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EP0251159B1 - Conduit de retour pour des gaz de fuite d'une boîte de manivelle - Google Patents

Conduit de retour pour des gaz de fuite d'une boîte de manivelle Download PDF

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Publication number
EP0251159B1
EP0251159B1 EP87109025A EP87109025A EP0251159B1 EP 0251159 B1 EP0251159 B1 EP 0251159B1 EP 87109025 A EP87109025 A EP 87109025A EP 87109025 A EP87109025 A EP 87109025A EP 0251159 B1 EP0251159 B1 EP 0251159B1
Authority
EP
European Patent Office
Prior art keywords
return conduit
cylinder head
opening
return line
intake
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.)
Expired - Lifetime
Application number
EP87109025A
Other languages
German (de)
English (en)
Other versions
EP0251159A3 (en
EP0251159A2 (fr
Inventor
Herbert Schleiermacher
Reinhard Rechberg
Lothar Bauer
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.)
Kloeckner Humboldt Deutz AG
Original Assignee
Kloeckner Humboldt Deutz 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
Priority claimed from DE19863622024 external-priority patent/DE3622024A1/de
Priority claimed from DE19873704567 external-priority patent/DE3704567A1/de
Application filed by Kloeckner Humboldt Deutz AG filed Critical Kloeckner Humboldt Deutz AG
Publication of EP0251159A2 publication Critical patent/EP0251159A2/fr
Publication of EP0251159A3 publication Critical patent/EP0251159A3/de
Application granted granted Critical
Publication of EP0251159B1 publication Critical patent/EP0251159B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • 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
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to a return line for leak gases from the crankcase of a four-stroke internal combustion engine into the intake pipes of the cylinders.
  • the recirculation of the leakage gases has a positive side effect, especially with diesel engines.
  • the leakage gases returned to the intake pipes take oil droplets out of the crankcase. These finely divided, entrained oil droplets are sufficient to lubricate the valve seats of the intake valves and to protect them from wear. This is much more advantageous than if lubrication along the valve stems were caused by seeping oil. Because of the heat acting on the valve stem there is a risk that the oozing oil cokes on the valve stems and thus narrows the cross section of the intake pipe.
  • the invention has set itself the task of distributing the leakage gases evenly over each cylinder in such a way that sufficient lubrication of the valve seats of all intake valves is ensured.
  • the return line is advantageously connected to each intake pipe of a cylinder via an opening. This ensures that each of the cylinders can suck in leakage gases and thus its inlet valves are adequately lubricated in the valve seats.
  • the different diameters of the orifices in the return line as seen in the direction of flow of the leak gases, so that the last orifice has a much larger diameter and a different exit direction into the intake pipe than the first orifice, ensure that each cylinder is the same Amount of leak gases can be sucked in. According to the flow laws, the area of an opening and the direction of its exit can directly influence the amount of gas flowing through this opening per unit of time.
  • the cylinder lying first in the flow direction of the return line sucks in the leakage gases from the smallest opening.
  • the leakage gases still contain the highest proportion of oil mist in this part of the return line.
  • the amount of leakage gases and their oil mist content decrease in the return line from intake pipe to intake pipe.
  • the last opening in the return line viewed in the direction of flow of the leakage gases, is considerably larger than the first.
  • the openings are arranged in a spiral or almost spiral line around the return line, the first opening as seen in the flow direction of the return line being on the side facing away from the suction opening of the suction pipe and the last one being on the side of the return line facing the suction opening of the suction pipe .
  • This arrangement of the holes advantageously prevents oil from dripping through a vertically downward opening at the point where the leakage gases have the highest content of oil mist and oil droplets can precipitate on the wall, get into the intake port of the cylinder and for an oversupply of oil. Even if oil droplets are deposited at the location of the first hole, only oil mist with the leakage gases gets into the intake pipe of the cylinder. Since the number of cylinders causes the leakage gases to become less oil-rich, the openings can also be turned towards the intake manifold. At the last intake pipe, the leak gases have already become so low in oil mist that there is no danger that larger oil drops will separate.
  • the openings in the return line have a nozzle-like extension toward the outside. This configuration of the openings advantageously ensures that the leakage gases flow out uniformly and thus the oil mist is evenly distributed in the intake air of the intake pipes.
  • the return line is used as a separate tube in the intake box.
  • This design is advantageously used when the intake box is flanged to the cylinder head of the internal combustion engine as a separate component, for example made of plastic.
  • the Return line as a straight line along the intake ports in the cylinder head and the openings open directly into the intake ports leading to the intake valves.
  • the space requirement for the return line is limited to a minimum and the number of attachments is reduced.
  • the cylinder head cover is formed in one piece and the return line is integrated into the cylinder head cover.
  • the cylinder head is composed of single cylinder heads and the return line is integrated into the single cylinder heads or also into the single cylinder head covers.
  • a continuous return line is formed by connecting pieces arranged between the individual cylinder heads.
  • the return line is expediently designed as a bore or is left out when the cylinder head is cast.
  • the return line can also, for. B. are cast as a tube in the cylinder head or the cylinder head.
  • the return line advantageously runs through the entire length of the cylinder head and is arranged in the immediate vicinity of the intake pipes in order to achieve a short connecting line from the return line to the intake pipes.
  • These connecting channels are expediently designed as bores or as throttle screw plugs.
  • the connecting channels expediently open into the return line at the geodetically lowest point.
  • the flow cross-section of the connecting channels in the flow direction of the returned leakage gases is expediently formed.
  • the intake pipes advantageously protrude from the cylinder head base plate at an angle of approximately 30 ° .
  • a supply line for the return line is advantageously incorporated into the cylinder head.
  • FIG. 1 The intake box of a four-cylinder four-stroke diesel engine is shown in the open state. The view is from the air filter side.
  • the housing of the intake box 1 is fastened to the respective cylinder heads, which are not shown here, with fastening tabs 2.
  • the four intake pipes 3 can be seen in the top view. They are inclined with their intake openings 3 "to the left and below the intake box the flanges 4 can be seen for connection to the intake port of the respective cylinder.
  • the return line 6 for the leak gases is led to the crankcase from a connecting piece 5.
  • the return line 6 is located as a pipe inside the intake box I above the intake pipes 3.
  • the return line 6 is fastened to the housing of the intake box I with a screw connection 7.
  • each suction pipe 3 there is an opening 8 in the return line 6. These openings 8 are located on an almost spiral line around the center line 9 of the return line 6.
  • the opening is very small compared to the subsequent openings, which are each rotated by several degrees in the direction of the intake openings of the intake pipes 3, so that the last opening above the last suction pipe points vertically downwards, directly in the direction of the suction opening 3 "of the suction pipe 3. This opening is the largest of all four openings shown.
  • the arrangement of the holes 8 on the return line 6 thus ensures that when entering the intake box I only Oil mist is sucked in by the first suction pipe 3 and that the last suction pipe can also suck in the same amount of leakage gases with the same amount of oil.
  • Tubes can also be inserted into the openings of the return line. If the tubes all have the same cross-section, an opening of any shape and size can be formed by pressing the end together. By bending the pipes, the openings can be rotated as desired in the area of the suction openings of the suction pipes.
  • Fig. 2 shows a section through the intake box I with a view of the intake opening 3 "of an intake pipe 3.
  • the intake pipe 3 opens upwards towards the viewer, while it opens into the intake port of the cylinder at the bottom left of flange 4.
  • return line 6 runs clearly.
  • An opening 8 can be seen clearly, which passes through at an angle of approximately 45 ° to the vertical the center line 9 is directed downward onto the suction opening 3 ′′ of the suction pipe 3.
  • the opening 8 has a nozzle-shaped extension 10 towards the outside.
  • This shape of the opening ensures a uniform outflow of the leakage gases and an optimal fanning out of the emerging jet of leakage gases and oil mist, so that there is good mixing with the air sucked in by the suction pipe 3.
  • the processing of the openings 8 must be done very carefully so that no burrs and unevenness arise. This could namely have a very strong influence on the flow, so that the leakage gases would be distributed unevenly.
  • the intake pipe shown is the penultimate one of the exhaust pipes shown in FIG.
  • the return line 6 can also be shielded from the upstream air filter by a short, downward-reaching, sheet metal plate (not shown here). This can prevent, depending on the position of the openings 8, the upstream filter from being wetted by oil mist.
  • the diameter of the respective openings 8 in the return line 6 increases continuously in the same steps, as seen in the flow direction of the leak gases. If it is advantageous for the flow conditions due to the design, two successive holes can also have the same diameter.
  • the selected angular misalignment of the holes on the circumference of the return line 6 does not take place in angular steps of the same size.
  • two successive holes can be located at the same point on the circumference, at the same angular degree.
  • the return line 6 is incorporated directly into the cylinder head 10.
  • the return line 6 is designed as a straight-line channel, which is cut out directly in the casting process of the cylinder head 2 by a corresponding casting core or is subsequently worked into the cylinder head 10 by, for example, drilling.
  • the return line 6 is arranged above the intake ducts II and the openings 8 open directly into the housing walls of the intake ducts II.
  • the alignment of the openings 8 in the intake ducts II is carried out analogously to the explanations as described in FIGS. I and 2.
  • the supply line, from which the return line 6 is supplied with leakage gases and oil mist, is advantageously incorporated into the cylinder head 10 in this embodiment and connected to the crankcase of the internal combustion engine via corresponding lines and possibly valves.
  • FIGS. 4 and 5 show the different openings of the openings 8 into the intake ducts II of the cylinder head 10, reference being made to the description of the drawing relating to FIGS. I and 2 with regard to the orientation of the openings 8.
  • the return line 6 according to the invention can be used in all types of four-stroke internal combustion engines.
  • three-, five-, six- and multi-cylinder engines are suitable for the application of the invention.
  • FIG. 6 shows a section of a cylinder head 3 'of a four-stroke internal combustion engine with an integrated return line for leak gases.
  • An intake pipe 2 'or an inlet duct for the combustion gases is arranged at an angle of approximately 30 ° from the cylinder head base plate 9'.
  • the intake pipe 2 ' is connected to a combustion chamber (not shown) via an inlet valve 10'.
  • the inlet valve 10 ' can be acted upon by a rocker arm II' against the force of a spring 12 ', the other end, not shown, of the rocker arm II' being operatively connected to the camshaft or the tappet tube of the engine.
  • the rocker arm 11 'together with the spring 12' is covered by a cylinder head cover 5 'which is connected to the cylinder head 3' via a seal 13 '.
  • the cylinder head 3 ' is designed as a block cylinder head or as a single cylinder head and in the cylinder head 3' there is a return line 4 'running through the entire length of the head, ie the return line 4' is integrated in the cylinder head 3 '.
  • the continuous return line 4' is formed by connecting pieces arranged between the cylinder heads 3 '. As connectors are z. B. Double plug-in pieces are ideally suited.
  • the return line 4 ' is arranged in the immediate vicinity of the intake pipes 2' and is either designed as a bore or cast in or recessed in the mold.
  • the return line 4' is connected to the intake pipes 2 'via connecting channels 8'. It is ever a connecting duct 8 'is assigned to the intake pipe or inlet duct.
  • the connecting channels 8' advantageously open into the return line 4 'at the geodetically lowest point.
  • the connecting channels 8 ' can advantageously be designed as bores or as throttle screw plugs 5'.
  • the size of the connecting duct 8 'or its position relative to the intake pipe 2' expediently differs depending on the number of engine cylinders.
  • the flow cross section of the connecting channels 8' in the flow direction of the returned gases is expediently formed.
  • the connecting channels -8 ' are introduced into the return line 4' starting from the inside of the intake pipes 2 '. This eliminates the need for additional closure parts that would be necessary if the connecting channels 8 'were introduced from the outside.
  • a recess 14 ' is arranged between the connecting duct 8' and the intake pipe 2 'and serves for better attachment of the connecting duct 8'.
  • Fig. 7 shows an alternative embodiment in which the cylinder head cover 5 'is formed in one piece and the return line 4' is integrated in the cylinder head cover.
  • the cylinder head cover 5 ' is flanged to the cylinder head 3' with the interposition of seals 13 '.
  • a connecting duct 8 ' leads from the return line 4' in the direction of the seam between the cylinder head cover and the cylinder head and is designed as described in FIG. 6.
  • the connecting channel 8 ' can easily be introduced into the cylinder head cover 5' before it is installed.
  • the connecting duct 8 ' is connected to the intake pipe 2' via a further connecting duct 8 'with a larger diameter.
  • the arrangement of the return line 4 'in the region of the steeply rising intake pipes 2' or inlet channels prevents the formation of oil sump or an oil deposit in the air intake housing or in the intake pipe 2 '. Even with extreme engine inclinations, the oil drain is guaranteed by the 30 ° angle of attack of the intake pipe 2 'to the cylinder head base 9' (see FIG. 6), in the direction of the valve seat 15 '.
  • Fig. 8 shows a view Fig. 8a and a section of a breather valve housing 7 'arranged on the engine.
  • This vent valve housing 7 ' is part of the return line. It can be seen that the return line 4 'directly via sealing elements 6' z. B. a round seal is flanged to the vent valve housing 7 '.
  • the vent valve housing 7 ' is in turn connected directly to the crankcase.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)

Claims (20)

1. Conduit de retour pour les gaz de fuite d'un carter de vilebrequin d'un moteur à combustion à quatre temps, dans les tubulures d'aspiration des cylindres, caractérisé en ce que le conduit de retour (6) est relié à chaque tube d'aspiration (3) d'un cylindre par l'intermédiaire d'un orifice (8), les diamètres des orifices (8) variant, en observant le sens de l'écoulement des gaz de fuite dans la conduite de retour (6), et le dernier orifice présentant un diamètre notablement plus grand et une autre direction de sortie dans le tube d'aspiration que le premier orifice.
2. Conduit de retour pour les gaz de fuite selon la revendication 1, caractérisé en ce que les orifices sont disposés sur une ligne en forme de spirale ou à peu près en forme de spirale, autour du conduit de retour (6), l'orifice (8) situé le premier, vu dans le sens de l'écoulement du conduit de retour (6), est situé du côté du conduit de retour (6) opposé à l'orifice d'aspiration (3") du tube d'admission (3) et celui qui est le dernier est situé du côté qui est tourné vers l'orifice d'aspiration (3") du tube d'aspiration (3).
3. Conduit de retour pour les gaz de fuite selon la revendication 1 ou 2, caractérisé en ce que, vu dans le sens d'écoulement des gaz de fuite, le diamètre de chacun des orifices (8) dans le conduit de retour (6) augmente en allant du premier au dernier orifice.
4. Conduit de retour pour les gaz de fuite selon l'une des revendications 1 à 3, caractérisé en ce que les orifices (8) du conduit de retour (6) présentent un élargissement (10) en forme de buse, orienté vers l'extérieur.
5. Conduit de retour pour les gaz de fuite selon l'une des revendications 1 à 4, caractérisé en ce que le conduit de retour (6) est disposé sous forme de tube séparé dans le caisson d'aspiration (1).
6. Conduit de retour selon l'une des revendications 1 à 4, caractérisé en ce que la culasse (3') est réalisée sous forme de culasse de bloc cylindre et que le conduit de retour (4') est intégré dans la culasse (3').
7. Conduit de retour selon la revendication 6, caractérisé en ce que le capot de culasse (5') est réalisé d'une seule pièce et que le conduit de retour (4') est intégré dans le capot de culasse (5').
8. Conduit de retour selon l'une des revendications 1 à 4, caractérisé en ce que la culasse (3') est composée de culasses séparées, le conduit de retour (4') étant intégré dans les culasses séparées et un conduit de retour continu (4') étant formé au moyen de pièces de liaison disposées entre les culasses séparées.
9. Conduit de retour selon la revendication 8, caractérisé en ce que le conduit de retour (4') est intégré dans les capots de culasses séparées.
10. Conduit de retour selon l'une des revendications 6 à 9, caractérisé en ce que le conduit de retour (4') est réalisé sous forme d'alésage.
11. Conduit de retour selon l'une des revendications 6 à 9, caractérisé en ce que le conduit de retour (4') est formé conjointement lors de la coulée.
12. Conduit de retour selon l'une des revendications 6 à 11, caractérisé en ce que le conduit de retour (4') parcourt la totalité de la longueur de la culasse (3') et est disposé au voisinage immédiat des tubes d'aspiration (2').
13. Conduit de retour selon l'une des revendications 6 à 12, caractérisé en ce que le conduit de retour (4') est bridé directement sur un carter de soupape d'aération (7') par l'intermédiaire d'éléments d'étanchéité (6').
14. Conduit de retour selon l'une des revendications 6 à 13, caractérisé en ce que le conduit de retour (4') est relié aux tubes d'aspiration (2') par des canaux de liaison (8').
15. Conduit de retour selon la revendication 14, caractérisé en ce que les canaux de liaison (8') débouchent dans le conduit de retour (4') à l'endroit qui est géographiquement le plus bas.
16. Conduit de retour selon la revendication 14 ou 15, caractérisé en ce que les canaux de liaison (8') sont réalisés sous la forme d'alésages.
17. Conduit de retour selon l'une des revendications 14 à 16, caractérisé en ce que les canaux de liaison (8') sont réalisés sous la forme de bouchons filetés d'étranglement.
18. Conduit de retour selon l'une des revendications 14 à 17, caractérisé en ce que la section transversale d'écoulement des canaux de liaison (8') augmente dans le sens d'écoulement des gaz en retour.
19. Conduit de retour selon l'une des revendications 6 à 18, caractérisé en ce que les tubes d'aspiration (2') s'écartent de la plaque de fond (9') de la culasse sous un angle d'à peu près 30°.
20. Conduit de retour selon l'une des revendications 1 à 19, caractérisé en ce qu'un conduit d'alimentation servant au conduit de retour (6) est usiné dans la culasse (10).
EP87109025A 1986-07-01 1987-06-23 Conduit de retour pour des gaz de fuite d'une boîte de manivelle Expired - Lifetime EP0251159B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE3622024 1986-07-01
DE19863622024 DE3622024A1 (de) 1986-07-01 1986-07-01 Rueckfuehrleitung fuer leckgase aus dem kurbelgehaeuse
DE3704567 1987-02-13
DE19873704567 DE3704567A1 (de) 1987-02-13 1987-02-13 Rueckfuehrleitung fuer leckgase aus dem kurbelgehaeuse

Publications (3)

Publication Number Publication Date
EP0251159A2 EP0251159A2 (fr) 1988-01-07
EP0251159A3 EP0251159A3 (en) 1989-02-01
EP0251159B1 true EP0251159B1 (fr) 1990-10-24

Family

ID=25845142

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87109025A Expired - Lifetime EP0251159B1 (fr) 1986-07-01 1987-06-23 Conduit de retour pour des gaz de fuite d'une boîte de manivelle

Country Status (2)

Country Link
EP (1) EP0251159B1 (fr)
DE (1) DE3765705D1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4038509A1 (de) * 1990-12-03 1992-06-11 Mann & Hummel Filter Ansaugverteiler fuer eine brennkraftmaschine
DE10045636A1 (de) * 2000-09-15 2002-03-28 Audi Ag Vorrichtung zum Führen eines sekundären Gases
DE19546545B4 (de) * 1995-12-13 2006-01-12 Mahle Filtersysteme Gmbh Saugrohrmodul
DE102008021055A1 (de) 2008-04-26 2009-10-29 Ford Global Technologies, LLC, Dearborn Geschütztes PCV System

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4111772A1 (de) * 1991-04-11 1992-10-15 Kloeckner Humboldt Deutz Ag Ansaugsystem fuer eine selbstzuendende brennkraftmaschine
DE4221913C1 (de) * 1992-07-03 1994-01-27 Freudenberg Carl Fa Ansaugkrümmer für eine Verbrennungskraftmaschine mit einem Zylinderkopf
US5307784A (en) * 1993-04-05 1994-05-03 Ford Motor Company Induction system for internal combustion engine
DE4406986B4 (de) * 1994-03-03 2005-05-12 Deutz Ag Hubkolben-Brennkraftmaschine
DE29901854U1 (de) * 1999-02-03 2000-06-29 Fink, Gerhard, 35080 Bad Endbach Brennkraftmaschine, Verdichter oder Pumpe mit, die Kanäle steuernden um die Achsen der Zylinder rotierenden und über eine Außenverzahnung direkt angetriebenen Drehschiebern
SE520863C2 (sv) 2000-05-05 2003-09-09 Volvo Personvagnar Ab Metod och anordning för ventilering av gaser i en förbränningsmotor
US7246610B2 (en) * 2003-10-07 2007-07-24 S & S Cycle, Inc. Cylinder head
DE102011014541B4 (de) 2011-03-19 2019-01-17 Audi Ag Luftzufuhrelement für eine Verbrennungskraftmaschine und Verfahren zum Fertigen eines Luftzufuhrelements

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE318639C (fr) *
US1478094A (en) * 1922-12-30 1923-12-18 Harry D Barrett Oiling system
US2057123A (en) * 1935-11-09 1936-10-13 William B Ullrich Means for lubricating and cooling engine valves
US2681051A (en) * 1952-07-03 1954-06-15 Lawton H Robinson Vapor top oiler
US3156226A (en) * 1963-05-23 1964-11-10 William J Linn Air intake fitting for internal combustion engine
DE2036045A1 (de) * 1970-07-21 1972-03-09 Daimler-Benz Ag, 7000 Stuttgart Mehrzylindrige Einspritzbrennkraftmaschine

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4038509A1 (de) * 1990-12-03 1992-06-11 Mann & Hummel Filter Ansaugverteiler fuer eine brennkraftmaschine
DE19546545B4 (de) * 1995-12-13 2006-01-12 Mahle Filtersysteme Gmbh Saugrohrmodul
DE10045636A1 (de) * 2000-09-15 2002-03-28 Audi Ag Vorrichtung zum Führen eines sekundären Gases
DE10045636B4 (de) * 2000-09-15 2012-04-12 Audi Ag Vorrichtung zum Führen eines sekundären Gases
DE102008021055A1 (de) 2008-04-26 2009-10-29 Ford Global Technologies, LLC, Dearborn Geschütztes PCV System
DE102008021055B4 (de) * 2008-04-26 2015-10-22 Ford Global Technologies, Llc Verbrennungsmotor mit einem geschützten PCV System

Also Published As

Publication number Publication date
DE3765705D1 (de) 1990-11-29
EP0251159A3 (en) 1989-02-01
EP0251159A2 (fr) 1988-01-07

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