EP3093481A1 - Papillon d'admission d'air pour un moteur à combustion interne et soupape combinée dotée de soupape de recirculation de gaz d'échappement basse pression et papillon d'admission d'air - Google Patents

Papillon d'admission d'air pour un moteur à combustion interne et soupape combinée dotée de soupape de recirculation de gaz d'échappement basse pression et papillon d'admission d'air Download PDF

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Publication number
EP3093481A1
EP3093481A1 EP15290122.9A EP15290122A EP3093481A1 EP 3093481 A1 EP3093481 A1 EP 3093481A1 EP 15290122 A EP15290122 A EP 15290122A EP 3093481 A1 EP3093481 A1 EP 3093481A1
Authority
EP
European Patent Office
Prior art keywords
intake air
air throttle
valve
gap
exhaust gas
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.)
Withdrawn
Application number
EP15290122.9A
Other languages
German (de)
English (en)
Inventor
Dietmar Talmon-Gros
Ulrich Dehnen
Quentin FROSSARD
Thierry Dr. Marimbordes
Jérôme Migaud
Cyril VITARD
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.)
Mann and Hummel GmbH
Original Assignee
Mann and Hummel GmbH
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 Mann and Hummel GmbH filed Critical Mann and Hummel GmbH
Priority to EP15290122.9A priority Critical patent/EP3093481A1/fr
Publication of EP3093481A1 publication Critical patent/EP3093481A1/fr
Withdrawn legal-status Critical Current

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    • 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
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
    • 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

Definitions

  • the present invention relates to an intake air throttle for an internal combustion engine and a combination valve with low-pressure exhaust gas recirculation valve and intake air throttle for an internal combustion engine.
  • the present invention is concerned with low pressure EGR. It is known in the art to structurally combine a low pressure EGR valve and an intake throttle so that both controls operate together. If a larger amount of EGR gas is required, the intake throttle is gradually closed. Reducing the effective cross-section in the intake tract by closing the intake air throttle locally generates a partial negative pressure and thus allows greater removal or supply of exhaust gas.
  • the intake throttle is designed so that it has a high back pressure can generate.
  • the intake air throttle and the intake air passage are designed such that in the closed position of the intake air throttle this completely closes the intake air passage on a part of the circumference and only a defined part of the intake air passage remains free to flow.
  • the problem repeatedly arises that the intake air throttle ices in the open position and then remains immobile in the open position until the freezing point is exceeded.
  • the exercisable on the intake air throttle forces are usually not sufficient for a breakaway of the intake air throttle.
  • the present invention has for its object to provide an intake air throttle and a combination valve with minimal pressure loss and positive icing.
  • An intake air throttle for an internal combustion engine which achieves the object according to the invention comprises an intake air inlet and an outlet, wherein the intake air throttle has an intake air throttle (flap) pivotable in the intake air inlet between an open position and a stowed position, and in the stowed position of the flap during a flow through the intake air inlet along a direction of flow a pressure difference between an inflow side and an outflow side of the flap is adjustable, so that a differential pressure prevails between the inflow side and the outflow side, wherein the flap is dimensioned such that in the stowage position between the flap and an inner wall of the intake air inlet, a gap is provided.
  • the intake air throttle has an intake air throttle (flap) pivotable in the intake air inlet between an open position and a stowed position, and in the stowed position of the flap during a flow through the intake air inlet along a direction of flow a pressure difference between an inflow side and an outflow side of the flap is adjustable, so that
  • a combination valve according to the invention comprises a low-pressure exhaust gas recirculation valve and a corresponding intake air throttle and has an exhaust gas inlet, an intake air inlet and an outlet. Between the exhaust inlet and the outlet, the low-pressure exhaust gas recirculation valve is arranged. In the intake air inlet, in particular in the flow direction of an intake air flow in front of a junction of the exhaust gas inlet, the flap of the intake air throttle is arranged.
  • a particularly preferred embodiment provides that the gap is at least 2 mm wide. This distance has been found in practice to be a particularly good compromise between a still acceptable blocking effect of the flap and the prevention of icing.
  • a preferred embodiment of the invention provides that the gap is provided at a location at which due to the installation position of the intake air throttle or the combination valve by gravity, a water accumulation is to be expected.
  • the gap circulates essentially around the circumference of the flap.
  • the gap is wider at one point, in particular at a point at which water accumulation is to be expected as a result of the installation position of the intake air throttle, than in adjacent circumferential regions of the flap relative to the stowed position the flap.
  • the gap is widest at this point over the entire circumference of the flap. This allows a particularly good optimization with regard to the accumulation effect and the avoidance of icing.
  • the gap is also provided in the open position and / or in an intermediate position between the stowage position and the open position. It is thus not only in the stowed position, but also in all intermediate positions reduces the risk of blocking the flap icing.
  • the effective area of the gap in the flow direction may be 10% of the area of the flap.
  • the gap may not be provided continuously, but split over a plurality of peripheral portions of the flap.
  • the gap allows an idling mass flow of 10 kg / h or more.
  • FIG. 1 shows a combination valve 10.
  • the combination valve 10 has a low-pressure exhaust gas recirculation valve 11 and an intake air throttle 12.
  • the low-pressure exhaust gas recirculation valve 11 is arranged in an exhaust gas inlet channel 14.
  • the exhaust gas inlet 14 may be connected, for example, with the exhaust gas tract downstream of the turbine of a turbocharger.
  • the low-pressure exhaust gas is removed in a diesel engine after the diesel particulate filter and preferably passed through a low-pressure exhaust gas recirculation cooler to reduce the exhaust gas temperature.
  • the low-pressure exhaust gas recirculation valve 11 is in the in FIG. 1 shown embodiment designed as a linearly movable poppet valve. In the position shown, the valve disk is located in the valve seat and thus closes off the exhaust gas inlet 14.
  • the intake air throttle 12 has an intake air throttle valve 121 arranged in an intake air passage with an intake air inlet 16, downstream of an air filter (not shown), for example, in the intake air passage.
  • an intake air throttle valve 121 Upon actuation of the intake air throttle 12, the angular position of the intake air throttle valve 121 changes within the intake air passage, thus reducing the effective cross-section within the intake air passage. This results in a partial pressure gradient from the intake air inlet 16 to the outlet 18. This in turn increases the influx of exhaust gas via the exhaust gas inlet 14. In the outlet 18, the supplied exhaust gas strikes the intake air. This is usually followed by an EGR mixer. There, the supplied exhaust gas is mixed with the intake air.
  • FIG. 2 shows the kinematic element 100 with parts of intake air throttle 12 and low-pressure exhaust gas recirculation valve 11.
  • the kinematics element 100 has a main body 1001, which extends substantially along an axis Y as an elongated cuboid.
  • a first cage 110 is attached at a front end of the elongated in the Y direction cuboid.
  • the inside of the first cage 110 has substantially the shape of a slot whose narrow sides are closed by circles and whose diameter correspond to the width of the slot.
  • the longitudinal sides of the slot substantially parallel to each other.
  • the second cage 120 extends substantially along an axis X.
  • the second cage 120 has a substantially cuboidal geometry in the interior.
  • the geometry tapers. This is for example in FIG. 3 good to see.
  • the cages 110, 120 are arranged substantially at 90 ° to each other. This implies that the engaging in the cages 110, 120 cranks are also offset in its plane of movement by 90 °.
  • the drive pin 113 In the first cage 110 engages a drive pin 113 of a drive crank 112 a.
  • the drive pin 113 is supported by means of a ball bearing.
  • the diameter of the ball bearing drive journal 113 substantially corresponds to the width of the slot of the cage 110.
  • the power crank 112 rotates about an axis X and is driven, for example, by a motor (not shown).
  • the drive journal 113 describes a circular segment path.
  • the drive pin 113 moves within the cage 110 between two end positions and thereby moves the kinematic element 100 linearly along the axis Y. There is no or little play of the drive pin 113 in the direction of the Y axis.
  • the intake throttle valve 121 is rotatably mounted about an axis Z and has a driven crank 122.
  • An output pin 123 of the output crank 122 engages in the second cage 120 a.
  • the output crank 122 is coupled to a torsion spring 124.
  • the torsion spring 124 embodied here by way of example as a cylindrical torsion spring exerts a rotational force on the output crank 122 in such a way that the output pin 123 bears against the second cage 120.
  • a position is shown in which the output pin 123 rests against a first portion 1201 of the second cage 120.
  • the first section 1201 is the section 1201 of the second cage 120 which is located along the axis Y in the direction of the first cage 110.
  • the low-pressure exhaust gas recirculation valve 11 has a valve rod 130, at whose end facing away from the kinematic element 100 end a valve plate 131 is provided.
  • the valve rod 130 is slidably mounted within a sleeve 132.
  • the sleeve 132 is fixedly arranged relative to the kinematic element 100 and serves as a guide for the valve rod 130.
  • At the end of the valve rod 130, which faces the kinematic element 100 there is a stop for a compression spring 114.
  • the compression spring 114 is concentric with the axis Y and arranged to the valve rod 130.
  • the compression spring 114 is executed here by way of example as a spherical compression spring to allow a small space requirement and ease of manufacture.
  • the compression spring 114 exerts a spring force on the valve rod 130 and thus also on the valve disk 131 along the axis Y in the direction of the kinematic element 100 and thus presses the valve disk 131 in the direction of a valve seat. Valve rod 130 and valve plate 131 thus follow a movement of the kinematic element 100 along the axis Y immediately.
  • position of the kinematic element 100 corresponds to a wide opening of the low-pressure exhaust gas recirculation valve 11 and a relatively strong closed position of the intake air throttle 12th
  • Both the compression spring 114 and the torsion spring 124 act rectilinearly on the kinematic element 100 and exert a force that pushes it along the axis Y in the direction of the drive crank 112.
  • the compression spring 114 is supported on the sleeve 132 from.
  • the torsion spring 124 is supported on a housing section, not shown.
  • the output pin 123 follows the second cage 120 and abuts against the first portion 1201, since the torsion spring 124 exerts a corresponding force on the output crank 122. Consequently, the intake air throttle 12 moves in the direction of its open position.
  • the compression spring 114 pushes the valve rod 130 along the axis Y in the direction of the drive crank 112.
  • the valve plate 131 of the low-pressure exhaust gas recirculation valve 11 thus moves in the direction of its closed position.
  • the intake air throttle 12 jammed - for example, by icing or high thermal load - lifts in such a described movement of the kinematic element 100 along the axis Y in the direction of the drive crank 112 of the output pin 123 of the first portion 1201 of the second cage 120th and is taken with continued movement of the kinematic element 100 of the second portion 1202.
  • This idle stroke makes it possible to accelerate the entire mass moved with the kinematic element 100, so that a certain momentum transfer takes place upon impact of the driven pin 123 on the second section 1202 of the second cage 120, so that breakaway can take place from the icing or clamping position of the intake air throttle 12. It is thus possible to exert a considerable breakaway force on the intake air throttle 12 via the drive crank 112.
  • the end position of the intake air throttle 12 is already reached. This can be achieved, for example, by a stop for a movable part of the intake air throttle 12. If the kinematics element 100 then continues its movement, the output journal 123 likewise lifts off from the first section 1201. The resulting idle stroke can be used to ensure that when opening the low-pressure exhaust gas recirculation valve 11 from its closed position initially the intake air throttle 12 remains in its open position. Only after completion of the idle stroke, the output pin 123 contacts the second cage 120 at its first portion 1201 and thus initiates the closing operation of the intake air throttle 12.
  • FIGS. 4 and 5 an alternative embodiment of a kinematic element 200.
  • the basic embodiment is identical to that of the kinematic element 100, so that a description of the structure need not be repeated, but reference is made to the corresponding explanations to the kinematic element 100.
  • the kinematic element 200 does not have a closed cage 120. Instead, an abutment driver structure 220 is provided.
  • a stop 2201 is arranged with respect to the movement axis Y of the kinematic element 200 with respect to a driver 2202. Between stop 2201 and driver 2202 engages a driven pin 123 of the output crank 122 of the intake air throttle 12 a.
  • the output crank 122 is set in rotation about the axis Z and the intake air throttle 12 or its intake air throttle flap 121 is moved.
  • a torsion spring 124 exerts a force on the output crank 122, so that in the present embodiment of the kinematic element 200 the output crank 122 or the output pin 123 abuts against the stop 2201.
  • the restoring force applied by the torsion spring 124 is not sufficient to move the intake air throttle 12 so that the driven pin 123 abuts against the stop 2201. This can occur, for example, in the case of icing of the intake air throttle 12, in the event of jamming or if the torsion spring 124 breaks.
  • the kinematic element 200 has already covered the possible between the stop 2201 and the driver 2202 for the output pin 123 distance, so running the idle stroke.
  • the driver 2202 thus meets FIG. 4 after a "swing recovery" on the rigidly connected to the intake air throttle 12 output pin 123 and tears it with, so that the kinematics 200 in the FIG. 5 shown position occupies.
  • FIG. 6 shows a perspective view of an intake air throttle 312 according to the invention.
  • FIG. 7 is the intake air throttle 312 in an exemplary embodiment of an intake air throttle 20, FIG. 8 integrated in an exemplary embodiment of a combination valve 30.
  • Air ducts have been omitted to better represent the shape of the intake air throttle 312.
  • FIGS. 7 to 14 are also parts of the housing and parts of the air ducts omitted to represent the functionality can.
  • the intake air throttle 20 has an intake air intake passage 16 and an exhaust 18, and is disposed, for example, in the intake air passage after an air cleaner (not shown).
  • the intake air throttle 312 has a throttle shaft 3121 provided with a storage surface 3122 of the intake air throttle 312 at one in the Figures 6 - 11 upper attachment point 3123 and a lower attachment point 3124 is connected.
  • the throttle shaft 3121 is in the Figures 6 - 11 is rotatably supported about an axis Z and is driven by a drive 13.
  • the airflow facing away from outer surface 3125 of the intake throttle valve 312 has a parallel to the axis Z extending first rib 3126 and a perpendicular to the axis Z extending second rib 3127.
  • the basic shape of the storage area 3122 is complex.
  • the airflow facing inner surface 3128 is convex, corresponds in part to a cylindrical shape and partially a dome shape. While in the area of the second rib 3127 the storage area 3122 is substantially spherical or dome-shaped, the storage surface 3122 extends in the region of the attachment points 3123, 3124 substantially parallel to each other and in the Figures 6 - 11 horizontal.
  • the horizontal cross section of the intake air throttle 312 is comparatively small at the attachment points 3123, 3124, while it is greatest in the region of the horizontal second rib 3127.
  • FIG. 7 the intake air throttle 312 is integrated with an intake air throttle 20 into which FIGS. 8-11
  • the intake air throttle 312 is shown integrated into a combination valve 30.
  • the inner surface 161 of the intake air passage having the intake air inlet 16 is shown partially ripped open. It is in the FIGS. 7 and 8th It will be appreciated that the intake air throttle 312 is located in a cavity 162 of the intake air passage. At the same time, the bearing of the intake air throttle valve 312 in the region of the lower attachment point 3124 in the cavity 162.
  • the shaft 3121 of the intake throttle valve 312 is driven in the case of the combination valve 30 by a driven crank 122 of a kinematic element 100 and 200, as already explained above has been.
  • the shaft 3121 may be driven directly by the drive 13. Due to the fact that the intake air throttle 312 covers only half of the inner circumference of the intake air passage, the risk of icing is reduced.
  • the vertical first rib 3126 in the open position of the intake air throttle 312 is the relevant point at which icing with the inner surface 161 of the flow channel can take place. Compared to the total area of the intake air throttle 312, this area is small and thus the breakaway torque also significantly smaller than in conventional throttle body geometries.
  • FIG. 8 While in FIG. 8 the intake throttle valve 312 is shown in the open position, it is located in the FIG. 9 in a partially closed stowage position.
  • the Figures 10 and 11 show the stowage position ( FIG. 10 ) and the open position ( FIG. 11 ) from a different perspective. Due to the adapted to the internal geometry of the intake air duct shape of the intake air throttle 312 results in the open position of FIG. 11 a particularly low pressure drop, since only the shaft 3121 protrudes into the air flow. All other parts of the intake air throttle 312, such as bearings or the storage area 3122 itself, are located in the cavity 162 and thus outside of the air flow.
  • FIGS. 1 and 8 - 11 show two perspective views of a combination valve according to the invention 10.
  • the general structure of the combination valve 10 corresponds to that of the FIGS. 1 and 8 - 11 described combination valves. Identical or comparable features are therefore designated by the same reference numerals. To avoid repetition, only the parts of the combination valve 10 which are relevant to the present invention will be described. In the representation of the combination valve 10 parts of the housing and the air ducts have been omitted in order to better represent the functionality.
  • the combination valve 10 has a low-pressure exhaust gas recirculation valve 11 and an intake air throttle 12.
  • the low-pressure exhaust gas recirculation valve 11 is arranged in an exhaust gas inlet channel 14 of the combination valve 10.
  • the intake air throttle 12 is disposed in an intake air intake passage having an intake air inlet 16 of the combination valve 10.
  • the intake air intake passage is shown cut along its flow direction.
  • the intake air throttle 12 has an intake air throttle 412.
  • the intake air throttle 412 has a throttle shaft 4121 and a storage surface 4122.
  • the storage area 4122 is rotatable about the longitudinal axis Z of the throttle shaft 4121. Upon actuation of the intake air throttle 412, its angular position in the intake air intake passage changes.
  • the in the Figures 12 and 13 shown position corresponds to a closed or stowed position in which the intake air throttle valve 412 generates a maximum back pressure in the intake air intake passage.
  • a rotated by 90 ° about the longitudinal axis Z position of the storage area 4122 is the intake air throttle 412 in the open position and the generated back pressure is minimal.
  • the circumference 4123 of the intake air throttle 412 is adapted in geometry to the geometry of the inner surface 161 of the intake air intake passage. Between the inner surface 161 and the periphery 4123 of the intake air throttle 412, a gap 4124 is provided. In certain embodiments, as in FIG. 13 illustrates that the gap may not be formed uniformly wide over the entire circumference 4123 of the intake throttle valve 412. In an upper region 4125 and in a lower region 4126, the gap is particularly wide, while it is significantly smaller in an intermediate region. Such a division of the gap widths is special makes sense if the combination valve occupies a preferred position in which an ice formation is to be feared.
  • This principle of a gap formation between the intake air throttle valve and the inner wall or the inner surface of the surrounding air duct can of course also with the alternative embodiment of the flap shape of Figures 6 - 11 or / and with the configuration of the kinematic elements 100, 200 for particularly favorable power transmission for a breakaway of the intake air throttle in the clamping / icing case can be advantageously combined.
  • FIGS. 8 and 9 shown embodiment of a combination valve 30 has a two-stage sealing concept with at least three dynamic seals.
  • a first seal 301 is located between the intake air intake passage and a kinematics room 302.
  • the movable elements are arranged, which are provided for driving the low-pressure exhaust gas recirculation valve 11 and the intake air throttle 12.
  • a kinematics element 100, 200, a driven crank 122 for actuating an intake air throttle flap 121, 312, 412, a drive crank 112 for moving the kinematic element 100, 200 are arranged in the kinematics space 302, as shown by way of example in the previously described figures.
  • the first seal 301 is a shaft seal for sealing the kinematics space 302 against the intake air inlet 16 and the flow space between the intake air inlet 16 and the outlet 18, and is particularly attached to the throttle shaft 3121, which serves to move the storage area 3122 of the intake air throttle 312.
  • a second seal 303 seals the kinematics space 302 against the Akturatorraum 304, in which the drive 13 is arranged from.
  • a third seal 305 seals the kinematics chamber 302 against the region of the low-pressure exhaust gas recirculation valve 11.
  • the actuating element of the low-pressure exhaust gas recirculation valve 11 may be provided a shaft seal or a rod seal.
  • the third seal 305 as a rod seal it may itself be formed in two stages and constructed of a gap seal and a rod seal. Between gap seal and rod seal the storage of the rod can be arranged.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
EP15290122.9A 2015-04-30 2015-04-30 Papillon d'admission d'air pour un moteur à combustion interne et soupape combinée dotée de soupape de recirculation de gaz d'échappement basse pression et papillon d'admission d'air Withdrawn EP3093481A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP15290122.9A EP3093481A1 (fr) 2015-04-30 2015-04-30 Papillon d'admission d'air pour un moteur à combustion interne et soupape combinée dotée de soupape de recirculation de gaz d'échappement basse pression et papillon d'admission d'air

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP15290122.9A EP3093481A1 (fr) 2015-04-30 2015-04-30 Papillon d'admission d'air pour un moteur à combustion interne et soupape combinée dotée de soupape de recirculation de gaz d'échappement basse pression et papillon d'admission d'air

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EP3093481A1 true EP3093481A1 (fr) 2016-11-16

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EP15290122.9A Withdrawn EP3093481A1 (fr) 2015-04-30 2015-04-30 Papillon d'admission d'air pour un moteur à combustion interne et soupape combinée dotée de soupape de recirculation de gaz d'échappement basse pression et papillon d'admission d'air

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113405793A (zh) * 2021-07-01 2021-09-17 中国航发沈阳发动机研究所 一种航空发动机可变节流活门试验系统及试验方法

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6367773B1 (en) * 1999-10-07 2002-04-09 Aisan Kogyo Kabushiki Kaisha Throttle valve control device
WO2005002823A2 (fr) * 2003-07-01 2005-01-13 Robert Bosch Gmbh Procede pour produire une unite papillon selon un procede de moulage par injection a deux composants
DE102010000220A1 (de) * 2009-02-06 2010-08-12 Denso Corporation, Kariya-City Hochdruck-AGR-Vorrichtung
US20120055151A1 (en) * 2010-09-08 2012-03-08 Caterpillar Inc. Drain Valve For An Air Intake System Of A Machine
US20120145134A1 (en) * 2010-12-09 2012-06-14 Denso Corporation Exhaust gas recirculation system

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6367773B1 (en) * 1999-10-07 2002-04-09 Aisan Kogyo Kabushiki Kaisha Throttle valve control device
WO2005002823A2 (fr) * 2003-07-01 2005-01-13 Robert Bosch Gmbh Procede pour produire une unite papillon selon un procede de moulage par injection a deux composants
DE102010000220A1 (de) * 2009-02-06 2010-08-12 Denso Corporation, Kariya-City Hochdruck-AGR-Vorrichtung
US20120055151A1 (en) * 2010-09-08 2012-03-08 Caterpillar Inc. Drain Valve For An Air Intake System Of A Machine
US20120145134A1 (en) * 2010-12-09 2012-06-14 Denso Corporation Exhaust gas recirculation system

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113405793A (zh) * 2021-07-01 2021-09-17 中国航发沈阳发动机研究所 一种航空发动机可变节流活门试验系统及试验方法
CN113405793B (zh) * 2021-07-01 2022-06-07 中国航发沈阳发动机研究所 一种航空发动机可变节流活门试验系统及试验方法

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