EP3290681B1 - Procédé de fonctionnement d'un système de recyclage des gaz d'échappement - Google Patents

Procédé de fonctionnement d'un système de recyclage des gaz d'échappement Download PDF

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Publication number
EP3290681B1
EP3290681B1 EP17182711.6A EP17182711A EP3290681B1 EP 3290681 B1 EP3290681 B1 EP 3290681B1 EP 17182711 A EP17182711 A EP 17182711A EP 3290681 B1 EP3290681 B1 EP 3290681B1
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EP
European Patent Office
Prior art keywords
exhaust gas
quotient
bypass line
flow resistance
gas recirculation
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EP17182711.6A
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German (de)
English (en)
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EP3290681A1 (fr
Inventor
Dietmar Schröder
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Publication of EP3290681A1 publication Critical patent/EP3290681A1/fr
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    • 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
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/25—Layout, e.g. schematics with coolers having bypasses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • 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
    • F02M26/49—Detecting, diagnosing or indicating an abnormal function of the EGR system
    • 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
    • F02M26/45—Sensors specially adapted for EGR systems
    • F02M26/46—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition
    • F02M26/47—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition the characteristics being temperatures, pressures or flow rates

Definitions

  • the invention relates to a method for diagnosing and correcting a component scorching of an exhaust gas recirculation device for an internal combustion engine for a motor vehicle.
  • the method is suitable for a diagnosis and correction of a component scorching of the exhaust gas recirculation device.
  • the cooling device or the exhaust gas recirculation device can thereby even clog.
  • a mass flow of recirculated exhaust gas can be reduced unintentionally and uncontrollably. This can reduce the effect of exhaust gas recirculation and / or lead to further power losses.
  • the desired reduction of nitrogen oxide emissions also no longer takes place.
  • a sooting of an exhaust gas recirculation device and in particular a sooting of cooling devices in exhaust gas recirculation devices should be detected.
  • a diagnosis of such a reduction of the recirculated mass flow is advantageous.
  • a method for operating an internal combustion engine in which a fluid in a first position of a bypass valve is passed through a first fluid line and in a second position of the bypass valve through a second fluid line.
  • a method and an apparatus for determining the mass flow of an exhaust gas recirculation are known.
  • a method for diagnosing an exhaust gas recirculation arrangement of an internal combustion engine is known.
  • a method and system for determining fouling of the exhaust gas recirculation cooler is known.
  • a method for the diagnosis and correction of a component scorching of an exhaust gas recirculation device is to be presented with which a sooting within the exhaust gas recirculation device can be diagnosed and compensated for particularly well.
  • the internal combustion engine may be suitable in particular for a motor vehicle.
  • the internal combustion engine preferably has combustion chambers in which fuel can be burned with air. After combustion, exhaust gas can be removed via an exhaust system.
  • the exhaust system preferably has at least one exhaust gas treatment component, for. B. a catalyst and / or a particulate filter for emission control.
  • the exhaust gas recirculation device connects an exhaust system of the internal combustion engine to an intake line of the internal combustion engine and is configured to recirculate exhaust gas in a targeted manner to the intake line of the internal combustion engine
  • the exhaust gas treatment device preferably has an exhaust gas turbocharger.
  • a turbocharger usually has a turbine that is driven with an exhaust gas flow in the exhaust treatment device. With this turbine, a compressor is driven in the intake area. This turbine compresses the air supplied to the internal combustion engine. In that case, one can distinguish between high pressure exhaust gas recirculation and low pressure exhaust gas recirculation.
  • high-pressure exhaust gas recirculation the exhaust gas is usually branched off upstream of the turbocharger and fed to the compressed air in the intake region downstream of the turbocharger.
  • the low-pressure exhaust gas recirculation exhaust gas is branched off downstream of the turbocharger and supplied to the not yet compressed air upstream of the turbocharger.
  • the exhaust gas recirculation device is branched and can optionally be connected to the intake line or the exhaust gas treatment device optionally upstream and / or downstream of the turbocharger.
  • the method described here is preferably used in high-pressure exhaust gas recirculation, but it can also be used for low-pressure exhaust gas recirculation or a mixed form.
  • the recirculated exhaust gas is preferably cooled via an exhaust gas cooler.
  • the exhaust gas recirculated via the exhaust gas recirculation device can flow through the exhaust gas cooler and parallel to the bypass line, wherein a cooling effect occurs only in the exhaust gas cooler and the recirculated exhaust gas passes through the bypass line without cooling.
  • the distribution of the flow to the exhaust gas cooler and the bypass line can be controlled via the bypass valve.
  • the bypass valve can preferably be adjusted continuously, so that any distribution of the exhaust gas flow to the exhaust gas cooler and the bypass line is possible.
  • the bypass valve only has exactly two positions: a first position, in which the entire exhaust gas flow is passed through the exhaust gas cooler and a second position, in which the entire exhaust gas flow is passed through the bypass line.
  • first position in which the entire exhaust gas flow is passed through the exhaust gas cooler
  • second position in which the entire exhaust gas flow is passed through the bypass line.
  • parallel flow is to be understood here in particular temporally.
  • the exhaust gas cooler and the bypass line can be flowed through in particular at the same time.
  • the steps a) to e) are preferably, but not necessarily, run through in the order given.
  • the current flow resistance of the exhaust gas cooler is preferably determined by comparing measured values recorded at at least two different points of the exhaust gas cooler (preferably in particular one at the beginning and one at the end of the exhaust gas cooler).
  • the measured values can be, for example, pressure readings, mass flow readings or similar measured values. From these measured values, a value for the current flow resistance is preferably calculated via a mathematical model.
  • the same applies to the current flow resistance of the bypass line which is preferably determined by comparing measured values recorded at at least two different points of the bypass line (preferably in particular one at the beginning and one at the end of the bypass line).
  • the same type of measurement is used for step a) and step c) (e.g., pressure measurements in both cases).
  • step a) determination of the flow resistance of the exhaust gas cooler
  • the bypass valve is adjusted so that the entire exhaust gas flow flows through the exhaust gas cooler.
  • step c) determination of the flow resistance of the bypass line
  • the bypass valve is adjusted so that the entire exhaust gas flow flows through the bypass line.
  • the first quotient is a measure of the sooting of the exhaust gas cooler.
  • the second quotient is a measure of the sooting of the bypass line.
  • the error message is triggered as soon as either the first quotient and / or the second quotient reach a respectively set limit value.
  • the term "reaching" means that a quantity which is initially smaller than a limit value becomes larger in such a way that it matches or even exceeds the limit value. Achieving also means that a size that is initially greater than a threshold will become smaller enough to match or even exceed the threshold.
  • the error message may, for example, be an electronically coded message which can be transmitted via an electrical signal and which is suitable for allowing interaction between an electronic system and a user thereof.
  • the error message from a computer for a user in the form of an image and / or text can be displayed.
  • the error message it is preferable for the error message to be processed by a control unit of the motor vehicle and possibly stored for later analysis. In a workshop, for example, by connecting an analyzer to the motor vehicle, the error message can be read.
  • the error message can be a targeted repair allows, ie z. B. that a too Versottetes component can be exchanged targeted.
  • a continuous comparison of the first quotient or of the second quotient with the corresponding limit value takes place.
  • This is preferably done by a computer software, for example in a control unit of the motor vehicle.
  • a function of a corresponding program preferably performs the comparison using a mathematical model, in particular separately for the exhaust gas cooler and the bypass line.
  • a parameter calculated from the first quotient and the second quotient is proposed here.
  • Such a parameter allows in particular a comparison of the sooting of the exhaust gas cooler and the bypass line to one another.
  • the first quotient is a measure of the sooting of the exhaust gas cooler. This formula is called the "first condition". The smaller the first quotient, the smaller the sooting of the exhaust gas cooler.
  • the first quotient of a new exhaust gas cooler ie, a reference exhaust gas cooler
  • the error message is preferably output.
  • the second quotient is a measure of the sooting of the bypass line. This is called a "second condition".
  • the second quotient for a new bypass line ie for a reference bypass line
  • the sooting of the bypass line can be expected to be much lower than the sooting of the exhaust gas cooler. In particular, it is preferably assumed that the bypass line does not mess up or at least not measurably.
  • the bypass line does not have a cooling tube or the like in which a heat exchange is to take place over a large surface, and which would be particularly susceptible to sooting. Furthermore, it is preferably assumed that other components, in particular the bypass valve, do not spoil. Should the second quotient nevertheless increase significantly, it is probable that there is a different error than the sooting of the bypass line. By appropriate selection of the second limit value, it can thus be achieved that the error message in step e) is triggered only if the component scorching of the bypass line is not diagnosed in an unrealistically high degree (ie, in particular erroneously). A reliable statement about the sooting of the exhaust gas cooler is then preferably considered not possible.
  • step e) is only triggered if both quotients (first quotient and second quotient) respectively reach the intended limit values (first limit value and second limit value). This combination can ensure that an error message is triggered only if both the sooting of the exhaust gas cooler is diagnosed as sufficiently pronounced, but at the same time the measured sooting of the bypass line moves in a realistic setting.
  • the error message is only triggered in step e) if the difference between the first quotient and the second quotient is greater than a third limit value: Q 1 - Q 2 > GW 3 .
  • the third limit being referred to as GW 3 .
  • This difference is an example of a parameter calculated from the first quotient and the second quotient. This difference is therefore a measure of the sooting of the exhaust gas cooler compared to sooting of the bypass line.
  • the comparison of the difference with a third limit value can be used so that no unjustified error message according to step e) is output.
  • the error message in step e) is triggered only if the three conditions are met simultaneously.
  • the various conditions mentioned are considered historically in order to decide whether an error message is issued or not. It is not necessary, for example, that all three conditions mentioned must be fulfilled simultaneously, so that an error message is issued. It is possible that an error message will only be issued if the first condition and the third condition are fulfilled at the same time. It is also possible that is stored in a memory, if the third condition was met once. If the first condition and the second condition are then fulfilled, an error message is output regardless of whether the third condition is currently fulfilled.
  • step a) in step a), the current flow resistance of the exhaust gas cooler from a pressure drop across the Determined exhaust gas cooler and determined in step c) the flow resistance of the bypass line from a pressure drop across the bypass line.
  • the pressure drop ⁇ P EGR valve above the exhaust gas recirculation valve is preferably calculated via the throttle equation, which depends in particular on the mass flow through the exhaust gas recirculation valve and the adjustment of the valve opening.
  • dVol EGR indicates the volume flow of recirculated exhaust gas.
  • the exhaust gas recirculation device has a volumetric flow meter with which the volume flow of the recirculated exhaust gas can be measured.
  • the exhaust gas recirculation device has a mass flow meter with which the mass flow of the recirculated exhaust gas can be measured. This can be used as an alternative to the volume flow for the determination of the flow resistance. However, any other determination of the volume flow is conceivable, for example a calculation or an estimate based on operating data of an internal combustion engine.
  • the reference flow resistance of the exhaust gas cooler and the reference flow resistance of the bypass line are preferably determined experimentally with a non-quenched exhaust gas cooler or a non-tripped bypass line (eg by series of measurements on an engine test bench). Alternatively or additionally, it is preferred that the reference flow resistances be calculated with a computer simulation.
  • the reference flow resistance of the exhaust gas cooler and the reference flow resistance of the bypass line are each defined as a characteristic map as a function of at least one operating point parameter of the internal combustion engine.
  • the reference flow resistance is a theoretical value suitable for carrying out the described method in the present context and may not match a physical flow resistance of the respective component.
  • the reference flow resistance of both the exhaust gas cooler and the bypass line may depend on operating point parameters of the internal combustion engine such as the speed, the power, the exhaust gas temperature, but also on the outside temperature or other factors. In order to make sense, as described, to be able to conclude the sooting of components, such dependencies are preferably taken into account. If, for example, the flow resistance due to an operating state of the internal combustion engine is particularly high, it is preferably not (inaccurately) concluded from this fact that the soot, for example, of the exhaust gas cooler is closed.
  • the reference flow resistance of the exhaust gas cooler and the reference flow resistance of the bypass line are stored in the form of the characteristic map in a memory and / or in a control unit of the motor vehicle.
  • a map is understood to mean the specification of a parameter as a function of at least one operating point parameter.
  • the method further includes the following step: f) changing an adjustment of an exhaust gas recirculation valve taking into account at least the first quotient, so that a change of a mass flow of recirculated exhaust gas is compensated due to an increase of the flow resistance of the exhaust gas cooler.
  • the exhaust gas recirculation valve (often referred to as an EGR valve) is preferably configured to adjust the amount of recirculated exhaust gas.
  • the amount of recirculated exhaust gas can be kept constant despite sooting.
  • the compensation preferably takes place in such a way that the specific value for the first quotient (preferably continuously) is passed to a control unit of the motor vehicle in which the compensating adjustment of the exhaust gas recirculation valve can be initiated by appropriate processing.
  • an exhaust gas recirculation device for an internal combustion engine for a motor vehicle, wherein the exhaust gas recirculation device has at least one exhaust gas cooler and a bypass line and a bypass valve, wherein the bypass valve is adapted to direct an adjustable part of an exhaust gas flow through the bypass line instead of through the exhaust gas cooler, and wherein the exhaust gas recirculation device is arranged to operate in accordance with a method as described.
  • Another aspect of the invention relates to a motor vehicle comprising at least one exhaust gas recirculation device as described.
  • the motor vehicle further comprises an engine control unit, in which program routines are deposited for carrying out the method.
  • the engine control unit is connected to perform the method to components of the exhaust gas recirculation device, in particular to a bypass valve and an exhaust gas recirculation valve and preferably also to pressure gauges for monitoring the flow resistance.
  • Fig. 1 shows a motor vehicle 1 of an internal combustion engine 16 having an intake passage 17 for the intake of air and an exhaust system 18 with at least one exhaust gas treatment component 3.
  • the motor vehicle further comprises an exhaust gas recirculation device 2.
  • an exhaust gas cooler 4 is integrated in the exhaust gas recirculation device 2.
  • a bypass line 5 is arranged in parallel. Via a bypass valve 7, the distribution of an exhaust gas flow through the exhaust gas cooler 4 and the bypass line 5 can be adjusted.
  • a first pressure gauge 8 is arranged in front of the exhaust gas cooler 4 and a second pressure gauge 9 behind it. These two pressure measuring devices 8, 9 are shown here only as an example.
  • the determination of flow resistances can also take place with pressure gauges arranged at other locations or with the aid of models, calculations, etc. Also shown are an exhaust gas recirculation valve 6 and a volumetric flow meter 10. In particular, the volumetric flow meter 10 may also be omitted. A volumetric flow determination can take place, for example, via a model suitable for this purpose, calculations from operating parameters or in a similar way.
  • the connecting lines between the components of the exhaust gas recirculation device 2 and the bypass line 5 are each shown only as dashes.
  • the exhaust gas cooler 4 is shown expanded so that it can be seen how a deposit 11 caused by sooting narrows the cross-section of the exhaust gas cooler 4.
  • Fig. 2 shows the pressure P within the exhaust gas recirculation device 2 Fig. 1 represented in arbitrary units (this is the abbreviation au) as a function along the direction x, which corresponds to the flow direction of the exhaust gas through the exhaust gas recirculation device, also shown in arbitrary units.
  • the pressure initially has the value P 1 measured by the first pressure measuring device 8. Proceeding further to the right, the pressure drops due to a pressure drop across the exhaust gas recirculation valve 6, then remains constant, then to the level of measured by the second pressure gauge 9 value P 2 due to a pressure drop across the exhaust gas cooler 4 and over the bypass line fall.
  • the pressure between the two pressure drops differs as follows: while the pressure in the exhaust gas cooler without sooting 12 is the lowest, the pressure in the gasifier 13 with sooting 13 is greatest. In the bypass line 5, the sooting plays a minor role. Therefore, the pressure in the by-pass bypass pipe 14 is only slightly less than the pressure in the soot-by-15 bypass pipe.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Claims (8)

  1. Procédé de diagnostic et de correction d'un encrassement d'un composant d'un dispositif de recyclage des gaz d'échappement (2) d'un moteur à combustion interne (16) d'un véhicule (1) selon lequel le dispositif de recyclage des gaz d'échappement (2) comporte au moins un refroidisseur des gaz d'échappement (4) et une conduite de dérivation (5) ainsi qu'une soupape de dérivation (7), la soupape de dérivation (7) étant réalisée pour diriger au moins une partie de la circulation des gaz d'échappement vers le refroidisseur des gaz d'échappement (4) ou vers la conduite en dérivation (5), et le procédé comprenant au moins les étapes suivantes consistant à :
    a) déterminer la résistance à l'écoulement actuelle du refroidisseur des gaz d'échappement (4),
    b) déterminer un premier quotient entre la résistance à l'écoulement actuelle du refroidisseur des gaz d'échappement (4) déterminée à l'étape a) et une résistance à l'écoulement de référence du refroidisseur des gaz d'échappement (4), le premier quotient étant une mesure de l'encrassement du de refroidisseur des gaz d'échappement (4),
    c) déterminer la résistance à l'écoulement actuelle de la conduite de dérivation (5),
    d) déterminer un second quotient entre la résistance à l'écoulement actuelle de la conduite de dérivation (5) déterminée à l'étape c) une résistance à l'écoulement de référence de la conduite de dérivation (5), le second quotient étant une mesure de l'encrassement de la conduite de dérivation (5),
    e) délivrer un message de défaut lorsqu'au moins l'un des paramètres ci-dessous atteint une valeur limite :
    - le premier quotient,
    - le second quotient, ou
    - un paramètre calculé à partir du premier quotient et du second quotient, et
    f) modifier le réglage d'une soupape de recyclage des gaz d'échappement (6) en prenant en considération au moins le premier quotient de sorte qu'une modification du débit massique des gaz d'échappement recyclés fondée sur une augmentation de la résistance à l'écoulement du refroidisseur des gaz d'échappement (4) soit compensée.
  2. Procédé conforme à la revendication 1,
    selon lequel à l'étape e) le message de défaut n'est délivré que lorsque le premier quotient est supérieur à une première valeur limite.
  3. Procédé conforme à l'une des revendications précédentes,
    selon lequel lors de l'étape e) le message de défaut n'est délivré que lorsque le second quotient est inférieur à une seconde valeur limite.
  4. Procédé conforme à l'une des revendications précédentes,
    selon lequel lors de l'étape e) le message de défaut n'est délivré que lorsque la différence entre le premier quotient et le second quotient est supérieur à une troisième valeur limite.
  5. Procédé conforme à l'une des revendications précédentes,
    selon lequel lors de l'étape a) la résistance à l'écoulement actuelle du refroidisseur des gaz d'échappement (4) est déterminée à partir de la chute de pression au passage du refroidisseur des gaz d'échappement (4), et, lors de l'étape c) la résistance à l'écoulement actuelle de la conduite de dérivation (5) est détectée à partir de la chute de pression sur la conduite de dérivation (5).
  6. Procédé conforme à la revendication 4,
    selon lequel la résistance à l'écoulement de référence du refroidisseur des gaz d'échappement (4) et la résistance à l'écoulement de référence de la conduite de dérivation (5) sont respectivement définies sous la forme d'un champ de caractéristiques en fonction d'au moins un paramètre d'un point de fonctionnement du moteur à combustion interne (16).
  7. Dispositif de recyclage (2) des gaz d'échappement d'un moteur à combustion interne (16) d'un véhicule (1), ce dispositif de recyclage des gaz d'échappement (2) comprenant au moins un refroidisseur des gaz d'échappement (4) et une conduite de dérivation (5) ainsi qu'une soupape de dérivation (7), la soupape de dérivation (7) étant réalisée pour diriger une partie réglable de la circulation des gaz d'échappement vers la conduite de dérivation (5) et non vers le refroidisseur des gaz d'échappement (4), et le dispositif de recyclage des gaz d'échappement (2) comprenant un appareil de commande susceptible de mettre en oeuvre les étapes d'un procédé conforme à l'une des revendications précédentes.
  8. Véhicule (1) comprenant au moins un dispositif de recyclage des gaz d'échappement (2) conforme à la revendication 7.
EP17182711.6A 2016-08-31 2017-07-24 Procédé de fonctionnement d'un système de recyclage des gaz d'échappement Active EP3290681B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102016216473.2A DE102016216473B4 (de) 2016-08-31 2016-08-31 Verfahren zum Betrieb einer Abgasrückführungseinrichtung

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EP3290681B1 true EP3290681B1 (fr) 2019-05-15

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CN117418972B (zh) * 2023-12-19 2024-04-16 潍柴动力股份有限公司 一种egr冷却器的故障检测方法以及控制装置

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JP4469750B2 (ja) 2005-04-20 2010-05-26 本田技研工業株式会社 内燃機関のｅｇｒ装置
DE102007007945A1 (de) 2007-02-17 2008-08-21 Daimler Ag Verfahren zum Einstellen einer Abgasrückführrate einer Brennkraftmaschine
JP2009008463A (ja) * 2007-06-27 2009-01-15 Hitachi Ltd 排気ガス再循環ガス流量測定装置および測定方法
DE102007050299B4 (de) 2007-10-22 2017-02-16 Robert Bosch Gmbh Verfahren zur Überprüfung der Funktion eines Bypassventils
DE102008041804B4 (de) * 2008-09-04 2020-06-25 Robert Bosch Gmbh Verfahren und Vorrichtung zur Überwachung einer Abgasrückführungsanordnung
US9797343B2 (en) * 2013-11-08 2017-10-24 Ford Global Technologies, Llc Determining exhaust gas recirculation cooler fouling using DPOV sensor
US9541040B2 (en) 2014-09-05 2017-01-10 General Electric Company Method and systems for exhaust gas recirculation system diagnosis

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DE102016216473B4 (de) 2020-06-04
DE102016216473A1 (de) 2018-03-01

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