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EP2458182A1 - Dispositif destiné à influencer des débits volumiques de gaz, procédé de commande et/ou de réglage d'un flux de gaz ou d'un flux d'air de suralimentation, système d'échappement et véhicule automobile - Google Patents

Dispositif destiné à influencer des débits volumiques de gaz, procédé de commande et/ou de réglage d'un flux de gaz ou d'un flux d'air de suralimentation, système d'échappement et véhicule automobile Download PDF

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Publication number
EP2458182A1
EP2458182A1 EP11008842A EP11008842A EP2458182A1 EP 2458182 A1 EP2458182 A1 EP 2458182A1 EP 11008842 A EP11008842 A EP 11008842A EP 11008842 A EP11008842 A EP 11008842A EP 2458182 A1 EP2458182 A1 EP 2458182A1
Authority
EP
European Patent Office
Prior art keywords
flap
volume flows
angular range
rotational movement
influencing
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
EP11008842A
Other languages
German (de)
English (en)
Other versions
EP2458182B1 (fr
Inventor
Martin Biener
Kerstin Silbermann
Dirk Waldecker
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.)
Volkswagen AG
Original Assignee
Volkswagen AG
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 Volkswagen AG filed Critical Volkswagen AG
Publication of EP2458182A1 publication Critical patent/EP2458182A1/fr
Application granted granted Critical
Publication of EP2458182B1 publication Critical patent/EP2458182B1/fr
Not-in-force 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
    • F02D9/109—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps having two or more flaps
    • F02D9/1095—Rotating on a common axis, e.g. having a common shaft
    • 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
    • F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust 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
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0279—Throttle valve control for intake system with two parallel air flow paths, each controlled by a throttle, e.g. a resilient flap disposed on a throttle

Definitions

  • the invention relates to a device for influencing gas volume flows, in particular exhaust gas volume flows, through at least two gas lines, wherein each gas line in each case comprises at least one flap which can be pivoted into different positions.
  • the present invention relates to a method for controlling and / or regulating an exhaust gas flow by means of the device according to the invention and a method for controlling and / or regulating a charge air flow by means of the device according to the invention.
  • the invention also includes an exhaust system and a motor vehicle having the exhaust system according to the invention.
  • a throttle valve device for high-temperature applications in internal combustion engines which has a housing which forms in its interior a channel through which a hot medium flows.
  • a throttle valve is arranged, which is mounted such that it is adjustable in different positions for adjusting the size of the flow cross-section.
  • the DE 195 29 835 A1 discloses an exhaust line of a gasoline engine, which has a bypass, so that a total of two separate exhaust gas flows are realized. In each exhaust gas flow while a flap for influencing the flow cross-section is arranged. Each flap can be moved by means of its own, its associated servo motor.
  • the object of the present invention is therefore to provide a device for influencing gas volume flows, in particular exhaust gas volume flows, by means of at least two gas lines, which permits a variable adjustment of the gas volume flows in a simple and cost-effective design.
  • Another aspect of the present task is to provide a simple and inexpensive to implement method for influencing a gas flow rate.
  • the object is achieved by the device according to the invention for influencing gas volume flows according to claim 1.
  • Advantageous embodiments of this device are specified in the subclaims 2 to 5.
  • Inventive methods for controlling and / or regulating an exhaust gas flow and a charge air flow are specified in claims 6 and 7.
  • An exhaust system according to the invention for a motor vehicle is specified in claim 8, and a motor vehicle comprising the exhaust system is specified in claim 10.
  • An advantageous embodiment of the exhaust line according to the invention is mentioned in claim 9.
  • a device for influencing gas volume flows through at least two gas lines which comprises at least one flap which can be pivoted into different positions per gas line, wherein a flap in a first gas line with a flap in a second gas line by means of a rotational movement.
  • Transmission device is connected, with which a rotational movement of the first flap is at least partially transferable to the second flap.
  • the device for influencing gas volume flows is designed such that upon rotation of the first flap in a first angular range and in a second angular range adjoining the first angular range, the rotational movement of the first flap is transferable to the second flap only in the first angular range.
  • the device according to the invention is set up in particular for influencing exhaust gas volume flows through at least two exhaust gas lines.
  • the flap in the first exhaust pipe is referred to as the first flap and the flap in the second exhaust pipe is referred to as the second flap.
  • the Inventive device for influencing gas volume flows is thus designed such that the rotational movement of the first flap in a specific, first angular range is transferable to the second flap and the rotational movement of the first flap in a certain, second and subsequent to the first angular range angle range not is transferable to the second flap.
  • substantially closed or open positions it is meant that there is preferably a fully closed or fully open position of the flap. Minor openings in these positions can remain insignificant.
  • Both flaps preferably have an orientation of about 70 ° - 90 ° to each other, that is, they are aligned substantially perpendicular to each other.
  • the first and second angle ranges are angular ranges that can be related to a flap, starting from a starting position in which the first flap is completely closed and the second flap, which is arranged approximately perpendicular to the first flap, is fully opened.
  • the first angle range is thus preferably approximately 90 °, preferably exactly 90 °, when the flaps are arranged vertically.
  • the second flap can not be arranged at the same time with the first flap at the same angle, however, make the first and the second flap in a rotational movement in the first angular range a rotational movement with the same angular amount.
  • the first flap can be adjusted over the first angular range, even if the second flap has already reached its end position.
  • the position of the first flap in intermediate positions, that is between the open and closed position possible in order to achieve a continuous control or regulation of the gas flow rate.
  • flap is to understand not only a two-dimensionally designed element, but it can generally be used as a flap, which can change the flow cross-section of a line due to a change in position and preferably a pivoting movement in general.
  • the rotational movement transmission device is a twistable element which is mechanically connected to opposite sides, each having a flap, wherein the first flap in a first housing and the second flap is arranged in a second housing and the second housing, a stopper is provided limited the rotational movement possibility of the second flap to the first angular range.
  • the transmission element can also provide the required elasticity or restoring force in another design, such as e.g. as a spiral spring, in particular as a leaf spring.
  • the first and second housings may be components of a complete housing comprising this housing and / or the housings may be sections of the respective gas lines.
  • the twistable element is preferably a spiral spring, which is mechanically connected at both ends, each with a flap.
  • coil springs can be used for this purpose. The required spring rate depends on the gas pressure, the moment of inertia of the flaps, the bearing friction and the required operating speed and must be tailored to the particular application.
  • the second flap Due to the twistability of the rotary motion transmission device, it is possible to take the second flap in a same direction of rotation due to the mechanical connection between the flaps upon rotation of the first flap in a first direction of rotation.
  • the second flap reaches the stop, the second flap remains in this angular position, wherein upon further introduction of a torque in the first flap further rotation of the first flap in the first direction of rotation takes place. This causes the original vertical alignment of the flaps to each other is canceled.
  • the first flap from an initially closed position to an open position and the second flap are rotated from an open position to a closed position.
  • the second flap At the end of the first angular range, the second flap reaches the stop, so that it remains in the closed position when the first flap moves further in the first direction of rotation, whereby due to the torsionally soft connection between the flaps, the first flap continues to move and thus over the position the open position is pivoted at least in an intermediate region between an open and closed position.
  • a gas volume flow through the first flap can be adjusted continuously with simultaneous opening or closing of the second flap, with only one drive.
  • the second flap During subsequent rotational movement in a second, opposite to the first rotational direction of rotation direction of rotation in the second angular range, the second flap remains so long at the stop and thus at the end of the first angular range due to elastically acting twistable element until the first flap has substantially reached the starting position relative to the second flap. In this position, the twistable element is substantially de-energized, so that no spring force acts between the flaps.
  • the second flap Upon further rotational movement in the second, opposite to the first rotational direction of rotation in the first angular range, the second flap is again taken from the first flap, so that a substantially proportional inverse rotational movement of the flaps is performed.
  • the flaps each have an abutment element which abut one another in a certain angular relative position, wherein in a direction of rotation extending from the first to the second angular range the abutment element of the second flap is arranged in front of the abutment element of the first flap.
  • the angle relative position means that the flaps each occupy a certain angular position in space, so that the abutment elements of the flaps abut each other.
  • This embodiment serves to entrain the second flap by the first flap in the returning movement of the second angle range back into the first angular range.
  • the rotary motion transmission device on a torsional bias, which causes a constant mutual pressure force-loading of the abutment elements together in position of the flaps in the first angular range.
  • a relatively small or soft coil spring can be used as rotary motion transmission device, as this also applies the necessary force for conditioning the second flap on the stop with sufficient bias when the first flap is rotated in the second angular range and the second Flap remains at the end of the first angle range.
  • the rotary motion transmission device further comprises a shaft with at least one driver and each flap has a contact element for abutment of the driver, wherein the driver substantially between the Contact elements is arranged so that by rotation of the shaft in each case the flap is taken, the contact element is located in the respective direction of rotation behind the driver.
  • the respective other flap is taken by the rotary motion transmission device in the manner already described in the rotational movement of the driven by the shaft flap until it comes to a stop for installation.
  • the rotary motion transmission device Due to the Tordier ashamed the rotary motion transmission device can However, the entrained by the driver of the shaft flap are further rotated, which increases the torsional stress in the rotary motion transmission device and the other flap is pressed all the more firmly against its stop. Upon rotation of the first flap over a first angular range in which the second flap is entrained by the rotary motion transmission means, the distance between the driver of the shaft and the abutment element of the second flap increases.
  • the rotational movement transmission device also causes entrainment in the first angular range.
  • the first flap can be rotated to the beginning of the first angle range, taking along the second flap proportionally.
  • the first flap In a further rotation of the shaft in a second direction of rotation beyond the first angle range in a third angular range adjacent to the first angle range and is arranged opposite the second angle range, the first flap remains on a system and the second flap is due to the force of the Driver further rotated on the contact element of the second flap. Due to the twistability of the rotary motion transmission device, the torsional stress in the rotary motion transmission device increases and the first flap is pressed against the stop more firmly. Even with the movement in the third angular range, the distance between the driver of the shaft and the contact element of the first flap increases.
  • a method for controlling and / or regulating an exhaust gas flow by means of the device according to the invention wherein when a flap in a substantially fully open position or substantially fully closed position, the respective other flap in a substantially completely closed Position or substantially fully open position or is placed in an intermediate position between the fully open position and fully closed position.
  • This can be realized by operating only one actuator.
  • such a method is used for controlling and / or regulating an exhaust gas recirculation flow.
  • the method according to the invention is preferably configured in such a way that, when a flap is pivoted into a completely closed position, the respective other flap is placed in a substantially completely open position or in an intermediate position between the fully opened position and the fully closed position. That is, if one flap is closed, then the other is initially open, but can also be closed during further rotation. Only the flap that is opened at the switching point, so then can take an intermediate position to the closed position.
  • the invention provides a method for controlling and / or regulating a charge air flow by means of the device according to the invention, wherein upon pivoting of a flap in a substantially fully open position or substantially fully closed position, the respective other flap in a substantially fully closed position or substantially fully open position or in an intermediate position between the fully open position and the fully closed position.
  • the flaps of the device can be arranged in the air path of an intercooler of a motor vehicle, for example, to effect a bypass control and / or to function as a combined rotary flap or Abstellklappe in a suction pipe.
  • an exhaust system for a motor vehicle which is set up in particular for use in a motor vehicle with an internal combustion engine and comprises a device according to the invention for influencing gas volume flows.
  • an exhaust tract is also understood to mean a section of an entire exhaust system of a motor vehicle.
  • the device according to the invention for influencing gas volume flows thus serves to control or regulate exhaust gas streams, in particular exhaust gas recirculation streams.
  • the exhaust line according to the invention comprises a heat exchanger for transmitting heat of an exhaust gas, which is at least partially conductive through the exhaust line, to a transmission medium. It thus serves at least one strand of the exhaust system of the exhaust gas recirculation and leads through a, optionally also called exhaust gas recirculation cooler, heat exchanger.
  • a heat exchanger for transmitting heat of an exhaust gas, which is at least partially conductive through the exhaust line, to a transmission medium. It thus serves at least one strand of the exhaust system of the exhaust gas recirculation and leads through a, optionally also called exhaust gas recirculation cooler, heat exchanger.
  • the exhaust gas back pressure can be changed by the device according to the invention with the aim of adjusting the exhaust gas recirculation rate.
  • a flap can preferably close a sub-strand and change the dynamic pressure in the other sub-strand.
  • the present invention is supplemented by a motor vehicle, in particular a diesel engine driven motor vehicle, which comprises an exhaust gas line according to the invention.
  • FIGS. 11 to 13 are the in FIG. 10 indicated sections
  • in the FIGS. 18 to 20 are the in FIG. 17 indicated sections
  • in the FIGS. 25 to 27 are the in FIG. 24 indicated sections
  • in the FIGS. 32 to 34 are the in FIG. 31 indicated sections shown.
  • FIGS. 35 to 38 an inventive exhaust system is shown.
  • FIGS. 1 to 6 are removable.
  • the inventive device for influencing gas volume flows 1 comprises a first housing 10 and a second housing 20, in which a first flap 12 and a second
  • Flap 22 is rotatably mounted. Through the first housing 10, a first exhaust pipe 11 is formed and through the second housing 20, a second exhaust pipe 21 is formed.
  • the two flaps 12, 22 are by means of a rotary motion transmission device 30, which, in particular the FIGS. 2a, 2b . 4a, 4b . 6a and 6b is removable, a torsion spring is. Like that FIGS. 1 and 3 can be removed, the two flaps 12 and 22 are initially arranged in a vertical position to each other.
  • FIGS. 2a, 2b . 4a, 4b . 6a and 6b are not the actual, the flow cross-sections influencing flap elements not shown, but only the flanges on which the first flap 12 and the second flap 22 are arranged.
  • these flanges are referred to as the first flap 12 and second flap 22 for explaining the invention.
  • a contact element 13 is arranged at the first flap 12.
  • a contact element 23 is arranged at the second flap 22, a contact element 23 is arranged.
  • a second stop 24 is arranged on the second housing 20, a second stop 24 is arranged.
  • the second flap 22 or its flange has arranged thereon a pin 25.
  • FIG. 1 Upon a rotational movement of the first flap 12 from a starting position, as in FIG. 1 is shown, a torque from the first flap 12 is realized on the second flap 22 via the rotary movement means 30 until, as in the FIGS. 4a and 4b it can be seen that the pin 25 of the second flap 22 comes to rest on the second stop 24. Another rotational movement of the second flap 22 is blocked.
  • the flaps 12, 22 are located in the FIG. 3 represented respective position. That is, the first flap 12 has been pivoted from a closed position to an open position and the second flap 22 has been pivoted from an open position to a closed position. Both flaps 12, 22 are pivoted in the first angular region 31.
  • the first flap 12 Upon further rotation of the first flap 12 in a subsequent second angular range 32, as shown in the FIGS. 5 to 6b is shown, the first flap 12 is in an intermediate region between an open and a closed position, in particular from FIG. 5 can be seen, panned.
  • the abutment elements 13 and 23 of the first flap 12 and the second flap 22 have detached from each other.
  • the pin of the second flap 25 continues to abut against the second stop 24. It is thus possible, by actuating only one drive, the two flaps together in different positions to pivot and pivot on further rotation of a flap in an intermediate position for continuously variable regulation of the respective gas flow rate.
  • the in FIG. 7 Through the housing 10 and 20 centrally extends a shaft 40 on which a driver 41 is arranged.
  • This driver 41 is disposed between the abutment elements 13 and 23 of the first flap 12 and the second flap 22.
  • the first housing 10 also includes a first stop 14 and the first flap 12 includes a pin 15. In the initial position of the pin 15 abuts the first stop 14.
  • the pin 25 of the second flap is spaced from the second stop 24.
  • the sections AA, BB and CC in the FIGS. 11 to 13 are the respective angular positions of the individual device members in the in FIG. 10 indicated cutting progressions recognizable.
  • a first rotational movement in an opposite direction of rotation can be generated so that the first flap 12 from a closed position to an open position and the second flap 22 from an open position to a closed position, as in FIG. 21 is shown, pivoted.
  • Such a rotational movement causes the pin 25 of the second flap 22 comes to rest on the second stop 24.
  • a further rotational movement of the second flap 22 is thus prevented.
  • the corresponding angular positions are also in the cuts in the FIGS. 25 to 27 whose course in FIG. 24 is indicated.
  • the first flap 12 Upon further rotational movement in the latter direction of rotation, the first flap 12 is pivoted in such a way that it is moved into an intermediate region between an open and a closed position, as in FIG FIG. 28 is shown, pivoted. Especially from the cuts in the FIGS. 32 to 34 It can be seen that the first flap 12 is thus moved in a third angle region 33, which also adjoins the first angular region 31. The contact elements 13 and 23 have again moved away from each other.
  • This third angular region 33 is designated as a third to explain the invention, but it is also, by its immediate adjacency at the first angular range 31, a second angular range 32 in the context of the invention.
  • FIGS. 35 to 38 Each having an internal combustion engine 70, a subsequent in an exhaust path turbine 80, a catalyst 110 and a diesel particulate filter 120.
  • a first branch 90 is followed by a filter 130 and a heat exchanger 60, wherein this downstream of an exhaust gas recirculation valve 140 may be arranged.
  • the first flap 12 is disposed and in a second exhaust line 26 after the first branch 90, the second flap 22 is arranged. Both flaps are connected to each other by means of the rotary motion transmission device 30 and possibly via the shaft 40 and are both drivable together by means of only one actuator 50, such as by an electric motor in the manner described.
  • the flaps 12 and 22 can be controlled or regulate whether the exhaust gas flow is passed through the first or second exhaust path and which back pressure is adjusted. It is for example in FIG. 35 shown that the second Flap 22 is fully opened and the first flap 12 is fully closed, so that no exhaust gas flow rate is passed through the heat exchanger 60. In FIG. 36 the second flap 22 is brought into an intermediate position, so that a certain back pressure is generated.
  • FIG. 37 It is shown that the second exhaust line 26 is completely closed by the second flap 22, so that the entire exhaust gas is passed through the heat exchanger 60 and is guided by the first flap 12 to the environment.
  • Figure 38 a similar situation is shown, in which the second exhaust line 26 is completely closed and the entire exhaust gas is passed through the heat exchanger 60, but by an intermediate position of the first flap 12, the exhaust gas is dammed and thus a higher exhaust gas recirculation rate can be adjusted.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Silencers (AREA)
EP20110008842 2010-11-25 2011-11-07 Dispositif destiné à influencer des débits volumiques de gaz, procédé de commande et/ou de réglage d'un flux de gaz ou d'un flux d'air de suralimentation, système d'échappement et véhicule automobile Not-in-force EP2458182B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE201010052563 DE102010052563A1 (de) 2010-11-25 2010-11-25 Einrichtung zur Beeinflussung von Gas-Volumenströmen, Verfahren zur Steuerung und/oder Regelung eines Abgasstromes oder eines Ladeluftstromes, Abgasstrang und Kraftfahrzeug

Publications (2)

Publication Number Publication Date
EP2458182A1 true EP2458182A1 (fr) 2012-05-30
EP2458182B1 EP2458182B1 (fr) 2014-10-15

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EP20110008842 Not-in-force EP2458182B1 (fr) 2010-11-25 2011-11-07 Dispositif destiné à influencer des débits volumiques de gaz, procédé de commande et/ou de réglage d'un flux de gaz ou d'un flux d'air de suralimentation, système d'échappement et véhicule automobile

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EP (1) EP2458182B1 (fr)
DE (1) DE102010052563A1 (fr)

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20140165961A1 (en) * 2012-12-19 2014-06-19 Dipak Patel Active plural inlet air induction system
CN105402037A (zh) * 2015-12-11 2016-03-16 重庆渝辉机械有限公司 一种具有怠速调节功能的节气门
CN105402036A (zh) * 2015-12-11 2016-03-16 重庆渝辉机械有限公司 一种具有副缸流量平衡机构的节气门
CN105443250A (zh) * 2015-12-11 2016-03-30 重庆渝辉机械有限公司 一种集成水路循环系统的节气门
EP3141715A1 (fr) * 2015-09-14 2017-03-15 Bosal Emission Control Systems NV Composant de récupération de chaleur pour un système de gaz d'échappement d'un moteur à combustion interne
CN108223142A (zh) * 2017-12-14 2018-06-29 湖南吉利汽车部件有限公司 一种具有双联结构的醇氢发动机节气门及醇氢发动机
CN108343515A (zh) * 2018-03-14 2018-07-31 李涛 控温节气门装置
FR3076863A1 (fr) * 2018-01-18 2019-07-19 Renault S.A.S Dispositif d'obturation avec un mecanisme de verrouillage
CN110529261A (zh) * 2018-05-24 2019-12-03 天纳克有限责任公司 排气阀驱动
US11162461B2 (en) 2018-03-14 2021-11-02 Tao Li Temperature control throttle device for an engine

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KR101534746B1 (ko) 2014-05-21 2015-07-07 현대자동차 주식회사 차량의 연료전지 복합 밸브

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SE521713C2 (sv) * 1998-11-09 2003-12-02 Stt Emtec Ab Förfarande och anordning för ett EGR-system, samt dylik ventil
JP3818562B2 (ja) * 1999-02-01 2006-09-06 ＴＩ Ｗａｌｂｒｏ Ｊａｐａｎ株式会社 層状掃気用気化器
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US5394846A (en) * 1993-08-09 1995-03-07 Brunswick Corporation Throttle body assembly
DE19529835A1 (de) 1995-08-12 1997-02-13 Opel Adam Ag Abgasstrang eines Ottomotors
DE29716937U1 (de) 1997-09-20 1997-10-30 Klubert + Schmidt GmbH, 91278 Pottenstein Doppelklappenvorrichtung für eine zweiflutige Abgasleitung
EP1505281A2 (fr) * 2003-08-02 2005-02-09 Mann + Hummel GmbH Module d'admission
EP1505323A1 (fr) * 2003-08-06 2005-02-09 Robert Bosch Gmbh Valve avec pleine position d'interruption
DE102005053860B4 (de) 2005-11-10 2009-04-02 Pierburg Gmbh Drosselklappenvorrichtung für Hochtemperaturanwendungen in Verbrennungskraftmaschinen
US20090293973A1 (en) * 2006-04-26 2009-12-03 Valeo Systemes De Controle Moteur two-shutter valve
WO2009106727A1 (fr) * 2008-01-03 2009-09-03 Valeo Systemes De Controle Moteur Vanne trois voies à deux volets

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20140165961A1 (en) * 2012-12-19 2014-06-19 Dipak Patel Active plural inlet air induction system
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EP3141715A1 (fr) * 2015-09-14 2017-03-15 Bosal Emission Control Systems NV Composant de récupération de chaleur pour un système de gaz d'échappement d'un moteur à combustion interne
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CN105402037A (zh) * 2015-12-11 2016-03-16 重庆渝辉机械有限公司 一种具有怠速调节功能的节气门
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FR3076863A1 (fr) * 2018-01-18 2019-07-19 Renault S.A.S Dispositif d'obturation avec un mecanisme de verrouillage
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