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WO1997011267A1 - Arrangement and method for exhaust gas feedback in a four-stroke combustion engine - Google Patents

Arrangement and method for exhaust gas feedback in a four-stroke combustion engine Download PDF

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Publication number
WO1997011267A1
WO1997011267A1 PCT/SE1996/001159 SE9601159W WO9711267A1 WO 1997011267 A1 WO1997011267 A1 WO 1997011267A1 SE 9601159 W SE9601159 W SE 9601159W WO 9711267 A1 WO9711267 A1 WO 9711267A1
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WO
WIPO (PCT)
Prior art keywords
inlet
stroke
combustion chamber
inlet valve
engine
Prior art date
Application number
PCT/SE1996/001159
Other languages
French (fr)
Swedish (sv)
Inventor
Jan-Olof Larsson
Original Assignee
Scania Cv Aktiebolag
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 Scania Cv Aktiebolag filed Critical Scania Cv Aktiebolag
Publication of WO1997011267A1 publication Critical patent/WO1997011267A1/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0273—Multiple actuations of a valve within an engine cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • 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
    • F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to an arrangement for exhaust gas feedback in a four-stroke combustion engine in accordance with what is indicated in more detail in the preamble to patent claim 1.
  • the invention also relates to a method according to the preamble to patent claim 8.
  • the invention is particularly intended for a turbocharged diesel engine.
  • exhaust gas feedback in a diesel engine also needs to be possible at higher inlet pressures than in an Otto engine.
  • the need for exhaust gas feedback in Otto engines arises mainly at low engine load, which usually means low inlet pressure.
  • exhaust gas feedback is possible without major counterpressure, since the exhaust gas turbine is largely bypassed during the operating situations which are relevant for exhaust gas feedback, with the result that even the inlet compressor generates no great inlet pressure.
  • a turbo engine thus exhibits substantially the same characteristics as an aspirating engine during exhaust gas feedback. This means that arranging exhaust gas feedback for an Otto engine does not normally involve any major problems.
  • JP-A-2- 140454 Previously known from JP-A-2- 140454 is a system for feeding part of the exhaust gases back directly to the inlet via a special valve arranged to feed pan of the exhaust gases from the combustion chamber to the inlet via a special connecting duct leading to the inlet valve.
  • This system with the extra valve for feedback is particularly intended to be used before the engine has warmed up, in order to speed up the warming up of the engine and achieve complete combustion.
  • Previously known from WO-85/05654 is a four-stroke combustion engine with an arrangement for feeding part of the exhaust gases back from an exhaust line to the combustion chamber.
  • the camshaft which controls the exhaust valve is provided with an extra cam which opens the exhaust gas valve somewhat during the induction stroke.
  • the resulting higher pressure prevailing in the exhaust line makes part of the exhaust gases flow back into the combustion chamber.
  • DE-A1-26 38 651 is a combustion engine with a camshaft which, for operating the exhaust valve, has an extra cam in order to be able during the induction stroke to open the exhaust valve somewhat so as to allow part of the exhaust gases to flow back into the combustion chamber, in order, particularly in the lower speed range, to increase the compression in the combustion chamber.
  • the object of the present invention is, as mentioned in the introduction, to provide an arrangement for exhaust gas feedback, which arrangement has to be particularly suitable for use in diesel engines with turbocompressor, and where, as also mentioned above, exhaust gases cannot be fed back from the exhaust line to the intake pipe. Another object is to make possible a corresponding method for feeding back exhaust gases.
  • the invention as indicated in patent claim 4 is particularly advantageous in making it possible to cool the exhaust gases leaving the combustion chamber before the exhaust gases are fed back into the combustion chamber.
  • Fig. 1 shows a section through a cylinder in a combustion engine (with only one inlet valve depicted) which is provided with an overhead camshaft.
  • Fig. 1 shows schematically a cross-section through a combustion engine, with a cylinder 1 and with a piston 2 movable therein.
  • a spring-loaded inlet valve 4 which is acted on by an overhead camshaft 5.
  • the inlet valve 4 closes an inlet duct 6 which is connected to an inlet pipe 7 via which air for combustion is supplied to the cylinder 1.
  • the inlet pipe 7 is arranged outside the cylinder head 3, while the inlet duct 6 forms part of the cylinder head.
  • the inlet pipe 7 and the inlet duct 6 together form part of the engine inlet line which extends from a filtered inlet (not depicted) to the engine cylinder 1.
  • the drawing shows only one valve, namely the inlet valve 4, but there is of course also at least one outlet valve and it is also possible for there to be more than one inlet valve for each cylinder.
  • the valves and their positioning in the cylinder head are not of any decisive significance for the invention, but are of quite ordinary design and construction, so they will not be described in more detail here.
  • the camshaft 5 is provided with two cams for each inlet valve 4, namely the cam 8 and the cam 9.
  • the cam 8 is the cam which opens the inlet valve 4 for the inlet stroke so that intake air is let into the combustion chamber via the inlet duct 6.
  • the further cam 9 is situated approximately opposite the normal cam 8 and is arranged to open the inlet valve 4 somewhat, e.g.
  • the further cam 9 has a lower height than the conventional cam 8 and it also has steeper flanks, which means that the further opening of the inlet valve 4 is for a shorter time and with a lower lift height than during the inlet stroke.
  • the purpose of this arrangement is to make part of the exhaust gases during the end of the expansion stroke and/or the beginning of the exhaust stroke flow back into the inlet line 6,7 in order thereafter to be able to be fed back into the combustion chamber during the next inlet stroke in order to again participate in and, in a manner known per se, influence the combustion.
  • the exhaust gas quantity fed back can be cooled before being fed back to the combustion chamber.
  • the inlet pipe 7 it is usual for the inlet pipe 7 to be preceded by a charge air cooler for cooling the air quantity supplied to the inlet duct 6.
  • the reference notation 10 denotes schematically a charge air cooler placed between the inlet pipe 7 and the inlet duct 6.
  • the charge air cooler 10 should be placed as close to the cylinder head 3 as possible and it is advantageous for it to be mounted directly on the cylinder head 3. This creates the possibility of the exhaust gases being initially cooled when they flow backwards in towards the inlet pipe 7 and being thereafter cooled again when they flow back in towards the combustion chamber.
  • the combustion air fed to the cylinder 1 via the inlet line is cooled conventionally by the charge air cooler 10.
  • the coolant has passed through the charge air cooler 10, it goes on to the engine's other cooling ducts in order to conventionally cool the engine.
  • the embodiment described also includes a charge air cooler connected directly between the inlet pipe and the cylinder head.
  • the charge air cooler may be situated at other points in the inlet line. It is also possible to integrate the charge air cooler and the inlet pipe with one another.
  • the invention is particularly advantageous for such engines.
  • the invention may in alternative embodiments be also used for other types of engines, whether supercharged or not and whether Otto engines or diesel engines.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

A four-stroke combustion engine, preferably a turbocharged diesel engine, incorporates a combustion chamber, one or more inlet valves (4), and at least one camshaft (5) controlling the valves so as to open the inlet valves during the engine inlet stroke in order to feed combustion air from an inlet line (6, 7) into the combustion chamber. For feedback of part of the exhaust gases, at least one of the inlet valves (4) is arranged to be also able to be opened during part of the engine expansion stroke and/or exhaust stroke, so that part of the exhaust gases is fed back to the inlet line (6, 7) in order to be fed into the combustion chamber together with new combustion air during a subsequent inlet stroke.

Description

Arrangement and method for exhaust gas feedback in a four-stroke combustion engine
The present invention relates to an arrangement for exhaust gas feedback in a four-stroke combustion engine in accordance with what is indicated in more detail in the preamble to patent claim 1. The invention also relates to a method according to the preamble to patent claim 8. The invention is particularly intended for a turbocharged diesel engine.
State of the art
In order to reduce emissions, particularly of nitrogen oxides, it is usual in today's combustion engines that part of the exhaust gases is fed back to the engine inlet. In such cases it is usual for there to be at the exhaust outlet a valve which feeds part of the exhaust gases back to the inlet pipe. This is not a suitable path, however, in the case of a diesel engine provided with turbocompressor, since not only are the exhaust gases at such a high temperature that they might damage the turbocompressor, but they may also lead to undesirable deposits which may cause wear and tear or corrosion in the compressor and also, where applicable, in a charge air cooler. A diesel engine also needs exhaust gas feedback over a larger engine speed/engine load range than in the case of an Otto engine. This means that exhaust gas feedback in a diesel engine also needs to be possible at higher inlet pressures than in an Otto engine. The need for exhaust gas feedback in Otto engines arises mainly at low engine load, which usually means low inlet pressure. Even in cases where the engine is turbocharged, exhaust gas feedback is possible without major counterpressure, since the exhaust gas turbine is largely bypassed during the operating situations which are relevant for exhaust gas feedback, with the result that even the inlet compressor generates no great inlet pressure. A turbo engine thus exhibits substantially the same characteristics as an aspirating engine during exhaust gas feedback. This means that arranging exhaust gas feedback for an Otto engine does not normally involve any major problems.
Previously known from JP-A-2- 140454 is a system for feeding part of the exhaust gases back directly to the inlet via a special valve arranged to feed pan of the exhaust gases from the combustion chamber to the inlet via a special connecting duct leading to the inlet valve. This system with the extra valve for feedback is particularly intended to be used before the engine has warmed up, in order to speed up the warming up of the engine and achieve complete combustion.
Previously known from WO-85/05654 is a four-stroke combustion engine with an arrangement for feeding part of the exhaust gases back from an exhaust line to the combustion chamber. To this end, the camshaft which controls the exhaust valve is provided with an extra cam which opens the exhaust gas valve somewhat during the induction stroke. The resulting higher pressure prevailing in the exhaust line makes part of the exhaust gases flow back into the combustion chamber.
Also known from DE-A1-26 38 651 is a combustion engine with a camshaft which, for operating the exhaust valve, has an extra cam in order to be able during the induction stroke to open the exhaust valve somewhat so as to allow part of the exhaust gases to flow back into the combustion chamber, in order, particularly in the lower speed range, to increase the compression in the combustion chamber.
Objects of the invention
The object of the present invention is, as mentioned in the introduction, to provide an arrangement for exhaust gas feedback, which arrangement has to be particularly suitable for use in diesel engines with turbocompressor, and where, as also mentioned above, exhaust gases cannot be fed back from the exhaust line to the intake pipe. Another object is to make possible a corresponding method for feeding back exhaust gases.
Brief description of the invention
The abovementioned objects of the invention are achieved by an arrangement in accordance with the characterising part of patent claim 1 and a method in accordance with the characterising part of patent claim 8. With the arrangement and method according to the invention, whereby the inlet valve is opened somewhat during the expansion stroke/exhaust scavenging and part of the exhaust gases may be drawn directly from the combustion chamber into the inlet line, these exhaust gases need not pass through any turbocompressor.
The invention as indicated in patent claim 4 is particularly advantageous in making it possible to cool the exhaust gases leaving the combustion chamber before the exhaust gases are fed back into the combustion chamber.
The invention will now be described in the form of a non-limitative embodiment schematically illustrated by means of the sole drawing, Fig. 1.
List of drawings
Fig. 1 shows a section through a cylinder in a combustion engine (with only one inlet valve depicted) which is provided with an overhead camshaft.
Description of an embodiment
Fig. 1 shows schematically a cross-section through a combustion engine, with a cylinder 1 and with a piston 2 movable therein. In a cylinder head 3 is arranged a spring-loaded inlet valve 4 which is acted on by an overhead camshaft 5. The inlet valve 4 closes an inlet duct 6 which is connected to an inlet pipe 7 via which air for combustion is supplied to the cylinder 1. The inlet pipe 7 is arranged outside the cylinder head 3, while the inlet duct 6 forms part of the cylinder head. The inlet pipe 7 and the inlet duct 6 together form part of the engine inlet line which extends from a filtered inlet (not depicted) to the engine cylinder 1.
The drawing shows only one valve, namely the inlet valve 4, but there is of course also at least one outlet valve and it is also possible for there to be more than one inlet valve for each cylinder. The valves and their positioning in the cylinder head are not of any decisive significance for the invention, but are of quite ordinary design and construction, so they will not be described in more detail here. Unlike most conventional camshafts, the camshaft 5 is provided with two cams for each inlet valve 4, namely the cam 8 and the cam 9. The cam 8 is the cam which opens the inlet valve 4 for the inlet stroke so that intake air is let into the combustion chamber via the inlet duct 6. The further cam 9 is situated approximately opposite the normal cam 8 and is arranged to open the inlet valve 4 somewhat, e.g. about 2 mm, during the end of the expansion stroke and/or the beginning of the exhaust stroke. As may be seen in the drawing, the further cam 9 has a lower height than the conventional cam 8 and it also has steeper flanks, which means that the further opening of the inlet valve 4 is for a shorter time and with a lower lift height than during the inlet stroke. The purpose of this arrangement is to make part of the exhaust gases during the end of the expansion stroke and/or the beginning of the exhaust stroke flow back into the inlet line 6,7 in order thereafter to be able to be fed back into the combustion chamber during the next inlet stroke in order to again participate in and, in a manner known per se, influence the combustion. To achieve optimum effects from the exhaust gas quantity fed back to the inlet line 6,7, it is advantageous if the exhaust gas quantity fed back can be cooled before being fed back to the combustion chamber. In engines with turbocompressor it is usual for the inlet pipe 7 to be preceded by a charge air cooler for cooling the air quantity supplied to the inlet duct 6.
In the drawing, the reference notation 10 denotes schematically a charge air cooler placed between the inlet pipe 7 and the inlet duct 6. The charge air cooler 10 should be placed as close to the cylinder head 3 as possible and it is advantageous for it to be mounted directly on the cylinder head 3. This creates the possibility of the exhaust gases being initially cooled when they flow backwards in towards the inlet pipe 7 and being thereafter cooled again when they flow back in towards the combustion chamber. In addition, the combustion air fed to the cylinder 1 via the inlet line is cooled conventionally by the charge air cooler 10.
Such particles and pollutants as occur in the exhaust gases fed back cause only negligible or no deposits in the charge air cooler 10/the inlet pipe 7 because new combustion air continuously flowing through these latter has a cleaning effect. To make the charge air cooler 10 as effective as possible, it is also advantageous if it is connected so as to be supplied with the coldest coolant in the engine cooling system, i.e. if it is situated next in the coolant circuit after the radiator, assuming that the charge air cooler forms part of the engine cooling system. When the coolant has passed through the charge air cooler 10, it goes on to the engine's other cooling ducts in order to conventionally cool the engine.
Although the arrangement shown in the drawing is for a combustion engine with overhead camshaft, it may of course also be used on a camshaft situated at a lower level, which, for example, acts on the inlet valve via push rod and rocker arm.
In the case of combustion engines having more than one inlet valve per cylinder, it is possible, depending on the engine design in other respects, to arrange that either only one inlet valve is acted on by an extra cam in accordance with the invention or, alternatively, all the inlet valves are acted upon by an extra cam.
The embodiment described refers to an engine with only one cylinder but the invention may of course also be applied with advantage to multi-cylinder engines. In such cases, all the cylinders and corresponding parts of the camshaft should be similar in form to what has been described, but in alternative embodiments it is possible for the design of only some of the cylinders to conform to the invention, while the other cylinders are of more conventional design.
The embodiment described also includes a charge air cooler connected directly between the inlet pipe and the cylinder head. In alternative embodiments the charge air cooler may be situated at other points in the inlet line. It is also possible to integrate the charge air cooler and the inlet pipe with one another.
Against the background of the special problems which, according to the introduction to this patent application, occur in supercharged, particularly in turbocharged, diesel engines, the invention is particularly advantageous for such engines. But the invention may in alternative embodiments be also used for other types of engines, whether supercharged or not and whether Otto engines or diesel engines.

Claims

Patent claims
1. Arrangement for exhaust gas feedback in a four-stroke combustion engine, which engine incoφorates at least one combustion chamber with at least one inlet valve (4) with a camshaft (5) controlling the inlet valve (4), this camshaft being provided with a cam (8) controlling the inlet valve (4) until it is opened during the combustion chamber inlet stroke in order to feed combustion air from an inlet line (6,7) into the combustion chamber, characterised in that the inlet valve (4) is arranged to be also able to be opened during part of the combustion chamber expansion stroke and/or exhaust stroke in order to feed part of the exhaust gases from the combustion chamber back via the inlet valve (4) to the inlet line (6,7), and for it to be fed into the combustion chamber together with new combustion air during the next combustion chamber inlet stroke.
2. Arrangement according to claim 1, characterised in that the inlet valve (4) controlling the camshaft (5) is provided with a further cam (9) arranged to open the inlet valve (4) during the expansion stroke and/or the exhaust stroke.
3. Arrangement according to claim 2, characterised in that the height of the further cam (9) is lower than the height of the cam (8) which opens the inlet valve (4) during the inlet stroke.
4. Arrangement according to any one of the foregoing claims, characterised in that the inlet valve (4) is arranged to be able to be opened during the end of the expansion stroke and/or the beginning of the exhaust stroke.
5. Arrangement according to any one of the foregoing claims, whereby the inlet line incoφorates a charge air cooler (10), characterised in that the charge air cooler (10) is positioned so that the exhaust gases flowing back pass through the charge air cooler (10).
6. Arrangement according to claim 5, whereby the charge air cooler is cooled by the engine coolant, characterised in that the charge air cooler (10) in the engine coolant circuit is arranged after the engine's radiator but before the engine's other cooling ducts
7. Arrangement according to claim 5 or 6, characterised in that the charge air cooler (10) is arranged in direct connection to an inlet duct (6) arranged in the engine cylinder head (1).
8. Method for exhaust gas feedback in a four-stroke combustion engine, which engine incoφorates at least one combustion chamber with at least one inlet valve and with a camshaft (5) controlling the inlet valve (4), which camshaft is provided with a cam (8) which during the combustion chamber inlet stroke controls the inlet valves (4) until they are opened in order to feed combustion air from an inlet line (6,7) into the combustion chamber, characterised in that during part of the combustion chamber expansion stroke and/or exhaust stroke the inlet valve (4) is opened in order to feed part of the exhaust gases from the combustion chamber back via the inlet valve (4) to the inlet line (6,7) and that during the next combustion chamber inlet stroke thereafter these exhaust gases are fed into the combustion chamber together with new combustion air.
9. Method for exhaust gas feedback according to patent claim 8, characterised in that the opening of the inlet valve (4) during part of the combustion chamber expansion stroke and/or exhaust stroke takes place under the influence of a further cam (9) on the camshaft (5).
10. Method for exhaust gas feedback according to patent claim 8, characterised in that the opening of the inlet valve (4) takes place during the end of the expansion stroke and/or the beginning of the exhaust stroke.
PCT/SE1996/001159 1995-09-19 1996-09-18 Arrangement and method for exhaust gas feedback in a four-stroke combustion engine WO1997011267A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE9503236A SE9503236L (en) 1995-09-19 1995-09-19 Arrangement and method for exhaust feedback in a four-stroke internal combustion engine
SE9503236-3 1995-09-19

Publications (1)

Publication Number Publication Date
WO1997011267A1 true WO1997011267A1 (en) 1997-03-27

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PCT/SE1996/001159 WO1997011267A1 (en) 1995-09-19 1996-09-18 Arrangement and method for exhaust gas feedback in a four-stroke combustion engine

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WO (1) WO1997011267A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2746544A1 (en) * 2012-12-21 2014-06-25 Perkins Engines Company Limited Camshaft and engine assembly for a diesel engine

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02140454A (en) * 1988-11-22 1990-05-30 Kubota Ltd Internal combustion engine exhaust gas circulation system
JPH03202603A (en) * 1989-12-29 1991-09-04 Toyota Autom Loom Works Ltd Opening/closing mechanism for valve in internal combustion engine
DE4424802C1 (en) * 1994-07-14 1995-07-13 Daimler Benz Ag EGR system for four=stroke engine

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02140454A (en) * 1988-11-22 1990-05-30 Kubota Ltd Internal combustion engine exhaust gas circulation system
JPH03202603A (en) * 1989-12-29 1991-09-04 Toyota Autom Loom Works Ltd Opening/closing mechanism for valve in internal combustion engine
DE4424802C1 (en) * 1994-07-14 1995-07-13 Daimler Benz Ag EGR system for four=stroke engine

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN, Vol 14, No. 379, M-1012; & JP,A,02 140 454 (KUBOTA LTD), 30 May 1990. *
PATENT ABSTRACTS OF JAPAN, Vol. 15, No. 473, M-1185; & JP,A,03 202 603 (TOYOTA AUTOM LOOM WORKS LTD), 4 Sept. 1991. *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2746544A1 (en) * 2012-12-21 2014-06-25 Perkins Engines Company Limited Camshaft and engine assembly for a diesel engine

Also Published As

Publication number Publication date
SE9503236D0 (en) 1995-09-19
SE9503236L (en) 1997-03-20

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