• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    SUMMARY An exhaust system designed for connection to an internal combustion engine of a motor vehicle comprises, in a river fume for exhaust gases from the engine to an outlet to the surroundings of the vehicle, a catalyst (12) and a heat exchanger (13). The device has means (14) for defining at least two alternative river valves for exhaust gases from the engine to the outlet, a first with the heat exchanger (13) arranged downstream of the catalyst (12) and a second with the heat exchanger (13) arranged upstream of the catalyst (12). Which of the mentioned alternative floods the exhaust gases are to be led into is determined on the basis of a measured operating parameter of the exhaust system.
    公开号:SE1250939A1
    申请号:SE1250939
    申请日:2012-08-22
    公开日:2014-02-23
    发明作者:Jan Dellrud
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    TECHNICAL FIELD OF THE INVENTION AND PRIOR ART The invention relates to an exhaust system designed to be connected to an internal combustion engine of a motor vehicle according to the preamble of appended claim 1 and a method according to the preamble of the appended independent process patent claims.
    The invention is particularly but not exclusively directed to an exhaust system of motor vehicles in the form of wheeled commercial motor vehicles such as trucks and buses, but all types of motor vehicles, eg passenger cars, boats and the like, are included.
    The invention is also not limited to exhaust systems for connection to any particular type of internal combustion engine, and non-exhaustive examples of such possible engines are an engine, a diesel engine and a gas engine.
    An edge exhaust system of an initially defined type is schematically illustrated in the attached Fig. 1a. Has has a motor vehicle 1 in the form of a truck, an internal combustion engine 2 from which the exhaust gases resulting from the combustion in the engine are led to a catalyst 3 with surfaces of a material, eg platinum or a combination of palladium and rhodium, capable of inducing conversion of in the exhaust gases emit environmentally hazardous gases, such as nitrogen oxides (NO), carbon monoxide (CO) and the hydrocarbons to more harmless gases, such as carbon dioxide (CO2), water vapor (H20) and nitrogen gas (N2) without participating in the reactions themselves. In order for the catalyst material to exhibit its catalytic effect, it is required that it have a temperature above a certain level, which is dependent on the material used for the catalyst. The choice of material in turn depends on the type of combustion engine the exhaust system is connected to. Although only one box is shown in Fig. 1a for the catalyst, different types of catalysts are within the scope of the invention, these being able to consist of several steps in the form of catalysts for different reactions, possibly separated by equipment for different exhaust gas treatment. It can also be a three-car catalyst, which directly converts the above-mentioned three environmentally hazardous gases and is specially lit for petrol engines.
    Downstream of the catalyst is a so-called particle filter 4 arranged for collecting any soot particles that may have formed during combustion in the engine and must not be released into nature. This particulate filter is advantageously regenerated at suitable times by supplying fuel to cause the soot particles to burn up. It is pointed out that the invention also tackles exhaust systems without particulate filters, as this is superfluous in exhaust systems for certain types of internal combustion engines, in which very clean exhaust gases result from the combustion, as in certain types of gas engines.
    Downstream of the particle filter, a heat exchanger 5 is arranged to perform heat exchange with the exhaust gases. This heat exchange normally meant that waste heat is absorbed from the exhaust gases and passed on for light utilization, which is illustrated by the box 6, which may be for conversion to mechanical energy for assistance in the vehicle's propulsion or electrical energy is utilized for various functions of the vehicle. Darpa the exhaust gases are led further through a muffler 7 to a so-called exhaust pipes 8 with an outlet 9 to the surroundings of the vehicle.
    How a thermal theater recovery system for a motor vehicle can be constructed is shown in more detail in Fig. 1b, which shows an arrangement comprising a number of components used in a conventional WHR system (Waste Heat Recovery system). WHR systems are used in various contexts to convert heat energy into mechanical energy. In this case, the arrangement is used to extract mechanical energy from heat energy in exhaust gases discharged from an internal combustion engine 32 in a schematically shown vehicle 31. The arrangement comprises a line circuit 33 with a circulating refrigerant. The refrigerant is in liquid form when it is pressurized in the line circuit 33 by means of a pump 34.
    The pump 34 leads the refrigerant to a heat exchanger 35, which may be a so-called recuperator. The refrigerant is led from the heat exchanger 35 to an evaporator 36. The refrigerant is heated in the evaporator 36 by exhaust gases conducted in an exhaust line 37 having the internal combustion engine 32. The temperature and flow of the exhaust gases in the exhaust line 37 vary with the load of the internal combustion engine 32. If the internal combustion engine 32 is a diesel engine, the exhaust gases can have a temperature of up to about 600 - 700 ° C.
    The refrigerant is adapted to provide a heating in the evaporator 36 of the exhaust gases so that it evaporates. The gaseous refrigerant formed is led from the evaporator 36 to an overheater 38. If necessary, the refrigerant may have received an extra heating in the superheater 38 so that all the refrigerant is guaranteed to be in gaseous form when it reaches a turbine 39. The refrigerant then expands through the turbine 39. the heat energy in the refrigerant is converted into 4 mechanical energy. The turbine 39 in this case drives a generator 40. Thereby the recovered mechanical energy is converted into electrical energy. The electrical energy is stored in an energy storage 41. The stored electrical energy can be used to advantage for operation of the vehicle 31 or for operation of any component in the vehicle. Alternatively, the turbine 39 may be connected to a flywheel or similar mechanical energy storage unit which is connectable to the driveline of the vehicle 31. When the flywheel is connected to the driveline, the vehicle 31 provides an extra driving force.
    After the refrigerant has expanded in the turbine 39, it provides a lower pressure and a lower temperature. The gaseous refrigerant is then passed through the above-mentioned heat exchangers 35 where it provides a smaller cooling. The gaseous refrigerant is then passed to a condenser 42 where it is cooled to a temperature at which it condenses. In the example shown, the refrigerant in the condenser 42 is cooled by means of air with ambient temperature. An air vent 43 sucks in the ambient air which is led through the condenser 42. The gaseous refrigerant thus passes to liquid in the condenser 42. If cold cooling liquid is available, the gaseous refrigerant can alternatively be cooled by cooling liquid in the condenser. The liquid refrigerant is sucked from the condenser 42 to the pump 34. The liquid refrigerant near the heat exchanger 35 has a lower temperature than the gaseous refrigerant passed through the heat exchanger in a position upstream of the condenser 42. The liquid refrigerant thus provides less heating in the hot heat 35. before it reaches the precursor 36. The circulating refrigerant provides a pressure drop in the turbine 39. The pump 34 supplies a corresponding pressure homing of the refrigerant. The refrigerant thus has a higher pressure in the part of the line circuit 33 extending from the pump 34 to the turbine 39 than in the part of the line circuit 33 extending from the turbine 39 to the pump 34 with respect to the intended direction of circulation of the refrigerant in the line circuit 33. the turbine 39, the heat energy from the exhaust gases in the exhaust line 37 can be recovered and converted into mechanical energy. The mechanical energy is in this case converted into electrical energy in the generator 41. The mechanical or electrical energy is utilized for the benefit of the operation of the vehicle 31. The vehicle 31 can thus obtain an increased capacity without supplying extra fuel to the internal combustion engine 32.
    The arrangement also comprises an accumulator tank 44 which stores refrigerant which is not used in the line circuit 33. The accumulator tank 44 is adapted to store the refrigerant at a temperature and a pressure such that the refrigerant is present in suitable amounts in the water phase and in the gas phase in the accumulator tank 44. includes a first conduit 45 with a valve 46. The first conduit 45 extends from an upper portion of the accumulator tank 44 to an area of the conduit circuit 33 where the refrigerant has a lower pressure than in the accumulator tank 44. When the valve 46 is opened, gaseous refrigerant is led from the accumulator tank 44 , via the first line 45, to the line circuit 33. The arrangement comprises a second line 47 with a valve 48. The second line 47 extends from a lower portion of the accumulator tank 44 to an area of the line circuit 33 where the refrigerant has a higher pressure. in the accumulator tank 44. When the valve 47 is opened, liquid-cooled medium is led from the line circuit 33 to the accumulator. the emulator tank 44, via the second line 47. A temperature sensor 49 and a pressure sensor 50 are arranged in the line circuit 6 33 in a position downstream of the condenser 42 and upstream of the pump 34. A control unit 51 is adapted to receive information from the temperature sensor 49 and the pressure sensor 50 below Operation. The control unit 51 is adapted to open one of the valves 46, 48 since the amount of cooling of the refrigerant is to be adjusted in the line circuit 33.
    As the load of the internal combustion engine 32 is different, the exhaust gases in the exhaust line 37 receive a varying flow and a varying temperature. During the operating condition when the internal combustion engine 32 is heavily loaded, a large flow of exhaust gases with a high temperature is obtained through the exhaust line 37. During such operating conditions, the turbine 9 can recover relatively much heat energy from the exhaust gases. When the internal combustion engine 32 is loaded, a significantly smaller flow of exhaust gases is obtained with a lower temperature through the exhaust line 37. During such operating conditions, the turbine 39 can recover significantly less heat energy from the exhaust gases. However, it is unwise to recover as much heat energy as possible from the exhaust gases under all operating conditions. An optimal recovery of heat energy is obtained during the events when the liquid-like refrigerant which is led into the evaporator 36 has no subcooling. Since this is the case, essentially no heat energy from the exhaust gases is used to heat the refrigerant in the evaporator 36 to the evaporation temperature, but essentially all heat energy from the exhaust gases can be used for the evaporation work of the refrigerant in the evaporator 36. In this case an optimal amount of heat energy can be converted to mechanical in the turbine 39.
    Previously known exhaust systems of the type described above and shown in Fig. 1a have various problems. In many operating situations of the motor vehicle in question, the exhaust gases need to maintain a relatively high temperature, so that the surfaces in the catalyst must have a temperature which meant that the degree of conversion of environmentally hazardous gases therein is kept at a high level. In addition, the catalytic converter must start as quickly as possible when starting the engine in order to keep the total emissions of environmentally hazardous gases to the environment at as low a level as possible. Therefore, said heat exchanger, as shown in Fig. 1, is normally placed downstream of the catalyst, and this is shown in, for example, US 2012102934 and US 7823798, where there is also a possibility to direct the exhaust gases past the heat exchanger as desired. At the same time, the catalyst aging or enlarging the incoming gases reaches an excessively high temperature, and US 2011005501 and DE 102005041659 show exhaust systems which take this into account by having heat exchangers arranged upstream of the catalyst for cooling the exhaust gases from the internal combustion engine before they reach the catalyst.
    SUMMARY OF THE INVENTION The object of the present invention is to provide an exhaust system of an initially defined type which is improved relative to previously known such exhaust systems as regards tackling the above-mentioned problems associated with such systems.
    This object is achieved according to the invention by providing such an exhaust system, the device comprising means for defining at least two alternative flood valves for exhaust gases from the engine to the outlet, a first with a named heat exchanger arranged downstream of the catalyst and a second with an named heat exchanger arranged upstream am the catalyst, 8 means designed to determine an operating parameter of the exhaust system and a control unit designed to receive data from said means and on that basis control said means for selecting one of said alternative river waves to conduct exhaust gases in.
    By being able to choose the order in which the exhaust gases should pass a catalyst and a heat exchanger, the order that is most suitable in a normal operating situation can be chosen, so that the catalyst's function can be improved and its service life required while the heat exchange with the exhaust gases can be improved. previously known exhaust system. If, for example, the surfaces of the catalyst have a temperature for optimum conversion and the exhaust gases arriving at it have a significantly higher temperature, the second weak river can be selected with the heat exchanger arranged upstream of the catalyst to avoid damaging it or shortening its life while maintaining said optimum temperature of the catalyst. surfaces. At the same time, waste heat can be extracted from the exhaust gases. This low tide could also be selected in the case of an engine start, as the catalyst surfaces have a temperature far below that required for its catalytic action, in case the heat exchanger is of the type capable of emitting heat, as in a thermoelectric recovery system, so that the exhaust gases can be heated before arriving at the catalyst, thereby accelerating the reaching of the required temperature of the catalyst surfaces.
    After this temperature has been reached, it would be possible, if necessary, to switch to the first river trough with the heat exchanger arranged downstream if the catalyst receives heat theater extraction from the exhaust gases before they are released to the surroundings. The means for determining a named operating parameter of the exhaust system can be virtual and consist, for example, of a function of said control unit, 9 which may be designed to inquire of fuel in the engine by knowledge of quantity in the engine, question the vehicle's driving history and the like.
    According to an embodiment of the invention, said means are designed to determine an operating parameter in the form of a temperature radiating in the exhaust system. By determining, for example by feeding, the temperature of the exhaust gases, for example in the area of the catalyst and utilizing knowledge of other operating parameters of the vehicle, the temperature of the catalyst surfaces can be calculated with relatively high accuracy and therefore such a measured temperature is the basis for choosing the order in which the exhaust gases are to pass through the catalyst and the heat exchanger.
    According to another embodiment of the invention, the control unit is arranged to compare the determined temperature with a first predetermined temperature level and that if the determined temperature exceeds this first temperature level control said means by selecting a certain of said alternative river waves, which may for example be said second river level. in the event that the determined temperature is so high that the catalyst risks being damaged by the hot exhaust gases.
    According to another embodiment of the invention, the control unit is arranged to compare the predetermined temperature with a second predetermined temperature level and that if the predetermined temperature falls below this second temperature level, said means control said means to select a certain of said alternative river waves. If a fall below this second predetermined temperature level indicates that the catalytic effect of the catalyst will be deficient due to the low temperature of the catalyst surfaces, said second flood weak could be chosen in case the heat exchanger is controllable to supply energy to the exhaust gases, but if not without the heat exchanger is only designed to absorb waste heat, the so-called first surface weak is chosen instead.
    According to a further embodiment of the invention, the heat exchanger is thus controllable to emit heat to this passing exhaust gas, and the control unit is designed to in a second operating mode control the heat exchanger to emit heat to this passing exhaust gases and at the same time control said means to select a flood in which arranged upstream of the catalyst provided that the predetermined temperature is below a third predetermined level. The third predetermined level is defined as a temperature level at which it is expected to take an unacceptably long time before the catalyst reaches a temperature which has a good catalytic effect unless the exhaust gases are actively heated.
    According to an embodiment of the invention, the exhaust system comprises a particulate filter arranged in at least one of said at least two river valves and designed to capture soot particles occurring in said exhaust gases, and according to another embodiment of the invention a named particulate filter is arranged in at least of the said at least two river waves upstream of the heat exchanger. This makes it possible, when regenerating the particulate filter by adding fuel to the particles collected therein, to burn and utilize the heat energy thus generated by absorbing it in the heat exchanger and at the same time avoid too hot exhaust gases reaching the surroundings. According to a further development of this embodiment, a named particle filter is arranged in the first river trough between the catalyst and the heat exchanger. This weak river is preferably selected when regenerating the particulate filter, so that the resulting hot exhaust gases do not reach the catalyst and damage it. However, it is not excluded that the particulate filter is arranged in at least one of said at least two flood valves upstream of the catalyst, as is the case in another embodiment of the invention, the flood weak could theoretically be used in case a regeneration of the particulate filter is coordinated with an engine start. accelerate the temperature rise of the catalyst surfaces.
    According to an embodiment of the invention, said means comprises a conduit loop with a catalyst and a heat exchanger arranged one after the other and said means is designed to define said first and second tidal waves by determining which hall the exhaust gases are to flow through said loop on the road towards the outlet. This meant a simple and thus cost-effective (only a catalyst and a heat exchanger is needed for the realization of two river floods) and above all a reliable way to realize the said alternative river floods and the possibility to choose between them. In the case of the presence of a particle filter, said loop can then have such a particle filter connected in series with the catalyst and the heat exchanger, the particle filter being advantageously arranged in the loop between the catalyst and the heat exchanger.
    The invention also relates to a process for treating exhaust gases from an internal combustion engine of a motor vehicle according to the appended independent process patent claims. The result of carrying out such a process as well as the process according to the embodiment defined in the appended dependent patent claims and the advantages thereof are apparent from the above description of the exhaust system according to the invention.
    The invention also relates to a computer program having the sardra features listed in claim 16, a computer program product having the sardra features listed in claim 17, an electronic control unit having the sardra features listed in claim 18 and a vehicle according to claim 19.
    Other advantageous features and advantages of the invention will become apparent from the following description.
    BRIEF DESCRIPTION OF THE DRAWINGS The following is an exemplary embodiment of the invention with reference to the accompanying drawings, in which: Fig. 1 is a very simplified view of a previous edge exhaust system of a motor vehicle in the form of a truck; Fig. 1 shows a suitable arrangement for conversion. of heat energy to mechanical energy, Fig. 2 is a schematic view of a part of an exhaust system according to a first embodiment of the invention, Fig. 3 is a Fig. 2 corresponding view of an exhaust system according to a second embodiment of the invention, Fig. 4 and Figs. are views according to AA in Fig. 3 of the exhaust system in two different operating situations with two different alternative floods for the exhaust gases, Fig. 6 is a simplified sketch illustrating a possible realization of the inventive tank according to a third embodiment of the invention, Fig. 7 is a river diagram showing a method according to an embodiment of the invention, and Fig. 8 is a schematic diagram of an electronic control unit implementation of a method according to the invention.
    DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION Fig. 2 shows a part of an exhaust system according to a first embodiment of the invention, in which the exhaust gases in a line 10 are led from an internal combustion engine (not shown) to a line loop 11, in which a catalyst 12 and a heat exchanger 13 is connected in series. Means in the form of a schematically indicated gap 14 are arranged to set at which hall the exhaust gases are to pass through the loop, so that it can be chosen between the heat exchanger 13 being arranged downstream or upstream of the catalyst. The damper 14 is designed to guide the exhaust gases selected through the loop to continue in the direction of an outlet to the surroundings of the vehicle, as illustrated at 9 in Fig. 1. Fig. 3 illustrates an exhaust system according to an embodiment of the invention, which distinguishes from the one shown in Fig. 2 only in that a particle filter 15 is arranged in said loop between the catalyst and the heat exchanger.
    Fig. 4 and Fig. 5 illustrate how the two different river waves defined by said loop can be achieved, and how the choice of wave can be made will now be described with reference to these figures.
    The exhaust system according to the invention has a schematic indicated means 16 for supplying the temperature of the exhaust gases arriving to the loop in the line 10. Information about the supplied temperature is passed on to a schematically indicated control unit 17, which from this information, preferably by appropriate programming, and others available data concerning the operation of the motor vehicle have been able to calculate the temperature of the catalyst surfaces and how this will develop during continued operation of the internal combustion engine. It is repeated that the member 16 may be omitted and its function built into the control unit 17 or even into other equipment, such as a computer, of the vehicle. The control unit 17 is designed to control the throttle 14 to select one of the two possible directions to direct the exhaust gases through the loop. It is also illustrated that the exhaust system has means 18 for regenerating the particle filter 15, and also this means 18 is designed to send information about such regeneration to the control unit 17, so that it can take this into account when controlling the throttle 14. In Fig. 4 illustrates how the control unit 17 controls the damper 14 so that the exhaust gases will pass through the loop in the order catalyst 12, particle filter 15 and heat exchanger 13 before flowing further in the line downstream of the damper 14 towards the exhaust system outlet to the vehicle environment. Such an installation of the damper 14 can be suitable in the case where the temperature of the catalyst surfaces is within the temperature range which entailed an optimal conversion in the catalyst of environmentally hazardous gases into less harmful gases as described above. In the heat exchanger 13, the exhaust gases can then be cooled while absorbing waste heat for conversion into mechanical energy or electricity. This position of the damper 14 could also be selected in case the temperature on the surfaces of the catalyst is not yet sufficiently high for good catalytic action but will soon be. This scale can also be selected in the event that the particulate filter is to be regenerated by supplying fuel to it in order to capture soot particles to burn, since then the extra energy supplied to the exhaust gases can be recovered in the heat exchanger 13. Even if a separate member 18 is shown for controlling so-called active regeneration of the particle filter, this function can be built into the control unit 17 instead. Regeneration of the particle filter can also take place during normal [(aiming, so-called passive regeneration, by the exhaust gases from the engine being sufficiently hot for it during, for example, [corning in feed slopes. Such passive regeneration can also be taken into account by the control unit to then choose suitable flocles weak for the exhaust gases.
    The throttle layer according to Fig. 5 defines a river weak through the loop with in turn the heat exchanger 13, particle filter 15 and the catalyst 12. This river weak can for example be selected by the control unit when the temperature of the catalyst surfaces risks becoming too high, so that heat energy can be recovered from the exhaust in the heat exchanger 13 before the exhaust gases reach the catalyst and thus the life of the catalyst is required. This scale could also be selected in case the temperature of the catalyst surfaces is too low and at the same time a regeneration of the particulate filter 5 is to take place, since in this case the exhaust gases will be heated to a high level in the particulate filter when fuel is supplied. dari captured soot particles to burn. This scale can also be selected in case the temperature of the catalyst surfaces is too low and the heat exchanger 13 is of the thermoelectric type with the possibility to be controlled to supply energy to the exhaust gases, so that they can be heated via such heat exchange until the catalyst surfaces reach the desired temperature.
    Consequently, by suitable programming and access to suitable operating data of the motor vehicle and its engine and exhaust system, the control unit 17 can calculate the currently most suitable river level for the exhaust gases through the loop and how the heat exchanger and particulate filter are to be controlled for the best possible results.
    Fig. 6 illustrates how maximum selectivity of tidal waves can be achieved in an exhaust system according to a third embodiment of the invention, and the parts which form part of it and correspond to parts of the embodiment according to Figs. 4 and 5 have been continued with the same reference numerals with the addition '. In this embodiment, there are four valves 20-23 which can be controlled by the control unit 17 'to sand exhaust gases arriving there in one of three possible directions, which meant that the order of the catalyst 12', the particle filter 15 'and the heat exchanger 13' can be made arbitrary , and it can be chosen that the exhaust gases should only pass through two of these or one of these. In this case, the control unit should always control these valves so that the exhaust gases at least pass the catalyst 12 '. Fig. 7 shows a river diagram illustrating a method according to an embodiment of the invention for treating exhaust gases from an internal combustion engine of a motor vehicle with an exhaust system of the type shown in Figs. 3-5, among others. In a first step S1, the temperature T of the exhaust gases is measured at an appropriate place in the system. This temperature is then compared with the operating data of the vehicle in step S2 and weakly selected on that basis in step S3. This choice involved two alternative sequences of darpa following steps: S6, S7, S4, S OCh Sg, or S4, S5, 36, S7 OCh Sg. This procedure is advantageously carried out continuously as long as the vehicle's internal combustion engine is running.
    Computer program code for implementing a method according to the invention is suitably included in a computer program which can be loaded into the internal memory of a computer, such as the internal memory of an electronic control unit of a motor vehicle. Such a computer program is suitably provided via a computer program product comprising a data storage medium which can be read by an electronic control unit, which data storage medium has the computer program stored there. Said data storage medium is, for example, an optical data storage medium in the form of a CD-ROM, a DVD disc, etc., a magnetic data storage medium in the form of a hard disk, a floppy disk, a cassette tape, etc., or a flash memory or a memory of the ROM, PROM type. , EPROM or EEPROM.
    Fig. 8 very schematically illustrates an electronic control unit 30 comprising an execution means 31, such as a central processor unit (CPU), for executing computer software. The execution means 31 communicates with a memory 32, for example of the type RAM, via a data bus 33. The control unit 30 also comprises data storage medium 34, for example in the form of a flash memory or a memory of the type ROM, PROM, EPROM or EEPROM. The execution means 31 communicates with the data storage medium 34 via the data bus 33. A computer program comprising computer program code for implementing a method according to the invention, for example in accordance with the embodiment illustrated in Fig. 7, is stored on the data storage medium 34.
    The invention is of course not in any way limited to the embodiments described above, but a number of possibilities for modifications thereof should be obvious to a person skilled in the art without departing from the scope of the invention as defined in the appended claims.
    For example, in the embodiment of Fig. 6, the particle filter could be omitted. It will also be possible to simplify this embodiment by reducing the number of possible tidal waves in a way that is considered appropriate.
    The catalyst could be arranged between the heat exchanger and the particulate filter or the heat exchanger between the catalyst and the particulate filter of an exhaust system of the type shown in Fig. 3. 19
    权利要求:
    Claims (1)
    [1]
    1. tici 3! _3 - 17 or, 01 6/7 Feeding of T in exhaust gases Comparison of T with operating data of the motor vehicle Select weak river for exhaust gases first through catalyst and then through heat exchanger N no Conduction of exhaust gases through catalyst Ss Z Heat exchanger before catalyst in selected vag No / Ss Exhaust pipe through heat exchanger S3 Kata warning fist; S2 / Return to S1 6
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    同族专利:
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    引用文献:
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    法律状态:
    2019-04-02| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1250939A|SE538389C2|2012-08-22|2012-08-22|Exhaust|SE1250939A| SE538389C2|2012-08-22|2012-08-22|Exhaust|
    EP13181181.2A| EP2700794A3|2012-08-22|2013-08-21|Exhaust system|
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