EP3615787B1 - Vanne pour un moteur à combustion interne - Google Patents

Vanne pour un moteur à combustion interne Download PDF

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Publication number
EP3615787B1
EP3615787B1 EP18718435.3A EP18718435A EP3615787B1 EP 3615787 B1 EP3615787 B1 EP 3615787B1 EP 18718435 A EP18718435 A EP 18718435A EP 3615787 B1 EP3615787 B1 EP 3615787B1
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EP
European Patent Office
Prior art keywords
exhaust gas
channel
gas recirculation
internal combustion
combustion engine
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.)
Active
Application number
EP18718435.3A
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German (de)
English (en)
Other versions
EP3615787A1 (fr
Inventor
Dirk VIERKOTTEN
Patrick SUTTY
Christian Vigild
Andreas Kuske
Franz Arnd Sommerhoff
Jörg Kemmerling
Vanco Smiljanovski
Helmut Kindl
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
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.)
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Publication date
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Publication of EP3615787A1 publication Critical patent/EP3615787A1/fr
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Publication of EP3615787B1 publication Critical patent/EP3615787B1/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
    • F02D9/102—Details of the flap the flap having movable parts fixed onto it
    • 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
    • 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
    • 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
    • F02D9/1025—Details of the flap the rotation axis of the flap being off-set from the flap center axis
    • F02D9/103—Details of the flap the rotation axis of the flap being off-set from the flap center axis the rotation axis being located at an edge
    • 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
    • F02M26/65—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 having an intake duct with an inlet and an outlet, an exhaust gas recirculation duct which opens into the intake duct, a control body, an opening of the exhaust gas recirculation duct which serves as a valve seat for the control body when the exhaust gas recirculation duct is closed, and a shaft serving as the axis of rotation of the control body, to which the control body is fastened eccentrically, the control body moving between a first end position, in which the control body throttles the intake port at least, and a second end position, in which the control body rests on the valve seat at the orifice, by rotating the shaft of the exhaust gas recirculation duct rests, is movable.
  • Control devices are used in internal combustion engines to regulate exhaust gas or air quantities that are to be discharged or fed to the combustion.
  • Combinations of these control valves in which either a valve body controlling both an exhaust gas recirculation channel and an intake channel, or two coupled valve bodies are actuated via a common actuating device, are also known. Accordingly, these valve bodies serve as a combination of an exhaust gas recirculation valve with a throttle valve.
  • the exhaust gas recirculation channel which is mostly arranged in the low-pressure area, opens into the air intake channel immediately downstream of the flap serving as a throttle valve.
  • the throttle flap is then closed to the same extent when the exhaust gas recirculation valve opens, which results in an increase in the pressure drop in the exhaust gas recirculation channel, which increases the proportion of exhaust gas compared to the intake air volume.
  • the exhaust gas recirculation ducts advantageously open outside the flow cross section of the air intake duct, so that both the control body and its drive shaft can be rotated out of the flow cross section.
  • the control body consists of two flap bodies connected to one another via a holding axis, one of which throttles the intake duct and the other can be placed on the valve seat of the exhaust gas recirculation duct.
  • a similar control device in which a valve body arranged parallel to it is fastened to a flap body via a holding axis, so that both bodies are actuated together via an eccentrically arranged rotary shaft, so that when the two flaps rotate, the flap body moves away from the valve seat of the air intake duct , while the valve body approaches the valve seat of the exhaust gas recirculation passage until the air intake passage is fully opened and the exhaust gas recirculation passage is fully closed.
  • the valve seats are each designed as circumferential stops against which the bodies rest circumferentially in their position closing the respective channel.
  • the rotary 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, but outside the flow cross section of the upstream duct section of the intake duct,
  • the DE 10 2014 200 699 A1 discloses such a control device in which a control body selectively closes the air intake duct or the exhaust gas recirculation duct.
  • the rotary shaft is arranged in a trough-shaped depression in the mixing housing between the opening of the exhaust gas recirculation channel and the opening of the inlet channel into the mixing housing.
  • a control device in which a crankcase ventilation duct also opens into the mixing housing is from DE 10 2015 119 432 B3 known.
  • the shaft is arranged in a recess between the mouth of the exhaust gas recirculation duct and the mouth of the inlet duct, so that the shaft is arranged outside of the flow cross section of the air inlet duct.
  • valve body closing the exhaust gas recirculation duct and the valve seat of the exhaust gas recirculation duct are subject to increased wear, which in the long run leads to leaks when the exhaust gas recirculation duct is closed.
  • the control body Due to the fact that the axis of rotation of the shaft is arranged in a plane spanned by the valve seat at the mouth of the exhaust gas recirculation channel, and the control body has a flap body, via which the intake channel can be at least throttled and has a valve body, which rests on the valve seat at the mouth of the exhaust gas recirculation channel can be lowered, with the valve body being attached to the flap body via a holding axle, it is achieved that when the control body is placed on the valve seat of the exhaust gas recirculation duct exclusively axial movement and thus also an exclusively axial force is exerted by the control body on the valve seat, the axial direction being understood to mean a direction perpendicular to the plane spanned by the valve seat.
  • the closure bodies can be adapted to the flow cross sections of the channels and thus also to their valve seats. Furthermore, the two closure bodies can be formed at a distance from one another, as a result of which the two closure bodies can also be inclined relative to one another.
  • a flow housing of the exhaust gas recirculation channel is preferably inserted into an opening of a mixing housing in which the control body can be moved.
  • the valve seat or the mouth of the exhaust gas recirculation channel can be machined accordingly with easy accessibility before being inserted in order to produce a smooth surface, which also avoids transverse forces due to irregularities in the surface.
  • valve seat of the exhaust gas recirculation duct is inclined relative to the central axis of the intake duct in the direction of the outlet of the intake duct. With such an inclination, condensate that forms when the engine is stopped can be guided to a desired position on the valve seat, which is outside the area through which the gas flows, so that when the engine is restarted, the condensate can flow back into the exhaust gas recirculation channel and be vaporized again there.
  • the holding axis in the shape of a circular arc in such a way that the holding axis rests perpendicularly on the flap body and on the valve body.
  • the flap body and the valve body can be easily attached to the retaining axle via a straight bearing surface and the valve body can be connected centrally to the retaining axle, which simplifies the attachment of the retaining axle to the closure bodies and the Durability of the attachment can be improved.
  • the holding axis is straight and extends perpendicularly from the valve body to the flap body. Accordingly, the retaining pin is positioned obliquely to the flap body, which makes it more difficult to attach the retaining pin, but significantly simplifies the manufacture of the retaining pin.
  • the holding axis is arranged centrally on the valve body.
  • the attachment of the relatively small valve body thus remains simple and the retaining axis can be made relatively wide in order to ensure high durability of the control body without having to arrange it in the area of the valve seat when the exhaust gas recirculation channel is closed.
  • the shaft is mounted in the intake duct upstream of the mouth of the exhaust gas recirculation duct in the mixing housing, so that actually only the flap body acts to throttle the intake duct, while the valve body is in its slipstream.
  • the exhaust gas recirculation channel opens into the intake channel at a lowest point of a trough-shaped depression of the mixing housing.
  • the condensate that falls out when the internal combustion engine is stopped runs into this depression and collects in this depression that is outside the flow cross section of the intake channel. It can either be discharged into the exhaust gas recirculation duct when the engine is at a standstill or, if it is not discharged, it can first be vaporized in the mixing housing by the temperature rising during operation before it is entrained in the air flow.
  • the first upstream channel section is delimited by a flap seat, against which the flap body of the control body rests circumferentially in the first end position in a position that completely closes the intake channel. This allows the intake port to be completely sealed.
  • the flap seat is advantageously formed by an axial end of a first housing part of the intake duct, which forms the upstream duct section and protrudes into a second housing part of the mixing housing.
  • This flap seat can also be mechanically processed in a correspondingly simple manner with easy accessibility before attachment to the mixing housing in order to produce smooth contact surfaces.
  • the axis of rotation of the shaft is also arranged in a plane spanned by the flap seat, so that the flap body also performs a purely axial movement on the flap seat when it is placed on the flap seat, which avoids shear forces when it is placed on the flap seat and thus reduces wear .
  • a control device is thus created with which damage to the control body and the valve seat due to lateral forces is reliably avoided by a movement of the control body on the valve seat that is purely perpendicular to the plane spanned by the valve seat, which significantly reduces wear in this area and thus the Tightness when closing the channels is maintained over a long period of time and the durability of the control device is extended.
  • small sizes can be achieved and the assembly and production, in particular of the sensitive valve seats, can be facilitated.
  • the figure 1 shows a side view of a first embodiment of a control device according to the invention in a sectional representation.
  • the figure 2 shows a side view of a second embodiment of a control device according to the invention in a sectional representation.
  • the control device consists of a mixing housing 10 which has an intake duct 12 with an inlet 14 through which air flows and into which an exhaust gas recirculation duct 16 opens, through the mouth 18 of which exhaust gas can flow into the mixing housing.
  • the intake duct 12 runs essentially in a straight direction, while the exhaust gas recirculation duct 16 opens into the mixing housing 10 perpendicularly to the intake duct 12 in the lower region of the mixing housing 10 relative to the surface of the earth.
  • the mixing housing 10 has an outlet 20 from which air or an exhaust gas/air mixture flows to a compressor (not shown).
  • the mixing housing 10 consists of a first, essentially tubular housing part 22, which has a first forms the upstream channel section 24 of the intake channel 12 and whose downstream end is designed obliquely and encloses an angle ⁇ of approximately 75° to a central axis 26 of the housing part 22 .
  • the downstream end of the first housing part 22 is arranged inside a second housing part 28 or is pushed into the second housing part 28 until a flange 30 rests, via which the first housing part 22 is fastened to the second housing part 28 by means of screws 32.
  • the second housing part 28 forms a second channel section 34 of the intake channel 12, in which an opening 36 is formed, which is arranged in the direction of flow at a short distance behind the inclined end of the first housing part 22 and which serves as a receptacle for a flow housing 38, which the orifice 18 of the exhaust gas recirculation duct 16 forms, the central axis 40 of which is arranged perpendicular to the central axis 26 of the intake duct 12 .
  • a shaft 42 is rotatably arranged in the mixing housing 10 and can be actuated via an actuator that is not visible.
  • the shaft 42 forms an eccentric axis of rotation 44 for a control body 46, is arranged perpendicular to the central axes 26, 40 and is arranged between the mouth 18 of the exhaust gas recirculation duct 16 and the axial end of the first housing part 22 and immediately downstream of the first housing part 22.
  • the overall cross section of the first housing part 22 is smaller than that of the second housing part 28, the first housing part 22 being fastened to the second housing part 28 in such a way that a trough-shaped depression 48 formed in the region of the mouth 18 of the exhaust gas recirculation duct 16 is located on the second housing part 28 outside of the flow cross section of the Intake channel 12 is arranged, in which the shaft 42, the second housing part 28 is arranged penetrating.
  • This trough-shaped depression 48 is also formed opposite the connecting piece of the downstream compressor, so that condensate that occurs after the engine is switched off can collect in this depression 48 and possibly flow back into the exhaust gas recirculation channel 16 .
  • this condensate is at the restart outside the flow zone, so that no condensate droplets are entrained and flow to the compressor. Instead, this condensate can evaporate during operation due to the heat from the exhaust gases and can thus be passed through the compressor in a harmless state.
  • the control body 46 is fastened to the shaft 42 and is rotatably arranged within the second channel section 34 and consists of a flap body 50 and a valve body 52 which are connected to one another by a holding axle 54 .
  • the flap body 50 is fastened to the shaft 42 directly or via a retaining element and, like the valve body 52, has a receiving opening through which the retaining pin 54 penetrates, so that the valve body 52 is fastened to the flap body 50 via the retaining pin 54 and with the Flap body 50 is pivoted upon rotation of the shaft 42.
  • the flap body 50 rests against the end of the first housing part 18 acting as the flap seat 56 , while the valve body 52 opens the exhaust gas recirculation channel 16 .
  • the exhaust gas recirculation channel 16 is closed by the valve body 52 to the extent that the flap body 50 opens the intake channel 12 and vice versa.
  • the valve body 52 finally rests on the axial end of the mouth 18 of the exhaust gas recirculation channel, which serves as a valve seat 58 .
  • a plane 60 is spanned by the valve seat 58, in which the axis of rotation 44 of the shaft 42 is arranged.
  • valve seat 58 is designed inclined towards the outlet 20 of the intake channel 12 .
  • the holding axis 54 also has an inclination corresponding to the flap body 50 , while it is aligned perpendicularly to the valve body 52 .
  • the embodiment according to figure 2 corresponds to the figure 1 , except that the holding axis 54' has the shape of a circular arc, so that the holding axis 54' is also aligned perpendicularly to the flap body 50 at the support point.
  • the control device described considerably reduces the wear that occurs in the area of the valve seat and the valve body, since transverse forces that lead to friction are avoided. This leads to a high tightness of the closure of the exhaust gas recirculation duct over a significantly longer period of time.
  • the flap seat according to the shaft, so that the axis of rotation is also arranged in the plane spanned by the flap seat, if increased wear should also occur in this area, which leads to leaks in the long term.

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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)
  • Lift Valve (AREA)

Claims (12)

  1. Appareil de régulation pour un moteur à combustion interne avec
    un canal d'admission (12) avec une entrée (14) et une sortie (20),
    un boîtier de mixage (10)
    un canal de recirculation des gaz d'échappement (16) débouchant dans le canal d'admission (12),
    un corps de régulation (46),
    une embouchure (18) du canal de recirculation des gaz d'échappement (16), qui sert de siège de vanne fixe (58) pour le corps de régulation (46) à l'état fermant le canal de recirculation des gaz d'échappement (16),
    un arbre (42) servant d'axe de rotation (44) du corps de régulation (46), sur lequel le corps de régulation (46) est fixé de manière excentrée,
    le corps de régulation (46) pouvant être déplacé par rotation de l'arbre (42) entre une première position finale, dans laquelle le corps de régulation (46) étrangle au moins le canal d'admission (12), et une deuxième position finale, dans laquelle le corps de régulation (46) repose sur le siège de vanne (58) à l'embouchure (18) du canal de recirculation des gaz d'échappement (16),
    le corps de régulation (46) comprenant un corps de clapet (50) par lequel le canal d'admission (12) peut au moins être étranglé et un corps de vanne (52) qui peut être abaissé sur le siège de vanne (58) à l'embouchure (18) du canal de recirculation des gaz d'échappement (16), le corps de vanne (52) étant fixé au corps de clapet (50) par un axe de fixation (54).
    caractérisé en ce que
    l'axe de rotation (44) de l'arbre (42) est disposé dans un plan (60) défini par le siège de vanne (58) à l'embouchure (18) du canal de recirculation des gaz d'échappement (16).
  2. Appareil de régulation pour un moteur à combustion interne selon la revendication 1,
    caractérisé en ce que
    un boîtier fluidique (38) du conduit de recirculation des gaz d'échappement (16), dont l'extrémité forme le siège de vanne (58) du corps de régulation (46), est emboîté dans une ouverture (30) du boîtier de mélange (10) dans lequel le corps de régulation (46) est mobile.
  3. Appareil de régulation pour un moteur à combustion interne selon l'une des revendications 1 ou 2,
    caractérisé en ce que
    le siège de vanne (58) à l'embouchure (18) du canal de recirculation des gaz d'échappement (16) est incliné par rapport à un axe central (26) du canal d'admission (12) en direction de la sortie (20) du canal d'admission (12).
  4. Appareil de régulation pour un moteur à combustion interne selon la revendication 3,
    caractérisé en ce que
    l'axe de fixation (54) est en forme d'arc de cercle de telle sorte que l'axe de fixation (54) repose verticalement sur le corps de clapet (50) et sur le corps de soupape (52).
  5. Appareil de régulation pour un moteur à combustion interne selon la revendication 3,
    caractérisé en ce que
    l'axe de fixation (54) est droit et s'étend perpendiculairement du corps de vanne (52) au corps de clapet (50).
  6. Appareil de régulation pour un moteur à combustion interne selon l'une quelconque des revendications 2 à 5,
    caractérisé en ce que
    l'axe de fixation (54) est centré sur le corps de vanne (52).
  7. Appareil de régulation pour un moteur à combustion interne selon l'une quelconque des revendications 2 à 6,
    caractérisé en ce que
    l'arbre (42) est supporté dans le canal d'admission (12) en amont de l'embouchure (18) du canal de recirculation des gaz d'échappement (16) dans le boîtier de mixage (10).
  8. Appareil de régulation pour un moteur à combustion interne selon l'une des revendications précédentes,
    caractérisé en ce que
    l'arbre (42) est disposé à l'extérieur d'une section de passage d'une première section de canal (24) amont du canal d'admission (12).
  9. Appareil de régulation pour moteur à combustion interne selon l'une quelconque des revendications 2 à 8,
    caractérisé en ce que
    le canal de recirculation des gaz d'échappement (16) débouche dans le canal d'admission (12) à un point le plus bas d'une cavité (48) en forme de cuvette du boîtier de mixage (10).
  10. Appareil de régulation pour un moteur à combustion interne selon la revendication 8,
    caractérisé en ce que
    la première portion de canal amont (24) est délimitée par un siège de clapet (56) contre lequel le corps de clapet (50) du corps de régulation (46) est en appui circonférentiel dans la première position extrême dans une position fermant complètement le canal d'admission (12).
  11. Appareil de régulation pour un moteur à combustion interne selon la revendication 10,
    caractérisé en ce que
    le siège de clapet (50) est formé par une extrémité axiale d'une première partie de boîtier (22) du canal d'admission (12), qui forme la section de canal amont (24) et fait saillie dans une deuxième partie de boîtier (28) du boîtier de mixage (10).
  12. Appareil de régulation pour un moteur à combustion interne selon la revendication 10 ou 11,
    caractérisé en ce que
    l'axe de rotation (44) de l'arbre (42) est situé dans un plan défini par le siège de clapet (56).
EP18718435.3A 2017-04-27 2018-04-17 Vanne pour un moteur à combustion interne Active EP3615787B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017109062.2A DE102017109062A1 (de) 2017-04-27 2017-04-27 Regelvorrichtung für eine Verbrennungskraftmaschine
PCT/EP2018/059749 WO2018197262A1 (fr) 2017-04-27 2018-04-17 Dispositif de régulation pour un moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP3615787A1 EP3615787A1 (fr) 2020-03-04
EP3615787B1 true EP3615787B1 (fr) 2023-07-12

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Application Number Title Priority Date Filing Date
EP18718435.3A Active EP3615787B1 (fr) 2017-04-27 2018-04-17 Vanne pour un moteur à combustion interne

Country Status (5)

Country Link
US (1) US10871111B2 (fr)
EP (1) EP3615787B1 (fr)
CN (1) CN110546372B (fr)
DE (1) DE102017109062A1 (fr)
WO (1) WO2018197262A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102017109066A1 (de) * 2017-04-27 2018-10-31 Ford-Werke Gmbh Regelvorrichtung für eine Verbrennungskraftmaschine
AT521954B1 (de) * 2019-01-31 2020-07-15 MAN TRUCK & BUS OESTERREICH GesmbH Vorrichtung zur Abgasführung für eine Brennkraftmaschine
US20220381205A1 (en) * 2021-05-25 2022-12-01 Faurecia Emissions Control Technologies, Usa, Llc Valve assembly for vehicle exhaust system

Citations (1)

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EP3452716A1 (fr) * 2016-05-06 2019-03-13 Pierburg GmbH Dispositif de réglage

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DE102017109062A1 (de) 2018-10-31
US10871111B2 (en) 2020-12-22
CN110546372B (zh) 2022-11-01
CN110546372A (zh) 2019-12-06
US20200131998A1 (en) 2020-04-30
EP3615787A1 (fr) 2020-03-04

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