EP0666413A1 - Abgasrückführungssystem - Google Patents

Abgasrückführungssystem Download PDF

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Publication number
EP0666413A1
EP0666413A1 EP95300548A EP95300548A EP0666413A1 EP 0666413 A1 EP0666413 A1 EP 0666413A1 EP 95300548 A EP95300548 A EP 95300548A EP 95300548 A EP95300548 A EP 95300548A EP 0666413 A1 EP0666413 A1 EP 0666413A1
Authority
EP
European Patent Office
Prior art keywords
vacuum
valve
egr
trap
regulator
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.)
Granted
Application number
EP95300548A
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English (en)
French (fr)
Other versions
EP0666413B1 (de
Inventor
Keith Ransom
Matthew Charles Jefferson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Werke GmbH
Ford France SA
Ford Motor Co Ltd
Ford Motor Co
Original Assignee
Ford Werke GmbH
Ford France SA
Ford Motor Co Ltd
Ford Motor Co
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Filing date
Publication date
Application filed by Ford Werke GmbH, Ford France SA, Ford Motor Co Ltd, Ford Motor Co filed Critical Ford Werke GmbH
Publication of EP0666413A1 publication Critical patent/EP0666413A1/de
Application granted granted Critical
Publication of EP0666413B1 publication Critical patent/EP0666413B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02M26/52—Systems for actuating EGR valves
    • F02M26/55—Systems for actuating EGR valves using vacuum actuators
    • F02M26/56—Systems for actuating EGR valves using vacuum actuators having pressure modulation valves
    • F02M26/57—Systems for actuating EGR valves using vacuum actuators having pressure modulation valves using electronic means, e.g. electromagnetic valves
    • 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
    • F02M26/55—Systems for actuating EGR valves using vacuum actuators

Definitions

  • This invention relates to an exhaust gas recirculation system, especially for a motor vehicle, and to a vacuum trap arrangement for use in such a system.
  • an exhaust gas recirculation system (often referred to as an EGR system) to the exhaust system of an internal combustion engine, particularly an engine of a motor vehicle, has been adopted by the motor industry with a view to reducing the level of oxides of nitrogen emitted by motor vehicles into the atmosphere.
  • EGR system The basic function of an EGR system is aimed at returning to the inlet manifold of an internal combustion engine, at least a proportion of, the exhaust gases produced by the engine. This serves to reduce peak engine combustion temperatures, hence inhibiting the formation of oxides of nitrogen.
  • an EGR system In order to manage the control of the exhaust gases, an EGR system generally includes an EGR valve, the operation of which may be controlled by reduced pressure communicated directly or indirectly from the inlet manifold of the associated internal combustion engine.
  • the EGR valve is controlled by the application of a modulated vacuum signal produced by an electronic vacuum regulator (often abbreviated to EVR) connected between the EGR valve and the induction manifold or ports of the engine.
  • EVR electronic vacuum regulator
  • the EVR is connected to an electronic control module from which it, in turn, receives a control signal dependent on inputs of engine parameters such as speed, load, temperature and exhaust gas pressure differential across a constriction upstream of the EGR valve.
  • Other types of vacuum regulator connected between the EGR valve and the induction manifold of the engine may alternatively be employed to control the operation of the EGR valve.
  • Vacuum operated EGR valves are normally designed to open fully at a predetermined vacuum level, for example at a level equivalent to 20 kPa (6 ins. of mercury) and to close at some predetermined lower vacuum level, for example at a level below 5 kPa (1.5 ins. of mercury).
  • the EGR valve may not be set fully open because the vacuum regulator is unable to provide a vacuum greater than that in the manifold.
  • the modulated vacuum signal produced by an EVR may be set at any value, for example between 0 and 20 kPa, provided the vacuum in the manifold is at least as high.
  • an EGR system is provided with a positive pressure delay valve in a negative pressure passage to maintain a negative pressure in an EGR valve during acceleration.
  • the delay valve comprises a one-way valve and an adjacent orifice for pressure equalization of connected chambers. While the orifice may be fitted with a sintered metal plug to obtain the most suitable flow resistance over a certain period, operation of the one-way valve is controlled by a change in the applied induction manifold pressure, as may be modified upwards by exhaust pressure sensors. Further, the delay valve always allows the negative pressure it initially traps, to decay to the induction manifold pressure, as may be modified as above-mentioned, subsequently applied to it.
  • an exhaust gas recirculation system for controlling EGR flow in an internal combustion engine, the system comprising an EGR passage and an EGR valve in the passage, opening and closing of the EGR valve being controlled by vacuum provided from the engine manifold, wherein a vacuum regulator is provided to regulate engine manifold vacuum and to pass a regulated manifold vacuum to the EGR valve, and wherein a vacuum trap is provided between the vacuum regulator and the EGR valve for trapping in the EGR valve a predetermined level of vacuum; the vacuum trap comprising a valve adapted to close when the level of manifold vacuum drops below a predetermined level, and a bleed passage which allows the trapped vacuum to decay.
  • the invention also provides a vacuum trap for use in the EGR system as claimed in any preceding claim, having a vacuum operated valve which can open to allow passage of vacuum and can close to trap vacuum on one side and a bypass passage with a vacuum decay device which allows any trapped vacuum to decay.
  • the vacuum trap valve preferably comprises a unitary assembly of component parts.
  • a unitary assembly preferably comprises a housing divided into three chambers.
  • the first chamber preferably has a transverse diaphragm to which is attached a controlling end of a stem of the first valve, which stem preferably extends between at least two of the three chambers.
  • the stem terminates in, or has at least near its other end, a valve head adapted to cooperate with a valve seat or face positioned on the boundary between the second and third chambers.
  • the first chamber is preferably substantially isolated from the second and third chambers.
  • the diaphragm of the first chamber is preferably supported against deflection by a spring, preferably a compression spring, of calibrated strength.
  • First, second and third ducts are preferably connected to the housing in communication respectively with the first second and third chambers.
  • the diaphragm and first duct are preferably positioned such that application of a negative pressure of sufficient level to overcome the resistive forces of the diaphragm, and spring if employed, to the first chamber causes deflection of the diaphragm with consequential opening of the first valve.
  • the first valve is preferably calibrated such that it will close when applied negative pressures fall to below 20 kPa.
  • the vacuum decay device may be a suitably dimensioned orifice or a sintered metal disc for example, and may be positioned, for example, in a by-pass duct connecting the second and third ducts thereby by-passing the vacuum trap valve.
  • the vacuum decay device may be positioned, for example in the wall of the third chamber with its outer side in communication with atmospheric pressure.
  • a filter is associated with the decay device and positioned on the higher pressure side of the device.
  • the second valve may be positioned, for example, in a by pass duct connecting the second and third ducts in which case it is preferably positioned adjacent a decay device positioned therein whereby the decay device is by-passed in the event of the second valve being subjected to reverse pressure from the EGR valve, for example, via the third duct.
  • the second valve may be incorporated in the first valve in which case the head of the first valve preferably comprises a flexible diaphragm which may be distorted by the above-mentioned reverse pressure despite the first valve being ostensibly, and therefore otherwise, in its closed position.
  • the EGR valve may be of conventional type such as that more particularly described with reference to the accompanying drawings.
  • the EGR valve is preferably calibrated such that it begins to open on application of a negative pressure of about 5 kPa and is fully opened by the application of 20 kPa.
  • the negative pressure regulator is preferably an electronic vacuum regulator connected by vacuum ducting on its input side to a position in the induction manifold or port and electrically connected for receiving control signals from an electronic control module.
  • an electronic control module may receive input signals from a multiplicity of engine parameter sensors such as sensors of the speed of revolutions, load, temperature and pressure difference across a control venturi constriction in the exhaust feed connection to the EGR valve, for example.
  • the negative pressure regulator is calibrated to provide a regulated negative pressure within the range of 0 to 20 kPa induction manifold or port input values of up to 20 kPa negative pressure but such as to provide a fully variable negative pressure for induction manifold or port input values higher than 20 kPa negative pressure.
  • FIG. 1 shows a vacuum trap arrangement indicated generally by 1, which comprises a vacuum trap valve 2 and an enclosure 3 containing a vacuum decay device in the form of a sintered metal disc 4 and a one-way umbrella valve 5.
  • the vacuum trap valve 2 comprises a unitary housing 6 which is divided into three chambers 7,8 and 9. Chambers 7 and 8 are substantially isolated from one another and their separating wall 10 is traversed only by the stem of the first valve 11 which has a head 12 adapted to cooperate with the valve seat 13 when the first valve 11 is in the closed position and whereby communication between the chambers B and 9 internally of the vacuum trap valve 2 may be shut off.
  • the chamber 7 has a transversely arranged diaphragm 14 to the centre of which is fixed the tail end of the stem of the first valve 11.
  • the diaphragm 14 is supported by a helical compression spring 15 which is calibrated such that when the negative pressure within the chamber 7 falls to below 20 kPa the diaphragm causes the first valve 11 to close with the valve head 12 cooperating in sealing manner with the valve seat 13.
  • the side of the diaphragm opposite to the chamber 7 is open to the free atmosphere via apertures 16. Communicating with the chambers 7, 8 and 9 respectively are first, second and third ducts 17, 18 and 19 connected to the housing 6 appropriately.
  • the enclosure 3 has tubular connections 20 and 21 communicating respectively with each side of a partitioning plate 22 in which the sintered disc 4 and the umbrella valve 5 are mounted.
  • the enclosure 3 houses a filter 23 arranged parallel to the partitioning plate 22.
  • the tubular connection 20 is attached to the duct 19 by a conduit 24 and a T-connector 25.
  • the tubular connection 21 is attached to duct 18 by a conduit 26 and a T-connector 27.
  • the vacuum trap arrangement 1 is connected into the EGR system illustrated in Figure 1, which also comprises an EGR valve 28, a negative pressure regulator 29 and an induction manifold 30 of an internal combustion engine of a motor vehicle.
  • the duct 17 is connected to the induction manifold 30 by conduit 31.
  • the duct 18 is connected to the negative pressure regulator 29 by the T-connector 27 and a regulator output tube 32.
  • the negative pressure regulator 29 can be an electronic vacuum regulator (EVR) of known type, such as a regulator supplied by Siemens Automotive Limited under the designation F0TE-9J459-AlA, having a control signal input, from an electronic control module on the motor vehicle, being fed in at conductor 33.
  • EVR is connected to the induction manifold 30 by a conduit 34 and has a vent 35 giving access to atmospheric pressure.
  • the EVR is calibrated such that the regulated negative pressure output is in the range 0 to 20 kPa for an input vacuum of up to 20 kPa and the output is fully variable if the input vacuum is greater than 20 kPa.
  • the negative pressure regulator 29 receives input signals from engine sensors comprising sensors monitoring, for example, engine speed, engine load, temperature and pressure difference across a control venturi constriction (not shown) in an exhaust pipe attached to an exhaust manifold connector 39.
  • the duct 19 is connected to the EGR valve 28 by a conduit 36 and the T-connector 25.
  • the EGR valve can be of a known type, such as a valve supplied by Borg Warner Automotive Controls Inc under the designation 93BB-9D477-AC, and has a vacuum operated diaphragm 37 supported by a helical spring 38 calibrated such that the EGR valve will begin to open at an applied negative pressure of 5 kPa and will be opened fully by an applied negative pressure of 20 kPa.
  • a vacuum operated diaphragm 37 supported by a helical spring 38 calibrated such that the EGR valve will begin to open at an applied negative pressure of 5 kPa and will be opened fully by an applied negative pressure of 20 kPa.
  • the vacuum trap arrangement 1 and the EGR system in which it is incorporated operate as follows:
  • the vacuum trap valve 2 When the induction manifold negative pressure is high, that is, between 20 and 100 kPa, such as when the manifold throttle valve is closed on deceleration, the vacuum trap valve 2 will be opened by the effect-of that pressure in the chamber 7 drawing down the diaphragm 14 against the action of the spring 15. Thus, communication is established between the output tube 32 and the conduit 36 via the valve 2 whereby a modulated negative pressure of 20kPa, is applied to the EGR valve 28. If the engine is then subjected to a heavy load with the induction manifold throttle valve being opened widely, the negative pressure in the induction manifold 30 drops.
  • the vacuum trap valve 2 is caused to close by the spring 15, thus trapping the EVR modulated pressure in the chamber 9 whereby the EGR valve 28 may be held fully open. If a low vacuum continues to prevail in the induction manifold 30, the EGR valve 28 is prevented from remaining open by the sintered disc 4 allowing the controlled decay of the trapped negative pressure down to the new EVR output level. It will be appreciated that the EVR is not able to have a negative output pressure which is above the input value from the induction manifold. If the engine speed has risen above 4000 RPM, then eventually the EGR valve closes allowing full power to be reached.
  • the EVR 29 Before the engine speed has risen to be above 4000 RPM, the EVR 29 will still be trying to set a modulated negative pressure accordingly, so that the decay of the trapped negative pressure, via the sintered disc 4 and the filter 23, will only occur down to the EVR output level. If the EVR output level then increases within the range 0 to 20 kPa, the pressure applied to the EGR valve is quickly and automatically adjusted by means of the one way umbrella valve 5.
  • the vacuum trap arrangement indicated generally by 101 comprises a vacuum trap valve 102 having a unitary housing 103 which also contains a vacuum decay device in the form of a sintered metal disc 104.
  • a second valve is formed by a flexible structure of the valve head 105 of a first valve 106.
  • the unitary housing 103 is divided into three chambers 107, 108 and 109.
  • the chambers 107 and 108 are substantially isolated from one another by a separating plate 110 and a flexible diaphragm 111 supported on a spring cup 112.
  • the separating plate 110 is traversed only by the stem of the first valve 106 which has a valve head 105 which is of flexible structure enabling it readily to make sealing engagement with a face 113 of the chamber 108 when the first valve is in its closed position and whereby, subject to absence of the operation of the second valve feature of the valve head 105, communication between the chambers 108 and 109 internally of the vacuum trap valve 102 may be shut off.
  • the spring cup 112 has a base centrally profiled such as to accommodate the tail end of the stem of the first valve 106 and to which it is firmly fixed.
  • the spring cup 112 accommodates the helical spring 114 which is calibrated such that when the negative pressure within the chamber 107 falls to below 20 kPa, the diaphragm 111 and the cup 112 causes the first valve to close with the valve head 105 cooperating in sealing manner with the face 113 subject to the absence of operation of the second valve feature incorporated in the valve head 105.
  • the side of the diaphragm 111 opposite to the chamber 107 is open to the free atmosphere via apertures (not shown) in the wall of the housing 103.
  • the stops 115 on the diaphragm 111 space the main body of the diaphragm from the plate 110 when the valve 106 is in its closed position.
  • first, second and third ducts 116, 117 and 118 connected to the housing 103 appropriately.
  • apertures 119 are provided in the wall separating the chambers 108 and 109 and bearing the face 113.
  • a recessed aperture 120 is provided in the opposite wall of the chamber 109 to accommodate the sintered disc 104 with one side in constant communication with the chamber 109 and the other in communication with atmospheric pressure via the filter 121 and the housing aperture 122.
  • the vacuum trap arrangement 101 when incorporated in the EGR system shown in Figure 1 in place of the vacuum trap arrangement 1 provides an EGR system which operates in a manner very similar to that described with reference to Figure 1. However, there are differences which warrant a specific description as follows:
  • the negative pressure created in the manifold 30 is transmitted to the chamber 107 by the conduit 116, and to the EVR 29 by the conduit 34.
  • the input signal fed into the EVR 29 at the conductor 33 from the electronic control module (not shown) causes the EVR 29 to modulate the induction manifold pressure and to have an output pressure at output tube 32 as described with reference to the EGR system of Figure 1.
  • the output tube 32 is connected to the duct 117 of the vacuum trap arrangement of Figure 2.
  • the duct 118 is connected to the EGR valve by a conduit in place of the conduit 36 of Figure 1.
  • the first valve 106 When the induction manifold negative pressure is high, that is, between 20 and 100 kPa, the first valve 106 will be opened by the effect of that pressure in the chamber 107 drawing down the diaphragm 111 against the action of the spring 114. Thus, communication is established between the output tube 32 and the EGR valve 28 via the valve 106 whereby the modulated negative pressure of 20 kPa is applied to the EGR valve 2)3. If the engine is then subjected to a heavy load with the induction manifold throttle valve being opened widely, the negative pressure in the manifold 30 drops.
  • the valve 106 Due to the calibration of the spring 114, as soon as the negative pressure in the manifold 30 falls to below 20 kPa, the valve 106 is caused to close with the flexible valve head 105 making sealing contact with the face 113. Thus, the EVR modulated negative pressure is trapped in the chamber 109 whereby the EGR valve 28 may be held fully open. If the engine speed then increases to above 4000 RPM while a low vacuum still prevails in the induction manifold 30, the EGR valve 28 is prevented from remaining open in a region of the calibration not normally requiring exhaust gas recirculation, by the sintered disc 104 in the recessed aperture 120 allowing the controlled decay of the trapped negative pressure down to atmospheric pressure via the filter 121 and the housing aperture 122. If the engine speed has risen above 4000RPM, then eventually the EGR valve closes allowing full engine power to be reached.
  • the EVR 29 will still be trying to set a modulated negative pressure. If the negative pressure in the chamber 108 rises above that in the chamber 109, the pressure difference between the chambers 108 and 109 causes the second valve incorporated as a feature of the valve head 105, to come into operation whereby the flexibility of the valve head 105, particularly the peripheral edges, and lift, allowing the pressures in the two chambers to equilibrate whereby the pressure applied to the EGR valve 28 is automatically adjusted accordingly.
  • vacuum trap valve of this invention is such that movement of the first valve to its closing position, subject to the absence of operation of any second valve feature incorporated therein, is independent of the level of the modulated negative pressure output of the negative pressure regulator.
  • the vacuum trap arrangement is connected directly to the vacuum (negative pressure) regulator 29, and the unmodified manifold vacuum is fed first through the chamber 7 of the vacuum trap arrangement and then to the inlet port 34 of the vacuum regulator.
  • the vacuum trap arrangement and the vacuum regulator of Figure 3 are in series with respect to the manifold vacuum signal, rather than being in parallel as shown in Figure 1.
  • the vacuum regulator has an input port 33a for receiving an electronic control system from an engine management module. This signal controls the electro-magnetic windings 50 of a solenoid which has a movable armature 52. The vertical position of the bottom face 54 of the armature will therefore be controlled by the control signal entering through the port 33a.
  • a freely floating seal plate 56 At the bottom of the vacuum regulator is a freely floating seal plate 56. This plate floats under the influence on one side of vacuum in the passage 34 and on the other side of ?? to modulate the vacuum output from the regulator through the passage 18.
  • Figure 4 shows on a larger scale part of the vacuum trap arrangement 1, with an additional feature incorporated.
  • the connections to and from the vacuum regulator (18, 34) cannot be seen because they are located at 90° to the plane of the paper.
  • valve stem 11 has a central passage 16; at the bottom of the stem 11 is a shoulder 62 which carries a seal ring 64.
  • a compression spring 66 normally forces this seal ring 64 into sealing contact with a lip 68.
  • the spring 66 keeps the gap between the shoulder 62 and the lip 68 sealed and then the unit works as previously described.
  • the gap is actually opened when the manifold vacuum in the chamber 7 drops to a very low level, for example below 5 kPa.
  • the spring 15 lifts the diaphragm support 72 so far that the stem 11, which cannot move any further axially because of the closure of the valve at 12, cannot follow the last upward (in the orientation shown in Figure 4) movement of the carrier 72, and a gap opens between the lip 68 and the shoulder 62.
  • This situation will occur at wide open throttle which is the situation where manifold vacuum is at its lowest level. It allows the trapped vacuum from the chamber 9 to be dumped very quickly when full engine power is required at short notice.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Fluid-Driven Valves (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
EP95300548A 1994-02-02 1995-01-30 Abgasrückführungssystem Expired - Lifetime EP0666413B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB9401946 1994-02-02
GB9401946A GB2286226A (en) 1994-02-02 1994-02-02 I.c.engine exhaust gas recirculation control

Publications (2)

Publication Number Publication Date
EP0666413A1 true EP0666413A1 (de) 1995-08-09
EP0666413B1 EP0666413B1 (de) 1997-08-06

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP95300548A Expired - Lifetime EP0666413B1 (de) 1994-02-02 1995-01-30 Abgasrückführungssystem

Country Status (3)

Country Link
EP (1) EP0666413B1 (de)
DE (1) DE69500504T2 (de)
GB (1) GB2286226A (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0728967A2 (de) * 1995-02-27 1996-08-28 Siemens Electric Limited Unterdruckhalteventil
EP0967377A3 (de) * 1998-06-26 2001-04-18 Toyota Jidosha Kabushiki Kaisha Steuervorrichtung für ein Stellorgan einer Brennkraftmaschine

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3992878A (en) * 1975-10-03 1976-11-23 Ford Motor Company Engine secondary air flow control system
US4267809A (en) * 1978-07-05 1981-05-19 Nissan Motor Company, Limited Exhaust gas recirculation control system
GB2076942A (en) * 1980-06-02 1981-12-09 Borg Warner Differential pressure delay valve
EP0105808A2 (de) * 1982-09-30 1984-04-18 Canadian Fram Limited Abgasrückführungssystem
US4563998A (en) * 1983-03-09 1986-01-14 Daimler-Benz Aktiengesellschaft Control arrangement for an internal combustion engine
EP0184436A2 (de) * 1984-12-05 1986-06-11 Ford Motor Company Limited Einrichtung zur Einschränkung des Motorunterdruckes

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5234512Y2 (de) * 1974-11-30 1977-08-06

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3992878A (en) * 1975-10-03 1976-11-23 Ford Motor Company Engine secondary air flow control system
US4267809A (en) * 1978-07-05 1981-05-19 Nissan Motor Company, Limited Exhaust gas recirculation control system
GB2076942A (en) * 1980-06-02 1981-12-09 Borg Warner Differential pressure delay valve
EP0105808A2 (de) * 1982-09-30 1984-04-18 Canadian Fram Limited Abgasrückführungssystem
US4563998A (en) * 1983-03-09 1986-01-14 Daimler-Benz Aktiengesellschaft Control arrangement for an internal combustion engine
EP0184436A2 (de) * 1984-12-05 1986-06-11 Ford Motor Company Limited Einrichtung zur Einschränkung des Motorunterdruckes

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0728967A2 (de) * 1995-02-27 1996-08-28 Siemens Electric Limited Unterdruckhalteventil
EP0728967A3 (de) * 1995-02-27 1997-05-02 Siemens Electric Ltd Unterdruckhalteventil
EP0967377A3 (de) * 1998-06-26 2001-04-18 Toyota Jidosha Kabushiki Kaisha Steuervorrichtung für ein Stellorgan einer Brennkraftmaschine

Also Published As

Publication number Publication date
EP0666413B1 (de) 1997-08-06
GB9401946D0 (en) 1994-03-30
DE69500504T2 (de) 1997-12-04
DE69500504D1 (de) 1997-09-11
GB2286226A (en) 1995-08-09

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