EP3387245B1 - Dispositif de régulation pour un moteur à combustion interne - Google Patents

Dispositif de régulation pour un moteur à combustion interne Download PDF

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Publication number
EP3387245B1
EP3387245B1 EP16795065.8A EP16795065A EP3387245B1 EP 3387245 B1 EP3387245 B1 EP 3387245B1 EP 16795065 A EP16795065 A EP 16795065A EP 3387245 B1 EP3387245 B1 EP 3387245B1
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EP
European Patent Office
Prior art keywords
exhaust gas
internal combustion
combustion engine
gas recirculation
regulating device
Prior art date
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Application number
EP16795065.8A
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German (de)
English (en)
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EP3387245A1 (fr
Inventor
Dirk VIERKOTTEN
Maximilian Flender
Christian Vigild
Andreas Kuske
Franz Arnd Sommerhoff
Jörg Kemmerling
Helmut Kindl
Vanco Smiljanovski
Hanno Friederichs
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.)
Pierburg GmbH
Ford Werke GmbH
Original Assignee
Pierburg GmbH
Ford Werke GmbH
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Publication of EP3387245A1 publication Critical patent/EP3387245A1/fr
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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
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1005—Details of the flap
    • F02D9/101—Special flap shapes, ribs, bores or the like
    • F02D9/1015—Details of the edge of the flap, e.g. for lowering flow noise or improving flow sealing in closed flap position
    • 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
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1005—Details of the flap
    • F02D9/101—Special flap shapes, ribs, bores 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
    • 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
    • F02M26/50—Arrangements or methods for preventing or reducing deposits, corrosion or wear caused by impurities
    • 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
    • F02M26/70—Flap valves; Rotary valves; Sliding valves; Resilient valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0276—Throttle and EGR-valve operated together

Definitions

  • the invention relates to a control device for an internal combustion engine with an intake duct, an exhaust gas recirculation duct which opens into the intake duct, a housing in which the intake duct and the exhaust gas recirculation duct are formed, a shaft serving as an axis of rotation, on which a control body is eccentrically mounted, and the is arranged perpendicular to the central axes of the intake duct and the exhaust gas recirculation duct, a normal vector of a first surface of the control body pointing to the upstream side of the intake duct and in a second end position in a first end position in which the intake duct is at least throttled upstream of an opening of the exhaust gas recirculation duct and in which the exhaust gas recirculation channel is closed, a normal vector of a second surface of the control body faces the exhaust gas recirculation channel.
  • Such control devices are used in internal combustion engines to control the gas flow to be introduced into a cylinder of an internal combustion engine with regard to its composition of recirculated exhaust gas quantities or freshly drawn-in air quantities.
  • different mixing ratios must be set to achieve minimum exhaust gas values and maximum performance values.
  • Either two separate valves can be used for control, in which case total quantity control is also possible via the two valves, or these control valves contain two valve bodies which are actuated by a common actuating device, so that only the mixture is changed. This execution will used especially in supercharged engines where the total intake volume can be controlled via the performance of the compressor. In order to be able to make a corresponding control device even smaller, it is also known to use only one control body which interacts with both channels instead of two control bodies. In these designs, the exhaust gas recirculation duct usually opens into the air intake duct immediately downstream of the flap serving as a throttle valve.
  • the throttle valve is then closed to the same extent when the exhaust gas recirculation valve is opened, which in addition to increasing the free cross section of the exhaust gas recirculation duct also results in an increase in the pressure gradient in the exhaust gas recirculation duct, which increases the proportion of exhaust gas compared to the amount of air drawn in ,
  • Such an arrangement is for example in the DE 10 2012 101 851 B4 discloses, in which two flaps arranged in parallel are actuated via a common rotary shaft, so that with rotation of the two flaps the first flap moves away from the valve seat of the air intake duct, while the second flap moves away from the valve seat of the exhaust gas recirculation duct, which is arranged perpendicular to the valve seat of the air intake duct , approaches until the air intake duct is fully open and the exhaust gas recirculation duct is completely closed.
  • the valve seats are each designed as stops, against which the flaps rest circumferentially in their position closing the respective duct.
  • the rotating shaft is arranged on a housing wall between the mouth of the exhaust gas recirculation duct and the valve seat in the air intake duct, so that the flow is not influenced by the shaft.
  • a swirl generator is additionally arranged, by means of which a swirl is applied to the exhaust gas flow in order to improve mixing with the air flow.
  • a flap which is arranged in an intake duct and in the interior of which a duct is formed, through which exhaust gas flows, which is introduced into the air flow at the flap end opposite the shaft.
  • This arrangement ensures thorough mixing of the two gas flows, but both the manufacture of the flap is very complex and the connection of the exhaust gas recirculation channel to the flap interior is not possible without leakage. It is not possible to control the amount of exhaust gas returned with this flap.
  • Throttle valves are also known, but in which a throttle valve half is provided with wind deflectors to reduce noise emissions.
  • guide ribs are formed on the second surface, along which an exhaust gas stream flows into the intake duct when the exhaust gas recirculation channel opens, allows the recirculated exhaust gas stream to be directed into the intake duct.
  • condensation of the water in the exhaust gas can be avoided as well as a reduction in performance of the compressor due to poor flow against the impeller and resulting flow resistance due to turbulence.
  • a first valve seat is preferably formed in the intake duct, on which the control body rests with its first surface in its first end position. Such an axial support of the surface on the valve seat results in an almost leak-free closure of the intake duct.
  • a second valve seat is formed at the mouth of the exhaust gas recirculation duct, against which the second surface of the control body lies in its second end position with a region free of ribs.
  • the exhaust gas recirculation duct can also be sealed very well in spite of the guide ribs are closed by using an area for axially supporting the surface on the valve seat, on which no guide ribs are formed.
  • control body has an eccentrically fastened flap with the first and the second surface and a coupling member that extends from the second surface and on which a closing member is formed, which interacts with the second valve seat, wherein the guide ribs extend from the second surface up to the closing member.
  • the guide ribs advantageously extend parallel to one another along the second surface, as a result of which the exhaust gas flow is rectified, which leads to low pressure losses and enables the exhaust gas flow to be oriented in a targeted manner.
  • the guide ribs extend perpendicular to the axis of rotation of the control body.
  • the exhaust gas system is thus specifically introduced into the air flow with low pressure losses.
  • the mixed gas flow can thus be introduced in parallel and straight into a subsequent compressor inlet, which increases its efficiency.
  • the guide ribs can extend at a fixed angle to the axis of rotation of the control body.
  • an angle to the main flow direction of the air can be forced on the exhaust gas flow, as a result of which a spiral flow can be generated at the inlet of the compressor in order to improve performance.
  • the guide ribs inclined to one another in the direction of extension from the axis of rotation to the end remote from the axis of rotation.
  • a kind of fan is spanned by the ribs, the narrow end of which is formed on the side of the flap remote from the shaft.
  • the exhaust gas is bundled and can be introduced, for example, into areas away from the wall, as a result of which the condensation of water from the exhaust gas can be reduced in the case of cold pipe walls, thereby increasing the service life of the compressor.
  • the second surface is preferably curved.
  • Such a curvature also serves to direct the exhaust gas flow into a desired area. For example, with a convex configuration, there is an introduction into the air flow, with a concave configuration of the curvature, an introduction without great mixing with the air flow in the flow shadow of the flap.
  • the curvature is also used accordingly to direct the exhaust gas flow into the desired areas of the duct with the lowest possible pressure loss.
  • the guide ribs are preferably shaped in such a way that the exhaust gas flow can be introduced into a defined area of the intake duct. This may depend on the training and subsequent channel routing. Depending on the internal combustion engine, either thorough mixing, a stratified flow, straight or swirl flows may be desired. Depending on the required flow, a corresponding position of the guide ribs can be formed to improve the engine performance.
  • a plane spanned by the first valve seat to a plane spanned by the second valve seat Plane includes an angle of 70 ° to 80 °.
  • Such a smaller setting angle means that the air and exhaust gas flows are also changed over the entire setting range when the flap rotates. The slope of the control curve thus remains essentially unchanged in this setting range.
  • the first valve seat preferably has a smaller circumference than the section of the intake duct downstream of the first valve seat and the regulating body in its second end position closing the exhaust gas recirculation duct is immersed in a recess in the intake duct, which is arranged in the flow shadow of the upstream section of the intake duct.
  • a control device is thus created, with which both the air mass flow in the intake duct and the exhaust gas mass flow of the exhaust gas recirculation circuit can be regulated, the performance of a subsequent compressor for charging an internal combustion engine being optimized at the same time by improved flow guidance.
  • the flow guidance can be adapted by the guide ribs to the respective requirements of the internal combustion engine or to the existing inflow conditions of the compressor used. Preventing condensation of the water vapor conveyed with the exhaust gas prevents damage to the compressor and, in particular, to its fins.
  • the Figure 1 shows a perspective view of a control device according to the invention in a sectional view.
  • FIGS 2 a) to d schematically show possible arrangements of the guide ribs of a control device according to the invention.
  • the control device consists of a housing 10 which delimits an intake duct 12 and on which an opening 14 of an exhaust gas recirculation duct 16 is formed.
  • the intake duct 12 extends essentially in a straight direction to an axial inlet (not shown) of a compressor housing of a turbocharger, while the exhaust gas recirculation duct 16 opens into the intake duct 12 approximately perpendicularly to the latter.
  • the housing 10 consists of a first, essentially tubular suction housing 18, the downstream end of which is inclined and forms an angle ⁇ of approximately 80 ° to a central axis of the suction channel 12.
  • This suction housing 18 projects with this downstream end into a mixing housing 20, or is inserted into the mixing housing 20 until a flange 22 abuts, via which the suction housing 18 is fastened to the mixing housing 20 by means of screws 24.
  • the mouth 14 of the exhaust gas recirculation channel 16 projects laterally into an opening 26 of the mixing housing 20 and is designed as a separate housing part.
  • the mixing housing 20 forms an extension of the intake duct 12, which in turn subsequently opens into the axial inlet of the compressor housing.
  • a shaft 28 is rotatably mounted about an axis of rotation 30, which can be actuated via an actuator 32.
  • the axis of rotation 30 of this shaft 28 is arranged perpendicular to the central axes of the intake duct 12 and the exhaust gas recirculation duct 16 and is located between the mouth 14 of the exhaust gas recirculation duct 16 at the upstream end of the air flow Exhaust gas recirculation duct 16 and the axial end of the intake housing 18 on its side facing the exhaust gas recirculation duct 16.
  • the flow cross-section of the suction housing 18 is smaller than that of the mixing housing 20, the suction housing 18 being fastened to the mixing housing 20 in such a way that a recess 34 formed downstream of the mouth 14 of the exhaust gas recirculation channel 16 is arranged in the flow shadow of the air flow from the suction housing 18, in which the Shaft 28 penetrates the mixing housing 20.
  • a control body 36 is fastened, which consists of a flap 38 and a closing member 42 fastened to the first flap 38 via a coupling member 40.
  • the flap 38 extends from the shaft 28 into the interior of the mixing housing 20 and controls the flow cross-section of the intake duct 12.
  • the flap 38 cooperates with its first surface 44 with the axial end of the intake housing 18, which serves as the first valve seat 46, on which the flap 38, in the state closing the intake duct 12, rests with its first surface 44 in a first end position, so that in this state a normal vector of the first surface 44 faces the upstream side of the intake duct 12 or the intake housing 18.
  • a bore is formed in the flap 38, in which the coupling member 40 is fastened to the flap 38.
  • This coupling member 40 extends to the side opposite the suction housing 18 perpendicular to the flap 38 and penetrates with its opposite end the closing member 42, which in turn is attached to this end of the coupling member 40.
  • This fastening of the closing member 42 means that when the shaft 28 is rotated into a second end position, in which the closing member 42 rests on a second valve seat 48 formed at the end of the mouth 14 of the exhaust gas recirculation duct 16, the exhaust gas recirculation duct 16 closes.
  • a plurality of guide ribs 52 are formed on a second surface 50 opposite the first surface 44 of the flap 38 and extend from the second surface 50 to the closing member 42, so that these guide ribs 52 are arranged opposite to its mouth 14 when the exhaust gas recirculation channel 16 is closed, without extending into the mouth 14.
  • a normal vector of the second surface 50 points into the exhaust gas recirculation duct 16.
  • An exhaust gas stream is accordingly guided along these guide ribs 52 when the exhaust gas recirculation duct 16 is opened.
  • these guide ribs 52 run parallel to one another and perpendicular to the shaft 28. They are either integrally connected to the flap 38 or are produced in one piece with it.
  • the control body 36 consisting of the flap 38, the guide ribs 52, the closing member 42 and the coupling member 40 is now in the position shown in FIG Figure 1 position shown, the exhaust gas flow is introduced in the same direction as the air flow, so that a uniform, slow-moving mixing takes place without major turbulence and consequently with little pressure loss.
  • This low flow resistance means that a large amount of mixed gas can be supplied to the compressor via the compressor inlet, which increases the performance of the following internal combustion engine.
  • the Figure 2 c) shows a further possible formation of the guide ribs 52 on the surface 50.
  • the distance between these guide ribs 52 decreases with increasing distance from the shaft 28. This means that the guide ribs 52 have an inclination to one another.
  • the exhaust gas flow is bundled centrally accordingly. Any other bundling to another location of the intake duct 12 would also be conceivable with such a version, the central introduction of the exhaust gas stream having the advantage that the hot and water vapor-transporting exhaust gas stream is introduced into an area in which it is not directly related to the respective under certain circumstances, cold walls 56 of the intake duct 12 are routed. Accordingly, any condensation of the water that may occur is significantly reduced, which in turn prevents damage to the blades of the compressor.
  • the guide ribs 52 are again perpendicular to the axis of rotation 30, but they are located on a surface 58 which is concavely curved in cross section, which means that the exhaust gas flow is not conducted directly into the air flow, but instead a stratified flow occurs in the mixing housing 20 which can also prevent the exhaust gas stream from cooling too quickly by mixing it with a possibly cold air stream.
  • the control device described is thus suitable for the very exact metering of an exhaust gas mass flow into an air mass flow and for the exact control of the air mass flow with only one actuator, the flows being able to be directed almost arbitrarily by the use of guide ribs on the second surface of the flap in order to improve the performance of the Optimizing the internal combustion engine or the performance of a downstream compressor without having to use any further internals.
  • the exhaust gas flow can be rectified, bundled or subjected to a swirl by arranging the ribs accordingly. In addition, it can either be kept away from the air flow or be directed directly into it. In addition to degrees of mixing that can be influenced in this way flow resistance or condensation of the exhaust gas can be influenced.

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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)

Claims (13)

  1. Dispositif de réglage pour un moteur à combustion interne avec
    un canal d'admission (12),
    un canal de recirculation des gaz d'échappement (16) débouchant dans le canal d'admission (12),
    un carter (10) dans lequel le canal d'admission (12) et le canal de recirculation des gaz d'échappement (16) sont formés,
    un arbre (28) servant d'axe de rotation (30) sur lequel un corps de réglage (36) est monté de manière excentrique et qui est disposé perpendiculairement aux axes centraux du conduit d'admission (12) et du conduit de recirculation des gaz d'échappement (16),
    dans lequel, dans une première position d'extrémité, dans lequel le canal d'admission (12) est au moins étranglé en amont d'un orifice du canal de recirculation des gaz d'échappement (16), un vecteur normal d'une première surface (44) du corps de réglage (36) est orienté vers le côté amont du canal d'admission (12) et, dans une deuxième position d'extrémité, dans laquelle le canal de recirculation des gaz d'échappement (16) est fermé, un vecteur normal d'une deuxième surface (50) du corps de réglage (36) est orienté vers le canal de recirculation des gaz d'échappement (16),
    caractérisé en ce que
    des nervures de guidage (52) sont formées sur la deuxième surface (50), le long desquelles s'écoule un courant de gaz d'échappement lors de l'ouverture du canal de recirculation des gaz d'échappement (16) dans le canal d'admission (12).
  2. Dispositif de réglage pour un moteur à combustion interne selon la revendication 1, caractérisé en ce qu'un premier siège de soupape (46) est formé dans le canal d'admission (12), sur lequel siège le corps de réglage (36) s'appuie par sa première surface (44) dans sa première position extrême.
  3. Dispositif de réglage pour un moteur à combustion interne selon l'une des revendications 1 ou 2, caractérisé en ce qu'un deuxième siège de soupape (48) est formé à l'embouchure (14) du canal de recirculation des gaz d'échappement (16), sur lequel siège la seconde surface (50) du corps de réglage (36) s'appuie dans sa deuxième position extrême par une zone sans nervures de guidage.
  4. Dispositif de réglage pour un moteur à combustion interne selon l'une des revendications 1 ou 2, caractérisé en ce que le corps de réglage (36) présente un clapet (38) monté de manière excentrique sur l'arbre (28) ayant la première surface (44) et la deuxième surface (50) et un élément d'accouplement (40) qui s'étend à partir de la deuxième surface (50) et sur lequel un élément de fermeture (42) est formé qui coopère avec le deuxième siège de soupape (48), les nervures de guidage (52) s'étendent de la deuxième surface (50) jusqu'à l'élément de fermeture (42).
  5. Dispositif de réglage pour un moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que les nervures de guidage (52) s'étendent parallèlement les unes aux autres le long de la deuxième surface (50).
  6. Dispositif de réglage pour un moteur à combustion interne selon la revendication 5, caractérisé en ce que les nervures de guidage (52) s'étendent perpendiculairement à l'axe de rotation (30) du corps de réglage (36).
  7. Dispositif de réglage pour un moteur à combustion interne selon la revendication 5, caractérisé en ce que les nervures de guidage (52) s'étendent sous un angle fixe par rapport à l'axe de rotation (30) du corps de réglage (36).
  8. Dispositif de réglage pour un moteur à combustion interne selon la revendication 5, caractérisé en ce qu'avec la distance de l'axe de rotation (30) croissant, les nervures de guidage (52) ont une inclinaison croissante vers une perpendiculaire à l'axe de rotation (30).
  9. Dispositif de réglage pour un moteur à combustion interne selon l'une des revendications 1 à 4, caractérisé en ce que les nervures de guidage (52) sont inclinées l'une par rapport à l'autre dans le sens d'extension depuis l'axe de rotation (30) jusqu'à l'extrémité éloignée de l'axe de rotation (30).
  10. Dispositif de réglage pour un moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce que la deuxième surface (50) est courbe.
  11. Dispositif de réglage pour un moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que les nervures de guidage (52) sont formées de telle sorte que le courant de gaz d'échappement peut être introduit dans une région définie du canal d'admission (12).
  12. Dispositif de réglage pour un moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce qu'un plan définie par le premier siège de soupape (46) inclut un angle de 70° à 80° par rapport à un plan défini par le deuxième siège de soupape (48).
  13. Dispositif de réglage pour un moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que le premier siège de soupape (46) présente une circonférence plus petite que le premier siège de soupape (46) en aval du conduit d'admission (12) et le corps de réglage (36), dans sa deuxième position extrême fermant le canal de recirculation des gaz d'échappement (16), est immergé dans un évidement (34) du canal d'admission (12), l'évidement étant disposé dans zone non-turbulente de la partie amont du canal d'admission (12).
EP16795065.8A 2015-12-11 2016-11-14 Dispositif de régulation pour un moteur à combustion interne Active EP3387245B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015121616.7A DE102015121616B4 (de) 2015-12-11 2015-12-11 Regelvorrichtung für eine Verbrennungskraftmaschine
PCT/EP2016/077571 WO2017097540A1 (fr) 2015-12-11 2016-11-14 Dispositif de régulation pour un moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP3387245A1 EP3387245A1 (fr) 2018-10-17
EP3387245B1 true EP3387245B1 (fr) 2020-02-12

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US (1) US10767570B2 (fr)
EP (1) EP3387245B1 (fr)
CN (1) CN108431394B (fr)
DE (1) DE102015121616B4 (fr)
WO (1) WO2017097540A1 (fr)

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Publication number Priority date Publication date Assignee Title
US11441521B2 (en) 2017-08-15 2022-09-13 Volvo Truck Corporation Vaned valve for exhaust gas recirculation line
DE102019115633A1 (de) * 2019-06-07 2020-12-10 Elringklinger Ag Ventileinrichtung
DE102020112870B4 (de) * 2020-05-12 2022-03-24 Borgwarner Inc. Verdichtervorrichtung einer Aufladevorrichtung für eine Brennkraftmaschine

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US10767570B2 (en) 2020-09-08
US20190003401A1 (en) 2019-01-03
WO2017097540A1 (fr) 2017-06-15
CN108431394A (zh) 2018-08-21
DE102015121616A1 (de) 2017-06-14
DE102015121616B4 (de) 2018-06-14
EP3387245A1 (fr) 2018-10-17
CN108431394B (zh) 2020-11-24

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