EP3987160B1 - Oil return valve for a crankcase ventilation system - Google Patents

Oil return valve for a crankcase ventilation system Download PDF

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Publication number
EP3987160B1
EP3987160B1 EP20728392.0A EP20728392A EP3987160B1 EP 3987160 B1 EP3987160 B1 EP 3987160B1 EP 20728392 A EP20728392 A EP 20728392A EP 3987160 B1 EP3987160 B1 EP 3987160B1
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EP
European Patent Office
Prior art keywords
valve
bore
crankcase
oil return
ventilation system
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.)
Active
Application number
EP20728392.0A
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German (de)
French (fr)
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EP3987160A1 (en
Inventor
Johannes KLOSTERBERG
Marco Sliwa
Thomas Werner
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Deutz AG
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Deutz AG
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Publication date
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Publication of EP3987160A1 publication Critical patent/EP3987160A1/en
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Publication of EP3987160B1 publication Critical patent/EP3987160B1/en
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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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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
    • F01M2013/0038—Layout of crankcase breathing systems
    • F01M2013/0044—Layout of crankcase breathing systems with one or more valves
    • 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
    • F01M2013/0488—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil with oil trap in the return conduit to the crankcase
    • 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
    • F01M2013/0488—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil with oil trap in the return conduit to the crankcase
    • F01M2013/0494—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil with oil trap in the return conduit to the crankcase using check valves

Definitions

  • the invention relates to an oil return valve for a crankcase ventilation system of an internal combustion engine, in particular a hydrostatic oil return valve.
  • Such oil return valves are from the DE 202007011585 U1 and DE19632931 A1 known.
  • a check valve for an oil circuit in the crankcase ventilation is in the DE 102013212104 A1 shown.
  • the oil return of the oil separated by the oil separator generally requires a valve insert to prevent blow-by gas from inside the crankcase from entering the return line.
  • this valve mechanism can be realized by a siphon-like course of the line at the end of the return line, non-return ball valves or membrane valves, among other embodiments.
  • the variants mentioned have the following disadvantages compared to the new solution: Line end with siphon: in known solutions, a U-shaped line end is used to implement the siphon, or the downpipe ends in a pot-like vessel.
  • the known embodiments have a relatively large amount of space inside the crankcase.
  • Ball check valve the ball can get stuck due to sooting.
  • Diaphragm valve The elastomer diaphragm reacts sensitively to high oil temperatures and aggressive media in the oil. There is a high risk of damaging the membrane when inserting it into the valve body and when assembling the valve in the crankcase. The seat of the membrane also requires a high surface quality, which leads to increased costs.
  • the invention is based on the object of creating an oil return valve for a crankcase ventilation system that represents a space-optimized and cost-effective variant for an internal combustion engine.
  • the principle works according to the siphon principle (see 2 ).
  • the pressure in the KG is higher than in the oil separator - the pressure difference causes the oil level in chamber 1 to drop, the oil level drops by X1.
  • the oil level rises by X2.
  • the liquid in chamber 1 blocks the passage of gas from the crankcase into the oil separator return as long as the liquid level in chamber 1 does not fall below the passage through the partition.
  • the special feature of the new solution consists first of all in the simple way in which chamber 1 and chamber 2 are formed structurally.
  • 2 shows the standing arrangement as it is mounted in the crankcase 3.
  • chamber 2 is formed as part of the oil return bore 8 in the crankcase 3 .
  • This bore ends in a counterbore 9, which takes on the task of the valve seat.
  • Bore 10 is machined centrically to bore 9.
  • the two holes 9 and 10 thus form a stepped hole.
  • the valve insert is then inserted into this 1 used, wherein the valve tube 2 in combination with the bore wall of bore 10 forms an annular chamber which thus constitutes the first chamber of the siphon.
  • the siphon is closed via the valve cylinder 1.
  • the bore 8 forms the second chamber of the siphon.
  • valve 3 shows the installation of the suspended valve insert.
  • the valve insert is hammered into a hole in the crankcase 3 from above.
  • the annular gap between the valve tube 2 and the bore 12 again forms the chamber 1, which is connected to the crank chamber 14 through a lateral opening.
  • the chamber 2 is formed by the hollow space in the valve tube 2, in which the separated oil is supplied from above by the oil separator.
  • a ball is arranged in the valve tube 2 , the ball floating on the oil level 6 and serving as a valve 4 .
  • the particularly simple structure of the valve insert according to 1 is the second feature of the new solution.
  • the cylindrical valve cylinder 1 can be manufactured inexpensively either from round rod material and the introduction of a bore.
  • the valve tube 2 is produced by cutting rod material to length and then connected to the valve cylinder 1 by pressing in, gluing or soldering.
  • the attachment in hole 9 ( 2 and 3 ) is done by press fit or gluing.
  • a second possibility would be to use a screw plug for the valve cylinder 1, into which the valve tube 2 is inserted after a bore has been drilled. It is then attached by screwing.
  • a ball valve or membrane valve can optionally also be used in the valve cylinder 1 or the valve tube 2 .
  • a ball 4 is used as the valve body in the valve tube 2.

Description

Die Erfindung betrifft ein Ölrücklaufventil für ein Kurbelgehäuseentlüftungssystem einer Brennkraftmaschine, insbesondere ein hydrostatisches Ölrücklaufventil.The invention relates to an oil return valve for a crankcase ventilation system of an internal combustion engine, in particular a hydrostatic oil return valve.

Derartige Ölrücklaufventile sind aus den DE 202007011585 U1 und DE19632931 A1 bekannt.Such oil return valves are from the DE 202007011585 U1 and DE19632931 A1 known.

Ein weiteres Verfahren zur Rückführung von im Auspufffilter einer Pumpe abgeschiedenem Öl in den Ölvorrat einer Pumpe ist in der DE 1403999 A1 offenbart.Another method of returning oil separated in a pump's exhaust filter to a pump's oil reservoir is disclosed in US Pat DE 1403999 A1 disclosed.

Ein Rückschlagventil für einen Ölkreislauf in der Kurbelgehäuseentlüftung wird in der DE 102013212104 A1 gezeigt.A check valve for an oil circuit in the crankcase ventilation is in the DE 102013212104 A1 shown.

Der Ölrücklauf des vom Ölabscheider abgeschiedenen Öles erfordert in der Regel einen Ventileinsatz, um das Durchtreten von Blow-by-Gas aus dem Kurbelgehäuse-Inneren in die Rücklaufleitung zu unterbinden. Konstruktiv kann dieser Ventilmechanismus durch einen siphonartigen Leitungsverlauf am Ende der Rücklaufleitung, Kugelrückschlag- oder Membranventilen u. a. Ausführungsformen realisiert werden. Die genannten Varianten haben gegenüber der neuen Lösung folgende Nachteile:
Leitungsende mit Siphon: zur Realisierung des Siphons wird bei bekannten Lösungen ein U-förmiges Leitungsende verwendet oder die Fallleitung endet in einem topfartigen Gefäß. Die bekannten Ausführungsformen haben einen relativ großen Platzbedarf im Inneren des Kurbelgehäuses.The oil return of the oil separated by the oil separator generally requires a valve insert to prevent blow-by gas from inside the crankcase from entering the return line. Structurally, this valve mechanism can be realized by a siphon-like course of the line at the end of the return line, non-return ball valves or membrane valves, among other embodiments. The variants mentioned have the following disadvantages compared to the new solution:
Line end with siphon: in known solutions, a U-shaped line end is used to implement the siphon, or the downpipe ends in a pot-like vessel. The known embodiments have a relatively large amount of space inside the crankcase.

Kugelrückschlagventil: Klemmen der Kugel durch Versottung möglich.Ball check valve: the ball can get stuck due to sooting.

Membranventil: Die aus Elastomer bestehende Membran reagiert empfindlich auf hohe Öltemperaturen und aggressive Medien im Öl. Die Gefahr der Beschädigung der Membran beim Einsetzen in den Ventilkörper, sowie bei der Montage des Ventils im Kurbelgehäuse ist hoch. Der Sitz der Membran erfordert weiterhin eine hohe Oberflächengüte, was zu erhöhten Kosten führt.Diaphragm valve: The elastomer diaphragm reacts sensitively to high oil temperatures and aggressive media in the oil. There is a high risk of damaging the membrane when inserting it into the valve body and when assembling the valve in the crankcase. The seat of the membrane also requires a high surface quality, which leads to increased costs.

Daran ist nachteilig, dass die beschriebenen Varianten voluminös und teuer sind.The disadvantage of this is that the variants described are bulky and expensive.

Der Erfindung liegt die Aufgabe zugrunde, ein Ölrücklaufventil für ein Kurbelgehäuseentlüftungssystem zu schaffen, das eine bauraumoptimierte und kostengünstige Variante für eine Brennkraftmaschine darstellt.The invention is based on the object of creating an oil return valve for a crankcase ventilation system that represents a space-optimized and cost-effective variant for an internal combustion engine.

Diese Aufgabe wird erfindungsgemäß mit den Merkmalen des Anspruchs 1 gelöst. Die neue Lösung sieht ein hydrostatisches Ölrücklaufventil mit entsprechenden Montage- und Funktionsbohrungen, die im Kurbelgehäuse (KG), Zylinderkurbelgehäuse, Zylinderkopf und/oder anderen Bauteilen eingebracht sind, wobei hier von Vorteil ist, dass es kostengünstig und bauraumoptimiert zu realisieren ist.According to the invention, this object is achieved with the features of claim 1 . The new solution sees a hydrostatic oil return valve with corresponding assembly and functional bores that are introduced in the crankcase (KG), cylinder crankcase, cylinder head and/or other components, whereby the advantage here is that it can be implemented cost-effectively and in a space-optimized manner.

Weitere vorteilhafte Ausgestaltungen der Erfindung sind der Zeichnungsbeschreibung zu entnehmen, in der zwei in den Figuren dargestellte Ausführungsbeispiele näher beschrieben sind. Es zeigen:

Fig. 1:
Ventileinsatz, links: stehend, rechts: hängend
Fig. 2:
Ventileinsatz im verbauten Zustand im Kurbelgehäuse
Fig. 3:
Ventileinsatz im verbauten Zustand.
Further advantageous configurations of the invention can be found in the description of the drawing, in which two exemplary embodiments illustrated in the figures are described in more detail. Show it:
Figure 1:
Valve insert, left: standing, right: hanging
Figure 2:
Valve insert installed in the crankcase
Figure 3:
Valve insert in installed condition.

Das Prinzip arbeitet nach dem Siphonprinzip (siehe Fig. 2). Hierbei bewirkt der Druckunterschied über dem Flüssigkeitsspiegel von Kammer 1, gebildet durch Ringspalt von Bohrung 10 und Ventilrohr 2, gegenüber dem aus Kammer 2, gebildet aus Bohrung 8, ein Verschieben des Flüssigkeitsspiegels im Siphonbereich aus seinem Nullniveau gemäß den Gesetzen der Hydrostatik. In dem hier betrachteten Fall - Druck im KG größer als im Ölabscheider - bewirkt der Druckunterschied ein Fallen des Ölspiegels in Kammer 1, der Ölspiegel fällt um X1 ab. In Kammer 2 steigt der Ölspiegel hingegen um X2 an. Die Flüssigkeit in Kammer 1 sperrt den Gasdurchtritt vom Kurbelgehäuse in den Ölabscheiderrücklauf genau so lange, wie der Flüssigkeitsspiegel in Kammer 1 den Trennwanddurchtritt nicht unterschreitet. Der Grenzdruck, bei welchem ein Gasübertritt erfolgt, lässt sich durch die Höhe x = x1 + x2 der Flüssigkeitssäule im zuvor beschriebenen Grenzfall einfach rechnerisch bestimmen.The principle works according to the siphon principle (see 2 ). The pressure difference above the liquid level of chamber 1, formed by the annular gap of bore 10 and valve tube 2, compared to that of chamber 2, formed of bore 8, causes the liquid level to shift in the siphon area from its zero level according to the laws of hydrostatics. In the case considered here - the pressure in the KG is higher than in the oil separator - the pressure difference causes the oil level in chamber 1 to drop, the oil level drops by X1. In chamber 2, on the other hand, the oil level rises by X2. The liquid in chamber 1 blocks the passage of gas from the crankcase into the oil separator return as long as the liquid level in chamber 1 does not fall below the passage through the partition. The limit pressure at which gas transfer occurs can be determined simply by calculation using the height x = x1 + x2 of the liquid column in the limit case described above.

Die Besonderheit der neuen Lösung besteht nun zunächst in der einfachen Art und Weise, in der Kammer 1 und Kammer 2 konstruktiv gebildet wird. Hierbei wird im Folgenden zwischen einer stehenden Anordnung des Ventileinsatzes und einer hängenden Anordnung unterschieden. Fig. 2 zeigt die stehende Anordnung, wie sie im Kurbelgehäuse 3 montiert ist. Hierbei wird Kammer 2 als Teil der Ölrücklaufbohrung 8 im Kurbelgehäuse 3 gebildet. Diese Bohrung endet in einer Gegenbohrung 9, welche die Aufgabe des Ventilsitzes übernimmt. Zentrisch zu Bohrung 9 wird Bohrung 10 bearbeitet. Die beiden Bohrungen 9 und 10 bilden somit eine Stufenbohrung. In diese wird der Ventileinsatz nach Fig. 1 eingesetzt, wobei das Ventilrohr 2 in Kombination mit der Bohrungswandung von Bohrung 10 eine ringförmige Kammer ausbildet, welche so die erste Kammer des Siphons darstellt. Der Abschluss des Siphons erfolgt über den Ventilzylinder 1. Die Bohrung 8 bildet die zweite Kammer des Siphons.The special feature of the new solution consists first of all in the simple way in which chamber 1 and chamber 2 are formed structurally. In the following, a distinction is made between a standing arrangement of the valve insert and a hanging arrangement. 2 shows the standing arrangement as it is mounted in the crankcase 3. In this case, chamber 2 is formed as part of the oil return bore 8 in the crankcase 3 . This bore ends in a counterbore 9, which takes on the task of the valve seat. Bore 10 is machined centrically to bore 9. The two holes 9 and 10 thus form a stepped hole. The valve insert is then inserted into this 1 used, wherein the valve tube 2 in combination with the bore wall of bore 10 forms an annular chamber which thus constitutes the first chamber of the siphon. The siphon is closed via the valve cylinder 1. The bore 8 forms the second chamber of the siphon.

Fig. 3 zeigt den Einbaufall des hängend angeordneten Ventileinsatzes. Hier ist der Ventileinsatz von oben in eine Bohrung im Kurbelgehäuse 3 eingeschlagen. Der Ringspalt zwischen Ventilrohr 2 und der Bohrung 12 bildet dabei wieder die Kammer 1, welche durch eine seitliche Öffnung mit dem Kurbelraum 14 verbunden ist. Durch den Hohlraum im Ventilrohr 2 wird die Kammer 2 ausgebildet, in welcher von oben das abgeschiedene Öl vom Ölabscheider zugeführt wird. Im Ventilrohr 2 ist eine Kugel angeordnet, wobei die Kugel auf dem Ölspiegel 6 aufschwimmt und als Ventil 4 dient. 3 shows the installation of the suspended valve insert. Here the valve insert is hammered into a hole in the crankcase 3 from above. The annular gap between the valve tube 2 and the bore 12 again forms the chamber 1, which is connected to the crank chamber 14 through a lateral opening. The chamber 2 is formed by the hollow space in the valve tube 2, in which the separated oil is supplied from above by the oil separator. A ball is arranged in the valve tube 2 , the ball floating on the oil level 6 and serving as a valve 4 .

Der besonders einfache Aufbau des Ventileinsatzes nach Fig. 1 ist das zweite Merkmal der neuen Lösung. Der zylindrische Ventilzylinder 1 kann entweder aus rundem Stangenmaterial und Einbringung einer Bohrung kostengünstig hergestellt werden. Das Ventilrohr 2 wird durch Ablängen von Stangenmaterial hergestellt und anschließend durch Einpressen, Kleben oder Löten mit dem Ventilzylinder 1 verbunden. Die Befestigung in Bohrung 9 (Fig. 2 und Fig. 3) erfolgt durch Presssitz oder Einkleben. Eine zweite Möglichkeit wäre die Verwendung einer Verschlussschraube für Ventilzylinder 1, in welche nach Einbringen einer Bohrung das Ventilrohr 2 eingesetzt wird. Die Befestigung erfolgt dann durch Einschrauben. Um im Fehlerfall bei übermäßigem Überdruck im Kurbelgehäuse 3 ein Durchblasen von Blow-by in den Ölabscheider zu verhindern, kann optional im Ventilzylinder 1 oder dem Ventilrohr 2 zusätzlich ein Kugel- oder Membranventil eingesetzt sein. In Fig. 3 kommt beispielhaft eine Kugel 4 als Ventilkörper im Ventilrohr 2 zum Einsatz.The particularly simple structure of the valve insert according to 1 is the second feature of the new solution. The cylindrical valve cylinder 1 can be manufactured inexpensively either from round rod material and the introduction of a bore. The valve tube 2 is produced by cutting rod material to length and then connected to the valve cylinder 1 by pressing in, gluing or soldering. The attachment in hole 9 ( 2 and 3 ) is done by press fit or gluing. A second possibility would be to use a screw plug for the valve cylinder 1, into which the valve tube 2 is inserted after a bore has been drilled. It is then attached by screwing. In order to prevent blow-by blowing through into the oil separator in the event of an error in the event of excessive overpressure in the crankcase 3 , a ball valve or membrane valve can optionally also be used in the valve cylinder 1 or the valve tube 2 . In 3 For example, a ball 4 is used as the valve body in the valve tube 2.

BezugszeichenlisteReference List

11
Ventilzylindervalve cylinder
22
Ventilrohrvalve tube
33
Kurbelgehäusecrankcase
44
KugelBullet
55
Ölspiegel 1oil level 1
66
Ölspiegel 2oil level 2
77
Nullniveauzero level
88th
Bohrung in Kammer 2Hole in chamber 2
99
Bohrungdrilling
1010
Bohrung in Kammer 1Hole in chamber 1
1111
Trennwanddurchtrittpartition passage
1212
Bohrungdrilling
1313
Kammer 2 in Fig. 3 Chamber 2 in 3
1414
Rücklauf ins Kurbelgehäuse (KG) bzw. in den KurbelraumReturn into the crankcase (KG) or into the crankcase
1515
Zulauf vom Ölabscheiderinlet from the oil separator

Claims (7)

  1. Oil return valve for a crankcase ventilation system of an internal combustion engine, which is arranged substantially in the crankcase (3), comprising a first bore (10) in the crankcase (3), which, together with a second bore (9) in the crankcase (3), forms a stepped bore,
    a third bore (8) in the crankcase (3), which ends in the second bore (9),
    wherein a longitudinal axis of the first bore (10) and a longitudinal axis of the third bore (8) are arranged at a distance from each other,
    a valve cylinder (1), which is inserted into the second bore (9) and seals off the oil return valve, and
    at least one valve tube (2), which is arranged in the first bore (10) such that an annular chamber is formed between the valve tube (2) and a bore wall of the first bore (10).
  2. Oil return valve for a crankcase ventilation system of an internal combustion engine according to Claim 1, characterized in that it has a feed from an oil separator (15) .
  3. Oil return valve for a crankcase ventilation system of an internal combustion engine according to Claim 1 or 2,
    characterized in that it has a return into the crankcase (3) and/or into a crank chamber (14).
  4. Oil return valve for a crankcase ventilation system of an internal combustion engine according to one or more of the preceding claims,
    characterized in that the valve tube (2) is arranged centrally in the valve cylinder (1).
  5. Oil return valve for a crankcase ventilation system of an internal combustion engine according to one or more of the preceding claims,
    characterized in that the valve tube (2) has at least one ball (4) as a valve body (ball valve).
  6. Oil return valve for a crankcase ventilation system of an internal combustion engine according to one or more of the preceding claims,
    characterized in that the valve tube (2) is arranged in the first bore (10) machined into the crankcase (3) in such a way that an annular gap for receiving returning oil is produced.
  7. Oil return valve for a crankcase ventilation system of an internal combustion engine according to one or more of the preceding claims,
    characterized in that the valve tube (2) has at least one diaphragm valve.
EP20728392.0A 2019-06-19 2020-05-13 Oil return valve for a crankcase ventilation system Active EP3987160B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019004377.4A DE102019004377A1 (en) 2019-06-19 2019-06-19 Oil return valve for a crankcase ventilation system
PCT/EP2020/000095 WO2020253979A1 (en) 2019-06-19 2020-05-13 Oil return valve for a crankcase ventilation system

Publications (2)

Publication Number Publication Date
EP3987160A1 EP3987160A1 (en) 2022-04-27
EP3987160B1 true EP3987160B1 (en) 2023-07-26

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ID=70857127

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Application Number Title Priority Date Filing Date
EP20728392.0A Active EP3987160B1 (en) 2019-06-19 2020-05-13 Oil return valve for a crankcase ventilation system

Country Status (7)

Country Link
US (1) US11927119B2 (en)
EP (1) EP3987160B1 (en)
JP (1) JP7458584B2 (en)
CN (1) CN114008304B (en)
DE (1) DE102019004377A1 (en)
ES (1) ES2961296T3 (en)
WO (1) WO2020253979A1 (en)

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EP3009620A1 (en) 2014-10-15 2016-04-20 OFFICINE METALLURGICHE G. CORNAGLIA S.p.A. Separation unit for crankcase emissions of an ic engine
CN205532772U (en) 2016-01-21 2016-08-31 潍柴动力股份有限公司 Oil and gas separator oil return structure
US10533471B2 (en) * 2016-06-16 2020-01-14 Honda Motor Co., Ltd. Internal combustion engine
JP7235649B2 (en) * 2019-12-20 2023-03-08 株式会社クボタ ventilated engine

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WO2020253979A1 (en) 2020-12-24
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US20220397046A1 (en) 2022-12-15
EP3987160A1 (en) 2022-04-27
US11927119B2 (en) 2024-03-12
CN114008304B (en) 2024-04-23
JP7458584B2 (en) 2024-04-01
DE102019004377A1 (en) 2020-12-24

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