinder, on one end 53 of which the exhaust gas recirculation line 25 or 125 enters and on the other end 54 discharge the individual exhaust gas supply lines 27, 127. These exhaust gas supply lines are arranged in a circle at regular intervals and in the suction sequence of the combustion chambers assigned to them.
  • a drive shaft 55 extends axially through the collecting container 226 and protrudes outwards on one end face 53 and is driven there via the crankshaft of the internal combustion engine or its camshaft and is mounted on the other end in the other end face 54.
  • the drive shaft Adjacent to the inside of the other end face 54, the drive shaft has a valve disk 56, which covers the entire inside of the other end face 54 and has a control opening 57, through which, when the drive shaft 55 rotates, each of the exhaust gas supply lines 27 with the interior of the collecting container successively 226 come into contact.
  • This valve disk 56 with drive shaft 55 represents a distributor 58, via which, depending on the rotational position of the valve disk, the exhaust gas flow supplied via the exhaust gas recirculation line 25 is passed on to the exhaust gas recirculation line 27, 127, which leads to the cylinder that is just sucking in.
  • the collecting container 326 shown there is likewise of circular cylindrical design according to FIG. Only there does the exhaust gas recirculation line 25, 125 coaxially and the exhaust gas recirculation lines 27, 127 lead away from the peripheral wall 59 of the collecting container 326.
  • a cup-shaped body is now provided as the valve disk 156, which covers the inside of the peripheral wall 59 of the collecting container with its peripheral wall 60 and controls the individual exhaust gas recirculation lines 27, 127 with a control opening 157 analogous to the configuration according to FIG.
  • the cup-shaped valve disk 156 is moved through an end face through the drive shaft 55 guided through the collecting container wall, synchronously with the engine speed.
  • the exhaust gas recirculation quantity to be metered is supplied exclusively to the turbulence nozzle 28, 128, which is assigned to the cylinder in each case in the intake stroke.
  • An optimal exhaust gas inflow velocity is set at the turbulence nozzle and any incorrect metering or exhaust gas recirculation quantity pre-storage is avoided with other cylinders that are not currently in the intake stroke.
  • the amount of gas supplied to the burner can flow in unhindered, which improves the degree of filling of the combustion chamber compared to the configuration according to FIG. 2.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

Afin de réduire la consommation en carburant d'un moteur à combustion interne à cylindres multiples, notamment un moteur à allumage par étincelle avec un système (24) de recyclage des gaz d'échappement, la part recyclée des gaz d'échappement est ajoutée au mélange carburant-air au moyen d'un injecteur à turbulence (28) directement monté sur la soupape d'admission (15). A cet effet, le conduit (25) de gaz d'échappement à recycler qui sort du tuyau collecteur (19) de gaz d'échappement aboutit à un récipient collecteur (26) en amont duquel est monté un organe de dosage sous forme dun clapet d'étranglement (29) ou d'une soupape de dosage. Des conduits séparés (27) d'amenée de gaz d'échappement s'étendent du récipient collecteur (26) jusqu'aux différents injecteurs à turbulence (28).

Claims (7)

1. Moteur à combustion interne notamment moteur à allumage commandé comportant plusieurs cylindres de combustion dont les chambres de combustion communiquent par chaque fois au moins une soupape d'admission (15) et une chambre d'admission (14) avec un collecteur d'admission (18) comportant un papillon (31) et par au moins une soupape d'échappement (17) et une chambre d'échappement (16) avec un collecteur d'échappement (19) et un système de recyclage de gaz d'échappement qui comporte une conduite de recyclage de gaz d'échappement (25, 125) dérivant du collecteur de gaz d'échappement (19) et une installation de dosage de gaz d'échappement reliée à cette conduite par un organe de dosage (29, 135) prévu dans le courant de recyclage des gaz d'échappement, l'organe de dosage étant actionné en commun avec le papillon (31) et un réservoir collecteur (26, 126) est associé à l'organe de dosage (29, 135) dans le courant de recyclage des gaz d'échappement, collecteur d'où partent les conduites d'alimentation distinctes de gaz d'échappement (27, 127) vers les différentes chambres d'admission (14), en amont des soupapes d'admission (15) des cylindres de combustion, moteur caractérisé en ce que dans le courant de recyclage des gaz d'échappement, en aval de l'organe de dosage (29, 135), il y a un second organe de dosage formé par l'une des buses à turbulence (28, 128) dont le nombre correspond à celui des cylindres de combustion (10), et à chaque cylindre de combustion (10) est associée une buse prévue directement au niveau de la soupape d'admission (15), les conduites d'alimentation en gaz d'échappement (27, 127) aboutissant aux buses à turbulence (28, 128) et dans la tubulure d'admission (18) conduisant à chaque cylindre de combustion, en amont de l'embouchure des buses à turbulence (28, 128) il est prévu un clapet anti-retour (51) s'ouvrant en direction du cylindre.
2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que le clapet anti-retour (51) est un clapet à membrane.
3. Moteur à combustion interne selon la revendication 1, caractérisé en ce que les conduites de retour de gaz d'échappement sont reliées au réservoir collecteur (226, 326) par un distributeur (58) qui est entraîné en synchronisme avec le moteur à combustion interne et par celui-ci et il n'autorise la mise en communication avec le réservoir collecteur (226, 326) que celle des conduites d'alimentation en gaz d'échappement (27, 127) qui correspond au cylindre en phase d'aspiration, dans l'ordre d'aspiration des cylindres (10) du moteur.
4. Moteur à combustion interne selon la revendication 3, caractérisé en ce que le distributeur (58) est constitué par la face frontale circulaire (54) d'un disque obturateur (56) entraîné en rotation, muni d'une ouverture de commande (57) et recouvrant le réservoir collecteur (225) et les conduites d'alimentation en gaz d'échappement (27, 127) sortent par la face frontale (54) dans le cercle d'action de l'ouverture de commande (57) et dans l'ordre d'aspiration successif des cylindres associés.
5. Moteur à combustion interne selon la revendication 3, caractérisé en ce que le distributeur se compose d'un disque obturateur (156) en forme de pot entraîné en rotation en synchronisme avec le moteur à combustion interne, ce disque étant appliqué par sa paroi périphérique (60) contre la paroi périphérique correspondante (59) d'un réservoir collecteur (326) cylindrique circulaire et il y présente une ouverture de commande (157) qui coopère avec les conduites d'alimentation en gaz d'échappement (27, 127) prévues sur la paroi périphérique (59) du réservoir collecteur (326) dans l'ordre d'aspiration des cylindres du moteur à combustion interne.
6. Moteur à combustion interne selon les revendications 1 à 5, caractérisé en ce que le premier organe de dosage (135) est prévu à l'extrémité de la conduite de recyclage des gaz d'échappement (125) à son extrémité située du côté du collecteur des gaz d'échappement.
7. Moteur à combustion interne selon l'une des revendications 1 à 6, caractérisé en ce que dans la conduite de recyclage de gaz d'échappement (125), directement au niveau du branchement du collecteur d'échappement (19), il est prévu un volet (146) obturant la section de conduite en-dessous d'une température prédéterminée et le libérant au-dessus de la température prédéterminée, ce volet étant de préférence commandé par un élément bimétallique.
EP88904482A 1987-07-03 1988-05-28 Moteur a combustion interne avec systeme de recyclage des gaz d'echappement, notamment moteur a allumage par etincelle Expired - Lifetime EP0321508B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19873722048 DE3722048A1 (de) 1987-07-03 1987-07-03 Brennkraftmaschine, insbesondere ottomotor
DE3722048 1987-07-03

Publications (2)

Publication Number Publication Date
EP0321508A1 EP0321508A1 (fr) 1989-06-28
EP0321508B1 true EP0321508B1 (fr) 1992-07-29

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EP88904482A Expired - Lifetime EP0321508B1 (fr) 1987-07-03 1988-05-28 Moteur a combustion interne avec systeme de recyclage des gaz d'echappement, notamment moteur a allumage par etincelle

Country Status (5)

Country Link
US (1) US5056309A (fr)
EP (1) EP0321508B1 (fr)
JP (1) JP3011722B2 (fr)
DE (2) DE3722048A1 (fr)
WO (1) WO1989000241A1 (fr)

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Publication number Publication date
JPH01503722A (ja) 1989-12-14
JP3011722B2 (ja) 2000-02-21
US5056309A (en) 1991-10-15
DE3873294D1 (de) 1992-09-03
DE3722048A1 (de) 1989-01-12
EP0321508A1 (fr) 1989-06-28
WO1989000241A1 (fr) 1989-01-12

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