EP3234337A1 - Conduite d'air pour une tubulure d'admission de moteur à combustion interne, en particulier d'un véhicule à moteur - Google Patents

Conduite d'air pour une tubulure d'admission de moteur à combustion interne, en particulier d'un véhicule à moteur

Info

Publication number
EP3234337A1
EP3234337A1 EP15813023.7A EP15813023A EP3234337A1 EP 3234337 A1 EP3234337 A1 EP 3234337A1 EP 15813023 A EP15813023 A EP 15813023A EP 3234337 A1 EP3234337 A1 EP 3234337A1
Authority
EP
European Patent Office
Prior art keywords
air
air line
channel
compressor
guide ribs
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Withdrawn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
EP15813023.7A
Other languages
German (de)
English (en)
Inventor
Martin Matt
Andrea Schuster
Michael Onischke
Vivak LUCKHCHOURA
Jan SCHÜSSLER
Marco CIGARINI
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.)
Mahle International GmbH
Original Assignee
Mahle International 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 Mahle International GmbH filed Critical Mahle International GmbH
Publication of EP3234337A1 publication Critical patent/EP3234337A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F02M26/13—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
    • F02M26/19—Means for improving the mixing of air and recirculated exhaust gases, e.g. venturis or multiple openings 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10262—Flow guides, obstructions, deflectors or the like
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1015—Air intakes; Induction systems characterised by the engine type
    • F02M35/10157—Supercharged engines
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10222—Exhaust gas recirculation [EGR]; Positive crankcase ventilation [PCV]; Additional air admission, lubricant or fuel vapour admission
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/12—Intake silencers ; Sound modulation, transmission or amplification
    • F02M35/1205—Flow throttling or guiding
    • F02M35/1216—Flow throttling or guiding by using a plurality of holes, slits, protrusions, perforations, ribs or the like; Surface structures; Turbulence generators
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/12—Intake silencers ; Sound modulation, transmission or amplification
    • F02M35/1272—Intake silencers ; Sound modulation, transmission or amplification using absorbing, damping, insulating or reflecting materials, e.g. porous foams, fibres, rubbers, fabrics, coatings or membranes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/40—Casings; Connections of working fluid
    • F04D29/42—Casings; Connections of working fluid for radial or helico-centrifugal pumps
    • F04D29/4206—Casings; Connections of working fluid for radial or helico-centrifugal pumps especially adapted for elastic fluid pumps
    • F04D29/4213—Casings; Connections of working fluid for radial or helico-centrifugal pumps especially adapted for elastic fluid pumps suction ports
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/66—Combating cavitation, whirls, noise, vibration or the like; Balancing
    • F04D29/661—Combating cavitation, whirls, noise, vibration or the like; Balancing especially adapted for elastic fluid pumps
    • F04D29/667—Combating cavitation, whirls, noise, vibration or the like; Balancing especially adapted for elastic fluid pumps by influencing the flow pattern, e.g. suppression of turbulence
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
    • F05B2250/00—Geometry
    • F05B2250/50—Inlet or outlet
    • F05B2250/501—Inlet
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
    • F05B2260/00—Function
    • F05B2260/96—Preventing, counteracting or reducing vibration or noise
    • F05B2260/964—Preventing, counteracting or reducing vibration or noise by damping means
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to an air line for an intake of a
  • Such an air duct comprises at least one air-flow channel, by means of which the air to at least one in the
  • Intake tract downstream of the air duct can be arranged or routed compressor for compressing the air.
  • Air duct arranged. Further, in the intake passage of the compressor is arranged, which is arranged with respect to the flow direction of the air through the air line downstream of the air line. During her operation, the sucks
  • Air line flows through and then compressed by means of the compressor, so that an efficient operation of the internal combustion engine can be displayed.
  • Such an air line can also be found, for example, in DE 10 2010 047 823 A1 as known.
  • Object of the present invention is therefore to provide an air line of the type mentioned, by means of which a particularly efficient operation of the compressor and thus the internal combustion engine can be realized in total.
  • the air duct to have an air guiding device, by means of which a forward flow of the air extending in the direction of the compressor can be influenced while reducing swirling of the air.
  • the air guiding device is not designed for influencing a backward flow of the air away from the compressor, but instead
  • Air guiding device serves to influence the forward flow of the air in the direction of the compressor.
  • turbulence disturbances in an inflow region to the compressor and in particular to a compressor wheel can be kept at least low by means of the louver device, so that a particularly high efficiency of the compressor can be realized, especially in nominal load operation of the internal combustion engine.
  • the louver in particular in nominal load operation or
  • Intake tract can be realized.
  • the air guiding device a plurality of at least partially delimiting the channel wall of the air line to the inside projecting and circumferentially of the air line spaced apart guide ribs for influencing the running in the direction of the compressor
  • the number of guide ribs is preferably kept particularly low.
  • the air guiding device has not more than nine, preferably not more than four, guide ribs.
  • a possible pressure loss disadvantage can at least be avoided or overcompensated in comparison to an ideal routing without narrow radii.
  • the air duct can be configured with very narrow radii, thereby keeping the overall space requirement of the air duct and thus the internal combustion engine with the intake tract as a whole particularly low.
  • the guide ribs are arranged at an outlet end of the channel.
  • the guide ribs are arranged exclusively at this outlet end.
  • the channel may have a curve shape such that it has a curve inside and a curve outside.
  • the guide ribs are then preferably distributed so that they have a greater number on the inside of the curve of the channel and / or in the circumferential direction to each other at a smaller distance than on the curve outside of the channel.
  • Druchströmungswiderstands is an embodiment in which the channel of an inlet port of the air line, through which the air in the
  • the Channel can enter, up to an outlet port of the air line, through which the air can escape from the channel, extending continuously.
  • the channel may be formed by a tubular body of a shell body of the air duct in the
  • a gap is formed radially between the tubular body and shell body.
  • the tubular body can now have a perforation, through which the channel is connected Fludisch with the gap.
  • a silencer can be realized by means of the perforation and the gap. Then the gap forms an expansion chamber. If the intermediate space is also filled with a sound-absorbing material, that is to say with an absorber material, the intermediate space can also form an absorption chamber.
  • the shell body has a port for introducing a gaseous fluid into the air, which is fluidically connected to the gap, so that the fluid through the port, through the gap, through the perforation in the channel and can flow.
  • a homogeneous admixture of the fluid to the air flow can be realized.
  • the fluid is e.g. To exhaust gas, which is supplied as part of an exhaust gas recirculation of the air, or to blow-by gas, which is supplied as part of a crankcase ventilation of the air.
  • the air line can be configured as a blow-by gas inlet device.
  • the tubular body can lead from an inlet connection formed on the shell body of the air duct to an outlet port formed on the shell body. This also results in a reduced flow resistance.
  • Supplying air to the internal combustion engine is suitable and determined, has an air line of the type presented above and a compressor to which the air line is connected on the outlet side.
  • the compressor is expedient part of an exhaust gas turbocharger.
  • the intake section may include an air filter upstream of the air line.
  • Fig. 1 is a schematic perspective view of an air duct according to a first
  • Internal combustion engine with at least one air-flow channel for guiding the air to at least one can be arranged in the intake tract downstream of the air line compressor for
  • the air duct has an air guiding device, by means of which a forward flow of the air extending in the direction of the compressor can be influenced by reducing the turbulence of the air;
  • FIG. 2 shows a detail of a schematic perspective view of the air duct according to a second embodiment
  • FIG. 3 shows a detail of a schematic perspective view of the air duct according to a third embodiment
  • FIG. 4 shows a detail of a schematic perspective view of the air duct according to a fourth embodiment.
  • Fig. 5 is a circuit diagram-like schematic diagram of an internal combustion engine with an intake, in which such an air line is arranged.
  • FIG. 1 shows, in a schematic perspective view, an air duct 10 as a whole, according to a first embodiment, for an intake tract of an internal combustion engine designated by 46 in FIG. 5, which is designated by 48 in FIG. 5.
  • the internal combustion engine 48 sucks air via the intake tract 46, which flows through the intake tract 46 and thus the air line 10.
  • the air line 10 is also referred to as a clean air line.
  • a compressor 52 shown in FIG. 5 is arranged in the intake tract 46, the compressor 52 being arranged downstream of the air line 10 with respect to a flow direction S of the air through the intake tract 46. This means that the air first the air duct 10 and then the
  • Compressor 52 flows through, so that the air is guided or conducted by means of the air line 10 to the compressor 52.
  • the air line 10 comprises a channel 12, through which the air can flow, by means of which the air is led to the compressor 52.
  • the air line 10 in this case has a connection region 14, via which
  • the air duct 10 has a curved course.
  • the air line 10 is constructed with at least one radius.
  • the radius is particularly low, so that the air line 10 is strongly curved.
  • the air is deflected or diverted by means of the air line 10 in comparison to a straight-line flow of the air.
  • the air duct 10 here has a curved course, wherein by the curve shape or curvature of a curve inside 28 and a
  • Curve outside 30 are defined.
  • the compressor 52 as shown in FIG. 5, a compressor housing 56 and a compressor 58, which in the compressor housing 56 about an axis of rotation relative to the
  • Compressor housing 56 is rotatably arranged.
  • the compressor housing 56 has at least one air duct, which in the finished state of the
  • Intake tract 46 is fluidly connected to the channel 12. As a result, the air flowing through the channel 12 out of the channel 12 and into the channel of
  • Compressor housing 56 flow, so that the air through the channel of the Compressor housing 56 is guided to the compressor 58.
  • the compressor wheel 58 has a plurality of compressor blades, which are impinged by the air. The air is compressed by means of the compressor wheel 58.
  • the compressor 52 is a component of an exhaust gas turbocharger 50, which also includes a turbine 54 arranged in an exhaust tract 60 of the internal combustion engine 48.
  • the turbine 54 is driven by exhaust gas of the internal combustion engine 48, wherein the compressor 52 is driven by the turbine 54.
  • energy contained in the exhaust gas can be used to compress the air.
  • Demenschend leads in Fig. 5, the intake manifold 46 to an engine block 62 of
  • Internal combustion engine 48 in which the combustion chambers are located while the exhaust duct 60 leads away from the engine block 62.
  • Internal combustion engine 48 to be able to realize a total of, the air duct 10 a with respect to the flow direction S of the air upstream of the connection portion 14 arranged louver 16, by means of which, while reducing
  • the air guiding device 16 does not serve to influence a reverse flow of the air away from the compressor 52, but the said forward flow of the air is influenced by means of the air guiding device 16.
  • the forward flow has the flow direction S, with which the air, the air duct 10 and its channel 12th
  • the louver 16 has exactly one
  • unwanted turbulence or turbulence of the air can be at least reduced or kept low.
  • the transverse rib 18 extends continuously over a flow cross-section through which the air can flow through the channel 12 and thus the air duct 10.
  • the transverse rib 18 has a straight course and extends, for example, through the center of the preferably at least substantially Circular flow cross section, so that the channel 12 is at least substantially circular in shape at least in the region of the flow cross-section.
  • Air line 10 is limited, wherein the wall is formed for example of a plastic.
  • the transverse rib 18 extends continuously from one region of the wall to an opposite region of the wall, wherein it is preferably provided that the transverse rib 18 is formed integrally with the wall and therefore preferably made of a plastic.
  • Fig. 2 shows a second embodiment of the air duct 10. In the second
  • the louver 16 a plurality of guide ribs 20a-i, which project from the in Fig. 2 at 22 and the channel 12 at least partially delimiting wall of the air duct 10 inwardly.
  • the guide ribs 20a-i are in the radial direction of the air duct 10 and the channel 12 inwardly from the wall 22 and are spaced from each other in the circumferential direction U of the air duct 10.
  • the number of guide ribs 20a-i is low.
  • the air guiding device 16 comprises at most nine guide ribs 20a-i.
  • the guide ribs 20a-i each have an in
  • Circumferential direction U of the air duct 10 extending width of 2.5 millimeters, extending in the radial direction of the air duct 10 and the channel 12 height of 5.75 millimeters and in the flow direction S of the air or in the longitudinal direction of the air duct 10 extending length of 15 millimeters
  • the length is also referred to as the depth of the guide ribs 20a-i.
  • the guide ribs 20a-i have a ratio of their width B to their height H of 2.5 to 5.75.
  • the air guiding device 16 comprises exactly four guide ribs 20a-d, which are unevenly distributed, for example, in the circumferential direction U of the air line 10.
  • the guide rib 20a and the guide rib 20c each have a width of 2.5 millimeters, a height of 10 millimeters and a length
  • the guide ribs 20b and 20d preferably have a width of 2.5 millimeters, a height of 10 millimeters and a length or depth of 10 millimeters. This means that the guide ribs 20a-d of the third embodiment have a ratio of their width to their height of 0.25. It was surprisingly found that thereby the
  • Forward flow of the air can be influenced particularly advantageous.
  • the respective guide ribs 20a-d have a length or depth in a range of up to and including 10 millimeters
  • Fig. 4 shows a fourth embodiment of the air duct 10, which basically corresponds to the third embodiment.
  • the outer guide ribs 20a and 20c are spaced at most 1 10 degrees.
  • the outer guide ribs 20a and 20c with the central axis 24 of the narrowest inner radius of the air duct 10 include a respective angle ⁇ of at most 1 10 degrees.
  • the guide ribs 20a and 20b form a first Leitrippenpan, wherein the guide ribs 20c and 20d form a second Leitrippencover.
  • the guide ribs 20c and 20d it is illustrated that the respective guide ribs 20c and 20d or 20a and 20b of the respective guide rib pair are spaced apart by an angle ⁇ of 40 degrees.
  • the guide ribs 20a and 20b or 20c and 20d are spaced apart by 40 degrees relative to the circumference of the air duct 10, whereby the forward flow of the air can be influenced in a particularly advantageous manner.
  • louver 16 flow separations with turbulence in front of the compressor 52, in particular the compressor inlet, can be kept at least low or avoided.
  • turbulence in the compressor 52 itself can be avoided or minimized, so that a particularly efficient operation of the compressor 52 and the internal combustion engine 48 can be represented.
  • the air duct 10 with a particularly small radius that is, with a strong curvature, be designed to keep their space requirements low.
  • the guide ribs 20a-d lead to a higher pressure loss upstream of the compressor 52 and to a lower pressure loss downstream of the compressor 52 and thus to a higher one Pressure ratio and a higher efficiency.
  • the boost pressure at the outlet of the compressor 52 is thus higher with simultaneous lower compressor power.
  • the compressor 52 can be operated with a particularly high efficiency, so that a particularly efficient and fuel-efficient operation of the internal combustion engine 48 can be realized.
  • the guide ribs 20a-i are preferably distributed in the circumferential direction U such that a larger number of guide ribs 20a-i are arranged on the inside of the curve 28 than on the outside of the curve 30. Additionally or alternatively, too be provided that the guide ribs 20a-i are arranged on the inside of the curve 28 with a greater density, ie with kelieneren distances from one another in the circumferential direction U than on the outside of the curve 30. In particular, an embodiment is conceivable in which only at the
  • Tubular body 32 is formed, which is enclosed by a shell body 34 of the air duct 10 in the circumferential direction U. This is done so that radially between
  • the tubular body 32 is also provided with a perforation 40 through which the 12 channel is fludically connected to the gap 36.
  • the pipe body 32 expediently leads from an inlet connection 42 of the air duct 10 formed on the shell body 34 to an outlet connection 44 formed on the shell body 34. This also results in a reduced one
  • the shell body 34 has a port 38 for introducing a gaseous fluid into the air, which is fluidly connected to the gap 36, so that the fluid through the port 38, through the gap 36, through the Perforation 40 in the tubular body 32 and in the channel 12 and can flow.
  • the fluid is e.g. to exhaust gas, which is supplied as part of an exhaust gas recirculation of the air, or to blow-by gas, in the context of a
  • crankcase ventilation is supplied to the air.
  • a crankcase ventilation is shown and designated 64.
  • a blow-by-gas line 66 leads to the air line 10.
  • the air line 10 can be designed as a blow-by gas inlet device.
  • the crankcase breather 64 also has an oil mist separation, not shown here.
  • the intake tract 46 of the internal combustion engine 48 which is suitable and intended for supplying air to the internal combustion engine 48, contains the air line 10 and the compressor 52, to which the air line 10 is connected on the outlet side.
  • the intake tract 46 includes an air filter 68 upstream of the air line 10.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Supercharger (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Abstract

Conduite d'air (10) pour une tubulure d'admission d'un moteur à combustion interne, qui comporte au moins un canal (12) traversé par de l'air, destiné à guider l'air vers au moins un compresseur pouvant être disposé dans la tubulure d'admission en aval de la conduite d'air (10) pour comprimer l'air, ladite conduite d'air (10) comportant un dispositif de guidage d'air (16) à l'aide duquel un flux d'air avançant en direction du compresseur peut être influencé, avec réduction simultanée des tourbillonnements d'air.
EP15813023.7A 2014-12-19 2015-12-15 Conduite d'air pour une tubulure d'admission de moteur à combustion interne, en particulier d'un véhicule à moteur Withdrawn EP3234337A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014019147.8A DE102014019147A1 (de) 2014-12-19 2014-12-19 Luftleitung für einen Ansaugtrakt einer Verbrennungskraftmaschine, insbesondere eines Kraftwagens
PCT/EP2015/079735 WO2016096813A1 (fr) 2014-12-19 2015-12-15 Conduite d'air pour une tubulure d'admission de moteur à combustion interne, en particulier d'un véhicule à moteur

Publications (1)

Publication Number Publication Date
EP3234337A1 true EP3234337A1 (fr) 2017-10-25

Family

ID=54884032

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15813023.7A Withdrawn EP3234337A1 (fr) 2014-12-19 2015-12-15 Conduite d'air pour une tubulure d'admission de moteur à combustion interne, en particulier d'un véhicule à moteur

Country Status (7)

Country Link
US (1) US20190101084A1 (fr)
EP (1) EP3234337A1 (fr)
JP (1) JP2018503022A (fr)
KR (1) KR20170097081A (fr)
CN (1) CN107002602A (fr)
DE (1) DE102014019147A1 (fr)
WO (1) WO2016096813A1 (fr)

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EP3505737A4 (fr) * 2016-10-11 2019-09-25 Mazda Motor Corporation Structure de passage d'admission pour moteur à turbocompresseur
DE102019110247A1 (de) * 2018-04-19 2019-10-24 Mann+Hummel Gmbh Rohrabschnitt eines Ansaugrohrs für einen Luftansaugtrakt einer Brennkraftmaschine
DE102019101396A1 (de) * 2019-01-21 2020-07-23 Volkswagen Aktiengesellschaft Baugruppe für eine Luftversorgung eines Verbrennungsmotors und Luftversorgungstrakt für einen Verbrennungsmotor mit einer solchen
DE102019006128A1 (de) * 2019-08-30 2021-03-04 Deutz Aktiengesellschaft Saugmotor mit Reflektor Ansaugsystem
CN111140407B (zh) * 2020-04-02 2020-08-21 潍柴动力股份有限公司 Egr混合器及发动机
US11225936B1 (en) * 2021-02-24 2022-01-18 Ford Global Technologies, Llc Exhaust gas recirculation system for a vehicle engine

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DE102014019147A1 (de) 2016-06-23
US20190101084A1 (en) 2019-04-04
JP2018503022A (ja) 2018-02-01
KR20170097081A (ko) 2017-08-25
CN107002602A (zh) 2017-08-01
WO2016096813A1 (fr) 2016-06-23

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