GB2506260A - Engine Arrangement with a Boost Control Unit - Google Patents

Engine Arrangement with a Boost Control Unit Download PDF

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Publication number
GB2506260A
GB2506260A GB1313337.6A GB201313337A GB2506260A GB 2506260 A GB2506260 A GB 2506260A GB 201313337 A GB201313337 A GB 201313337A GB 2506260 A GB2506260 A GB 2506260A
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GB
United Kingdom
Prior art keywords
engine
boost
air intake
gases
engine arrangement
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.)
Granted
Application number
GB1313337.6A
Other versions
GB2506260B (en
GB201313337D0 (en
Inventor
Sujay Ramachandra Pawar
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.)
Perkins Engines Co Ltd
Original Assignee
Perkins Engines Co Ltd
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 Perkins Engines Co Ltd filed Critical Perkins Engines Co Ltd
Publication of GB201313337D0 publication Critical patent/GB201313337D0/en
Publication of GB2506260A publication Critical patent/GB2506260A/en
Application granted granted Critical
Publication of GB2506260B publication Critical patent/GB2506260B/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F02D9/1035—Details of the valve housing
    • F02D9/104—Shaping of the flow path in the vicinity of the flap, e.g. having inserts in the housing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • F02B37/183—Arrangements of bypass valves or actuators therefor
    • F02B37/186—Arrangements of actuators or linkage for bypass valves
    • 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
    • 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • 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
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor

Abstract

An engine arrangement with a boost control unit for controlling a turbocharger. Boost control valves 28 can be hindered in engine arrangements having contaminated or excessively warm intake air. The engine arrangement comprises a turbocharger controlled by a boost limiting valve, such as a wastegate, and an air intake conduit to direct intake gases to the engine. An exhaust gas recirculation (EGR) inlet 20 supplies exhaust gases to the air intake conduit 15, and a feed line 36 is provided in fluid communication with the intake gases upstream of the EGR inlet 20. A cavity 37 is connected to the feed line 36 and is also in fluid communication with the boost limiting valve, a boost control valve 28 is provided for controlling the pressure in the cavity to control the boost limiting valve. Since the boost control valve 28 is only in contact with the intake gases in the cavity any contact between the boost control valve 28 and the exhaust gases is reduced.

Description

ENGINE ARRANGEMENT WITH A BOOST CONTROL UNIT
Technical Field
This disclcsure is directed to an engine arrangement with a boost control unit for controlling a turbocharger.
Background
An engine arrangement typically comprises an engine, for example internal oombustion engines, and a turbocharger for providing a pressurised supply of charge air to the air intake of the engine.
A turbocharger comprises a compressor for compressing intake air to supply pressurised charge air to the engine.
The turbocharger also comprises a turbine which is powered by the flow of exhaust gas leaving the engine in order to drive the compressor.
At certain engine speeds and/or loads, it may be desirable to reduce the amount of exhaust gas driving the turbine to thereby reduce the compression work of the compressor. This is typically effected by way of a boost limiting valve, which opens a wastegate by a varying amount to allow exhaust gas leaving the engine to bypass the turbine of the turbocharger. It is known to actuate a boost limiting valve mechanically using an actuator driven by a pressure supply line in communication with the engine air intake.
Modern engine management systems inolude a boost control valve at the engine air intake to control flow along the pressure supply line.
Summary of the disclosure
This disclosure provides an engine arrangement
comprising; an engine receiving intake gases and ejecting exhaust gases; a turbocharger driven by the exhaust gases and controlled by a boost limiting valve; an air intake conduit adjacent to the engine and directing the Intake gases to the engine; an exhaust gas reciroulation inlet supplying exhaust gases to the air intake conduit; a feed line in fluid communication wIth the intake gases upstream of the exhaust gas reoirculation inlet; a cavity connected to the feed line and in fluid communication with the boost limiting valve; and a boost control valve for controlling the pressure in the cavity to control the boost limiting valve.
Brief Description of the Drawings
For a better understanding of the disclosure, and to show how the same may be put into effect, reference is now made, byway of example only, to the accompanying drawings In which: Figure 1 shows an engine arrangement of the prior art comprising an air intake module; Figure 2 shows a cut-away perspective view of the engine air intake module of the engine arrangement of Figure 1; Figure 3 shows a first embodiment of an engine
arrangement of the present disclosure;
Figure 4 shows a cut-away perspective view of an engine air intake module suitable for forming part of the engine arrangement of Figure 3; Figure 5 shows a second embodiment of an engine
arrangement of the present disclosure; and
Figure 6 shows a cut-away perspective view of an engine air intake module suitable for forming part of the engine arrangement of Figure 5.
Detailed description
As illustrated in Figure 1, a known engine arrangement 10 may be provided with a turbocharger 11 comprising a compressor 12 and a turbine 13. An air inlet 14 may supply air to the compressor 12. An air intake conduit 15 may supply compressed air from the compressor 12 to an engine 16, which may be an internal combustion engine. An air exhaust conduit 17 may supply exhaust gases from the engine 16 to drive the turbine 13. The exhaust gases may be passed from the turbine 13 to an air outlet 18.
The engine may be further provided with an exhaust gas recirculation (ECR) system 19. The EGR system 19 may be used to direct a portion of the gases exhausted by the engine 16 to the EGR intake 20 to mix with air from the compressor 12 in the air intake conduit 15. In particular, an FGR control valve 21 may control the flow of exhaust gas from the engine 16 to the FGR intake 20.
A bypass conduit 22 may be provided for allowing exhaust gas from the engine 16 to bypass the turbine 13. A boost limiting valve 23 may be located in the bypass conduit 22 and may control the flow of exhaust gases through the bypass conduit 22 and through the turbine 13. A pressure supply line 24 may provide a passage between the air intake conduit 15 and an actuator (not shown) for actuating the boost limiting valve 23.
Figure 2 illustrates an exemplary air intake module 25 forming part of the engine arrangement 10. The air intake module 25 may comprise an air intake module housing 26 defining the air intake conduit 15 and a throttle valve 27 located therein. The throttle valve 27 may control air flow into the engine 16. The FOR intake 20 may open into the air intake conduit 15 downstream of the throttle valve 27. A boost control valve 28 may be provided in an aperture 29 in the wall of the air intake module housing 26 adjacent to the EOR intake 20. As can be seen in Figure 2, the EGR intake 20 may be located very close to the aperture 29 and the boost control valve 28.
The boost control valve 28 may be controlled by an engine management system. The boost control valve 28 may control the flow of air through a pressure supply outlet 30 by controlling the opening degree of the aperture 29. The pressure supply outlet 30 may be in fluid communication via the pressure supply line 24 with the actuator of the boost limiting valve 23. The degree of opening of the boost limiting valve 23 may depend upon the pressure of the fluid in the pressure supply line 24. By controlling the boost control valve 28, it may be possible to control the pressure of the fluid in the pressure supply line 24 and thus the degree of opening of the boost limiting valve 23. The amount of exhaust gas bypassing the turbine 13 may therefore be controlled.
However, it has been discovered by the inventor that this arrangement may provide an air intake module 25 with a compact construction, but can increase the risk of failure of the boost control valve 28. This is because the recirculated exhaust gas entering the air intake conduit 15 may carry soot and/or other contaminants from the engine 16 exhaust and will be at a high temperature following combustion in the engine cylinder(s). The heat of the recirculated exhaust gas and the deposition of contaminants carried thereby have been found to potentially disrupt the correct operation of a boost control valve 28.
The present disclosure provides an engine arrangement with a boost control unit. The boost control unit may comprise a boost control valve 28, which is in communication with the intake gases upstream of the EGR intake 20. The boost control valve 28 may also be separated from the intake gases via a feed line leading to a cavity.
Figures 3 and 4 illustrate a first exemplary embodiment of the present disclosure. Figure 3 illustrates an engine arrangement 31 comprising a compressor 12 and a turbine 13 forming a turbocharger 11. An air inlet 14 may supply intake air to the compressor 12 and the turbine 13 may supply exhaust gases to an air outlet 18. A conduit 32 may communicate intake gases from the compressor 12 to an air cooler 33. Intake gases may be communicated from the air cooler 33 to an air intake module 25 via an air intake module supply line 34. Alternatively, no air cooler 33 may be provided and the air intake module supply line 34 may oommunioate intake gases from the oompressor 12 direotly to the air intake module 25.
As illustrated in Figures 3 and 4, the air intake module 25 may comprise an air intake module housing 26 defining an air intake conduit 15, a throttle valve 27 and an EGR intake 20. The air intake conduit 15 may define a passage for carrying intake gases to the combustion chamber of an engine 16, which may be an internal combustion engine.
The air intake module 25 may be located adjacent to the engine. The air intake module 25 may be separated from the air cooler 33 by the air intake module supply line 34. The air intake module supply line 34 may be formed of a flexible hose or formed within a housing.
A boost control unit 35 may be provided and may comprise a boost control valve 28, a feed line 36, a cavity 37, a pressure supply outlet 30 and an escape line 38.
The cavity 37 may be provided within the wall of the air intake module housing 26. The cavity 37 may be proximate the air intake conduit 15 and the EGR intake 20. The air intake module housing 26 may comprise a unitary body in which both the air intake conduit 15 and cavity 37 are formed. The air intake module housing 26 may be manufactured by a method including a casting step, and the passage of the air intake conduit 15 and the cavity 37 may both be formed during that casting step. Optionally, additional machining may be provided following casting. Alternatively, the cavity 37 may be formed by an enclosure attached to the inner side of the air intake module housing 26 in the air intake conduit 15.
The feed line 36 may be provided between the cavity 37 and the air intake module supply line 34. The feed line 36 may therefore communicate with the gases entering the air intake module 25 at a location upstream of the FOR intake 20 and in particular upstream of the throttle valve 27. In particular, the feed line 36 may communicate with intake gases between the air cooler 33 and the air intake module 25 and/or the FOR intake 20. Alternatively, the feed line 36 may communicate with intake gases between the compressor 12 and the air intake module 25 or the FOR intake 20.
The feed line 36 may be at least partially formed within the wall of the air intake module housing 26. The feed line 36 may comprises a conduit leading from the air intake module supply line 34 to the air intake module housing 26. The feed line 36 in the air intake module housing 26 may be manufactured by a machining step following the casting step. The machining step may comprise drilling a bore between the cavity 37 and the air intake module supply line 34. Alternatively, the machining step may comprise drilling a bore from the outer surface of the air intake module 25 to the cavity 37 for connection with a pipe that may communicate with the air intake module supply line 34.
The pressure supply outlet 30 may be arranged for connection with a pressure supply line 24 between the cavity 37 and a boost limiting valve 23 (see below) The boost control valve 28 may be provided in an aperture 29 in the wall of the air intake module housing 26 to control the flow of air through the pressure supply outlet 30 from the cavity 37. The boost control valve 28 may control the flow of air through, and pressure within, the pressure supply outlet 30 by controlling amount of air passing from the feed line 36 to an escape line 38. The boost control valve 28 may be controlled by an engine management system.
The boost control valve 28 may be mounted on the air intake module 25 by insertion within a bore drilled from the outer surface of the air intake module housing 26 to the cavity 37. :is
The engine arrangement 31 may further comprise an engine air exhaust conduit 17 that communicates exhaust gases from the engine 16 to the turbine 13, for example via an exhaust manifold (not shown) . An EGR exhaust line 39 may also be provided to communicate exhaust gases from the air exhaust conduit 17 to the EGR intake 20. An EGR control valve 21 may be located between the EGR exhaust line 39 and EGR intake 20 to control the flow of exhaust gases therethrough.
A bypass conduit 22 may be provided to enable exhaust gases from the air exhaust ccnduit 17 to bypass the turbine 13. The boost limiting valve 23 may control the volume of exhaust gases passing through the bypass conduit 22 and thereby control the volume of exhaust gases driving the turbine 13. The boost limiting valve 23 may comprise an actuator 40, for example a flexible and/or moveable diaphragm, in fluid communication with the pressure supply line 24. The actuator 40 may be connected to a wastegate 41, for example a flap valve, in the bypass conduit 22 operable to control the flow of exhaust gases through the bypass conduit 22. The pressure of the intake gases in the pressure supply line 24 may control the movement of the actuator 40 and thus the wastegate 41.
The pressure supply line 24 may comprises a flexible pipe connected by brackets tc the boost control unit 35 and to the boost limiting valve 23.
Figures 5 and 6 illustrate a second exemplary embodiment of the present disclosure comprising a further engine arrangement 42. The engine arrangement 42 comprises similar components to the engine arrangement 31 of the first disclosure. Therefore, where appropriate, the same reference numerals from Figures 3 and 4 have been used in Figures 5 and 6.
The engine arrangement 42 may comprise a boost control unit 43 formed separately from the air intake module 25. In particular, the engine may ccmprise an engine housing 44 and the boost control unit 43 may be mounted on the engine housing 44. Alternatively, the boost control unit 43 may be mounted on, but formed separately from, the air intake module 25.
The boost control unit 43 may comprise a boost control unit housing 45 and a feed line 46 connected via a feed aperture 47 to the boost control unit housing 45. The feed line 46 may communicate with intake gases entering the air -10 -intake module 25 at a location upstream of the EGR intake 20 and in particuiar upstream of the throttle valve 27. In particular, the feed line 46 may communicate with intake gases between the air cooler 33 and the air intake module 25 and/or the ECR intake 20. Alternatively, the feed line 46 may communicate with intake gases between the compressor 12 and the air intake module 25 or the EGR intake 20.
A cavity 48 may be located within the boost control unit housing 45 and may communicate with the feed line 46.
The boost control valve 28 may be provided in an aperture 49 of the boost control unit housing 45.A pressure supply outlet 50 may be arranged for connection with the pressure supply line 24.
The boost control valve 28 may control the flow of air through, and pressure within, the pressure supply outlet 50 by controlling the flow of air to an escape line 51. The boost control valve 28 may control the flow of air through the escape line 51 by controlling the opening degree of the aperture 49. The boost control valve 28 may be controlled by an engine management system. An moveable armature 52 may be provided to adjust the volume of air passing through the escape line 49.
The boost control unit 43 may comprise a single unitary boost control unit housing 45 having the cavity 48, the pressure supply outlet 50, and the feed aperture 47. The boost control unit 43 also may also comprise a bracket 53.
The bracket 53 may have a plurality of holes 54, which can aid in mounting the bracket on another article, in particular an engine housing 44, using bolts 55.
-11 -
Industrial applicability
During operation of the engine arrangement 31, 42 the boost limiting valve 23 controls the volume of exhaust gases bypassing the turbocharger 11 and thereby controls the speed of the turbocharger 11. The boost limiting valve 23 is controlled by the pressure of the intake gases in the pressure supply line 24.
The pressure of the intake gases in the pressure supply line 24 may be reduced by actuating the boost control valve 28 such that air is bled air through the escape line 38, 51.
The reduction in pressure actuates the actuator 40 of the boost limiting valve 23 and thereby adjusts the wastegate 41. For example, if the pressure of the intake gases is reduced, the wastegate 41 may close such that a larger volume of exhaust gases are directed to the turbine 13. ThIs may Increase the speed of the turbine 13 and thus the speed of the compressor 12. This may result in an increase in pressure of intake gases exiting the compressor 12 and entering the air cooler 33. The higher pressure Intake gases will then enter the air intake module supply line 34 and the feed line 36, 46. This higher pressure will open the wastegate 41. In this way the speed of the turbocharger 11 may be controlled by utilising the boost control valve 28 to adjust the air bleeding from the escape line 38, 51.
The inventor has discovered that the operatIon of boost control valves 28 can be hindered in prior art engine arrangements 10 having contaminated or excessively warm Intake aIr. For example, in engine arrangements 10, 31, 42 -12 -utilising exhaust gas recirculation, the recirculated exhaust gas may carry soot and/or other contaminants from the engine 16 exhaust and may be at a high temperature following combustion in the engine cylinder. The heat of the recirculated exhaust gas and the deposition of contaminants carried thereby have been found to disrupt the correct operation of a boost control valve 28.
The present disclosure provides a way of reducing
incorrect operation of the bcost control valve 28. By drawing air upstream of the ECR intake 20, and in particular upstream of the air intake mcdule 25, the contact between the recirculated exhaust gases and the boost control valve 28 may be reduced. Furthermore, the boost control valve 28 is in contact with the gases only in the cavity 37, 48. As the cavity 37, 48 is provided separately from the air intake conduit 15, contact between the boost control valve 28 and the exhaust gases may be reduced.

Claims (15)

  1. -13 -CLAIJYIS: 1. An engine arrangement comprising; an engine receiving intake gases and ejecting exhaust gases; a turbocharger driven by the exhaust gases and controlled by a boost limiting valve; an air intake conduit adjacent to the engine and directing the intake gases to the engine; an exhaust gas recirculation inlet supplying exhaust gases to the air intake conduit; a feed line in fluid communication with the intake gases upstream of the exhaust gas recirculation inlet; a cavity connected to the feed line and in fluid communication with the boost limiting valve; and a boost control valve for controlling the pressure in the cavity to control the boost limiting valve.
  2. 2. An engine arrangement as claimed in claim 1 wherein the turbooharger supplies compressed intake gases and the feed line is in fluid communication with the intake gases downstream of the turbocharger.
  3. 3. An engine arrangement as claimed in claim 2 wherein an air cooler is provided between the turbocharger and the air intake conduit and the feed line is in fluid communication with the intake gases downstream of the air cooler.
  4. 4. An engine arrangement as claimed in any one of the preceding claims wherein a throttle valve is provided in the air intake conduit and the feed line is in fluid -14 -communication with the intake gases upstream of the throttle valve.
  5. 5. An engine arrangement as claimed in any one of the preceding claims wherein exhaust gases are directed from between the engine and the turbocharger to the exhaust gas recirculation inlet via an exhaust gas recirculation valve.
  6. 6. An engine arrangement as claimed in any one of the preceding claims further comprising a bypass conduit enabling exhaust gases to bypass the turbocharger, wherein the boost limiting valve controls the flow of exhaust gases through the bypass conduit.
  7. 7. An engine arrangement as claimed in claim 6 wherein the boost limiting valve comprises a wastegate located in the bypass conduit and a pressure controlled actuator for adjusting the wastegate.
  8. 8. An engine arrangement as claimed in any one of the preceding claims wherein the air intake conduit is formed within an air intake module housing.
  9. 9. An engine arrangement as claimed in claim 8 wherein the cavity is formed within the wall of the air intake module housing.
  10. 10. An engine arrangement as claimed in claim 9 wherein the feed line is at least partially formed within the wall of the air intake module housing.
    -15 -
  11. 11. An engine arrangement as claimed in claim 9 or claim 10 wherein an aperture is formed within the wall of the air intake module housing and the boost oontrol valve is at least partially located in the aperture.
  12. 12. An engine arrangement as claimed in claim 8 wherein the cavity is formed in a boost control unit housing that is separate from the air intake module housing.
  13. 13. An engine arrangement as claimed in claim 12 wherein the feed line is in communication with the cavity via a feed aperture formed in the wall of the boost control unit housing.
  14. 14. An engine arrangement as claimed in claim 12 or claim 13 boost control housing comprises an aperture and the boost control valve is at least partially located in the aperture.
  15. 15. An engine arrangement as claimed in any one of claims 12 to 14 wherein the engine comprises an engine housing and the boost control unit housing is located on the engine housing.
GB1313337.6A 2012-08-31 2013-07-26 Engine arrangement with a boost control unit Expired - Fee Related GB2506260B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB1215537.0A GB2505477A (en) 2012-08-31 2012-08-31 Air intake module for an engine

Publications (3)

Publication Number Publication Date
GB201313337D0 GB201313337D0 (en) 2013-09-11
GB2506260A true GB2506260A (en) 2014-03-26
GB2506260B GB2506260B (en) 2014-09-24

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Application Number Title Priority Date Filing Date
GB1215537.0A Withdrawn GB2505477A (en) 2012-08-31 2012-08-31 Air intake module for an engine
GB1313337.6A Expired - Fee Related GB2506260B (en) 2012-08-31 2013-07-26 Engine arrangement with a boost control unit

Family Applications Before (1)

Application Number Title Priority Date Filing Date
GB1215537.0A Withdrawn GB2505477A (en) 2012-08-31 2012-08-31 Air intake module for an engine

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Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3028044B1 (en) * 2014-10-30 2016-12-09 Peugeot Citroen Automobiles Sa METHOD FOR VALIDATION OF A MOTOR OIL OR A COMPONENT OF A SUPERIOR THERMAL ENGINE

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0035691A1 (en) * 1980-03-07 1981-09-16 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Charging pressure control device for internal-combustion engines
US4442672A (en) * 1980-06-14 1984-04-17 Bayerische Motoren Werke Ag Boost control device for internal combustion engines with exhaust gas turbocharger
GB2311556A (en) * 1996-03-28 1997-10-01 Cummins Engine Co Inc Turbocharger wastegate control system

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5924398A (en) * 1997-10-06 1999-07-20 Ford Global Technologies, Inc. Flow improvement vanes in the intake system of an internal combustion engine

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0035691A1 (en) * 1980-03-07 1981-09-16 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Charging pressure control device for internal-combustion engines
US4442672A (en) * 1980-06-14 1984-04-17 Bayerische Motoren Werke Ag Boost control device for internal combustion engines with exhaust gas turbocharger
GB2311556A (en) * 1996-03-28 1997-10-01 Cummins Engine Co Inc Turbocharger wastegate control system

Also Published As

Publication number Publication date
GB2506260B (en) 2014-09-24
GB201215537D0 (en) 2012-10-17
GB201313337D0 (en) 2013-09-11
GB2505477A (en) 2014-03-05

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PCNP Patent ceased through non-payment of renewal fee

Effective date: 20170726