• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a device for controlling an intake gas flow and / or exhaust gas recirculated in an internal combustion engine cylinder, for an intake module comprising at least one duct (1) arranged for supplying the cylinder, said device (100) comprising: - means (5) for deactivating at least one duct (1), controllable between a first position in which the duct feeds the cylinder with the inlet gases (F ) and a second position in which the duct feeds the cylinder with the recirculated exhaust gas, and - a sealing means (15). According to the invention, the sealing means (15) is configured to move under the effect of the pressure difference between the intake and the exhaust side of the sealing means (15), between: - a locking position of the deactivation means (5) in the first position, and - a release position of the deactivation means (5).
    公开号:FR3014147A1
    申请号:FR1362006
    申请日:2013-12-03
    公开日:2015-06-05
    发明作者:Laurent Odillard；Julio Guerra
    申请人:Valeo Systemes Thermiques SAS；
    IPC主号:
    专利说明:

    [0001] Device for controlling an intake gas flow and / or recirculated exhaust gas in an internal combustion engine cylinder and corresponding intake module.
    [0002] The invention relates to the field of air supply of internal combustion engines. It is more particularly multicylinder engines and devices used to control the flow of intake gas and recirculated exhaust gas to the cylinders. The engines concerned can be spark ignition or compression ignition (diesel engine). The engines can be supercharged or powered at atmospheric pressure. In the following, we mean by intake gas, fresh air. Furthermore, the term "exhaust gas" will be used specifically to designate the gases resulting from a combustion process between a fuel and the supply air in the engine, recovered at the engine output, according to a generally known method. under the acronym EGR ("Exhaust Gas Recirculation"). Usually, an engine operates with all of its cylinders following a known four-stroke cycle: Admission - Compression Combustion / expansion - Exhaust. This cycle is characterized by its efficiency, which is recognized as being optimal when the losses due to the transfer of gases, also known as pump losses, during the intake and exhaust phases are minimal. In order to limit these losses, it has been proposed to deactivate one or more cylinders during low load operation or, more generally, when the requested power can be provided by only a portion of the engine cylinders. Deactivation is usually done by acting directly on the opening of the cylinder valves concerned, making them either completely inactive or by controlling them differently. However, not feeding the deactivated cylinder has disadvantages. In particular, the temperature in the deactivated cylinder decreases significantly, which lowers the overall temperature of the exhaust gas, especially during the restart of the cylinder. Even without the passage of fresh air, this reduction in temperature is detrimental to the catalyst of the exhaust gas treatment chain. One solution is to supply the exhaust gas-cooled cylinder (s) recovered at the output of the engine. In particular, since these gases are hot and can be put back to high pressure, this makes it possible to maintain the temperature and the pressure in the deactivated cylinder. The realization of this device generally requires flow control means in at least one of the intake manifold ducts to block the passage of recirculated exhaust gas or block the passage of the inlet gas, and also a device for placing in communication between an exhaust gas manifold and the volume between the first means and an intake gas admission valve. A hermetic closing means of the recirculated exhaust gas inlet 15 is in this case essential in order to guarantee the seal between the exhaust gas manifold and the intake manifold when the deactivation of a cylinder is inactive, that is to say that the cylinder must be fed only intake gas. However, the control of these two means of flow control and hermetic sealing of the recirculated exhaust gas inlet, can be complex, heavy, cumbersome and expensive. Indeed, two control systems, including two mechanical systems, which may be independent, are required to control the flow control means and the sealing means of the inlet of the recirculated exhaust gas. The invention aims to overcome these disadvantages of the prior art by providing a device for controlling the flow of intake gas and / or exhaust gas whose control is simplified. To this end, the subject of the invention is a device for controlling an intake gas flow and / or recirculated exhaust gas flow in an internal combustion engine cylinder, for an intake module comprising at least a duct 30 arranged to supply the cylinder with intake gas and / or recirculated exhaust gas, said device comprising: a means for deactivating at least one duct, controllable between a first position in which the duct feeds the duct; cylinder with the intake gases and a second position in which the duct feeds the cylinder with the recirculated exhaust gas, and - a sealing means adapted to seal an opening of the duct for the arrival of the exhaust gas , characterized in that the sealing means is configured to move under the effect of the pressure difference between the intake and the exhaust on either side of the sealing means, between: - a position locking the deactivation means in the first position when the exhaust pressure is greater than the inlet pressure, and - a release position of the deactivation means when the exhaust pressure is less than the pressure at the outlet. admission.
    [0003] With such a sealing means controlled by the inlet and outlet pressures, the control of the hermetic closing means of the inlet of the recirculated exhaust gas according to the prior art is eliminated. The seal between the exhaust manifold gases and the intake manifold gases is effected by an automatic sealing means set in motion by the difference in pressure between the intake and the exhaust . According to one aspect of the invention, the sealing means comprises at least one piston. According to one embodiment, the deactivation means comprises a member rotatable about an axis, able to be arranged in a duct of the intake module so that the axis is arranged substantially transversely to the duct. The piston is advantageously configured to move in translation along an axis substantially perpendicular to the axis of rotation of the deactivation means. According to a particular embodiment, the piston has on at least one surface a flat. This flat allows pressurization of the piston at the inlet pressure.
    [0004] According to another aspect of the invention, the sealing means is configured to be in contact with the deactivation means in the locking position, and has a shape complementary to the shape of the deactivation means at the contact zone. .
    [0005] According to one embodiment, the deactivation means comprises a substantially cylindrical generally cylindrical rotary valve, comprising a lateral flank shaped to allow or block the circulation of the intake gases and / or recirculated exhaust gas, depending the angular position of the rotary plug. The lateral flank is for example shaped to close the opening 15 when the plug is in the first position, and so as to close the passage section of the intake gas from the intake manifold when the bushel is in the second position. The device may comprise at least one return means arranged so as to urge the sealing means towards the release position of the deactivation means. It may be a spring, such as a compression spring. The sealing means is thus controlled to the pressures at the intake and exhaust of the engine, while being subjected to the force of the spring. Thus, the sealing means is pushed into the release position of the sealing means, that is to say toward the arrival of the exhaust gases under the effect of the intake / exhaust pressure difference and under the effect of the compression spring. When the exhaust pressure is greater than the pressure at the inlet and the force of the compression spring, the sealing means is pushed against the deactivating means in the locking position of the deactivating means. .
    [0006] In addition, the spring allows to change the engine speed limit for locking the deactivation means. According to one embodiment, the device comprises a closing cap 5 arranged vis-à-vis the sealing means, shaped to allow the arrival of the exhaust gas and having at least one pressurizing means to the exhaust, such as an orifice allowing the passage of the exhaust gas. The invention also relates to an air intake module of an internal combustion engine comprising at least one control device as defined above. According to one embodiment, the intake module is configured for an internal combustion engine comprising at least two cylinders, said module comprising at least two control devices as defined above, each of said devices being arranged to feed one said cylinders and the two devices being controlled independently of one another. It is thus possible to deactivate only one of the cylinders and to control the flow of intake gas or exhaust gas in the associated conduit independently of the flow control in the conduit associated with the other cylinder. Of course, the two cylinders can also be deactivated. Other features and advantages of the invention will appear more clearly on reading the following description, given by way of illustrative and nonlimiting example, and the appended drawings in which: FIG. 1 is a perspective view of an air intake module equipped with an intake gas flow control device and / or recirculated exhaust gas according to the invention; FIG. 2 represents a means for deactivating a duct; associated with the associated sealing means of the control device; FIG. 3a is a diagrammatic sectional view of the means for deactivating a conduit in a first locked position, FIG. 3b is a view in FIG. schematic section of the means for deactivating a conduit in the first position in the unlocked state, FIG. 4 is a representation of FIG. 3a in a second position of the deactivating means, FIG. 5 is a sectional view of the intake module withthe deactivation means in the first position allowing the intake gases to pass through the duct equipped with the device and blocking the arrival of the exhaust gases, FIG. 6 is a sectional view of the intake module with the deactivation means in the second position blocking the intake gas in the duct equipped with the device and passing the exhaust gas, Figure 7 is a view of a plug of the closure device, and Figure 8 is a graph representing the evolution of the intake pressure, the exhaust pressure and the force of the sealing means against the means for deactivating a duct according to the engine speed.
    [0007] In these figures, the substantially identical elements bear the same references. The invention relates to an intake module M, partially visible in FIG. 1, intended to be placed on the cylinder head of an engine and which comprises, for each cylinder of a multicylinder engine, at least one duct 1 designed to extend into the cylinder head to supply the cylinder with intake gas. In addition, the intake module M has an intake manifold 3 in which opens (s) the (s) conduit (s) 1. The intake manifold 3 is supplied with intake gas by a system not shown in the figures. The intake manifold 3 2 5 may have a general shape of a substantially parallelepiped box. Since the engine is multi-cylinder, the intake manifold 3 is configured to distribute the intake gas flows between the ducts 1 respectively associated with a cylinder of the engine according to the illustrated example. The intake manifold 3 may comprise a heat exchanger 4 that passes through the inlet gas before being distributed in the supply ducts of the various cylinders. The heat exchanger 4 is configured to cool the charge air. Such a heat exchanger 4 is generally called "RAS" charge air cooler. The heat exchanger 4 can be integrated in the intake manifold 3 or alternatively be deported.
    [0008] In addition, the volume of the intake manifold 3 can be placed in fluid communication with an exhaust manifold (not shown in the figures) so as to allow recirculation of the exhaust gas recovered at the engine outlet in one or more cylinders to be deactivated, especially when operating at low load or when the requested power can be provided by only part of the cylinders. Indeed, when the engine speed is low, the deactivation of a cylinder makes it possible to reduce the losses by pumping. To do this, provision is made for example in at least one duct 1, an opening 13 for connection to a manifold of exhaust gases recovered at the output of the engine (not shown in the figures). For this purpose, the intake module M comprises a device 100 for controlling the flow of the intake gases and / or the recirculated exhaust gases. The control device 100 makes it possible to control the flow of a flow of intake gas into a cylinder or the circulation of exhaust gas in a cylinder to be deactivated. The control device 100 may be arranged on the admission module M at at least one associated conduit 1. In order to be able to deactivate several cylinders of the motor, it is also possible to provide a control device 100 for the deactivation of at least two ducts 1 2 5 side by side. Alternatively, there may be a control device 100 associated with a single conduit 1; in the case of several control devices 100 they are then independent of each other. In other words, each intake duct is equipped with a specific control device 100 having a control means independent of the other control devices 100.
    [0009] In addition, as illustrated in FIG. 2, a control device 100 comprises: on the one hand a means 5 for deactivating one or more ducts 1, and on the other hand a sealing means 15 able to lock or release / unlock the deactivation means 5. The deactivation means 5 is controllable between: a first position, also called active position, shown diagrammatically in FIGS. 3a and 3b, allowing the circulation of the inlet gas, that is to say of fresh air in a duct 1, the fresh air being represented by the arrow F in FIG. 3a, and a second position, also called the deactivation position, shown schematically in FIG. 4, blocking the circulation of the inlet gases. in the duct 1 and allowing the flow of exhaust gas in the duct 1, the exhaust gas being represented by the arrow EGR.
    [0010] The control device 100 advantageously comprises a mechanical system controlling only the movement of the deactivating means 5. The deactivating means 5 is for example embodied in the form of a rotary member, such as a flap or a plug, arranged at the mouth of a duct 1 in the intake manifold 3, as can be seen in FIGS. 5 and 6. According to the illustrated example, the deactivation means comprises a rotary plug 5 which is better visible in FIGS. and 7. According to the illustrated embodiment, the plug 5 has a substantially cylindrical general shape of longitudinal axis R. The plug 5 is configured to rotate about its axis R. The plug 5 is adapted to be arranged in the duct 1 so that its axis R is arranged substantially transversely to the duct 1. According to the example shown in Figures 3a to 6, the inner shape of the duct 1 is delimited by two walls 6 and 7 vis-à-vis , e the plug 5 extends longitudinally along the axis R in a manner substantially parallel to the two walls 6 and 7.
    [0011] In addition, the plug 5 has a diameter D greater than the distance d between the two walls 6, 7. According to the example illustrated in Figures 2 and 7, the plug 5 has here: a side flank 9, which forms a part transverse to the duct 1, extending along the axis R, and a flow path 9 ', which is for example cut in the cylinder. The plug 5 may further comprise two cups 10 of substantially circular shape, connected to the ends of the transverse portion 9. The lateral flank or transverse portion 9 is able to extend substantially parallel to the flat walls 6 and 7 when the plug 5 is arranged in the duct 1. The transverse portion is shaped so as to allow or block the circulation of the inlet gas F and / or recirculated exhaust gas EGR, depending on the angular position of the plug 5. In other words, the transverse part 9 is shaped: 15 so as to close the opening 13 for the arrival of the exhaust gas when the plug 5 is in the first position, thus allowing the flow of the inlet gases through the flow path 9 ', and so as to close the passage section of the intake gas from the intake manifold 3 when the plug 5 is in the second position, thus allowing the circulation exhaust gas through the flow path 9 '. In addition, the transverse portion 9 has an inner face 12 intended to be oriented towards the inside of the duct 1 when the plug 5 is disposed in the duct 1. This inner face 12 is for example capable of forming a gas deflector 5 exhaust when the plug 5 is in the second position. Thus shaped, the plug 5 provides the flow control function, allowing the inlet gas to pass into the first position and blocking it in the second position. In FIGS. 3a, 3b, and 5, the plug 5 is in the first position leaving the passage in the duct 1 of the intake gas flow completely free to supply the cylinder located below (relative to the orientation of Figures 3a and 3b).
    [0012] When the plug 5 is in the first position, the transverse portion 9 obstructs the opening 13 made in the duct 1 for connection to the exhaust gas. In FIGS. 4 and 6, the plug 5 has been rotated by a predefined rotation angle about the axis R so as to be in the second position, in which the transverse part 9 closes off the section of the duct 1. fluidic communication with the intake manifold 3. This result is obtained because the plug 5 has a sufficient diameter D greater than the distance d between the plane walls 6 and 7 as previously mentioned. When the plug 5 is in the second position, the opening 13 made in the duct 1 for connection to the exhaust gas is completely disengaged. Consequently, when the plug 5 is in the first position, it blocks the introduction of exhaust gas into the duct 1 leading to the engine cylinder and when it is in the second position it allows the gas flow to pass through. exhaust thus allowing the recirculation of the exhaust gas for the supply of the cylinder 15 to be deactivated. The plug 5 modulates the supply of the cylinder through the conduit 1 between two extreme situations, a supply with only fresh air as feed gas and a supply with only recirculated exhaust gas. The integration of this plug 5 into an associated conduit 1 of the power supply module M does not affect the supply of the other cylinders. Indeed, the plug 5 leaves the intake gas freely distribute to the other conduits 1 cylinder of the engine whose mouth is not blocked. The sealing means 15 is in turn configured to move under the effect of the pressure difference between the intake and the exhaust on either side of the sealing means 15, between: a position of locking the ball valve 5 in the first position, and a release or unlocking position of the plug 5. According to the illustrated embodiment, the sealing means 15 is arranged in front of the opening 13 bringing the exhaust gas in front of the plug 5, so as to seal this exhaust gas supply. The sealing means 15 is able to control the fluidic communication between the opening 13 in the feed pipe 1 of the cylinder and an exhaust gas manifold (not shown). The sealing means 15 allows under the effect of the pressure difference between the intake and the exhaust, in normal operation, that is to say when a cylinder is not deactivated, hermetic sealing of the opening 13 of the duct 1 preventing any fluid communication between the intake gas and the exhaust gas, by locking the deactivation means 5 in the first position. Indeed, when the speed and the engine load increases, all the cylinders are activated. It is therefore essential to achieve a perfect seal between the intake gases and the exhaust gas EGR. The movement of the sealing means 15 to lock or release the deactivating means 5 is controlled by the pressure difference between the intake and the exhaust acting on it on either side. For this purpose, the sealing means 15 comprises at least one piston 151 arranged opposite the opening 13 of the duct 1 for connection to the exhaust gas. Thus arranged, the piston 151 is thus subjected on one side to the inlet pressure and the other side to the exhaust pressure. The piston 151 can be shaped to allow the passage of the inlet gas 20 on a surface of the piston 151, for example by producing a flat 152 visible in Figure 2 on a surface of the piston 151. This allows the pressurization of the piston. piston at the pressure at the inlet. Preferably, the piston 151 is arranged to move in translation along an axis T substantially perpendicular to the axis of rotation R of the bushel 5 (see FIG. 2). A stop 153 visible in FIGS. 5 and 6 advantageously makes it possible to limit the displacement of the piston 151 when the latter is not in contact with the plug 5. In order to come to lock the plug 5 and to ensure the seal, the piston 151 at the level of their common contact zone with the plug 5, a shape complementary to the shape of the plug 5. The piston 151 is configured to: - hermetically close the opening 13 allowing the arrival of the exhaust gas (cf. 3a) by locking the plug 5 when the exhaust pressure is greater than the inlet pressure, and - release the plug 5 (see Figure 3b) when the intake pressure is greater than the pressure in the exhaust, so that the plug 5 can rotate freely. Thus, when the engine speed is low, the intake pressure is generally greater than the exhaust pressure, the piston 151 is pushed towards the arrival of the exhaust gas EGR under the effect of the pressure difference intake / exhaust. The plug 5 is thus unlocked (see FIG. 6) because of the displacement of the piston 151 which is not in sealing contact with the plug 5. The plug 5 can turn freely for activation (first position visible on the Figure 3a) or the deactivation (second position visible in Figure 4) of one or more cylinders.
    [0013] When engine speed and engine load increase, all cylinders are activated. The exhaust pressure naturally becomes higher than the inlet pressure. The piston is pushed against the plug 5: the contact between the piston 151 and the plug 5 thus seals the assembly. Z contact areas between the plug 5 and the piston 151 sealing between the inlet gas and the exhaust gas are shown schematically in Figure 5. If, when the exhaust pressure is greater than the pressure at the inlet, the cylinder associated with the duct 1 is deactivated, the plug 5 remains free. FIG. 8 shows: - a curve of evolution of the intake pressure in mbarA as a function of the engine speed in rpm, this curve being singularized by squares, - an evolution curve of the exhaust pressure in mbarA as a function of the engine speed in rpm, this curve being singularized by circles, and - a curve of evolution of the force of the piston 151 against the bushel 5 in N according to the speed motor in rpm, this curve being shown in dashed lines. As mentioned above, when the engine speed is low, here below for example at 2500 rpm, the intake pressure is greater than the exhaust pressure. The point of intersection between the intake pressure and the exhaust pressure, ie before the inversion of the curves so that the exhaust pressure becomes greater than the pressure at the intake , is around 2500rpm according to the illustrated example.
    [0014] This crossing point corresponds to the engine speed from which it is chosen to lock the plug 5 with the piston 151 to ensure the seal between the intake gas and the exhaust gas when the cylinder is to be fed only in intake gas. Referring again to FIGS. 5 and 6, provision can be made for at least one return means 154, such as a spring 154, for example working in compression, which makes it possible to offset the locking point of the plug 5 corresponding to the point of contact. crossing between the inlet and exhaust pressures, by modifying the setting of the spring 154. The piston 151 is then controlled by the inlet and exhaust pressures of the engine, while being subjected to the the compression spring force 154. Thus, when the engine speed is low, the piston 151 is pushed towards the arrival of exhaust gas EGR under the effect of the difference in intake / exhaust pressure and under the effect of Compression spring 154. As the engine speed and engine load increase, the exhaust pressure is greater than the inlet pressure and the force of the compression spring 154. The piston is thus pushed against the plug 5 It can be provided in compl ment that the piston 151 can, optionally, be controlled by means of an electromagnetic coil or other external control means. Finally, there can be provided a closure cap 155 arranged opposite the piston 151 on the opposite side to the piston 151 side intended to come into contact against the plug 5 to ensure sealing. The closure cap 155 here has an opening 156, for example central, 30 allowing the arrival of the exhaust gas. This opening 156 may be connected to the exhaust manifold (not shown) using one or more pipes.
    [0015] The closure cap 155 is further shaped to allow the passage of the exhaust gas so as to apply a pressure on a surface of the piston 151, thereby allowing the piston 151 to be pressurized to the exhaust pressure. This pressurization is shown schematically by the EGR arrows in FIG. 5. For this purpose, at least one orifice 157 is provided on the closure cap 155, which is in fluid communication with the opening 156 enabling arrival of the exhaust gases. The orifices 157 are in the illustrated example side orifices 157.
    [0016] In conclusion, with the same control device 100 can block the passage of the inlet gas in a conduit 1 when the associated cylinder is disabled so as to allow the supply of recirculated exhaust gas or otherwise block the passage of exhaust gas in the duct 1 when the cylinder is active while ensuring the seal between the fresh air and the exhaust gas without requiring additional control of the sealing means 15. Only one control of the deactivation means 5 , more precisely of the rotation of the plug 5, is necessary because of the control of the pressures at the inlet and the outlet of the sealing means 15 comprising, according to the embodiment described, a piston 151.
    [0017] The suppression of a control of the sealing means 15 makes it possible to reduce the costs and the complexity of the control device 100. Moreover, this makes it possible to obtain an admission module M that is less cumbersome compared to the solutions of the invention. prior art providing a control system of the sealing means, such as a valve, disposed on the intake module M.
    权利要求:
    Claims (12)
    [0001]
    REVENDICATIONS1. Control device (100) for a flow of intake gas and / or recirculated exhaust gas in an internal combustion engine cylinder, for an intake module (M) comprising at least one duct (1) arranged to supply the cylinder with intake gas (F) and / or recirculated exhaust gas (EGR), said device (100) comprising: means (5) for deactivating at least one duct (1), controllable between a first position in which the duct feeds the cylinder with the inlet gases (F) and a second position in which the duct feeds the cylinder with the recirculated exhaust gas (EGR), and a sealing means ( 15) adapted to hermetically close an opening (13) of the conduit (1) for the exhaust gas inlet, characterized in that the sealing means (15) is configured to move under the effect of the pressure difference between the intake and the exhaust on either side of the sealing means (1 5), between: a lock position of the deactivation means (5) in the first position when the exhaust pressure is greater than the inlet pressure, and a release position of the deactivation means (5). ) when the exhaust pressure is less than the inlet pressure.
    [0002]
    2. Device according to claim 1, wherein the sealing means (15) comprises at least one piston (151). 25
    [0003]
    3. Device according to one of claims 1 or 2, wherein the deactivating means (5) comprises a rotatable member about an axis (R), adapted to be disposed in a conduit (1) of the admission module (M) so that the axis (R) is arranged substantially transversely to the conduit (1). 30
    [0004]
    4. Device according to claims 2 and 3, wherein the piston (151) is configured to move in translation along an axis (T) substantially perpendicular to the axis of rotation (R) of the deactivating means (5).
    [0005]
    5. Device according to one of claims 2 or 4, wherein the piston (151) has on at least one surface a flat (152).
    [0006]
    6. Device according to any one of the preceding claims, wherein the sealing means (15) is configured to be in contact with the deactivating means (5) in the locking position, and has a shape complementary to the form. deactivation means (5) at the contact zone.
    [0007]
    7. Device according to claim 3, wherein the deactivating means comprises a rotary valve (5) of substantially cylindrical general shape, having a lateral flank (9) shaped to allow or block the circulation of the inlet gases (F). ) and / or recirculated exhaust gas (EGR), depending on the angular position of the rotary valve (5). 2 0
    [0008]
    8. Device according to claim 7, wherein the lateral flank (9) is shaped to close the opening (13) when the plug (5) is in the first position, and so as to close the passage section of the intake gas from the intake manifold (3) when the plug (5) is in the second position. 25
    [0009]
    9. Device according to any one of the preceding claims, comprising at least one return means (154) arranged to bias the sealing means (15) to the release position of the deactivating means (5). 30
    [0010]
    10. Device according to any one of the preceding claims, comprising a closing cap (155) arranged vis-a-vis the sealing means (15) ,accordépour to allow the arrival of exhaust gas and having at least means (157) for venting to the exhaust.
    [0011]
    11. Air intake module of an internal combustion engine characterized in that it comprises at least one control device (100) according to any one of the preceding claims.
    [0012]
    12. An air intake module of an internal combustion engine comprising at least two cylinders, said module (M) comprising at least two control devices (100) according to any one of claims 1 to 10, each of said devices being arranged to power one of said cylinders and said devices (100) being configured to be controlled independently of one another.
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    同族专利:
    公开号 | 公开日
    EP2881571A1|2015-06-10|
    PL2881571T3|2017-07-31|
    FR3014147B1|2016-01-01|
    US9599039B2|2017-03-21|
    JP2015110948A|2015-06-18|
    ES2617341T3|2017-06-16|
    US20150152797A1|2015-06-04|
    JP6373742B2|2018-08-15|
    EP2881571B1|2016-12-07|
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    JP2012072678A|2010-09-28|2012-04-12|Keihin Corp|Exhaust gas recirculation valve|JP6468094B2|2015-06-24|2019-02-13|株式会社デンソー|Low pressure EGR device|
    FR3044360B1|2015-11-30|2019-08-23|Valeo Systemes Thermiques|SYSTEM AND METHOD FOR DEACTIVATING AT LEAST ONE CYLINDER OF AN ENGINE, INTAKE COLLECTOR AND HEAT EXCHANGER COMPRISING SAID SYSTEM|
    FR3048732B1|2016-03-08|2018-03-09|Renault S.A.S|SIMULTANEOUS MODULATION VALVE OF TWO FLOWING FLOWS, IN PARTICULAR FOR ASSAYING RECIRCULATED GASES IN AN INTERNAL COMBUSTION ENGINE.|
    JP6590033B2|2018-06-22|2019-10-16|株式会社デンソー|Low pressure EGR device|
    法律状态:
    2015-12-31| PLFP| Fee payment|Year of fee payment: 3 |
    2016-12-29| PLFP| Fee payment|Year of fee payment: 4 |
    2018-09-28| ST| Notification of lapse|Effective date: 20180831 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1362006A|FR3014147B1|2013-12-03|2013-12-03|DEVICE FOR CONTROLLING RECIRCULATED INTAKE GAS AND / OR EXHAUST GAS FLOW IN AN INTERNAL COMBUSTION ENGINE CYLINDER AND CORRESPONDING ADMISSION MODULE.|FR1362006A| FR3014147B1|2013-12-03|2013-12-03|DEVICE FOR CONTROLLING RECIRCULATED INTAKE GAS AND / OR EXHAUST GAS FLOW IN AN INTERNAL COMBUSTION ENGINE CYLINDER AND CORRESPONDING ADMISSION MODULE.|
    ES14195473.5T| ES2617341T3|2013-12-03|2014-11-28|Control device for a flow of intake gases and / or exhaust gas recirculated in an internal combustion engine cylinder and corresponding intake module|
    EP14195473.5A| EP2881571B1|2013-12-03|2014-11-28|Device for controlling a flow of intake gas and/or recirculated exhaust gas in an internal combustion engine cylinder and corresponding intake module|
    PL14195473T| PL2881571T3|2013-12-03|2014-11-28|Device for controlling a flow of intake gas and/or recirculated exhaust gas in an internal combustion engine cylinder and corresponding intake module|
    JP2014244990A| JP6373742B2|2013-12-03|2014-12-03|Control device and corresponding intake module for the flow of intake gas and / or recirculated exhaust gas in a cylinder of an internal combustion engine|
    US14/559,517| US9599039B2|2013-12-03|2014-12-03|Control device for a flow of intake gas and/or recirculated exhaust gases in a cylinder of an internal combustion engine and corresponding intake module|
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