EP1136688B1 - Abgasrückführvorrichtung für eine Brennkraftmaschine - Google Patents

Abgasrückführvorrichtung für eine Brennkraftmaschine Download PDF

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Publication number
EP1136688B1
EP1136688B1 EP01104948A EP01104948A EP1136688B1 EP 1136688 B1 EP1136688 B1 EP 1136688B1 EP 01104948 A EP01104948 A EP 01104948A EP 01104948 A EP01104948 A EP 01104948A EP 1136688 B1 EP1136688 B1 EP 1136688B1
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EP
European Patent Office
Prior art keywords
exhaust gas
intake air
circulation
circulation device
actuating
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
EP01104948A
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English (en)
French (fr)
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EP1136688A3 (de
EP1136688A2 (de
Inventor
Sébastien L. Mafrica
Herman J. Vanormelingen
Gertjan J.M. 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 EP1136688A2 publication Critical patent/EP1136688A2/de
Publication of EP1136688A3 publication Critical patent/EP1136688A3/de
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Publication of EP1136688B1 publication Critical patent/EP1136688B1/de
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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
    • F02M26/63—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
    • F02M26/13—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
    • F02M26/59—Systems for actuating EGR valves using positive pressure actuators; Check valves therefor
    • F02M26/60—Systems for actuating EGR valves using positive pressure actuators; Check valves therefor in response to air intake pressure
    • 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
    • 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
    • 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
    • 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
    • F02M26/51—EGR valves combined with other devices, e.g. with intake valves or compressors

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 discloses 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 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 compact exhaust gas re-circulation device for an internal combustion engine, which allows an efficient and 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.
  • the first motion transmission mechanism includes a first uncoupling means, and a first pull-back spring biases the exhaust gas re-circulation valve in a closed position.
  • a second uncoupling means is included in the second motion transmission mechanism and a second pull-back spring biases the intake air control valve in an open position.
  • a second pull-back spring will normally be used to bias the intake air control valve in a closed position.
  • the actuator includes a drive shaft
  • the first motion transmission mechanism includes a first actuating shaft connected to the exhaust gas re-circulation valve
  • the second motion transmission mechanism includes a second actuating shaft connected to the intake air control valve.
  • the first uncoupling means connects the drive shaft of the actuator directly to the first actuating shaft
  • the second motion transmission mechanism includes an actuating lever on the second actuating shaft, a free running sleeve with a crank arm mounted on the drive shaft and a connecting rod connecting this actuating lever to this crank arm.
  • the second uncoupling means is used to connect the drive shaft to the free running sleeve.
  • the first pull-back spring is then associated with the first actuating shaft; and the second pull-back spring is associated with the free running sleeve.
  • the second uncoupling means connects the drive shaft of the actuator directly to the second actuating shaft
  • the first motion transmission mechanism includes an actuating lever on the first actuating shaft, a free running sleeve with a crank arm mounted on the drive shaft and a connecting rod connecting this actuating lever to this crank arm.
  • the first uncoupling means is used to connect the drive shaft to the free running sleeve.
  • the second pull-back spring is then associated with the second actuating shaft; and the first pull-back spring is associated with the free running sleeve.
  • a suitable air control valve normally includes a flap mounted on the second actuating shaft, which is pivotably mounted in the intake air channel.
  • a suitable exhaust gas re-circulation valve normally includes an obturating body and an axially guided actuating stem. The first actuating shaft then includes a crank arm connected to the actuating stem.
  • the first and/or second uncoupling means preferably include an electrically switchable clutch, which can be easily controlled by means of an electronic control system.
  • an electrically switchable clutch which can be easily controlled by means of an electronic control system.
  • the control of the exhaust gas re-circulation device becomes much more flexible, in comparison with a device with a mechanically controlled uncoupling means, using for example a cam means to set the uncoupling point.
  • 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.
  • the first and/or second pull back spring are advantageously torsion springs, which have a small packaging size when associated e.g. with the actuating shafts of the two valves.
  • reference number 2 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 4.
  • the upstream-end 6 of the tube 2 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 8 of the tube 2 is connected to an intake air manifold of the engine (not shown).
  • the intake air tube 2 communicates with an exhaust gas duct (not shown) of the engine.
  • an exhaust gas re-circulation valve 12 which allows to meter exhaust gas flow through the opening 10.
  • This valve 12 comprises an actuating stem 14, which is guided in the opening 10 by a valve guide (not shown), and an obturating disk 16 (shown by a dotted line), which is associated with a valve seat located in the exhaust gas duct upstream of the opening 10.
  • the obturating disk 16 can be pulled by means of its actuating stem 14 against its seat, so as to close the opening 10 gastightly, and be pushed from its seat, so that exhaust gases can flow through the opening 10 into the intake air tube 2.
  • a flap valve Upstream of the opening 10 is arranged a flap valve, the so called intake air control valve 18, which allows to meter intake air flow.
  • intake air control valve 18 When intake air control valve 18 is in an entirely open position, a flap 20 is substantially parallel to the central axis of the intake air tube 2, thus offering a minimum resistance to air flow.
  • This flap 20 is designed to provide, in the closed position of the intake air control valve 18, a substantially airtight sealing of the inlet section of the tube 2.
  • This actuation mechanism comprises one single reversible actuator 22 which drives a main drive shaft 24.
  • the actuator 22 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 of the main drive shaft 24.
  • a first motion transmission mechanism is connected between the main drive shaft 24 and the exhaust gas re-circulation valve 12.
  • This first motion transmission mechanism includes a first uncoupling means 26 that connects the main drive shaft 24 to an actuating shaft 28, which penetrates into the tube 2 through a gastight bearing 30.
  • the actuating shaft 28 has a crank arm 32, which is connected by means of an articulation to the actuating stem 14 of the exhaust gas re-circulation valve 12.
  • a torsion spring 34 is associated as a pull-back spring with the actuating shaft 28, so as to bias the exhaust gas re-circulation valve 12 in a closed position.
  • the spring 34 urges the obturating disk 16 of the exhaust gas re-circulation valve 12 in the direction of its seat, so as to close the exhaust gas re-circulation valve 12 if the actuating shaft 28 is uncoupled from the main drive shaft 24 by means of the uncoupling device 26.
  • a second motion transmission mechanism is connected between the main drive shaft 24 and the intake air control valve 18.
  • the latter has an actuating shaft 36 which is pivotably supported by two gastight bearings 38, 40. Outside of the tube 2, the actuating shaft 36 has a lever arm 42, which is connected by means of an articulated connecting rod 44 to a crank arm 46, which is integral with a free running sleeve 48 mounted on the drive shaft 24.
  • a second uncoupling means 50 connects this free running sleeve 48 to the drive shaft 24.
  • a torsion spring 52 is associated as a pull-back spring with the free running sleeve 48.
  • This spring 52 urges the second motion transmission mechanism in a position defined by an end-stop, in which the flap 20 is substantially parallel to the central axis of the air intake channel.
  • the spring 52 opens the intake air control valve 18 if the free running sleeve 48 is uncoupled from the main drive shaft 24 by means of the uncoupling device 50.
  • uncoupling means 26 and 50 are advantageously electrically switchable clutches. Engagement and disengagement of such electrically switchable clutches can be easily controlled by an electronic controller 54, which is also responsible for starting, stopping and reversing the sense of rotation of the actuator 22.
  • a damper (not shown), can be associated with each of the springs 34, 52, so as to be capable of obtaining a damped closing movement of the valves 12, 18.
  • the exhaust gas re-circulation valve 12 In the idle position, the exhaust gas re-circulation valve 12 is entirely closed, i.e. the obturating disk 16 sits on its seat and closes the opening 10 gastightly.
  • the intake air control valve 18 is entirely open, i.e. the flap 20 is substantially parallel to the central axis of the intake air tube 2, thus offering a minimum resistance to air flow. It will be appreciated that this idle position can be obtained with both clutches 26, 50 being disengaged.
  • Low exhaust gas re-circulation rates are preferably controlled with the intake air control valve 18 fully open.
  • the clutch 50 remains therefore disengaged, but the clutch 26 is engaged.
  • the exhaust gas re-circulation valve 12 may now be progressively opened by rotating the actuator 22 in a first sense. If the exhaust gas re-circulation rate has to be reduced again, the sense of rotation of the actuator 22 is simply reversed. In conclusion, low exhaust gas re-circulation rates are exclusively controlled by metering the flow of exhaust gases through the opening 18.
  • the intake air control valve 18 In order to obtain and control high exhaust gas re-circulation rates, the intake air control valve 18 has to be progressively closed. This is achieved by engaging the clutch 50. Rotating the actuator 22 in a first sense now closes the intake air control valve 18 and continues to open the exhaust gas re-circulation valve 12, so as to progressively increase exhaust gas re-circulation rates. In order to progressively decrease exhaust gas re-circulation rates, the sense of rotation of the actuator 22 is simply reversed, whereby the intake air control valve 18 progressively opens and the exhaust gas re-circulation valve 12 progressively closes again.
  • the clutch 26 is disengaged, so that the spring 34 closes the exhaust gas re-circulation valve 12.
  • the clutch 50 is engaged, so that the actuator 22 can progressively close the intake air control valve 18.
  • 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 then be opened in advance of the exhaust gas re-circulation valve, using the actuator 22 with the clutch 50 engaged and the clutch 26 disengaged.
  • the actuator 22 is aligned with the actuating shaft 28 of the exhaust gas re-circulation valve 12.
  • the actuator 22 could also be aligned with the actuating shaft 36 of the intake air control valve 18.
  • a clutch should be used to connect the main drive shaft 24 directly to the actuating shaft 36.
  • the first motion transmission mechanism would then include an actuating lever on the actuating shaft 28, a free running sleeve with a crank arm mounted on the drive shaft 24 and a connecting rod connecting said actuating lever to said crank arm, and a further clutch would be used to connect the drive shaft 24 to the free running sleeve.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Characterised By The Charging Evacuation (AREA)

Claims (13)

  1. Abgasrückführvorrichtung für eine Brennkraftmaschine, umfassend:
    einen Ansaugluftkanal (2);
    ein dem Ansaugluftkanal (2) zugeordnetes Ansaugluft-Regelventil (18); und
    ein Abgasrückführventil (12) zur Rückführung einer geregelten Menge von Brennkraftmaschinen-Abgasen in den Ansaugluftkanal (2);
    einen Steller (22);
    einen ersten bewegungsübertragenden Mechanismus, der zwischen dem Steller (22) und dem Abgasrückführventil (12) angeschlossen ist;
    einen zweiten bewegungsübertragenden Mechanismus, der zwischen dem Steller (22) und dem Ansaugluft-Regelventil (18) angeschlossen ist;
    gekennzeichnet durch
    ein erstes Abkupplungsmittel (26), das im ersten bewegungsübertragenden Mechanismus eingeschlossen ist; und
    eine erste Rückstellfeder (34), die das Abgasrückführventil (12) in einer geschlossenen Stellung vorspannt.
  2. Abgasrückführvorrichtung nach Anspruch 1, gekennzeichnet durch
    ein zweites Abkupplungsmittel (50), das im zweiten bewegungsübertragenden Mechanismus eingeschlossen ist; und
    eine zweite Rückstellfeder (52), die das Ansaugluft-Regelventil (18) in einer geöffneten Stellung vorspannt.
  3. Abgasrückführvorrichtung nach Anspruch 1, gekennzeichnet durch
    eine zweite Rückstellfeder (52), die das Ansaugluft-Regelventil (18) in einer geschlossenen Stellung vorspannt.
  4. Abgasrückführvorrichtung nach Anspruch 2 oder 3, dadurch gekennzeichnet, dass:
    der Steller (22) eine Antriebswelle (24) einschließt;
    der erste bewegungsübertragende Mechanismus eine erste Stellwelle (28)
    einschließt, die mit dem Abgasrückführventil (12) verbunden ist; und
    der zweite bewegungsübertragende Mechanismus eine zweite Stellwelle (36) einschließt, die mit dem Ansaugluft-Regelventil (18) verbunden ist.
  5. Abgasrückführvorrichtung nach Anspruch 4, dadurch gekennzeichnet:
    dass das erste Abkupplungsmittel (26) die Antriebswelle (24) direkt mit der ersten Stellwelle (28) verbindet; und
    dass der zweite bewegungsübertragende Mechanismus einschließt:
    einen Stellhebel (42) an der zweiten Stellwelle (36);
    eine Freilaufhülse (48) mit einem an der Antriebswelle (24) befestigten Kurbelarm (46);
    eine Verbindungsstange (44), die den Stellhebel (42) mit dem Kurbelarm (46) verbindet; und
    dass das zweite Abkupplungsmittel (50) die Antriebswelle (24) mit der Freilaufhülse (48) verbindet.
  6. Abgasrückführvorrichtung nach Anspruch 5, dadurch gekennzeichnet, dass:
    die erste Rückstellfeder (34) der ersten Stellwelle (28) zugeordnet ist; und
    die zweite Rückstellfeder (52) der Freilaufhülse (48) zugeordnet ist.
  7. Abgasrückführvorrichtung nach Anspruch 4, dadurch gekennzeichnet:
    dass das zweite Abkupplungsmittel (50) die Antriebswelle (24) direkt mit der zweiten Stellwelle (36) verbindet; und
    dass der erste bewegungsübertragende Mechanismus einschließt:
    einen Stellhebel an der ersten Stellwelle (28);
    eine Freilaufhülse mit einem an der Antriebswelle (24) befestigten Kurbelarm;
    eine Verbindungsstange, die den Stellhebel mit dem Kurbelarm verbindet; und
    dass das erste Abkupplungsmittel (26) die Antriebswelle (24) mit der Freilaufhülse verbindet.
  8. Abgasrückführvorrichtung nach Anspruch 7, dadurch gekennzeichnet, dass:
    die zweite Rückstellfeder der zweiten Stellwelle (36) zugerodnet ist; und
    die erste Rückstellfeder der Freilaufhülse zugeordnet ist.
  9. Abgasrückführvorrichtung nach irgendeinem der Ansprüche 4 bis 8, dadurch gekennzeichnet, dass das Luft-Regelventil (18) eine Klappe (20) einschließt, die an der zweiten Stellwelle (36) montiert ist, die drehbar im Ansaugluftkanal (2) befestigt ist.
  10. Abgasrückführvorrichtung nach irgendeinem der Ansprüche 4 bis 9, dadurch gekennzeichnet, dass
    das Abgasrückführventil (12) einen Verschlusskörper (16) und eine axial geführte Stellstange (14) einschließt; und
    die erste Stellwelle (28) einen Kurbelarm (32) einschließt, der mit der Stellstange (14) verbunden ist.
  11. Abgasrückführvorrichtung nach irgendeinem der Ansprüche 1 bis 10, dadurch gekennzeichnet, dass das erste und/oder das zweite Abkupplungsmittel (26, 50) eine elektrisch schaltbare Kupplung umfassen.
  12. Abgasrückführvorrichtung nach irgendeinem der Ansprüche 1 bis 11, dadurch gekennzeichnet, dass der Steller (22) ein Elektrodrehmomentmotor ist.
  13. Abgasrückführvorrichtung nach irgendeinem der Ansprüche 1 bis 12, dadurch gekennzeichnet, dass die erste und/oder die zweite Rückstellfeder (34, 52) Torsionsfedern sind.
EP01104948A 2000-03-22 2001-02-28 Abgasrückführvorrichtung für eine Brennkraftmaschine Expired - Lifetime EP1136688B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
LU90551 2000-03-22
LU90551 2000-03-22

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EP1136688A2 EP1136688A2 (de) 2001-09-26
EP1136688A3 EP1136688A3 (de) 2002-06-12
EP1136688B1 true EP1136688B1 (de) 2003-09-17

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DE (1) DE60100768T2 (de)

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CN102770655A (zh) * 2009-12-22 2012-11-07 法雷奥电机控制系统公司 用于控制机动车辆发动机中的废气再循环管路的方法

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FR3007071B1 (fr) * 2013-06-17 2017-02-10 Peugeot Citroen Automobiles Sa Moteur thermique a actionneur commun pour vanne egr et vanne d'air
JP6607711B2 (ja) * 2015-06-22 2019-11-20 株式会社三五 バルブ装置
FR3076863B1 (fr) * 2018-01-18 2021-10-15 Renault Sas Dispositif d'obturation avec un mecanisme de verrouillage

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CN102770655A (zh) * 2009-12-22 2012-11-07 法雷奥电机控制系统公司 用于控制机动车辆发动机中的废气再循环管路的方法

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EP1136688A3 (de) 2002-06-12
DE60100768D1 (de) 2003-10-23
DE60100768T2 (de) 2004-08-05
EP1136688A2 (de) 2001-09-26

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