EP1103715B1 - Dispositif de recirculation des gaz d'échappement d'un moteur à combustion interne - Google Patents

Dispositif de recirculation des gaz d'échappement d'un moteur à combustion interne Download PDF

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Publication number
EP1103715B1
EP1103715B1 EP00126023A EP00126023A EP1103715B1 EP 1103715 B1 EP1103715 B1 EP 1103715B1 EP 00126023 A EP00126023 A EP 00126023A EP 00126023 A EP00126023 A EP 00126023A EP 1103715 B1 EP1103715 B1 EP 1103715B1
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EP
European Patent Office
Prior art keywords
exhaust gas
intake air
circulation
valve
actuator
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
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EP00126023A
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German (de)
English (en)
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EP1103715A1 (fr
Inventor
Sébastien Mafrica
Herman Vanormelingen
Gertjan Kanters
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Delphi Technologies Inc
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Delphi Technologies Inc
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Publication date
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Publication of EP1103715A1 publication Critical patent/EP1103715A1/fr
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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
    • F02M26/65—Constructional details of EGR valves
    • F02M26/66—Lift valves, e.g. poppet valves
    • F02M26/67—Pintles; Spindles; Springs; Bearings; Sealings; Connections to actuators
    • 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
    • F02M26/21—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 with EGR valves located at or near the connection to the intake system
    • 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
    • F02M26/53—Systems for actuating EGR valves using electric actuators, e.g. solenoids
    • F02M26/54—Rotary actuators, e.g. step motors
    • 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
    • F02M26/64—Systems for actuating EGR valves the EGR valve being operated together with an intake air throttle
    • 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 present invention relates to an exhaust gas re-circulation device for an internal combustion engine.
  • a device for exhaust gas re-circulation generally includes an intake air tube, an intake air control valve and an exhaust gas re-circulation valve.
  • the intake air control valve allows to throttle the intake air flow in the intake air tube.
  • the exhaust gas re-circulation valve meters the flow of exhaust gases re-circulated into the intake air tube.
  • EP 0900930 is disclosed a compact and cost-effective exhaust gas re-circulation device with an exhaust gas re-circulation valve and a flap valve or strangler that fulfils the function of an intake air control valve.
  • This device comprises one single actuator, which is connected to the actuation shaft of the exhaust gas re-circulation valve.
  • An eccentric on the action shaft drives (i.e. closes) the intake air control valve when the exhaust gas re-circulation valve overruns a certain opening position.
  • This mechanism allows to control with one single actuator low/medium exhaust gas re-circulation rates by driving the exhaust gas re-circulation valve only, the intake air control valve being fully open, and high rate exhaust gas re-circulation rates by driving both the exhaust gas re-circulation valve and the intake air control valve synchronously (the intake air control valve closes when the exhaust gas re-circulation-valve further opens).
  • This rather simple and compact device does of course not provide the same flexibility than a device with two separate actuators separately controlled. Thus it is for example not possible to fully close the intake air control valve and exhaust gas re-circulation valve to achieve a smooth engine shut-off.
  • the technical problem underlying the present invention is to provide a simple and compact exhaust gas re-circulation device for an internal combustion engine, which allows an efficient but simple control of exhaust gas re-circulation rates and a smooth engine shut-off. This problem is solved by a device as claimed in claim 1.
  • An exhaust gas re-circulation device in accordance with the invention comprises an intake air channel, an intake air control valve, which is associated with the intake air channel, an exhaust gas re-circulation valve, for re-circulating a controlled amount of engine exhaust gases into the intake air channel, and an actuator.
  • a first motion transmission mechanism is connected between the actuator and the exhaust gas re-circulation valve.
  • a second motion transmission mechanism is connected between the same actuator and the intake air control valve.
  • a sense of motion reversing mechanism is included in the first, respectively the second, motion transmission mechanism, for reversing the sense of motion of the exhaust gas re-circulation valve, respectively the intake air control valve.
  • this sense of motion reversing mechanism which is associated either with the first or the second motion transmission mechanism, enables to use one single actuator, (1) for simultaneously driving the two valves in opposite senses (for example by opening the exhaust gas re-circulation valve and simultaneously closing the intake air control valve to increase exhaust gas re-circulation rates, or closing the exhaust gas re-circulation valve and simultaneously opening the intake air control valve to decrease exhaust gas re-circulation rates) and (2) for simultaneously closing the two valves (for example for obtaining a smooth engine shut-off).
  • the sense of motion reversing mechanism preferably comprises a cam mechanism with a rotational cam with a first and a second guiding slot and at least one follower associated with the two guiding slots.
  • the first guiding slot co-operates with such a follower to open the respective valve when the cam is rotated in a first sense
  • the second guiding slot co-operates with a follower to close this valve when the cam is rotated in the same first sense. It will be appreciated that such a cam mechanism allows to easily yield different displacement vs. time functions for both movements.
  • Such a sense of motion reversing mechanism is preferably included in the first motion transmission mechanism, which includes an auxiliary shaft with a first and a second crank arm.
  • the first crank arm supports the follower(s), and the second crank arm is connected to an actuating stem of the exhaust gas re-circulation valve by means of an articulation.
  • coupling means are preferably included in the second motion transmission mechanism for uncoupling the intake air control valve from the common actuator.
  • a preferred embodiment of this coupling means includes a shaft rotated by the actuator; a coupling crank arm, which is freely rotating about the shaft, and a pick-up point, which is fixed to the shaft so that it engages the coupling crank arm at a given angular position of the shaft.
  • the intake air control valve may for example include a flap pivotably mounted in the intake air channel and an actuating lever associated with the flap for pivoting the latter between a closed and an open position. A simple connecting rod may then be used for connecting the actuating lever to the coupling crank arm.
  • the common actuator is advantageously an electrical torque motor.
  • Such a motor has a small packaging size for a high output torque and is rather insensitive to orientation. It is capable of producing a constant torque over a wide angular range, wherein this output torque can be increased by simply increasing the current.
  • Fig.1 reference number 10 globally identifies a portion of an intake air tube of an internal combustion engine (not shown). The direction of air flow is shown by arrow 12.
  • the upstream-end 14 of the tube 10 is connected, for example via an air cleaner (not shown), to the atmosphere or, in case of an engine with a turbocharger, to a compressor (not shown).
  • the downstream-end 16 of the tube 10 is connected to an intake air manifold of the engine (not shown).
  • the intake air tube 10 communicates with an exhaust gas duct (not shown) of the engine.
  • an exhaust gas re-circulation valve 20 which allows to meter exhaust gas flow through the opening 18.
  • Fig. 1 the exhaust gas re-circulation valve 20 is shown in a closed position, wherein an obturating disc 22 sits on a valve seat and is gastightly sealing the opening 18.
  • a flap valve Upstream of the opening 18 is arranged a flap valve, the so called intake air control valve 24, which allows to meter intake air flow.
  • the intake air control valve 24 is shown in an entirely open position, wherein a flap 26 is substantially parallel to the central axis of the intake air tube 10, thus offering a minimum resistance to air flow.
  • This flap 26 is designed to provide, in the closed position of the intake air control valve 24, a substantially airtight sealing of the inlet section of the tube 10.
  • This actuation mechanism comprises one single actuator 28, which is advantageously an electric rotary motor, as for example a torque motor. If a linear motor is preferred as actuator, it will for example be possible to use a solenoid or a pneumatic actuator. A beam-and-crank mechanism or a rack-and-pinion gear may then be used for transforming the linear movement of the actuator into a rotational movement.
  • the actuator 28 drives a main shaft 30 supporting a cam 32 at its free end.
  • This cam 32 includes two substantially symmetric guiding slots 34 and 36 for a follower 34', respectively a follower 36'.
  • the followers 34' and 36' are supported by a first rigid crank arm 38 of an auxiliary shaft 40, which penetrates into the tube 10 through a gastight bearing (not shown).
  • the auxiliary shaft 40 supports a second rigid crank arm 42.
  • the latter is connected by means of an articulation 43 to a actuating stem 44, which supports the obturating disk 22 of the exhaust gas re-circulation valve 20.
  • the actuating stem 44 is centred in the opening 18 by a valve guide 46.
  • the flap 26 is mounted on a shaft 48 which is supported by two bearings 50, 52 at two diametrically opposed locations of the tube 10 (see Fig. 1 & 2).
  • the shaft 48 has a rigid lever 54 (see Fig. 3).
  • the latter is connected by means of an articulated connecting rod 56 to a crank arm 58 that is freely rotating about the main shaft 30.
  • a pick-up point 60 is fixed to the main shaft 30. At a certain angular position of the main shaft 30, this pick-up point 60 engages a follower 62 of the crank arm 58, so that the main shaft 30 drives the crank arm 58, thereby rotating the shaft 48, via the connecting rod 56 and the lever 54.
  • FIG. 4 shows five consecutive operation stages A, B, C, D, E of the exhaust gas re-circulation device described above with reference to Fig. 1 to 3. Each stage is illustrated by a top view, a front view and a three-dimensional view of the device. The intake air tube 10 is not shown.
  • stage A the exhaust gas re-circulation device is in its zero position.
  • the exhaust gas re-circulation valve 20 is entirely closed, i.e. the obturating disk 22 sits on its seat and closes the opening 18 gastightly.
  • the intake air control valve 24 is entirely open, i.e. the flap 26 is substantially parallel to the central axis of the intake air tube 10, thus offering a minimum resistance to air flow.
  • the pick-up point 60 of the main shaft 30 is still spaced from the follower 62 of the crank arm 58, so that a rotation of the main shaft 30 does not yet affect the position of the intake air control valve 24.
  • the intake air control valve 24 is advantageously kept in this fully open position by a spring (not shown). The latter produces an elastic force urging the motion transmission mechanism 58, 56, 54 of the intake air control valve 24, which is still uncoupled from the actuator, in the direction of arrow 65 against a stop (not shown).
  • stage B the exhaust gas re-circulation device is shown in a transition position between the control range of low/medium exhaust gas re-circulation rates and the control range of high exhaust gas re-circulation rates.
  • the exhaust gas re-circulation valve 20 is already open, i.e. the obturating disk 22 is lifted from its seat and exhaust gases can flow into the intake air tube 10.
  • the intake air control valve 24 is still entirely open, i.e. the flap 26 is substantially parallel to the central axis of the intake air tube 10, thus offering a minimum resistance to air flow.
  • the pick-up point 60 of the main shaft 30 is close to engaging the follower 62 of the crank arm 58.
  • stage C the follower 34' enters a mouth region of guiding slot 34. In this mouth region the cam 32 is no longer capable of communicating motion to the follower 34'.
  • the position of the exhaust gas re-circulation valve 20 remains consequently unchanged when the main shaft 30 is further rotated by the actuator 28 in the sense of arrow 64.
  • the shaft 48 of the intake air control valve 24 continuous to be rotated in the sense of arrow 66. In other words, if starting from stage C, the main shaft 30 is rotated by the actuator 28 in the sense of arrow 64, then the intake air control valve 24 is further closing, while the exhaust gas re-circulation valve 20 remains in its fully open position.
  • stage D the exhaust gas re-circulation device is in a transition position between the control range of high exhaust gas re-circulation rates and smooth engine shut-off.
  • the follower 34' has left the guiding slot 34, and the follower 36' has already engaged the guiding slot 36. If the main shaft 30 is further rotated by the actuator 28 in the sense of arrow 64, the follower 36' follows the profile of guiding slot 36, whereby the crank arms 38 and 42 are now rotated in the opposite sense of the main shaft 30. This rotation of crank arm 42 pulls the actuating stem 44 in the direction of arrow 68, thus reducing more and more the flow of exhaust gases through the opening 18.
  • the shaft 48 of the intake air control valve 24 continues to be rotated in the sense of arrow 66, i.e. the intake air control valve 24 continues to close.
  • the sense of motion exhaust gas re-circulation valve 20 is reversed so that the latter and the intake air control valve 24 can be simultaneously closed by a rotation of the shaft in the sense of arrow 64.
  • stage E the exhaust gas re-circulation device is shown in its closed end position.
  • the exhaust gas re-circulation valve 20 and the intake air control valve 24 are both fully closed.
  • the engine shut-off mode is achieved.
  • the obturating disc 22 or its seat could be designed so as to elastically deform under the traction force exerted on the obturating disc 22.
  • Another solution achieving the same result would be to design the end portion of the slot 36 so that the cam 32 is no longer capable of communicating motion to the follower 36' in this end portion.
  • stage E The return from the closed end position of stage E to the idle position of stage A can for example be achieved by rotating the actuator main shaft 30 in the opposite sense of arrow 64, thereby passing successively through stages D, C, B to finally arrive at stage A, i.e. the idle position.
  • stage A i.e. the idle position.
  • the spring maintaining the intake air control valve 24 in the fully open position warrants that the follower 62 of the crank arm 58 closely follows the pick-up point 60 of the main shaft 30, while the latter is rotated in the opposite sense of arrow 64, until the intake air control valve 24 is in its completely open position, which is defined by a mechanical stop.
  • rotating the actuator main shaft 30 in the opposite sense of arrow 64 can be achieved either by reverse mode actuation of the actuator 28 during a power latch mode of the engine control unit, or by spring return of the actuator 28 when the current supply of the actuator 28 is cut.
  • the exhaust gas re-circulation device is provided with a mechanism producing in stage D a reversion of the sense of motion of the exhaust gas re-circulation valve 24.
  • the exhaust gas re-circulation device could also be provided with a mechanism producing in stage D a reversion of the sense of motion of the intake air control valve 24. In this case the sense of motion of the actuator 28 must however be reversed in stage D in order to simultaneously close the exhaust gas re-circulation valve 20 and the intake air control valve 24.
  • the mechanism producing in stage D a reversion of the sense of motion must not necessarily be a cam mechanism. It could for example also be a beam-and-crank mechanism designed to have a dead point in stage D.
  • a crank mechanism provides more facilities for tuning the opening of the exhaust gas re-circulation valve 20.
  • the fully closed position of the exhaust gas re-circulation valve 20 in stage A and the fully open position of this valve 20 in stage D are spaced by an angle of about 60°
  • the fully open position of this valve 20 in stage D and the fully closed position of this valve 20 in stage E are only spaced by an angle of about 8°. It follows that closing the exhaust gas re-circulation valve 20 for smooth shut off of the engine can be achieved rather quickly, whereas a relatively broad angular range is provided for control purposes of exhaust gas re-circulation.
  • the pick-up point 60 of the main shaft 30 and the freely rotating crank arm 58 with its follower 62 form a coupling means for uncoupling the intake air control valve 24 from the common actuator 28 for the control of low/medium exhaust gas re-circulation rates between angular position X0 to angular position X1.
  • the motion transmission mechanism connected between the actuator 28 and the intake air control valve 24 must not necessarily be a beam-and-crank mechanism. It could for example also be a gear mechanism, a cam mechanism or a belt or chain drive.
  • the idle position is characterised in that the exhaust gas re-circulation valve is in the fully closed position and the intake air control valve is in the fully open position. This is typical for a Diesel engine.
  • the idle position will generally be characterised in that the exhaust gas re-circulation valve and the air intake control valve are both in the closed position. In such a gasoline engine the air intake control valve must be opened in advance of the exhaust gas re-circulation valve.
  • a parallel opening or closing of both valves can be used for controlling low re-circulation rates, whereas high re-circulation rates are preferably controlled by simultaneously driving the two valves in opposite senses (for example by opening the exhaust gas re-circulation valve and simultaneously closing the intake air control valve to increase exhaust gas re-circulation rates, or closing the exhaust gas re-circulation valve and simultaneously opening the intake air control valve to decrease exhaust gas re-circulation rates).

Claims (10)

  1. Dispositif de recirculation des gaz d'échappement d'un moteur à combustion interne comprenant :
    une conduite d'air d'admission (10) ;
    une valve de régulation de l'air d'admission (24) associée audit conduit d'air d'admission (10) ;
    et
    une valve de recirculation des gaz d'échappement (20) pour la recirculation d'un volume régulé de gaz d'échappement du moteur dans ledit conduit d'air d'admission (10) ;
    un actionneur (28) ;
    un premier dispositif de transmission du mouvement connecté entre ledit actionneur (28) et ladite valve de recirculation des gaz d'échappement (20);
    un second dispositif de transmission du mouvement entre ledit actionneur (28) et ladite valve de régulation de l'air d'admission (24), et
    caractérisé par
    un mécanisme d'inversion du sens du mouvement intégré dans ledit premier, respectivement ledit second mécanisme de transmission du mouvement, pour l'inversion du sens du mouvement de ladite valve de recirculation des gaz d'échappement (20), respectivement de ladite vanne de régulation de l'air d'admission (24).
  2. Dispositif de recirculation des gaz d'échappement tel que revendiqué à la revendication 1, caractérisé en ce que ledit mécanisme d'inversion du sens du mouvement est intégré dans ledit premier mécanisme de transmission du mouvement pour inverser le sens du mouvement de ladite valve de recirculation des gaz d'échappement (20).
  3. Dispositif de recirculation des gaz d'échappement tel que revendiqué à la revendication 1 ou 2, caractérisé en ce que ledit premier mécanisme de transmission du mouvement comprend un mécanisme à came (32, 34, 36, 34', 36').
  4. Dispositif de recirculation des gaz d'échappement tel que revendiqué à la revendication 3, caractérisé en ce que ledit mécanisme à came comprend une came rotative (32) pourvue d'une première fente de guidage (34), d'une seconde fente de guidage (36) et d'au moins un suiveur (34', 36'), dans lequel ladite première fente de guidage (34) coopère avec un suiveur (34') pour ouvrir ladite valve de recirculation des gaz d'échappement (20) lorsque la came (32) est mise en rotation par ledit actionneur (32) dans un premier sens, et ladite seconde fente de guidage (36) coopère avec un suiveur (36') pour fermer la valve de recirculation des gaz d'échappement (20) lorsque la came est mise en rotation dans ledit premier sens.
  5. Dispositif de recirculation des gaz d'échappement tel que revendiqué à la revendication 4, caractérisé en ce que ladite valve de recirculation des gaz d'échappement (20) comprend une tige de commande (44) ; ledit premier mécanisme de transmission du mouvement comprend un arbre auxiliaire (40) pourvu d'un premier et d'un second bras de manivelle (48, 42) ; ledit premier bras de manivelle (38) supporte ledit au moins un suiveur (34', 36') et ledit second bras de manivelle (42) est connecté à ladite tige de commande (44) par une articulation (43).
  6. Dispositif de recirculation des gaz d'échappement tel que revendiqué dans l'une quelconque des revendications 1 à 5, caractérisé par des moyens de couplage intégrés dans ledit second mécanisme de transmission du mouvement pour le découplage de ladite valve de régulation de l'air d'admission (24) dudit actionneur commun (28).
  7. Dispositif de recirculation des gaz d'échappement tel que revendiqué à la revendication 6, caractérisé en ce que ledit moyen de couplage comprend :
    un arbre (30) mis en rotation par ledit actionneur (28) ;
    un bras de manivelle de couplage (58) tournant librement autour dudit arbre (30) ; et un point de reprise (60) fixé audit arbre (30) de sorte qu'il s'engage dans ledit bras de manivelle de couplage (58) à une position angulaire donnée dudit arbre (30).
  8. Dispositif de recirculation des gaz d'échappement tel que revendiqué à la revendication 7 caractérisé en ce que ladite valve de recirculation de l'air d'admission (24) comprend :
    un papillon (26) monté de manière pivotante dans ledit conduit d'air d'admission (10) ; et
    un levier de commande (54) associé audit papillon (26) pour faire pivoter celui-ci entre une position fermée et une position ouverte.
  9. Dispositif de recirculation des gaz d'échappement tel que revendiqué à la revendication 8, caractérisé par une tige de connexion (56) connectant ledit levier de commande (54) audit bras de manivelle de couplage (58).
  10. Dispositif de recirculation des gaz d'échappement tel que revendiqué dans l'une quelconque des revendications 1 à 9, caractérisé en ce que ledit actionneur (28) est un moteur-couple électrique.
EP00126023A 1999-11-29 2000-11-28 Dispositif de recirculation des gaz d'échappement d'un moteur à combustion interne Expired - Lifetime EP1103715B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
LU90480 1999-11-29
LU90480A LU90480B1 (en) 1999-11-29 1999-11-29 Exhaust gas re-circulation device for an internal combustion engine

Publications (2)

Publication Number Publication Date
EP1103715A1 EP1103715A1 (fr) 2001-05-30
EP1103715B1 true EP1103715B1 (fr) 2004-03-03

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EP (1) EP1103715B1 (fr)
DE (1) DE60008673T2 (fr)
LU (1) LU90480B1 (fr)

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EP2497921A1 (fr) * 2011-03-08 2012-09-12 Delphi Automotive Systems Luxembourg SA Ensemble de papillon des gaz
DE102012207122A1 (de) * 2012-04-27 2013-10-31 Continental Automotive Gmbh Mischventil einer Brennkraftmaschine
EP3093479A1 (fr) * 2015-04-30 2016-11-16 MANN+HUMMEL GmbH Papillon d'admission d'air pour un moteur à combustion interne et soupape combinée
EP3093478A1 (fr) * 2015-04-30 2016-11-16 MANN+HUMMEL GmbH Soupape combinée dotée d'une soupape de recirculation de gaz d'échappement basse pression et papillon d'admission d'air pour un moteur à combustion interne
EP3093480A1 (fr) * 2015-04-30 2016-11-16 MANN+HUMMEL GmbH Soupape combinée dotée de soupape de recirculation de gaz d'échappement basse pression et papillon d'admission d'air pour un moteur à combustion interne
EP3093477A1 (fr) * 2015-04-30 2016-11-16 MANN+HUMMEL GmbH Soupape combinée dotée d'une soupape de recirculation des gaz d'échappement basse pression et papillon d'admission d'air pour un moteur à combustion interne
DE102016100193A1 (de) * 2016-01-06 2017-07-06 Hanon Systems Anordnung und Verfahren zur Betätigung von Stellgliedern
KR101889040B1 (ko) * 2016-09-06 2018-08-16 삼보모터스주식회사 차량용 흡기 통합 egr 밸브
KR102000758B1 (ko) * 2017-05-23 2019-07-17 이래에이엠에스 주식회사 일체형 배압 및 egr 밸브 모듈
KR101920921B1 (ko) 2017-05-24 2018-11-21 이래에이엠에스 주식회사 일체형 배압 및 egr 밸브 모듈
CN107940070A (zh) * 2017-11-23 2018-04-20 天津市卡尔斯阀门有限公司 一种介质稳定分流的阀门

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CN104411961A (zh) * 2012-05-15 2015-03-11 法雷奥电机控制系统公司 双向计量装置及所述计量装置的应用

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DE60008673D1 (de) 2004-04-08
EP1103715A1 (fr) 2001-05-30
DE60008673T2 (de) 2005-02-10

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