EP2143898A1 - Elément de fermeture de bord de porte d'une porte d'appareil ménager - Google Patents

Elément de fermeture de bord de porte d'une porte d'appareil ménager Download PDF

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Publication number
EP2143898A1
EP2143898A1 EP08104677A EP08104677A EP2143898A1 EP 2143898 A1 EP2143898 A1 EP 2143898A1 EP 08104677 A EP08104677 A EP 08104677A EP 08104677 A EP08104677 A EP 08104677A EP 2143898 A1 EP2143898 A1 EP 2143898A1
Authority
EP
European Patent Office
Prior art keywords
line
cylinder
exhaust
arrangement
cylinder head
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.)
Withdrawn
Application number
EP08104677A
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German (de)
English (en)
Inventor
Kai Kuhlbach
Bernd Steiner
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.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
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 Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP08104677A priority Critical patent/EP2143898A1/fr
Priority to CN2009201623682U priority patent/CN201486617U/zh
Publication of EP2143898A1 publication Critical patent/EP2143898A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • 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
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F01M13/0416—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil arranged in valve-covers
    • 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
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/243—Cylinder heads and inlet or exhaust manifolds integrally cast together
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads

Definitions

  • the invention relates to an arrangement with cylinder head and cylinder block for at least one cylinder, wherein the cylinder head is connected to a mounting end face with the cylinder block, wherein at least one oil return line and at least one vent line are provided.
  • the invention relates to the use of such an arrangement for an internal combustion engine.
  • Internal combustion engines have a cylinder block serving as a crankcase and a cylinder head which is used to form the individual cylinders d.
  • Combustion chambers are connected to each other, wherein bores are provided for connecting in the cylinder head and in the cylinder block.
  • bores are provided for connecting in the cylinder head and in the cylinder block.
  • As part of the assembly of the cylinder block and the cylinder head are arranged by stacking their mounting end faces in such a way to each other that the holes are aligned.
  • threaded bolts which are inserted and screwed into the bores of the cylinder head and the cylinder block, a connection is then made.
  • the cylinder head is usually used to hold the valve train.
  • an internal combustion engine requires controls and actuators to operate the controls.
  • the expulsion of the combustion gases via the outlet openings and the filling of the combustion chamber d.
  • H. the suction of the fresh mixture or the fresh air through the inlet openings.
  • four-stroke engines use almost exclusively globe valves as control members, which perform an oscillating lifting movement during operation of the internal combustion engine and in this way release and close the inlet and outlet openings.
  • the required for the movement of the valves valve actuating mechanism including the valves themselves is referred to as a valve train.
  • a valve actuating device comprises inter alia a camshaft on which a plurality of cams is arranged. Basically, there is an underlying one Camshaft and an overhead camshaft distinguished. In this case, reference is made to the parting plane between the cylinder head and cylinder block ie on the mounting end faces. If the camshaft is above this parting line, it is an overhead camshaft, otherwise a camshaft underneath.
  • Overhead camshafts are also usually mounted in the cylinder head, wherein a valve train with overhead camshaft as a further valve train component has a rocker arm, a rocker arm or a plunger.
  • valve train It is the task of the valve train to open the intake and exhaust ports of the combustion chamber in time or close, with a quick release of the largest possible flow cross sections is sought to keep the throttle losses in the incoming and outflowing gas flows low and the best possible filling of the Combustion chamber with fresh mixture or an effective d. H. To ensure complete removal of the exhaust gases.
  • the cylinder block has a corresponding number of cylinder bores for receiving the pistons or the cylinder tubes.
  • the pistons are guided axially movably in the cylinder tubes and, together with the cylinder tubes and the cylinder head, form the combustion chambers of the internal combustion engine.
  • a seal is usually arranged between the cylinder block and the cylinder head.
  • the piston crown forms part of the combustion chamber inner wall and, together with the piston rings, seals the combustion chamber against the crankcase so that no combustion gases or combustion air enter the crankcase and no oil enters the combustion chamber.
  • the piston is equipped according to the prior art for receiving piston rings on its outer circumferential surface with annular grooves, wherein the piston rings extend almost over the entire circumference of the piston.
  • a venting of the crankcase is required, to which at least one vent line is provided.
  • the venting is due to the pressure gradient between the crankcase and the environment.
  • the vent flow is preferably supplied to the intake tract of the internal combustion engine and thus the combustion.
  • vent can be used to dilute additional air aware d. H. are actively injected into the crankcase, the additional blown air then forms part of the venting stream.
  • the gases discharged from the crankcase via the vent line are contaminated with oil.
  • the oil present in the bleed stream provides a noticeable increase in pollutant emissions when the bleed stream is sent to combustion and burns the oil.
  • the bleeding stream emerging from the crankcase is therefore preferably to be separated from the liquid constituents present in the bleeding stream, in particular the oil, which can take place by means of a separator.
  • the separated and recovered oil is preferably returned via the oil return line in the crankcase. Active and passive separators can be used.
  • the vent line may, for example, lead the vent flow exiting the crankcase and contaminated with oil into a settling chamber, for example, a cylinder head cover covering an overhead camshaft in which at least a portion of the oil is passively deposited.
  • a settling chamber for example, a cylinder head cover covering an overhead camshaft in which at least a portion of the oil is passively deposited.
  • the separated oil is collected and returned via oil return line in the crankcase, the oil return is usually gravity driven.
  • An oil return line can - regardless of any existing crankcase ventilation - also serve to return oil that is produced during the lubrication of components or units, for example, from the oil lubrication of the camshaft or the valve train originates.
  • vent line and the oil return line run according to the prior art often parallel to the provided in the cylinder head and in the cylinder block for connecting holes.
  • the at least one vent line is often used simultaneously for oil return d. H. as oil return line.
  • this approach which assigns this dual function to a single line, is problematic.
  • vent flow While the vent flow is led away via the line from the crankcase, the oil should be supplied to the crankcase via the same line but in the opposite direction of flow at the same time.
  • the vent flow can make the oil return difficult or even completely.
  • the vent flow exiting the vent line may prevent the collected and recirculated oil from entering the line.
  • vent flow - depending on the load state - can also have the same flow direction as the oil to be returned.
  • the vent flow - depending on the load state - can also have the same flow direction as the oil to be returned.
  • Another object of the present invention is to demonstrate a use for such an arrangement.
  • the first sub-task is solved by an arrangement with cylinder head and cylinder block for at least one cylinder, wherein the cylinder head is connected at a mounting end face with the cylinder block, wherein at least one oil return line and at least one vent line are provided, and which is characterized in that the at least one oil return line and the at least one vent line in the cylinder head at least partially form two separate lines, whereas the at least one oil return line and the at least one vent line in the cylinder block at least partially form at least one common line.
  • the inventive design of the oil return line ensures that the vent flow does not prevent the collected and intended for recycling oil at the entrance to the oil return line, since the oil return line and the vent line in the cylinder head at least partially d. H. at least over a certain distance, namely at least in the area of the oil inlet, form two separate lines.
  • the merge can be done in the cylinder head, in the cylinder block or in the parting plane between the cylinder head and cylinder block d. H. be formed.
  • the oil return line and the vent line in the cylinder block at least partially form a common line.
  • the decisive factor is the separation of oil return and venting in the cylinder head at the oil inlet area.
  • a single common line but can also lead to several oil return lines or vent lines.
  • the first object of the invention is solved, namely to provide an arrangement of the generic type, which is optimized in terms of oil return.
  • Embodiments of the arrangement in which the at least one oil return line and the at least one vent line merge in the region of the assembly end face to form the at least one common line are advantageous.
  • the merger can also be partially or completely formed during the casting of the cylinder head blank or cylinder block blank, which is done by introducing a simple, outwardly open and therefore easily removable core.
  • mergers in the cylinder head or cylinder block can be formed in this way.
  • Embodiments of the arrangement in which the at least one common line widens in the direction of merging are advantageous, for example the joint provided in the cylinder block - at least one - widens towards the assembly end face of the cylinder block, if the merging takes place in the region of the assembly end face , This facilitates the merging of the lines, in particular the entry of the oil to be returned into the common line.
  • the common line widens towards the oil return line. The oil to be returned is then guided along the inner wall of the extension in the common line.
  • Embodiments of the arrangement in which the at least one vent line and the at least one common line are aligned with one another are advantageous.
  • H. form a continuous line.
  • at least one intended oil return line opens into this continuous line. This embodiment makes it difficult for the vent flow to get into the oil return line and prevent the oil from entering because the vent stream is passed through the assembly without deflections.
  • Embodiments of the arrangement in which the at least one oil return line, the at least one vent line and the at least one common line are aligned substantially in the direction of the longitudinal axis of the at least one cylinder are advantageous.
  • This design of the lines reduces the line length, facilitates the training or processing of the lines and also supports the vent and oil return in fluidic terms.
  • this design of the lines also takes into account the fact that the oil return is gravity driven.
  • the exhaust pipes of the outlet openings of the cylinders are usually brought together, ie, according to the prior art by means of a so-called manifold; often to a single overall exhaust line. Downstream of the manifold, the exhaust gases are then optionally supplied to the turbine of an exhaust gas turbocharger and / or one or more exhaust aftertreatment systems.
  • the integration of the at least one exhaust manifold according to the present embodiment results in a compact design and enables tight packaging of the drive unit.
  • the length and thus the volume and the thermal inertia of the exhaust pipes between the exhaust port on the cylinder and the exhaust aftertreatment system or between exhaust port on the cylinder and turbine are reduced, resulting in both the charge and the exhaust aftertreatment advantages.
  • the integrated exhaust manifold allows a very close to the engine arrangement of the exhaust gas turbocharger and the turbine, so that the exhaust gas enthalpy of the hot exhaust gases, which is largely determined by the exhaust pressure and the exhaust gas temperature, can be optimally used.
  • the reduced exhaust volume upstream of the turbine ensures a fast response of the turbocharger.
  • the path of the hot exhaust gases to the various exhaust aftertreatment systems is shortened so that the exhaust gases are given little time to cool down and the exhaust aftertreatment systems reach their operating temperature or light-off temperature as quickly as possible, in particular after a cold start of the internal combustion engine.
  • a cylinder head with a fully integrated exhaust manifold is thermally more heavily loaded than a cylinder head equipped with an external manifold. This results in a significant thermal load of the oil in the oil return line.
  • the arrangement of the at least one oil return line outside the manifold also gives freedom in the structural design of the cylinder head and the integrated exhaust manifold, which allow an optimization in terms of already mentioned objectives.
  • the exhaust pipes of the individual cylinders can be comparatively directly d. H. be merged without detours to an overall exhaust line, since they do not have to be guided around provided within the manifold oil return lines around.
  • this reduces the length of the exhaust pipes and consequently the pipe volume d. H. the exhaust volume of the manifold, so that the response of a turbine disposed downstream of the manifold in the exhaust line is improved.
  • the shortened exhaust pipes also lead to a lower thermal inertia of the manifold, so that the temperature of the exhaust gases downstream of the manifold is higher, which is why the enthalpy of the exhaust gases at the entrance to an optional turbine is higher and provided in the entire exhaust gas exhaust aftertreatment faster if necessary Reach minimum operating temperature.
  • the exhaust pipes can be brought together fluidically optimized to form an overall exhaust gas line, d. H. in such a way that the exhaust gas flows suffer the lowest possible pressure loss when flowing through the manifold.
  • This increases the exhaust gas enthalpy at the outlet of the exhaust manifold or at the inlet to the turbine. Reduced flow deflections also reduce the heat transfer due to convection, which leads to higher exhaust gas temperatures and thus to a higher exhaust gas enthalpy.
  • Embodiments of the cylinder head with, for example, four cylinders, in which the exhaust pipes of the outer cylinder and the exhaust pipes of the inner cylinder are each combined to form an overall exhaust line, can also serve to form an arrangement according to the embodiment in question.
  • At least one oil return line or vent line and / or common line can also be provided on the inlet side of the cylinder head in the arrangement according to the invention.
  • the at least one oil return line is arranged on the side of an imaginary plane facing away from the overall exhaust gas line, which runs through the longitudinal axis of an outer cylinder and is perpendicular to the longitudinal axis of the cylinder head.
  • the at least one oil return line in the edge region d. H. in the vicinity of a front side of the cylinder head and thus arranged eccentrically which offers several advantages.
  • this arrangement regardless of whether the manifold is integrated or not - facilitates the return of the oil when the cylinder head is installed transversely to the vehicle's longitudinal axis, since the return oil is passed during cornering without further action to the oil return line.
  • an overhead camshaft mounted in the cylinder head can be lubricated by means of oil lubrication, wherein the excess lubricating oil when cornering in the direction of the end faces of the cylinder head and so that it flows in the direction of the oil return line and is discharged.
  • the oil can also come from the crankcase ventilation.
  • This arrangement is an alternative and can be used when, for example, in the more outer areas of the cylinder head, the space for other elements is required, for example, for threaded bolts for mounting the head.
  • the arrangement of the oil return line according to the embodiment in question can also be used in addition and offers advantages if a cooling or a cooling channel is provided adjacent to the entire exhaust line and this cooling is required to lower the oil temperature or is used.
  • the provision of more than one oil return line has the advantage that the oil to be recycled does not have to be collected at one point on the cylinder head, namely at the entrance of a single oil return line, since in this case the return is distributed to two or more lines. Especially when cornering - as described above - to supply d. H. Serving feed the oil return lines with oil, the embodiment in question is advantageous.
  • the provision of more than one oil return line basically offers the possibility of distributing the total cross section of the oil return to several lines, so that not a single line must absorb all the oil to be returned, which may be advantageous in terms of the mechanical strength of the cylinder head.
  • the at least one oil return line may have any, but in particular a circular, elliptical, honeycomb-shaped or, in the basic form, polygonal cross-section.
  • the at least one cylinder has at least two outlet openings for discharging the exhaust gases from the cylinder.
  • embodiments of the arrangement are advantageous in which first the exhaust gas lines of the at least two outlet openings of each cylinder merge to form a partial exhaust gas line belonging to the cylinder before the partial exhaust gas lines of at least two cylinders merge to form the total exhaust gas line.
  • the total travel distance of all exhaust pipes is thereby shortened.
  • the gradual merging of the exhaust pipes to an overall exhaust line also contributes to a more compact d. H. less voluminous design of the cylinder head and thus in particular to a weight reduction and a more effective packaging in the engine compartment.
  • Embodiments of the arrangement in which the at least one vent line is arranged between the exhaust gas lines of two adjacent cylinders are advantageous.
  • the cylinder head is equipped with a liquid cooling.
  • the liquid cooling is also used for cooling the oil return line.
  • a cylinder head with a fully integrated exhaust manifold is thermally more heavily loaded than a conventional cylinder head, which is equipped with an external manifold, which is why increased cooling requirements.
  • Liquid cooling requires the equipment of the cylinder head with a coolant jacket d. H. the arrangement of the coolant through the cylinder head leading coolant channels. The heat is given off inside the cylinder head to the coolant, usually mixed with additives added water. The coolant is thereby conveyed by means of a pump arranged in the cooling circuit, so that it circulates in the coolant jacket. The heat given off to the coolant is removed in this way from the interior of the cylinder head and removed from the coolant in a heat exchanger again.
  • the cylinder head has at least one connection in the outer wall of the cylinder head d. H. on the side facing away from the cylinders of the manifold, can flow through the coolant from the lower coolant jacket in the upper coolant jacket and vice versa.
  • the connection is a breakthrough or flow channel which connects the lower coolant jacket to the upper coolant jacket and enables and realizes an exchange of coolant between the two coolant shells.
  • cooling also takes place in the region of the outer wall of the cylinder head, with the coolant flow guided through the at least one connection contributing to heat dissipation.
  • a suitable dimensioning of the cross section of the at least one connection can specifically influence the flow velocity of the coolant in the connection and thus the heat dissipation in the region of this at least one connection.
  • the lower and the upper coolant jacket are not connected to each other over the entire region of the outer wall, but extends at least one connection only over a portion of the outer wall.
  • the flow velocity in the at least one connection can be increased, which increases the heat transfer by convection. This also offers advantages in terms of the mechanical strength of the cylinder head.
  • the at least one connection is arranged adjacent to the region in which the exhaust gas lines merge to the total exhaust gas line and the hot exhaust gas of the cylinders is collected d. H. in a thermally highly stressed area of the cylinder head.
  • the cooling of the cylinder head according to the embodiment in question is therefore very effective, so that further measures such as enrichment of the fuel-air mixture with the aim of lowering the exhaust gas temperature - as in the EP 1 722 090 A2 described - can be omitted. This proves to be particularly advantageous in terms of fuel consumption and emission behavior.
  • Embodiments in which the distance between the at least one connection and the total exhaust gas line is smaller than the diameter of a cylinder, preferably smaller than half or one-quarter of the diameter of a cylinder, are advantageous, wherein the distance from the distance between the wall of the Total exhaust line and the wall of the compound results.
  • FIG. 1 shows schematically in cross section a first embodiment of the arrangement 1 with a cylinder head 2 and a cylinder block 3, which are connected to each other at their mounting end faces 2a, 3a.
  • each of an oil return line 4 with a vent line 5 to a common line 6 takes place in the region of the mounting end faces 2a, 3a.
  • Each of the two provided in the cylinder head 2 vent lines 5 is aligned with the associated common line 6, ie a vent line 5 and a common line 6 each form a continuous line, each of the two in the cylinder head.
  • 2 provided oil return lines 4 in the region of the mounting end faces 2a, 3a in one of the two continuous lines or common lines 6 opens.
  • the common lines 6 extend towards the mounting end 3a of the cylinder block 3 d. H. in the direction of merging 7, which facilitates the formation of the junction 7 of the lines 4, 5 and the entry of the oil to be returned in the common line 6.
  • the direction of flow on the one hand of the venting flow and on the other hand of the oil flow to be recirculated is indicated by arrows.
  • the supply of the oil return lines 4 with oil takes place from an oil reservoir 8 located in the cylinder head 2. So that no oil from this oil reservoir 8 enters the vent lines 5, the vent lines 5 project beyond the oil level 9 of the reservoir 8, ie the outlet or the end of each vent line 5 lies above the oil level 9.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
EP08104677A 2008-07-09 2008-07-09 Elément de fermeture de bord de porte d'une porte d'appareil ménager Withdrawn EP2143898A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP08104677A EP2143898A1 (fr) 2008-07-09 2008-07-09 Elément de fermeture de bord de porte d'une porte d'appareil ménager
CN2009201623682U CN201486617U (zh) 2008-07-09 2009-07-03 具有汽缸盖和汽缸体的装置

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP08104677A EP2143898A1 (fr) 2008-07-09 2008-07-09 Elément de fermeture de bord de porte d'une porte d'appareil ménager

Publications (1)

Publication Number Publication Date
EP2143898A1 true EP2143898A1 (fr) 2010-01-13

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Application Number Title Priority Date Filing Date
EP08104677A Withdrawn EP2143898A1 (fr) 2008-07-09 2008-07-09 Elément de fermeture de bord de porte d'une porte d'appareil ménager

Country Status (2)

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EP (1) EP2143898A1 (fr)
CN (1) CN201486617U (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2991393A1 (fr) * 2012-05-30 2013-12-06 Peugeot Citroen Automobiles Sa Structure de ligne de recyclage des gaz d'echappement d'un moteur thermique
DE102013213695A1 (de) * 2013-07-12 2015-01-15 Schaeffler Technologies Gmbh & Co. Kg Vorrichtung zum Entlüften von Hohlräumen

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103782000B (zh) * 2011-09-06 2017-05-17 丰田自动车株式会社 发动机的通风装置
CN103075267B (zh) * 2012-12-27 2016-02-03 重庆长安汽车股份有限公司 一种汽车发动机气缸盖
CN106762188A (zh) * 2015-11-24 2017-05-31 上海汽车集团股份有限公司 车辆及其发动机、气缸体

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58143109A (ja) * 1982-02-18 1983-08-25 Yamaha Motor Co Ltd 車輛用オ−バヘツドカム形エンジンの通路構造
EP1006272A2 (fr) * 1998-12-01 2000-06-07 Honda Giken Kogyo Kabushiki Kaisha Culasse pour moteur à plusieurs cylindres

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58143109A (ja) * 1982-02-18 1983-08-25 Yamaha Motor Co Ltd 車輛用オ−バヘツドカム形エンジンの通路構造
EP1006272A2 (fr) * 1998-12-01 2000-06-07 Honda Giken Kogyo Kabushiki Kaisha Culasse pour moteur à plusieurs cylindres
EP1722090A2 (fr) 1998-12-01 2006-11-15 Honda Giken Kogyo Kabushiki Kaisha Culasse pour moteur à plusieurs cylindres

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2991393A1 (fr) * 2012-05-30 2013-12-06 Peugeot Citroen Automobiles Sa Structure de ligne de recyclage des gaz d'echappement d'un moteur thermique
DE102013213695A1 (de) * 2013-07-12 2015-01-15 Schaeffler Technologies Gmbh & Co. Kg Vorrichtung zum Entlüften von Hohlräumen

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