EP1798390B1 - Système d'échappement pour moteurs à combustion interne - Google Patents

Système d'échappement pour moteurs à combustion interne Download PDF

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Publication number
EP1798390B1
EP1798390B1 EP06022147A EP06022147A EP1798390B1 EP 1798390 B1 EP1798390 B1 EP 1798390B1 EP 06022147 A EP06022147 A EP 06022147A EP 06022147 A EP06022147 A EP 06022147A EP 1798390 B1 EP1798390 B1 EP 1798390B1
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Prior art keywords
exhaust gas
accordance
flow
exhaust
gas system
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EP06022147A
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German (de)
English (en)
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EP1798390A3 (fr
EP1798390A2 (fr
EP1798390B2 (fr
Inventor
Rainer Diez
Michael Herbig
Stefan Max
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Friedrich Boysen GmbH and Co KG
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Friedrich Boysen GmbH and Co KG
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N1/00—Silencing apparatus characterised by method of silencing
    • F01N1/003—Silencing apparatus characterised by method of silencing by using dead chambers communicating with gas flow passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N1/00—Silencing apparatus characterised by method of silencing
    • F01N1/003—Silencing apparatus characterised by method of silencing by using dead chambers communicating with gas flow passages
    • F01N1/006—Silencing apparatus characterised by method of silencing by using dead chambers communicating with gas flow passages comprising at least one perforated tube extending from inlet to outlet of the silencer
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N1/00—Silencing apparatus characterised by method of silencing
    • F01N1/02—Silencing apparatus characterised by method of silencing by using resonance
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/18—Construction facilitating manufacture, assembly, or disassembly
    • F01N13/1888—Construction facilitating manufacture, assembly, or disassembly the housing of the assembly consisting of two or more parts, e.g. two half-shells

Definitions

  • the present invention relates to an exhaust system for internal combustion engines, in particular motor vehicle engines, according to the preamble of claim 1.
  • turbochargers Especially with turbo engines, it is important that the silencers only a small back pressure is built up, otherwise the turbocharger can not work properly. Another problem with turbochargers is that engines with turbochargers in the upper rpm range are quieter. In order to give the driver a sense of the speed traveled, it is desirable that the driving noise increases with the performance of the engine.
  • the invention has for its object to provide an exhaust system of the type mentioned, which is particularly suitable for use with turbo engines and also allows for turbocharged engines with the performance rising muzzle noise.
  • the two non-flow areas are connected to each other, for example by a pipe section.
  • the two flow-through areas can be advantageously connected to each other via a respective branch and at least one tube.
  • the tube can preferably be guided through the two non-perfused areas and provided there in each case with a perforation, whereby at the same time the two through-flowed areas and the two non-perfused areas are connected to one another.
  • the connection between the two non-flow areas or the two flow-through areas may optionally be closed, in particular by an exhaust flap arranged in the pipe section.
  • This embodiment provides additional tuning options and can be used so that the mouth noise with increasing power also increases.
  • the compound is preferably closed at high speeds or full load and opened at low speeds or partial load.
  • the associated exhaust system can be closed if desired. Via the connection to the other exhaust gas line, the exhaust gas then flows into this other exhaust gas line and, together with the exhaust gas there, to its exhaust gas outlet opening. This results in a cost-effective possibility of variation of the sound-damping behavior of the exhaust system, by which in particular a sporty load feedback can be created.
  • the exhaust flap is closed results in a high sound attenuation, the between the connection between the two exhaust lines and the exhaust flap section is connected in shunt to the other exhaust line. If the exhaust flap is opened, however, a lower sound attenuation and a correspondingly sportier sound is given.
  • the area of the muffler through which the exhaust gas flows is preferably about 10 to about 15% of the total volume. Hereby, particularly good results could be achieved.
  • the area through which the exhaust gas flows may have a volume of less than 2 liters. Such a small area through which flow is particularly advantageous for the mentioned purpose and has not yet been realized.
  • a further reduction in the backpressure can advantageously be achieved in that the area through which it flows has no bent pipe sections.
  • the area flowed through is provided with a short straight pipe section.
  • the exhaust gas can flow through the muffler almost unhindered.
  • the pipe section in the perfused region of the muffler has a perforation and is arranged in a damping chamber, in particular absorption chamber.
  • the absorption chamber forms a non-perfused exhaust gas volume, which is connected by the perforation in the pipe section to the exhaust stream and an additional damping, especially in higher frequency ranges, offers.
  • At least one branch to at least one non-flow-through region can be provided in front of the area through which flow passes.
  • the arrangement of the branch in front of the area through which the damping effect of this area can effectively dampen even by the branch noise.
  • At least one resonator chamber is provided as a non-perfused area.
  • Resonator chambers can be tuned to specific frequencies, for example, to ensure a good damping in the lower speed range.
  • two resonator chambers are connected via a crosspiece to the exhaust stream. This results in good tuning options for two different frequency ranges.
  • the two resonator chambers can also communicate with one another via a perforated intermediate wall.
  • a different tuning can then be done in particular by two guided in the two resonator chambers Abstimmrohr harmonye.
  • Such tuning tube pieces are also advantageous when using two resonator chambers.
  • a compact design of the muffler results when the area through which flowed through and the region through which no flow occurs are arranged in a common housing. Also, connections between the two areas are easy to produce in this construction.
  • the two flow-through areas and the two non-flow areas can be arranged in a common housing. This in turn leads to a compact design. But it is also possible to provide two separate housing, wherein in particular in each case a flow-through area and a non-flow area is assigned to one of the two housings.
  • the geometric design and the arrangement of the muffler is thereby more flexible and can be better adapted to local conditions of a motor vehicle.
  • the resonator chambers are preferably on the lower orders of
  • the exhaust system according to the invention can also be used for diesel engines.
  • the resonator chamber is preferably tuned to the noise peak in the lower speed range of the diesel engine. Even with diesel engines can be achieved by a good sound attenuation without undue impairment of the performance of the diesel engine.
  • An exhaust system with a silencer according to the invention can also be designed without a central silencer.
  • the entire volume flowed through can be further reduced and total, for example, in a six-cylinder engine only 1.5 to 2 liters.
  • connection between the two exhaust lines can be permanently open. Switching means can be eliminated thereby, whereby the costs are further reduced.
  • connection between the two exhaust gas lines is formed according to an embodiment of the invention as a trouser pipe.
  • This is structurally particularly simple and allows for open exhaust flap pressure equalization between the two exhaust strands, while with the exhaust flap closed an overflow of the exhaust gas from one into the other exhaust line is possible.
  • connection between the two exhaust gas lines can also be designed as a perforation in a common partition wall between the two exhaust gas lines. Such a connection is particularly advantageous if the connection is formed in a common muffler of the two exhaust gas lines.
  • a downpipe as a connection between the two exhaust lines can also be used instead of a middle silencer. This results in a further simplified structure.
  • the in Fig. 1 shown muffler comprises two muffler housing 1 and 1 ', each having an exhaust gas inlet opening 2, 2' and an exhaust gas outlet opening 3, 3 'have.
  • the two housings 1, 1 'each have an exhaust gas passage opening 4, 4', which are arranged opposite one another. Through the two exhaust gas passage openings 4, 4 ', an exhaust pipe 5 is guided.
  • Fig. 2 shows the internal structure of the in Fig. 1 Shown on the right silencer 1, wherein the in Fig. 1 Silencer 1 'shown on the left is substantially mirror-inverted.
  • a pipe section 6 is used, which is part of the exhaust pipe system of a motor vehicle exhaust system.
  • the pipe section 6 is connected to a cross pipe piece 7 with four diametrically opposite passage openings 8, 9, 10 and 11.
  • At the first passage opening 8 is the exhaust pipe section 6 connected.
  • To the opposite passage opening 9 includes a short exhaust pipe section 12 with its one end 13, while the second end 14 of the short pipe section 12 opens into the exhaust gas outlet opening 3 of the muffler 1.
  • a short curved pipe section 15 is inserted, and in the opposite passage opening 11 a straight short pipe section sixteenth
  • the opening in the exhaust gas outlet opening 3 of the muffler 1 short straight pipe section 12 is surrounded by a wall 17 formed by a chamber 18 which is filled with absorbent material 19. Via a perforation 20 in the short straight pipe section 12, the absorption chamber 18 is connected to the exhaust gas flow I.
  • the short curved pipe section 15 opens into a resonator chamber 21, which is formed by the housing 1 of the muffler and provided in the housing 1 intermediate wall 22.
  • the intermediate wall 22 is arranged laterally to the damping chamber 18 and approximately parallel to the short straight pipe section 12, so that the resonator chamber 21 surrounds the absorption chamber 18.
  • the second short straight pipe section 16 opens into the second chamber 23 formed on the other side of the intermediate wall 22, which is likewise designed as a resonator chamber.
  • the intermediate wall 22 between the first resonator chamber 21 and the second resonator chamber 23 may be formed perforated. In the illustrated embodiment, however, it is closed.
  • the pipe section 5 inserted into the exhaust gas passage opening 4 of the silencer is, as shown, up to the intermediate wall 22 of the silencer housing 1 out and preferably welded with this.
  • the pipe section 5 is fixed and the entire structure of the muffler stabilized.
  • the pipe section 5 is provided with a perforation 24, via which the pipe section 5 is connected to the second resonator chamber 23.
  • an exhaust flap 26 is arranged, via which the pipe section 5 can be optionally closed.
  • the actuation of the exhaust flap 26 via not shown here means preferably in dependence on the engine speed.
  • the flap 26 may also be omitted, or the connecting pipe may be omitted or permanently closed, for example by the perforation 24 is omitted. Without a flap, there is a compromise between sound and comfort, with closed or omitted connecting pipe, the left and right sides can be tuned differently.
  • the silencer shown is particularly intended for a dual-flow exhaust system, such as a 6-cylinder V-engine.
  • Each of the two exhaust gas lines is connected to one of the two exhaust gas inlet openings 2, 2 'of the illustrated muffler.
  • How to get in Fig. 2 detects the exhaust gas entering via the exhaust gas inlet opening 2 in the direction of arrow I first flows through the cross pipe piece 7 and then the short straight pipe section 12 before it then leaves the muffler again via the exhaust gas outlet opening 3.
  • the way through the muffler is very short and has no directional changes.
  • the exhaust back pressure is very low.
  • the noise of the exhaust gas is attenuated by the absorption chamber 18. additionally There is a sound attenuation through the two resonator chambers 21 and 23, which are connected via the short curved pipe section 15 and the short straight pipe section 16 to the cross tube piece 7 and thus to the exhaust stream I. Over the length of the two pipe sections 15 and 16, the two resonator chambers 21 and 23 are tuned to specific frequency ranges of the exhaust noise, in a turbocharged engine in particular to the higher orders of the exhaust noise.
  • the volume of the flow-through area which is determined by the pipe cross piece 7 and the short straight pipe section 12, according to the invention is particularly small. In particular, it is less than 2 liters, in a 6-cylinder engine, for example, 1.7 liters.
  • the volume of the non-perfused area which is determined by the two resonator chambers 21 and 23 and the absorption chamber 18, relatively large. In the mentioned 6-cylinder engine, it is for example about 15 liters.
  • Fig. 3 illustrated exhaust system includes a first exhaust line 27 and a second exhaust line 28. Both exhaust lines each have a pre-muffler 29 and a muffler 30 on. Between the pre-silencers 29 and the mufflers 30, the two exhaust gas lines 27 and 28 are connected to each other via a sheath 31. In addition, the two mufflers 30 are connected via a connecting tube 32 with each other.
  • Each of the two end silencers 30 of the two exhaust gas lines 27 and 28 is also provided with an end tube 33.
  • an exhaust flap 34 is used, via which the flow through the tail pipe 33 of the first exhaust line 27 can be blocked.
  • the two end muffler 30 can in the in Figures 1 and 2 be formed and described above. But it is also possible any other configuration.
  • the exhaust valve 34 can be opened and closed, for example, depending on the engine speed.
  • the exhaust flap can be closed at low engine speeds to achieve a high level of noise reduction.
  • the exhaust gases of both exhaust lines 27 and 28 can then be ejected only via the tail pipe 33 of the second exhaust line 28. This results in a high sound attenuation with low noise. Due to the low speed there is no unacceptably high exhaust back pressure.
  • the overflow of the exhaust gas from the closed first exhaust line 27 into the second exhaust line takes place via the trouser pipe 31. With the connecting pipe 32 open, an overflow can also be effected by this. Depending on that, then a more or less large section of the first Exhaust line 27 connected in shunt to the second exhaust line 28.
  • Fig. 4 illustrated exhaust system agrees with the in Fig. 3 represented largely agree. It is merely 30 instead of the nozzle tube 31 between the pre-mufflers 29 and the mufflers 30 a middle silencer 35 is provided. This is common to both exhaust lines 27 and 28 and has a connection between the two exhaust lines, for example a perforated wall. The operation of this exhaust system agrees with that of Fig. 3 match.
  • the in Fig. 5 End silencer shown is designed as a common muffler two exhaust lines of an exhaust system. It comprises a housing 36 in which a trouser tube 37 is arranged. Two ends of the trouser pipe 37 form inlet pipes 38, to which the two exhaust gas lines can be connected. The two other ends 39 of the trouser tube 37 are each connected to an outlet tube 40. These are in turn connected to a tailpipe 41.
  • an exhaust valve 42 is inserted, through which the flow through this tail pipe 41 can be blocked.
  • the exhaust flap 42 is closed, the exhaust gas of both exhaust lines flows through the other tail pipe 41, wherein the exhaust gas stream of the obstructed exhaust gas line passes through the trouser pipe 37 in the other exhaust line. This results again in a high sound attenuation with the appropriate comfort.
  • the exhaust flap 42 is open, however, the exhaust gases flow through both tailpipes 41, wherein only a pressure equalization takes place between the two exhaust gas strands via the trouser pipe 37.
  • the internal structure of the rear muffler can otherwise be formed in a known manner, in particular as shown with absorption chambers 43, 44 and resonator 45 and resonator 46. About intermediate walls 47, the chambers 43, 44 and 45 are separated. Via perforations 48, the outlet tubes 40 and the trouser tube 37 are connected to the absorption chambers 43 and 44.
  • the short curved pipe section 15 is omitted, and the pipe section 16 is connected to the tube 5.
  • the connecting pipe 5 has a perforation 49.
  • the absorption chamber 23 is connected to the corresponding chamber of the second muffler of the exhaust system.
  • Fig. 7 variant shown in turn largely agrees with the variant of Fig. 6 match.
  • the chamber 21 is formed as an absorption chamber and the wall 17 is omitted, so that here only two non-flow chambers 21 and 23 are present.
  • the silencer of Fig. 7 is used in particular for the right side of the exhaust system and has no exhaust flap, while the silencer of Fig. 6 is preferably used for the left side of the exhaust system and is provided with an exhaust flap.

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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)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Claims (22)

  1. Installation de gaz d'échappement pour moteurs à combustion interne, en particulier des moteurs d'automobiles avec deux circuits de gaz d'échappement (27, 28) associé chacun à un banc de cylindres d'un moteur et comprenant chacun un silencieux (1, 1'), en particulier un silencieux secondaire, comprenant une entrée de gaz d'échappement (2, 2'), une sortie de gaz d'échappement (3, 3'), une zone traversée par les gaz d'échappement (7, 12) et une zone non traversée par les gaz échappement (18, 21, 23), dans laquelle est prévu un volet de gaz d'échappement (34, 42) dans une zone traversée de l'un des deux circuits de gaz d'échappement (27, 28), au moyen duquel ce circuit de gaz échappement peut être obturé, et dans laquelle les deux circuits de gaz d'échappement (27, 28) comportent en outre conjointement en amont du volet de gaz d'échappement (34, 42) au moins une liaison (5, 31, 32, 35, 37) susceptible d'être traversée par un écoulement et qui est ouverte, au moins lorsque le volet de gaz d'échappement (34, 42) est fermé, et dans laquelle la zone (7, 12) des silencieux (1, 1') traversée par les gaz d'échappement est nettement plus petite que la zone (18, 21, 23) qui n'est pas traversée par les gaz d'échappement,
    caractérisée en ce que les deux zones (18, 21, 23) qui ne sont pas traversées sont reliées l'une à l'autre.
  2. Installation de gaz d'échappement selon la revendication 1,
    caractérisée en ce que le volet de gaz d'échappement (34, 42) est agencé dans le tube final (33, 41), et en ce que le circuit de gaz d'échappement (27) associé comprend uniquement ce tube final (33,41).
  3. Installation de gaz d'échappement selon la revendication 1 ou 2,
    caractérisée en ce que la liaison (31, 35, 37) est ouverte de façon durable et/ou en ce que la liaison (31, 37) est réalisée sous forme de tube souple.
  4. Installation de gaz d'échappement selon l'une des revendications 1 à 3,
    caractérisée en ce que la liaison est réalisée sous forme de perforation dans une paroi de séparation commune entre les deux circuits de gaz d'échappement (27, 28), et le tube souple (31) est de préférence intégré à la place d'un silencieux médian, ou le tube souple (37) est de préférence intégré dans un silencieux, en particulier dans un silencieux terminal.
  5. Installation de gaz d'échappement selon l'une des revendications précédentes,
    caractérisée en ce que la zone (7, 12) traversée par les gaz d'échappement dans le silencieux s'élève d'environ 10 à environ 15 % du volume total du silencieux.
  6. Installation de gaz d'échappement selon l'une des revendications précédentes,
    caractérisée en ce que la zone (7, 12) traversée par les gaz d'échappement présente un volume inférieur à 2 1.
  7. Installation de gaz d'échappement selon l'une des revendications précédentes, caractérisée en ce que la zone (7, 12) traversée ne présente aucun tronçon de tube cintré.
  8. Installation de gaz d'échappement selon l'une des revendications précédentes,
    caractérisée en ce que la zone (7, 12) traversée comprend un court tronçon de tube rectiligne (12), ledit court tronçon de tube rectiligne (12) comportant de préférence une perforation dans la zone traversée du silencieux et étant agencé dans une chambre d'amortissement (18), en particulier une chambre d'absorption.
  9. Installation de gaz d'échappement selon l'une des revendications précédentes,
    caractérisée en ce qu'avant le court tronçon de tube rectiligne (12) est prévue au moins une ramification (7, 50) vers au moins une zone non traversée (21, 23), et de préférence une première chambre d'absorption (23) est raccordée à l'écoulement de gaz échappement via une ramification (50) avant le court tronçon de tube rectiligne (12) et une seconde chambre de résonateur (18) via une perforation (20) dans le court tronçon de tube rectiligne (12).
  10. Installation de gaz d'échappement selon l'une des revendications précédentes,
    caractérisée en ce qu'il est prévu au moins une chambre de résonateur (21, 23) en guise de zone non traversée.
  11. Installation de gaz d'échappement selon l'une des revendications précédentes,
    caractérisée en ce que deux chambres de résonateurs (21, 23) sont raccordée à l'écoulement de gaz échappement (I) via un tronçon de tube en croix (7).
  12. Installation de gaz d'échappement selon l'une des revendications précédentes,
    caractérisée en ce qu'il est prévu deux chambres de résonateurs (21, 23) avec une paroi intermédiaire (22) perforée ou non perforée.
  13. Installation de gaz d'échappement selon l'une des revendications précédentes,
    caractérisée en ce qu'il est prévu au moins une chambre de résonateur (21, 23) qui est raccordée à l'écoulement de gaz d'échappement via un tronçon tubulaire d'ajustement (15, 16).
  14. Installation de gaz d'échappement selon l'une des revendications précédentes,
    caractérisée en ce que la zone traversée (7, 12) et la zone non traversée (18, 21, 23) sont agencées dans un boîtier commun (1).
  15. Installation de gaz d'échappement selon l'une des revendications précédentes,
    caractérisée en ce que les deux zones non traversées (18, 21, 23) sont reliées l'une à l'autre via un tronçon de tube (5).
  16. Installation de gaz d'échappement selon l'une des revendications précédentes,
    caractérisée en ce que les deux zones traversées (7, 12) sont reliées l'une à l'autre via une ramification respective (50) et au moins un tube, dans laquelle le tronçon de tube est de préférence guidé à travers les deux zones non traversées (23, 23') et est pourvu à cet endroit d'une perforation (49).
  17. Installation de gaz d'échappement selon l'une des revendications précédentes,
    caractérisée en ce que la liaison (5) peut être sélectivement obturée, en particulier au moyen d'un volet de gaz d'échappement (26) agencé dans le tronçon de tube (5), et la liaison (5) est de préférence fermée à des vitesses de rotation élevées ou en pleine charge, et est ouverte à des vitesses de rotation faibles ou en charge partielle.
  18. Installation de gaz d'échappement selon l'une des revendications précédentes,
    caractérisée en ce que toutes les zones (18, 21, 23) sont agencées dans un boîtier commun, ou en ce qu'il est prévu deux boîtiers séparés (1, 1').
  19. Installation de gaz d'échappement selon l'une des revendications précédentes,
    caractérisée en ce qu'elle est utilisée pour un moteur avec turbochargeur, dans lequel les chambres de résonateurs (21, 23) sont de préférence accordées aux ordres plus élevés du bruit des gaz d'échappement du moteur à turbochargeur.
  20. Installation de gaz d'échappement selon l'une des revendications 1 à 18,
    caractérisée en ce qu'elle est utilisée pour un moteur diesel, dans lequel les chambres de résonateurs (21, 23) sont de préférence accordées à la pointe sonore dans la plage inférieure des vitesses de rotation du moteur diesel.
  21. Installation de gaz d'échappement selon l'une des revendications précédentes,
    caractérisée en ce que l'accord est exécuté de telle manière que le bruit des gaz d'échappement monte sensiblement en continu sur la totalité de la plage des vitesses de rotation.
  22. Installation de gaz d'échappement selon l'une des revendications précédentes,
    caractérisée en ce qu'il n'est prévu aucun silencieux médian.
EP06022147.0A 2005-12-15 2006-10-23 Système d'échappement pour moteurs à combustion interne Active EP1798390B2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005060053 2005-12-15
DE102006020155A DE102006020155A1 (de) 2005-12-15 2006-05-02 Abgasanlage für Brennkraftmaschinen

Publications (4)

Publication Number Publication Date
EP1798390A2 EP1798390A2 (fr) 2007-06-20
EP1798390A3 EP1798390A3 (fr) 2007-07-04
EP1798390B1 true EP1798390B1 (fr) 2009-12-30
EP1798390B2 EP1798390B2 (fr) 2014-11-12

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Application Number Title Priority Date Filing Date
EP06022147.0A Active EP1798390B2 (fr) 2005-12-15 2006-10-23 Système d'échappement pour moteurs à combustion interne

Country Status (4)

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EP (1) EP1798390B2 (fr)
AT (1) ATE453784T1 (fr)
DE (2) DE102006020155A1 (fr)
ES (1) ES2335794T3 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006020155A1 (de) † 2005-12-15 2007-06-21 Friedrich Boysen Gmbh & Co. Kg Abgasanlage für Brennkraftmaschinen
DE102007052343B4 (de) * 2007-11-02 2022-02-10 Volkswagen Ag Verfahren und Einrichtung zum Anzeigen von Daten in einem Fahrzeug
DE102009032214B4 (de) * 2009-07-06 2023-10-19 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Abgasanlage einer Brennkraftmaschine
DE102012112433A1 (de) 2012-12-17 2014-06-18 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Abgasanlage für eine Brennkraftmaschine
KR101511541B1 (ko) 2013-11-15 2015-04-13 현대자동차주식회사 Ｃｄａ 엔진용 듀얼 배기계 구조
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DE102006020155A1 (de) 2007-06-21
DE502006005775D1 (de) 2010-02-11
ES2335794T3 (es) 2010-04-05
EP1798390A3 (fr) 2007-07-04
EP1798390A2 (fr) 2007-06-20
ATE453784T1 (de) 2010-01-15
EP1798390B2 (fr) 2014-11-12

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