EP1267067B1 - Dispositif de préparation du mélange pour un moteur à combustion interne - Google Patents

Dispositif de préparation du mélange pour un moteur à combustion interne Download PDF

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Publication number
EP1267067B1
EP1267067B1 EP02010408A EP02010408A EP1267067B1 EP 1267067 B1 EP1267067 B1 EP 1267067B1 EP 02010408 A EP02010408 A EP 02010408A EP 02010408 A EP02010408 A EP 02010408A EP 1267067 B1 EP1267067 B1 EP 1267067B1
Authority
EP
European Patent Office
Prior art keywords
inlet opening
throttle member
inlet
mixture
throttle
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
EP02010408A
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German (de)
English (en)
Other versions
EP1267067A1 (fr
Inventor
Jurij Gartner
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP1267067A1 publication Critical patent/EP1267067A1/fr
Application granted granted Critical
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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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/12—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having slidably-mounted valve members; having valve members movable longitudinally of conduit
    • 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
    • F02M19/00—Details, component parts, or accessories of carburettors, not provided for in, or of interest apart from, the apparatus of groups F02M1/00 - F02M17/00
    • F02M19/02—Metering-orifices, e.g. variable in diameter
    • F02M19/0228—Ring nozzles
    • 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
    • F02M9/00—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position
    • F02M9/12—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position having other specific means for controlling the passage, or for varying cross-sectional area, of fuel-air mixing chambers
    • F02M9/127—Axially movable throttle valves concentric with the axis of the mixture passage

Definitions

  • the invention relates to a mixture preparation device for a Combustion engine.
  • a mixture preparation device for an internal combustion engine is used inter alia. the load of an internal combustion engine by adjusting the flow rate to control through the intake port of the internal combustion engine.
  • a throttle device such as uses a throttle valve, a slide valve or an orifice, either in a carburetor is integrated, or as a separate device in the inlet duct can be provided.
  • an inlet duct is on one side with the combustion chamber for example connected via a valve and on the other side via a Inlet opening opened to the atmosphere.
  • the inlet opening an intake funnel, the throttle element downstream of the inlet funnel or the Inlet opening is arranged around a calming section for the intake air train.
  • the throttle body is therefore in a central section of the Inlet channel provided, which has the disadvantage that the throttle body in the Intake duct vibrating air column or gas column interferes, and thus the filling of the Combustion chamber negatively affected.
  • a disturbance caused by the throttle device is particularly given when the throttle body in the partial load range Partially constricts inlet duct, such as. B. a partially open throttle valve or a partially opened slider.
  • a throttle valve or a slide or another throttle body also provides the full opening of the respective Throttle device represents a disturbance for the air column vibrating in the inlet duct.
  • the open throttle valve always remains in the middle of the inlet duct or with a slide there are edges along the Slider guide, the flow through the inlet channel and the vibration of the Disrupt air column.
  • a throttle device is known, the one between Has two rings received hose, the throttling process and thus the narrowing of a passage cross section by turning the two rings against each other.
  • the throttle flow is more favorable formed, but in this case the throttle is downstream of the inlet opening arranged of the inlet channel, whereby depending on the throttle position a more or less large disturbance of the vibrating air column occurs in the inlet duct.
  • the invention is therefore based on the object Mixture preparation device available for an internal combustion engine places where the load of the internal combustion engine can be varied without the disturbing vibrating air column in the inlet duct.
  • the throttle body of a throttle device at the inlet opening of the Inlet channel is arranged and by a relative movement between the Throttle body and the inlet opening the opening degree of the inlet opening is adjustable compared to the environment, the flow rate through the Inlet channel are controlled, causing a disturbance of the vibrating gas column is avoided within the inlet duct. Since the throttle device on the Inlet opening of the inlet channel is positioned, any constrictions, Interfering edges or throttle bodies located in the inlet duct are eliminated, with a free one and undisturbed flow through the inlet channel is possible.
  • the relative movement between the Throttle body and the inlet opening perpendicular to the plane of the inlet opening or in axial direction to the inlet channel, with a variable, circumferential gap is adjustable between the circumference of the inlet opening and the throttle body.
  • the throttle body as a plate that is perpendicular to the plane of the Inlet opening is movable, or as an insertable into the inlet opening and for Inlet end portion of the inlet duct mating plug or as a combination be formed from plate and plug.
  • a circumferential gap preferably an annular circumferential gap between the circumference of the Inlet opening and the throttle body is adjustable, is particularly advantageous Way the inflow of gaseous medium in the edge area of the Inlet opening, through which the main Inflow of gaseous medium through the inlet opening into the inlet channel he follows. This makes it possible for the flow to flow into the inlet duct minimal disturbance, by changing the size of the circumferential gap The amount of gas sucked in and thus the load of the engine can be regulated.
  • a bypass line is in the throttle body formed, which connects the environment with the inlet duct, being in the Bypass line an additional throttle device is provided to a Flow control for small flow rates, such as idle and to train the lower part of the load range.
  • additional throttle element becomes an additional one Flow rate control for small flow rates provided in register arrangement for flow rate control over the annular gap is controllable. This ensures optimal flow control from idle to guaranteed to the full load range of the internal combustion engine.
  • the one having the inlet opening Inlet end section of the inlet channel as a rotationally symmetrical inlet funnel and the throttle body is designed as a rotationally symmetrical, spherical body, with a centerline of the spherical body and the centerline of the Inlet funnels are congruent.
  • This is a special aerodynamic, annular gap between the inlet funnel and the spherical body, the adjustment of the gap by a Relative movement along the inlet funnel and the spherical body the center lines. This means that either the spherical body in the fixed inlet funnel is moved in and out or that the Inlet funnel opposite the fixed spherical body by means of a first movement device is moved back and forth.
  • the inlet end section which is preferably used as a funnel is designed to retract against the fixed throttle body and to release the annular gap.
  • the throttle body is by means of a second one Movement device perpendicular to the plane of the inlet opening or in the axial Movable towards the inlet duct to the size of the gap (32) between Adjust throttle body and inlet opening.
  • first movement means the length of the inlet duct to match set the current speed of the internal combustion engine and at the same time via the second moving device the size of the gap and thus the current desired load, the first and the second Movement device perform a superimposed and coordinated movement.
  • a fuel valve for introducing fuel into the inlet duct to match the amount of ambient air drawn in provided
  • the fuel valve is preferably arranged in the throttle body and fuel via a fuel outlet opening of the fuel valve in the direction of Center line of the inlet channel is introduced. In this way it is possible Dosing fuel optimally into the air flow and mixing well to get almost any load.
  • the fuel outlet opening of the Fuel valve in a in the throttle body coaxial to the center line of the throttle body trained, open to the inlet cylindrical chamber, the Bypass line is preferably branched onto at least two sub-lines, which in the cylindrical chamber open transversely to the direction of introduction of the fuel. This is a good one, especially when idling and in the lower part-load range Mixing of fuel and air guaranteed.
  • an air collection housing which Inlet opening and the throttle body receives, the air collection housing itself opens to the atmosphere via an air filter.
  • the mixture preparation device has an inlet channel 2 a flow control device 4 for controlling the flow rate a gaseous medium, in particular air, through the inlet channel 2, the to control the load of the internal combustion engine, especially in the middle and serves the upper load range. Furthermore, the mixture preparation device has one additional flow control device 6 for a gaseous medium, in particular air that is used to control the load of the internal combustion engine in the Idle operation and serves in the lower load range. Furthermore, the Mixture preparation device, a fuel valve 8 for injection or Introducing fuel into the intake port 2, the injected The amount of fuel matches the amount drawn in from the environment Air fits. The entire mixture preparation device is relative to one large air collector housing 10, which in turn via an air filter (not shown) is open to the environment.
  • the inlet duct 2 is on one end side 12 with the combustion chamber 14 (only partially shown) connected.
  • a valve seat 15 which is connected via a valve (only symbolically represented by a center line 16) can be closed and opened can.
  • the valve is only activated during the recurring intake process opened, which leads to vibrations of the air column located in the inlet duct 2.
  • the other end side 19 of the inlet channel 2 has an inlet opening 20.
  • One at the End portion 19 arranged end portion 21 of the inlet channel 2 is as an inlet funnel 22 formed, which has a center line 23.
  • the inlet funnel 22 is on one linear, extending longitudinally to a central section 17 of the inlet duct 2, first movement device 24 (only symbolically represented by an arrow) between a front end position shown in FIG. 1 and a rear end position 2 movable back and forth.
  • the inlet opening 20 of the Inlet funnel 22 closed by a throttle body 25.
  • the throttle body 25 has a central, cylindrical section 26, the diameter of which is larger than d1 the diameter d2 of the end section 21 of the inlet channel 2.
  • To the cylindrical section 26 closes on the inlet opening 20 facing Side a part-spherical body 27.
  • At the central cylindrical section 26 another closes on the side opposite the inlet opening part-spherical body 28.
  • a center line 29 of the throttle body 25 is congruent to the center line 23 of the inlet funnel 22 and thus for extension of the inlet channel 2 arranged.
  • the inlet funnel 22 is in the front position according to FIG. 1, it projects the part-spherical body 27 partially into the inlet opening 20, the Inlet opening 20 is closed.
  • the throttle body 25 is in the range of annular portion 30 in which the inlet opening 20 of the inlet funnel 22 in 1 bumps against the throttle body 25 with a provided elastomeric seal 31.
  • the throttle body 25 is in the Air collector housing 10 attached.
  • the flow control device 4 is formed in that the inlet funnel 22 from the front closed position according to FIG. 1 towards the rear position according to FIG. 2 is moved away from the throttle body 25, with an annular gap 32 and a Distance a between the inlet opening 20 and the throttle body 25 is adjustable.
  • the fuel valve 8 has a multiply stepped, cylindrical housing 33 one end of which has a fuel outlet opening 34 serving as a nozzle is arranged.
  • a fuel outlet opening 34 serving as a nozzle is arranged in the throttle body 35 in which the fuel valve 8 is fitted, so that fuel in the direction of the longitudinal extent of the inlet channel 2 and in the middle can be injected to the inlet duct 2.
  • the bore 35 is in the area of Fuel outlet opening 34 as a cylindrical, open towards the inlet opening 20 Chamber 36 formed.
  • a bypass line 37 is formed, which the inside of the Air collection housing 10 and thus the atmosphere with the cylindrical chamber 36 and thus connects to the inlet opening 20.
  • the bypass line 37 has a collecting space 40 formed in the throttle body 25, which does not have a opening shown is connected to the air collection housing 10.
  • Throttle device (not shown) for regulating the bypass line 37 flowing air.
  • the bypass line divides downstream of the additional one Throttle body in two sub-lines 38, which is transverse to the center line 29 of the Throttle body 25 in the cylindrical chamber 36, adjacent to Fuel outlet opening 34 open.
  • the bypass line 37 with the one in it arranged additional throttle body forms an additional Flow control device 6 for regulating smaller ones Air volumes from how they are in idle and in the lower part load range of the Internal combustion engine are needed.
  • a series of throttle bodies 25 is side by side in this way arranged and this row of throttle bodies 25 opposite a row of movable inlet funnels 22 arranged for operation, for example a four-cylinder in-line engine or a four-cylinder engine bank are.
  • the throttle body 25 can advantageously over a second Movement device 39 (only symbolically represented by an arrow) coaxial to first movement device 24 to the inlet opening 20 towards and from the inlet opening 20 can be moved away.
  • This makes it possible to go over the first Movement device 24 primarily matches the length of the inlet channel 2 set the current speed of the internal combustion engine and at the same time via the second moving device 39 the size of the annular gap 32 and to set the currently desired load, the first and second Movement device 24 and 39 a superimposed and coordinated movement To run.
  • the length of the inlet channel 2 can be optimally matched to the Speed are adjusted, on the other hand, the load or the size of the ring-shaped Gap 32 regardless of the length of the inlet channel 2 over the second Movement device 39 can be set as desired.
  • inlet duct 2 it is also possible for the inlet duct 2 to be stationary without the first Form movement device 24 and the annular gap 32 through and moving the throttle body 25 by the second movement device 39 adjust.
  • the throttle body 25 can also be an elliptical one Body or be formed as a body that is approximately the inner shape of the The inlet area of the inlet funnel 22 corresponds.
  • the throttle body 25 can also be formed as a plate which is parallel to the plane of the inlet opening 20th is arranged or as a combination of plate and approximately one of the inner shape of the inlet portion of the inlet funnel 22 corresponding body.
  • This can advantageously the shape of the throttle body 25 and the shape of the Inlet end section 21 of the inlet channel 2 and thus the shape of the liberated Gaps 32 between the inlet opening 20 and the throttle body 25 on the with the length of the inlet duct 2 changing the load setting. For every load setting and also for every speed will have an optimal inflow in allows the inlet channel 2, both the inflow into the inlet channel 2 and the flow in the inlet channel 2 itself is minimally disturbed.
  • the mixture preparation device shown can also be used for this be a finished fuel-air mixture or a mixture of air and regulate flammable gas. It is also possible to use the one shown above Flow control device 4 in combination with a direct injection to combine fuel in the combustion chamber 14.
  • mixture preparation device can also be charged Engine can be used.

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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)

Claims (13)

  1. Dispositif de préparation de mélange pour un moteur à combustion interne doté d'un conduit d'admission (2) pour un milieu gazeux, notamment de l'air, pouvant être relié avec l'un de ses côtés terminaux (12) à la chambre de combustion (14) du moteur à combustion interne et présentant sur l'autre côté terminal un orifice d'admission (20), d'un dispositif de régulation du débit (4) avec un corps d'étranglement (25) pour réguler le débit à travers le canal d'admission (2) et donc la charge du moteur à combustion interne, le corps d'étranglement (25) placé sur l'orifice d'admission (20) pouvant être réglé par un déplacement relatif entre le corps d'étranglement (25) et l'orifice d'admission (20) du degré d'ouverture de l'orifice d'admission (20) par rapport à l'environnement,
    caractérisé en ce qu'
    une conduite de dérivation (37) qui relie l'environnement au conduit d'admission (2) est conçue dans le corps d'étranglement (25), avec un organe d'étranglement supplémentaire prévu dans la conduite de dérivation (37) afin de former un dispositif de régulation du débit (6) supplémentaire pour de faibles débits, comme c'est le cas en marche à vide ou dans la plage de charge partielle inférieure.
  2. Dispositif de préparation de mélange selon la revendication 1,
    caractérisé en ce qu'
    une chambre collectrice supplémentaire (40) est placée dans le corps d'étranglement (25) dans la direction du flux ascendant de l'organe d'étranglement supplémentaire, la chambre collectrice supplémentaire (40) étant reliée à l'environnement.
  3. Dispositif de préparation de mélange selon la revendication 1 ou 2,
    caractérisé en ce qu'
    une soupape de carburant (8) permet d'amener le carburant dans l'orifice d'admission (20) en fonction de la quantité d'air environnant aspiré.
  4. Dispositif de préparation de mélange selon la revendication 3,
    caractérisé en ce que
    la soupape de carburant (8) est placée dans le corps d'étranglement (25), et du carburant est amené de manière coaxiale par rapport à l'axe de symétrie (23) du conduit d'admission (2) via un orifice de sortie de carburant (34) de la soupape de carburant (8).
  5. Dispositif de préparation de mélange selon la revendication 3 ou 4,
    caractérisé en ce que
    l'orifice de sortie de carburant (34) de la soupape de carburant (8) débouche dans une chambre cylindrique (36) ouverte vers le conduit d'admission (2) et conçue dans le corps d'étranglement (25) de manière coaxiale par rapport à l'axe de symétrie (29) du corps d'étranglement (25), et la conduite de dérivation (37) est divisée de préférence en deux conduites partielles (38) qui débouchent dans la chambre cylindrique (36) en diagonale de la direction d'amenée du carburant.
  6. Dispositif de préparation de mélange selon l'une quelconque des revendications 3 à 5,
    caractérisé en ce que
    l'orifice d'admission (20) et le corps d'étranglement (25) sont entourés par un boítier collecteur d'air (10) qui s'ouvre vers l'atmosphère via un filtre à air.
  7. Dispositif de préparation de mélange selon l'une quelconque des revendications 1 à 6,
    caractérisé en ce que
    le déplacement relatif entre le corps d'étranglement (25) et l'orifice d'admission (20) est à la verticale du plan de l'orifice d'admission (20) ou dans la direction axiale du conduit d'admission (2), avec une fente circulaire modifiable (32) peut être réglée entre la périphérie de l'orifice d'admission (20) et le corps d'étranglement (25).
  8. Dispositif de préparation de mélange selon l'une quelconque des revendications 1 à 7,
    caractérisé en ce que
    la section finale (21) du conduit d'admission (22) logeant l'orifice d'admission (20) est conçue en tant que trémie d'admission à symétrie de révolution (22) et le corps d'étranglement (25) est conçu en tant que corps sphérique (27), dont un axe de symétrie (29) du corps sphérique (27) et un axe de symétrie de la trémie d'admission (20) coïncident, et le déplacement relatif entre l'orifice d'admission (20) et le corps d'étranglement (25) permet d'effectuer une fente annulaire (32) modifiable en longueur et en largeur entre la trémie d'admission (22) et le corps sphérique (27).
  9. Dispositif de préparation de mélange selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le corps d'étranglement (25) est disposé en tant que plaque parallèle au plan de l'orifice d'admission (20), en tant que bouchon pouvant être introduit dans l'orifice d'admission (20) et adapté à la section finale d'admission (21) du conduit d'admission (2) ou encore en tant qu'association d'une plaque et d'un bouchon.
  10. Dispositif de préparation de mélange selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    la section finale (21) du conduit d'admission (2) logeant l'orifice d'admission (20) peut être déplacée de manière télescopique par rapport au conduit d'admission restant (2) à l'aide d'un premier manipulateur (24) afin d'effectuer le déplacement relatif entre le corps d'étranglement (25) et l'orifice d'admission (20), la longueur du conduit d'admission (2) étant réduite par le déblocage croissant de la fente (32) entre le corps d'étranglement (25) et l'orifice d'admission (20).
  11. Dispositif de préparation de mélange selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le corps d'étranglement (25) peut être déplacé à l'aide d'un deuxième manipulateur (39) à la verticale du plan de l'orifice d'admission (20) ou dans la direction axiale du conduit d'admission (2) afin de régler la dimension de la fente (32) entre le corps d'admission (25) et l'orifice d'admission (20).
  12. Dispositif de préparation de mélange selon l'une quelconque des revendications précédentes,
    caractérisé en ce qu'
    un joint (31), de préférence en élastomère, est prévu dans la zone de contact entre l'orifice d'admission (20) et le corps d'étranglement (25) lorsque la fente (32) est fermée entre l'orifice d'admission (20) et le corps d'étranglement (25).
  13. Procédé d'utilisation d'un dispositif de préparation de mélange pour un moteur à combustion interne selon l'une quelconque des revendications précédentes 1 à 12, la charge du moteur à combustion interne étant réglée par un déplacement relatif entre le corps d'étranglement (25) et l'orifice d'admission (20) du conduit d'admission (2),
    caractérisé en ce que
    de plus petits débits, comme pour une marche à vide et une charge partielle inférieure du moteur à combustion interne, sont réglés par un organe d'étranglement supplémentaire placé dans une conduite de dérivation (37).
EP02010408A 2001-06-13 2002-05-08 Dispositif de préparation du mélange pour un moteur à combustion interne Expired - Lifetime EP1267067B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10128785A DE10128785A1 (de) 2001-06-13 2001-06-13 Gemischaufbereitungsvorrichtung für einen Verbrennungsmotor
DE10128785 2001-06-13

Publications (2)

Publication Number Publication Date
EP1267067A1 EP1267067A1 (fr) 2002-12-18
EP1267067B1 true EP1267067B1 (fr) 2004-02-25

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EP02010408A Expired - Lifetime EP1267067B1 (fr) 2001-06-13 2002-05-08 Dispositif de préparation du mélange pour un moteur à combustion interne

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EP (1) EP1267067B1 (fr)
DE (2) DE10128785A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10329400A1 (de) 2003-06-30 2005-02-03 Siemens Ag Zusatzsteuerventileinrichtung für einen Einlasskanal einer Kolbenbrennkraftmaschine
US7263970B2 (en) * 2005-01-21 2007-09-04 Honda Motor Co., Ltd. Intake flow control apparatus for an internal combustion engine
DE102010042573A1 (de) * 2010-10-18 2012-04-19 Robert Bosch Gmbh Drosseleinrichtung
FR3019226B1 (fr) * 2014-03-25 2019-04-26 Romain Besret Systeme d'admission pour moteur a combustion interne

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1503086A (en) * 1976-06-25 1978-03-08 Ford Motor Co Internal combustion engine throttle valve assembly
US4805573A (en) * 1988-02-22 1989-02-21 General Motors Corporation Engine with variable area intake passages
DE3939508A1 (de) * 1989-08-12 1991-02-14 Arne Dipl Ing Walde Vorrichtung zur steuerung der luft- und/oder kraftstoffmenge in verbrennungskraftmaschinen
US5092284A (en) * 1990-09-10 1992-03-03 Yamaha Hatsudoki Kabushiki Kaisha Control valve arrangement for engine
DE4239975C1 (de) * 1992-11-27 1994-04-28 Bayerische Motoren Werke Ag Drosselsystem einer Brennkraftmaschine
DE19520301A1 (de) * 1995-06-02 1996-12-05 Bosch Gmbh Robert Drosselvorrichtung für Brennkraftmotoren
DE19634913A1 (de) * 1996-08-29 1998-03-05 Pierburg Ag Schaltsaugrohr für Brennkraftmaschinen
DE29815458U1 (de) * 1998-08-13 1998-11-26 Lenz, Josef, 85614 Kirchseeon Saugrohr mit Drosselkörper-Steuerung für Verbrennungsmotore aller Art

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EP1267067A1 (fr) 2002-12-18
DE50200252D1 (de) 2004-04-01
DE10128785A1 (de) 2002-12-19

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