• 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:
    The invention relates to a method for detecting a leak in a heat recovery system (12) of an internal combustion engine (1) of a motor vehicle, wherein the heat recovery system (12) comprises at least one particularly combustible working medium and a working medium circuit (13) with at least one EGR evaporator (14a). , a pump (15) and at least one expansion machine (16), wherein in an exhaust gas recirculation line (4) arranged EGR evaporator (14a) from the recirculated exhaust gas of the internal combustion engine (1) through or flows around, and wherein in an exhaust line ( 3) of the internal combustion engine (1) at least one oxidation catalyst (6) is arranged. In order to be able to detect leakages in the EGR evaporator (14a) of the heat recovery system (12) in the simplest possible way early and reliably, it is provided that at least one first temperature sensor (30) in the exhaust line (3) downstream of the oxidation catalytic converter (6) and at least one second exhaust gas temperature sensor (31) downstream of the oxidation catalyst (6) is arranged and with these temperature sensors (30, 31) during operation of the internal combustion engine (1) the temperatures (T1, T2) of the exhaust gas in the exhaust line (3) upstream and downstream of the oxidation catalyst (6) is measured and a temperature difference (.DELTA.T) of the exhaust gas upstream and downstream of the oxidation catalyst (6) is determined, wherein at least one abnormally high temperature difference (.DELTA.T) - preferably after performing a plausibility check - for a leak on the EGR evaporator ( 14a) is closed.
    公开号:AT518521A4
    申请号:T50641/2016
    申请日:2016-07-18
    公开日:2017-11-15
    发明作者:Dipl Ing Glensvig Michael；Susanne Mahler Dr；Dipl Ing Dr Thaler Markus
    申请人:Avl List Gmbh；Fpt Ind Spa；Iveco Spa；
    IPC主号:
    专利说明:

    The invention relates to a method for detecting a leak in a heat recovery system of an internal combustion engine of a motor vehicle, wherein the heat recovery system comprises at least one particular combustible working fluid and a working medium circuit with at least one evaporator, a pump and at least one expansion machine, wherein arranged in an exhaust gas recirculation line evaporator of recirculated exhaust gas of the internal combustion engine is flowed through or around, and wherein in an exhaust line of the internal combustion engine, at least one oxidation catalyst is arranged.
    Furthermore, the invention relates to an internal combustion engine, with a heat recovery system, which has at least one particularly combustible working fluid and a working medium circuit with at least one EGR evaporator, a pump and at least one expansion machine, wherein the EGR evaporator is arranged in an exhaust gas recirculation line of the internal combustion engine, wherein at least one exhaust gas line of the internal combustion engine is arranged at least one oxidation catalyst, for carrying out this method.
    When operating a system for heat recovery with a combustible working fluid in conjunction with an internal combustion engine and an evaporator, in particular an EGR evaporator (EGR evaporator: EGR = exhaust gas recirculation) is the detection of leaks in the system of high priority. Leakage in a heat recovery system can lead, among other things, to the following critical scenarios: • Excess of the working fluid into the environment - creates a fire hazard when using a combustible working fluid such as ethanol. • Entry of combustible working fluid into the internal combustion engine - causes damage if, for example, the working fluid enters the combustion chamber via an EGR evaporator. • Overheating of system components due to insufficient working fluid level - can, for example, lead to overheating of the exhaust gas evaporator if the mass flow of the working medium is too low.
    To detect a leak in a heat recovery system, for example, the following methods are known: • Monitoring the level of the working fluid in the expansion tank by means of a level sensor. If the level is too low, a leak is detected. • Leak test by pressurizing the deactivated cold system and then observing the pressure gradient. Too rapid pressure drop indicates a leak. • Measure the electrical conductivity of the insulation of the heat recovery system. A change in conductivity is a sign of leaks.
    For example, US 6,526,358 Bl describes a method for detecting leaks and blockages in a fluid circuit wherein pressure, temperature and flow rate are measured and correlated at various points in the circuit.
    JP 2010-156314 A discloses a heat recovery system for an internal combustion engine wherein for leakage detection 02 sensors are arranged in the coolant circuit of the heat recovery system.
    Known methods have the disadvantage that they can be performed either only in the deactivated state of the vehicle or the internal combustion engine and / or that devices such as additional sensors or the like are required.
    The object of the invention is to be able to detect leaks in the evaporator of a heat recovery system early and reliably in the simplest possible way.
    According to the invention, this is done by arranging at least one first temperature sensor in the exhaust gas line downstream of the oxidation catalytic converter and at least one second exhaust gas temperature sensor downstream of the oxidation catalytic converter and with these temperature sensors during operation of the
    Internal combustion engine, the temperature of the exhaust gas in the exhaust line upstream and downstream of the oxidation catalyst is measured and a temperature difference of the exhaust upstream and downstream of the oxidation catalyst is determined, wherein at least one abnormally high temperature difference - preferably after performing a plausibility check - is concluded that the evaporator is leaking.
    The method can be applied to internal combustion engines with a heat recovery system in which at least a first temperature sensor upstream of the oxidation catalyst and a second temperature sensor downstream of the oxidation catalyst is arranged and these temperature sensors, the temperature of the exhaust gas in the exhaust line of the internal combustion engine upstream and downstream of the oxidation catalyst can be measured wherein the temperature sensors are connected to an electronic control and / or evaluation unit.
    Temperature sensors upstream and downstream of the oxidation catalyst are provided by default in known internal combustion engines. Thus, the inventive method comes with standard automotive sensor.
    In the oxidation catalyst, mainly unburned hydrocarbons (CmHn) and carbon monoxide (CO) are converted to carbon dioxide and water. During this process, energy of the order of magnitude of the lower heating values of carbon monoxide and hydrocarbons is released. The lower heating value of CO is 10.1 MJ / kg, the lower heating value of CmHn is for example 42 MJ / kg (equivalent to diesel / lubricating oil). During the conversion of the CmHn and CO in the oxidation catalyst, the energy released is used to heat the oxidation catalyst and to heat the exhaust stream passing through the oxidation catalyst.
    The increase in the exhaust gas temperature during the flow through the oxidation catalyst is dependent on the concentration of hydrocarbons and carbon monoxide at the entrance of the oxidation catalyst.
    The invention is based on the observation that in the oxidation catalyst not only unburned hydrocarbons derived from the fuel, but also hydrocarbons from the working medium of the heat recovery system, such as ethanol, are converted, which also to an increase in temperature of the exhaust gas during the flow through the oxidation catalyst in the extent the lower heating value of the working medium leads, which is for example 28.9 MJ / kg for ethanol.
    Thus, leakage of the heat recovery system can be inferred when an abnormally high temperature difference between the measured values of the first temperature sensor and the second temperature sensor is detected. Leakage is to be understood as a leak, whereby the working fluid escapes uncontrollably from the evaporator. Abnormal in this context means that the detected temperature difference is higher than would allow a value corresponding to the current operating point. In order to verify or falsify this, a plausibility check is advantageously carried out with respect to the detected temperature difference. The plausibility check, for example, based on a review, whether the increased temperature difference of imperfect combustion of the injected fuel can be owed.
    A stationary mode of operation is an operation of the internal combustion engine at a constant speed or load. A transient operating mode is an operation of the internal combustion engine with changing speed or load. Under normal engine operation is understood here as an operation of the internal combustion engine in which a positive torque is provided by the internal combustion engine for driving the vehicle. A load-free operating mode is an operation of the internal combustion engine in which the internal combustion engine does not supply torque for driving the vehicle.
    The leakage test may be performed in a steady state operation mode, a transient operation mode, or a no-load operation mode.
    In order to carry out a leakage test in steady-state operation, a maximum stationary setpoint value for the temperature difference upstream and downstream of the oxidation catalytic converter can be defined for at least one defined stationary operating mode of the internal combustion engine, the internal combustion engine is operated in this stationary operating mode and the determined temperature difference coincides with the defined stationary setpoint value of the defined stationary operating mode are compared. In this case, it can be concluded that there is a leak on the EGR evaporator if the determined temperature difference is greater than the maximum steady-state desired value of the defined stationary operating mode.
    To carry out the leak test in transient operation, it is advantageous for at least one defined transient operating mode of the internal combustion engine, a maximum transient setpoint for the temperature difference upstream and downstream of the oxidation catalyst is defined, the internal combustion engine is operated in this transient operating mode and the determined temperature difference with the defined transient set point of the defined transient operating mode is compared. A leak on the EGR evaporator is closed when the determined temperature difference is greater than the maximum transient setpoint of the defined transient operating mode.
    Furthermore, a leakage test can be carried out particularly advantageously during at least one no-load operating mode of the internal combustion engine. Load-free operating modes are, for example, idling mode, sailing mode or coasting mode of the vehicle or the internal combustion engine.
    It is particularly advantageous if, for at least one defined load-free operating mode of the internal combustion engine, in particular during an idling operation, a sailing operation or a coasting operation of the internal combustion engine, a minimum value for the time reduction of the temperature difference upstream and downstream of the oxidation catalyst is defined, the internal combustion engine in this no-load Operating mode is operated and a time course of the temperature difference upstream and downstream of the oxidation catalyst is determined and compared with the defined minimum value for the reduction in time of the temperature difference. Leakage at the EGR evaporator is inferred when the decrease in the detected time history of the temperature difference is less than the minimum value for the time reduction of the temperature difference upstream and downstream of the oxidation catalyst in the no-load operating mode.
    The plausibility check can be carried out, for example, in normal engine operation and / or in overrun operation. It can in normal engine operation of the
    Internal combustion engine a) when an abnormally high temperature difference occurs, a plausibility check be carried out by the injection amount of fuel - preferably reduced or stopped using a closed loop, and it is examined whether after a defined first waiting time, a significant reduction of the measured temperature difference occurs and b) if an abnormally high temperature difference is still detected upstream and downstream of the oxidation catalyst, it is concluded that the evaporator is leaking. Alternatively or additionally, to carry out a plausibility check in the overrun mode of the internal combustion engine, the injection of the fuel can be reduced or stopped and examined, if after a defined second waiting period a substantial reduction of the measured temperature difference occurs, and if an abnormally high temperature difference upstream and downstream the oxidation catalyst is detected - be closed to a leak on the EGR evaporator.
    The first and / or second waiting time should be at least 30 to 60 seconds, for example, so that a reaction equilibrium state can be established.
    An abnormally high temperature difference is present, for example, when the difference of the measured temperature upstream and downstream of the oxidation catalyst is greater than 10 ° ± 20 °.
    If undoubtedly a leak of the evaporator is detected, a corresponding warning signal can be issued to the driver and / or a corresponding entry in the error code can be entered in the on-board diagnostic system.
    The invention will be explained in more detail below with reference to a non-limiting embodiment shown in the figures. Show:
    1a schematically shows an internal combustion engine according to the invention in a first embodiment,
    1 b schematically shows an internal combustion engine according to the invention in a second embodiment variant,
    2 and 3 show a time course of the load and the determined temperature difference for a leak-free heat recovery system and
    4 and 5 show a time profile of the load and the determined temperature difference for a leaking heat recovery system, using the present invention.
    1 and 2 each show an internal combustion engine 1 with exhaust gas flow paths 2, which are formed by an exhaust line 3 and an exhaust gas recirculation line 4. The exhaust gas recirculation line 4 is used for external exhaust gas recirculation between the exhaust system 22 and the intake system 23 of the internal combustion engine 1.
    In the exhaust line 3, an exhaust gas aftertreatment device 5 is arranged, which in the exemplary embodiment has a diesel oxidation catalytic converter 6, a diesel particulate filter 7, an SCR catalytic converter 8 and a blocking catalytic converter 9. Upstream of the SCR catalyst 8, an NFh-containing additive may be supplied via an injector 10. A mixer 11 is used for mixing and vaporizing the injected additive in the exhaust stream.
    For recovering the exhaust gas waste heat, a heat recovery system 12 with a closed working medium circuit 13 for a working medium, for example ethanol, is provided, which has at least one arranged in the exhaust line 3 evaporator 14, a pump 15 and at least one expansion machine 16. Reference numeral 17 denotes a capacitor. For the exhaust gas bypassing of the evaporator 14, a bypass line 18 is provided, which branches off from the exhaust line 3 upstream of the evaporator 14 and reboots into the exhaust line 3 downstream of the first evaporator 14. Reference numeral 19 designates a control member formed, for example, by a switching flap for switching the flow of exhaust gas between the flow path through the evaporator 14 and the bypass 18.
    Furthermore, an EGR evaporator 14a (EGR = Exhaust gas recirculation) is provided in the exhaust gas recirculation line 4, which upstream or downstream of the
    Evaporator 14 may be incorporated into the working medium circuit 13 of the heat recovery system 12. In the first embodiment variant shown in FIG. 1 a, the second evaporator 14 a is integrated into the working medium circuit 13 downstream of the first evaporator 14. Alternatively, however, the second evaporator 14a can also be arranged in a second working medium circuit 13a of the heat recovery system 12 having a second pump 15a, a second expansion machine 16a and a second condenser 17a, as shown in FIG. 1b.
    Upstream of the oxidation catalyst 6, a first temperature sensor 30 and downstream of the oxidation catalyst 6, a second temperature sensor 31 is arranged. The temperature sensors 30, 31 are connected to a control and / or evaluation unit 21 in connection.
    With the first 30 and second temperature sensors 31, the exhaust gas temperatures T30 and T31 are measured upstream and downstream of the oxidation catalyst in the exhaust line 3 and a temperature difference .DELTA.Τ on the oxidation catalyst 6 between the input 6a and output 6b determined.
    In the oxidation catalyst 6, mainly unburned hydrocarbons (CmHn) and carbon monoxide (CO) are converted to carbon dioxide and water. During this process, energy of the order of magnitude of the lower heating values of carbon monoxide and hydrocarbons is released. The lower heating value of CO is about 10.1 MJ / kg, the lower heating value of CmHn is for example 42 MJ / kg (equivalent to diesel / lubricating oil). During the conversion of CmHn and CO in the oxidation catalyst 6, the energy released is used to heat the oxidation catalyst 6 and to heat the exhaust gas flow passing through the oxidation catalyst 6.
    The increase in the exhaust gas temperature during the flow through the oxidation catalytic converter 6 is dependent on the concentration of the hydrocarbons and the carbon monoxide at the inlet of the oxidation catalytic converter 6.
    If there is a leakage in the region of the EGR evaporator 14a, this is therefore reflected in an increased temperature difference ΔΤ between the temperature T31 at the outlet 6b and the temperature T30 at the inlet 6a of the oxidation catalytic converter 6.
    Upon occurrence of an abnormally high temperature difference ΔΤ between the measured values of the second temperature sensor 31 and the first temperature sensor 30 during the normal engine operation of the internal combustion engine 1, this temperature difference ΔΤ is subjected to a plausibility check by the injection amount of fuel through the not shown fuel injectors in the internal combustion engine 1, for example using a closed loop - is reduced or stopped, and it is examined whether after a defined first waiting time (for example, 30 to 60 seconds), a significant reduction of the measured temperature difference occurs. Further, if an abnormally high temperature difference ΔΤ is detected, leakage on the EGR evaporator 14a may be inferred.
    Alternatively or additionally, for the performance of a plausibility check in overrun mode of the internal combustion engine 1, the injection of the fuel can be reduced or stopped and examined, if after a defined second waiting period, a substantial reduction of the measured temperature difference ΔΤ occurs, and - if further an abnormally high temperature difference ΔΤ upstream and downstream of the oxidation catalyst 6, a leak on the EGR evaporator 14a may be inferred.
    The method according to the invention can be carried out during a stationary operating mode, a transient operating mode or a no-load operating mode of the internal combustion engine 1.
    In order to carry out a leakage test in steady-state operation, a maximum stationary setpoint value for the temperature difference ΔΤ upstream and downstream of the oxidation catalytic converter 6 is defined for at least one defined stationary operating mode of the internal combustion engine 1. The internal combustion engine 1 is operated in this stationary operating mode and the determined temperature difference .DELTA.Τ compared with the defined stationary target value of the defined stationary operating mode. If the determined temperature difference .DELTA.Τ is greater than the maximum steady-state setpoint of the defined stationary
    Operating mode, can be closed to a leak on the EGR evaporator 14 a.
    For carrying out the leakage test in transient operation, a maximum transient setpoint value for the temperature difference ΔΤ upstream and downstream of the oxidation catalytic converter 6 is defined for at least one defined transient operating mode of the internal combustion engine 1. The internal combustion engine 1 is operated in this transient operating mode and the determined temperature difference .DELTA.Τ compared with the defined transient setpoint of the defined transient operating mode. A leak at the evaporator is concluded when the determined temperature difference ΔΤ is greater than the maximum transient setpoint value of the defined transient operating mode.
    The leakage test can also be carried out during at least one no-load operating mode of the internal combustion engine 1-for example idling operation, sailing operation or overrun operation. In this case, a minimum value for the time reduction of the temperature difference ΔΤ upstream and downstream of the oxidation catalytic converter 6 is defined for at least one defined no-load operating mode of the internal combustion engine 1. The internal combustion engine 1 is operated in this load-free operating mode and a time profile of the temperature difference .DELTA.Τ upstream and downstream of the oxidation catalyst 6 is determined and compared with the defined minimum value for the time reduction of the temperature difference .DELTA.Τ. If the reduction of the determined time course of the temperature difference ΔΤ is less than the minimum value for the time reduction of the temperature difference ΔΤ upstream and downstream of the oxidation catalytic converter 6 in the no-load operating mode, a leak on the EGR evaporator 14a can be inferred.
    2 and 3 show a time course of the load L and the temperature difference .DELTA.Τ for a leak-free heat recovery system 12 during a changeover of the internal combustion engine 1 pusher operation. Usually, the injection of the fuel is substantially reduced or stopped during the overrun operation. It can clearly be seen that the determined temperature difference .DELTA.Τ drastically reduced - there is thus no leakage.
    On the other hand, FIGS. 4 and 5 show a switch-over operation when there is a leak in the EGR evaporator 14a. In this case, there is no reduction in the temperature difference ΔΤ. On the contrary - due to the unchanged leakage and the lower gas flow through the exhaust gas recirculation line in overrun it can even increase the temperature difference ΔΤ come, as the dashed line curve shows a). The line b) shows the case that there is no change in the temperature difference ΔΤ. Furthermore, it can occur that the reduction in the temperature difference .DELTA.Τ is substantially lower than expected, that is, the minimum value for the time reduction of the temperature difference .DELTA.Τ indicated by line d) is not reached. In these cases a), b), c) can be unambiguous be closed to a leakage of the EGR evaporator 14a and a corresponding leakage warning issued to the driver.
    The main advantage of the present invention is the fact that no additional elaborate leak detectors must be installed. Ideally, first 30 and second temperature sensors 31 already arranged as standard in the exhaust gas line 3 may be used in order to be able to carry out reliable leakage tests.
    权利要求:
    Claims (10)
    [1]
    1. A method for detecting a leak in a heat recovery system (12) of an internal combustion engine (1) of a motor vehicle, wherein the heat recovery system (12) at least one particular combustible working fluid and a working medium circuit (13) with at least one EGR evaporator (14a), a Pump (15) and at least one expansion machine (16), wherein in an exhaust gas recirculation line (4) arranged EGR evaporator (14a) from the recirculated exhaust gas of the internal combustion engine (1) through or flows around, and wherein in an exhaust line (3) at least one oxidation catalytic converter (6) is arranged in the internal combustion engine (1), characterized in that at least one first temperature sensor (30) in the exhaust line (3) downstream of the oxidation catalytic converter (6) and at least one second exhaust gas temperature sensor (31) downstream of the oxidation catalytic converter (6) is arranged and with these temperature sensors (30, 31) during operation of the internal combustion engine e (1) the temperatures (Τι, T2) of the exhaust gas in the exhaust line (3) measured upstream and downstream of the oxidation catalyst (6) and a temperature difference (ΔΤ) of the exhaust gas upstream and downstream of the oxidation catalyst (6) is determined, wherein at Occurrence of at least one abnormally high temperature difference (ΔΤ) - preferably after performing a plausibility check - on a leak on the EGR evaporator (14a) is closed.
    [2]
    2. The method according to claim 1, characterized in that for at least one defined stationary operating mode of the internal combustion engine (1) a maximum stationary setpoint for the temperature difference (ΔΤ) upstream and downstream of the oxidation catalyst (6) is defined that the internal combustion engine (1) This stationary operating mode is operated and the determined temperature difference (ΔΤ) is compared with the defined steady-state setpoint of the defined stationary operating mode, and that a leakage at the EGR evaporator (14a) is concluded when the determined temperature difference (ΔΤ) is greater than that maximum steady-state setpoint of the defined stationary operating mode.
    [3]
    3. The method according to claim 1 or 2, characterized in that for at least one defined transient operating mode of the internal combustion engine (1) a maximum transient setpoint for the temperature difference (ΔΤ) upstream and downstream of the oxidation catalyst (6) is defined that the internal combustion engine (1 ) is operated in this transient operating mode and the determined temperature difference (ΔΤ) is compared with the defined transient setpoint of the defined transient operating mode, and that a leak on the EGR evaporator (14a) is closed when the determined temperature difference (ΔΤ) is greater as the maximum transient setpoint of the defined transient operating mode.
    [4]
    4. The method according to any one of claims 1 to 3, characterized in that for at least one defined load-free operating mode of the internal combustion engine (1), in particular during idling operation, a sailing operation or a coasting operation of the internal combustion engine (1), a minimum value for the time reduction Temperature difference (ΔΤ) upstream and downstream of the oxidation catalyst (6) is defined that the internal combustion engine (1) is operated in this no-load operating mode and a time course of the temperature difference (ΔΤ) upstream and downstream of the oxidation catalyst (6) determined and with the defined Minimum value for the time reduction of the temperature difference (ΔΤ) is compared, and that a leak on the EGR evaporator (14a) is concluded when the reduction of the determined time course of the temperature difference (ΔΤ) is less than the minimum value for the time reduction of the Temperature difference (ΔΤ) upstream and downstream of the oxidation catalyst (6) in the no-load operating mode.
    [5]
    5. The method according to any one of claims 1 to 4, characterized in that in normal engine operation of the internal combustion engine (1) a) when an abnormally high temperature difference (ΔΤ) occurs, a plausibility check is performed by the injection amount of fuel - preferably using a closed Control loop - is reduced or stopped, and it is examined whether after a defined first waiting time, a substantial reduction of the measured temperature difference (ΔΤ) occurs, and b) if further an abnormally high temperature difference (ΔΤ) upstream and downstream of the oxidation catalyst (6) is closed on a leak on the EGR evaporator (14a).
    [6]
    6. The method according to any one of claims 1 to 5, characterized in that in the overrun operation of the internal combustion engine (1) the injection of the fuel is reduced or stopped, and it is examined whether after a defined second waiting time, a substantial reduction of the measured temperature difference (ΔΤ ), and if an abnormally high temperature difference (ΔΤ) is further detected upstream and downstream of the oxidation catalyst (6), a leak in the EGR evaporator (14a) is inferred.
    [7]
    7. The method according to any one of claims 1 to 6, characterized in that an abnormally high temperature difference (ΔΤ) is detected when the difference of the measured temperature (T31, T30) downstream and upstream of the oxidation catalyst (6) is greater than 10 ° ± 20 °.
    [8]
    8. The method according to any one of claims 5 to 7, characterized in that the first and / or second waiting time is at least 30 to 60 seconds.
    [9]
    9. The method according to any one of claims 1 to 8, characterized in that - if a leak on the EGR evaporator (14a) is detected - a corresponding warning signal is output.
    [10]
    10. internal combustion engine (1) with a heat recovery system (12), which has at least one particularly combustible working medium and a working medium circuit (13) with at least one EGR evaporator (14a), a pump (15) and at least one expansion machine (16), wherein the EGR evaporator (14a) in an exhaust gas recirculation line (4) of the internal combustion engine (1) is arranged, and wherein in at least one exhaust line (3) of the internal combustion engine (1) at least one oxidation catalyst (6) is arranged, for performing the method according to one of claims 1 to 9, characterized in that at least one first temperature sensor (30) upstream of the oxidation catalyst (6) and a second temperature sensor (31) downstream of the oxidation catalyst (6) is arranged and with these temperature sensors (30, 31) the temperature of the exhaust gas in the exhaust line (3) of the internal combustion engine (1) upstream and downstream of the oxidation catalyst (6) is measurable, wherein the temperature sensors (30, 31) are connected to an electronic control and / or evaluation unit (21). 2016 07 18 FU
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    ATA50641/2016A|AT518521B1|2016-07-18|2016-07-18|METHOD FOR DETECTING A LEAKAGE IN A HEAT RECOVERY SYSTEM|ATA50641/2016A| AT518521B1|2016-07-18|2016-07-18|METHOD FOR DETECTING A LEAKAGE IN A HEAT RECOVERY SYSTEM|
    US15/652,997| US10024159B2|2016-07-18|2017-07-18|Method for detecting a leaking point in a heat recovery system|
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