• 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:
    1534576 Turbocharged I.C. engine power plants FRANCE ARMED FORCES MINISTER OF 21 April 1976 [24 April 1975] 16211/76 Heading F1B A power-plant comprises an I.C. engine 10 (preferably a diesel with a compression ratio of 12) and an exhaust driven turbocharger 11, 12, 13 wherein charge air from a compressor 12 passes through a heat exchanger 17, for heating by gases exhausted from the turbine and through a cooler 27, the pre-heated charge air also passing by an engine by-pass 20 to an auxiliary combustion chamber 22 upstream of the turbine 12. At starting the turbo-compressor is cranked by starter motor 15, and fuel is supplied to the auxiliary combustion chamber 22 while the cooler 27 is inoperative and hot air passes via a by-pass 29 to heat the engine intake 19 and cooler 27. When the temperature and pressure of the supercharged air are sufficient to ensure self-ignition, the engine 10 is cranked and started. Cooling the charge-air then begins as engine load or speed is increased and is controlled by rotating a fan 23 via a variable speed transmission 24 in dependence upon intake temperature and pressure sensed at 26 and ambient temperature sensed at 26a. As the engine load builds up, there comes a point where the compressed charge air leaving the compressor 11 is hotter than the turbine exhaust gases so that the heat-exchanger 17 acts as a charge cooler. The charge air cooling can also be controlled by using coolant pumped by an engine operated pump optated by a variable transmission, or without a variable transmission if a controllable coolant flow throttle is provided.
    公开号:SU1055344A3
    申请号:SU762346053
    申请日:1976-04-23
    公开日:1983-11-15
    发明作者:Мельшиор Жан；Андре Тьерри
    申请人:Эта Франсэ Репрезанте Пар Ле Делеге Министерьель Пур Лъармеман (Фирма)；
    IPC主号:
    专利说明:

    2. Installation according to claim 1, which is deprived of the fact that an air cooler is installed in the duct by the bypass channel and the receiver of the engine.
    3. Installation on PP. 1 and 2, in that the receiver and the engine exhaust manifold are interconnected by means of an overflow pipe to release air when the engine is not working.
    The invention relates to TpairtcnopTschuyu construction, namely to power plants, containing the internal combustion engine with gas pump.
    The power plant is known, which contains an internal combustion engine with a turbocharger, whose compressor is connected to the receiver through an air duct, and Furbina communicates with the exhaust manifold of an engine through an additional combustion chamber and an air-through channel of the compressed air from the duct, flue gas exchanger.15
    In a known installation, the gas-air heat exchanger is installed in a constantly recovered compressed air bypass channel. This allows you to silence exhaust noise and exhaust heat, thereby reducing the supply of fuel to the additional combustion chamber during engine idle and light loads 1) .25
    However, with a decrease in the degree of compression of the engine and an increase in the pressure of the boost, the efficiency of air preheating with such an arrangement of the heat exchanger decreases, as a result of which Pe decreases the effect of exhaust gas heat reduction on the installation efficiency.
    In addition, the installation must be equipped with executive and adjusting devices, which disconnect the devices for cooling the air during start-up and operation at low speeds, as well as agree with the ste-
    air cooling stump with engine speed and charge pressure.
    The purpose of the invention is to increase the efficiency of the installation.
    ; The goal is achieved by the fact that in a power plant containing an internal combustion engine with a turbocharger, the compressor of which is connected to the engine receiver through an air duct, and the turbine through an additional combustion chamber is connected to the engine by means of an engine exhaust duct bypassing the compressed air from the air duct, and gas-air heat exchanger, washed by the exhaust gases, gas-air heat exchanger is installed in the duct between the compressor and the compressed air bypass channel.
    An air cooler is installed in the duct between the bypass duct and the receiver of the engine.
    The receiver and the engine manifold are interconnected by means of an overflow pipe to release air when the engine is not running.
    FIG. I is a schematic diagram of the installation, which shows the main engine blocks; in fig. 2- dependence of temperature change in the gas-air tract of the engine of FIG. ; in fig. 3 is a schematic diagram illustrating the difficulty of matching the compressor characteristic with the lower part of the engine characteristic, i.e. in the areas of operation of the compressor with a low degree of pressure increase and with low fuel consumption in the engine, as well as the Improvement achieved due to this invention.
    Internal combustion engine 1 is designed to operate with variable modes with four values of piston speed and compression ratio of twelve. It is known that such an engine cannot be started without supercharging by conventional means. The turbocharger for supercharging the engine includes a compressor 2 and a turbine 3 connected by a shaft 4. The starting engine 5 is connected to the shaft 4 of the co-compressor by means of a clutch 6 and causes the compressor to rotate. The compressor 2 is designed for a pressure ratio of preferably more than six. To ensure this, the compressor can be supersonic, single block or single stage or multi stage, as well as double stage with intermediate cooling or without pressure. The duct 7 connects the compressor 2 to the receiver 8 of the engine. A duct bypass of air from the duct is connected with an additional combustion chamber 10. In the duct between the compressor and duct 9 there is a gas-air heat exchanger 11, and between duct 9 and receiver 8 an air cooler 12. Duct 9 is constantly open and equipped with a throttle valve 13, represented by It is known as a section with a gradually varying passage section, which is automatically controlled depending on the pressure difference at the outlet of the compressor and at the entrance to the turbine. Presented schematically in FIG. 1, the throttling device is not the only device, a possible variant of its implementation. Turbine 3 of the turbocharger is communicated through the additional combustion chamber U with the exhaust manifold 14 of the engine 1 and with the channel 9 of the bypass. The air cooler 12 is made with atmospheric air cooling, which is supplied by the fan 15 with the water from the engine through the gearbox 16. The gear ratio of the gearbox is set by the actuator 17, for example, electric sensitive to one or several parameters of the engine, such as temperature and / or pressure in receiver 8, measured with a sensor 18 pulse. hoohladitel may also be cooled by water from cooling system of the engine and regulating the temperature of the cooled air can be achieved through the regulation of water flow vozj yxo cooler. 1 44 The turbine exhaust is connected to the atmosphere through a heat exchanger 11 and an exhaust device 19. The receiver 8 and the engine exhaust manifold 14 can be interconnected by means of an overflow pipe 20 to release air when the engine is not running. In the pipe 20 can be installed valve 21 with manual or automatic control. An additional pressure sensor 22 may be installed at the compressor inlet. The proposed installation works as follows. Before starting engine 1 does not work. The turbocharger is started by means of a screw engine 5 and at the same time the fuel supply to the additional combustion chamber 10 is started. The amount of fuel injected into the chamber 10 can be adjusted automatically depending on the flow of bypass air. After the turbocharger is not in normal mode, the maximum amount of fuel enters chamber 10, the air at the outlet of heat exchanger 11 is under pressure and heated to a high temperature, in the case described above, of the order of 200 ° C. This temperature is sufficient to allow the engine 1 to start with an assisted motor (shown). In this case, sesiissrohool Itel 12, not participating in the workout, is an electric mate thermal inershchi, which may: be sufficient so that during the cold period the air entering the engine receiver 8 is cooled to a point where it cannot be started. In the embodiment of the invention shown in Fig., To eliminate this disadvantage of MOSH1O, use a pressure differential created by throttling the device 13. For this, a bypass pipe 20 having a small vienting diameter is provided, and it has a narrow valve with a manual or automatic valve 21 . Part of the heated air,, in advance. from heat exchanger II, circulates through the air cooler 12, the receiver 8, the exhaust manifold 14 and heats the heat exchanger. As a result, start-up becomes possible after a few seconds of software; after the turbocharger has reached full operation. After starting the engine, the valve 21 is closed either manually or automatically (for example, by increasing the oil pressure in the circulating lubrication system of the motor). Similarly, during operation with a lower number of revolutions, the air cooler 12 remains disabled (an actuator 17, which does not include the fan 15, may be provided until the preset pressure value is reached). The fuel injected into the secondary chamber 10 is maintained at such a level that the engine's supercharged pressure is higher than a certain threshold or base value, below which self-ignition does not occur in the engine cylinders during compression. This basic objective must obviously be greater than the value (““ l. After switching on the engine | under load, the fuel injected into the cylinders increases and, accordingly, the amount of fuel injected into the additional combustion chamber, decreases until it is sufficient to maintain a steady flame that exists even when you are working at the nominal operating point. As the load increases, the speed variator comes into play providing the required engine speed for a given engine speed. fan speed. If the engine is disconnected at full speed (for example, during steep descent With deceleration), the corresponding operating points of the compressor and engine are shifted by characteristic} {and C (Fig. 3) to the beginning and to the combustion chamber A significant amount of fuel is supplied to maintain a boost pressure with the minimum necessary to allow self-ignition to occur and to ensure a satisfactory bypass with the combustion point of the fuel injected into the secondary chamber. At the same time, the device I7 is put into operation in order to minimize the gear ratio in the gearbox 16 of the fan 15 or stop it. The influence of the heat exchanger 1 on the fuel consumption in the additional combustion chamber is analogous to the regeneration of gas turbine installations and its effect of explanation is not. requires When compressor 2 is used in a mode whereby a small amount of air is bypassed at a low pressure ratio (for example, 2) and at an adiabatic HF 0.75, it is possible to reduce fuel consumption in the additional combustion chamber approximately by half, and the coefficient of efficiency of the heat exchanger does not exceed 60%. The presence of a heat exchanger also makes it possible to substantially eliminate the problem of maintaining the air temperature at a level that ensures self-ignition in the engine cylinders. The advantages of the proposed device are illustrated using FIG. 2, where the temperature at different points of the engines is shown as a function of the pressure ratio in the compressor (P is the pressure at & stroke to the compressor, i.e., in fact, atmospheric pressure, and Pg. Is the pressure at the outlet of the compressor). The curves shown in FIG. 2, show the temperature T of air in the code e from the compressor (dash-dotted line); Tu air temperature at the outlet of the heat exchanger (best bar); gas temperature U at the exit from the turbine and at the entrance to the heat exchanger (continuous line). These curves correspond to (ambient air temperature, polytropic efficiency of 0.80 for the turbine and compressor, and a relative power loss between the compressor and the turbine of 10% (as determined by the throttling device} 3). The curve t |, reflecting the effect of pressure ratio, corresponds to the efficiency of the air cooler 12, equal to 0.8 (this coefficient is defined as the ratio of the difference in air temperature at the inlet and outlet to the difference between the gas temperature at the inlet and the air temperature at the inlet). Ensuring Oi8 causes considerable difficulties. Since there is a limited amount available, the analysis results do not change even with less high efficiency, for example, from 0.5 to 0.6. Considering the efficiency of the air cooler is constant, The air leaving the heat exchanger I1 and entering into the air cooler 12 changes very little with the change in the amount of additional fuel input.This temperature does not depend on the speed of rotation of the engine when constant. power and, as a result, from the presence of a bypass. T varies approximately within 185-215 seconds as measures of the pressure ratio change, while at the same time the flow rate of air through the compressor varies from 1.5 to 7.. Similarly, changes in the air temperature at the outlet from the compressor are also visible in the same pressure ratio region, in which the temperature has increased from approximately 10 to. It can be seen from the graph that the heat generated by the heat exchanger 12 is concentrated in the low charge pressure region, i.e. when the engine needs to heat the air, ensure auto-ignition of the fuel, and when a significant amount of thermal energy must be supplied by the exhaust gases motor to air to ensure the operation of the turbocharger group in autonomous mode. In the zone of small fuel supply, the fuel and fuel is very high, since the temperature of the engine exhaust gases increases compared with the temperature of the air as well as the air sent to the additional combustion chamber 10, which is already heated in the heat exchanger P. In contrast, the transfer fraction the heat from the gas turbine to the air decreases as fuel supply increases. When the engine does not need to heat the intake air and when the engine exhaust gases have
    smaller in size, since for an engine with such connections, heat exchanger 12 is no longer operating in a pre-energy mode, which is sufficient to maintain the turbine's operating mode. The proposed system is self-regulating in that the air temperature at the outlet of the air cooler I2 varies considerably less than the air temperature at the inlet. The heat exchanger with a lower efficiency from P / R runs steeper, depending on the Tg curve: In each slice of tea, it is necessary to determine the most economical ratio between the A heat exchanger volume, on which the economy depends, and the amount of heat obtained during regeneration. When working with a low pressure ratio and low air flow, i.e. at lower engine speeds, the gearbox providing the gear ratio is adjusted based on the control signals of sensor 18 and / sensor 22 and provides minimal cooling, sometimes even by stopping the fan 15 (if it is independent and does not serve for engine cooling). On the contrary, as the pressure ratio increases with the engine load, the air cooling device is activated. It is the temperature of the injected air engine to a value that provides good filling, but not cooling the air, is fed into the long room of the combustion chamber. The curves of FIG. 2, corresponding to the installation, the compressor of which has an efficiency of 0.8, i.e. The relatively high efficiency value makes it possible to see another advantage of the present invention when operating at high power near the rated power point. On engines of the classical type, - air-cooled air cooling at the engine inlet, the air cooler should have dimensions and performance depending on the maximum tapped teap energy, corresponding to the maximum engine power. The installation shown in FIG. I may include a cooling device of lesser capacity and, of course, an additional cooling device. Essentially in FIG. 2, it can be seen that the temperature Tl of the turbine flue gas becomes lower than the air temperature T2 at the outlet of the compressor 2 after the pressure ratio has been reached equal to approximate, but six. The role of heat exchanger 12 is becoming increasingly noticeable as the pressure ratio increases. This advantage cannot be nullified due to the fact that the air entering the chamber 10 is subjected to simultaneous cooling in heat exchanger II when the engine is running with a large CTbio power, since in this case the engine exhaust energy is sufficient to maintain turbines without burning the fuel in chamber 10. If the compressor efficiency is lower (for example, 0.75), the temperature at the turbine outlet may remain higher than the air temperature at the outlet from the compressor in almost all engine operating modes, o Naco LRA does not exclude all other preimzdtsestv this scheme; The presence of the heat exchanger M solves the problem that arises when the internal combustion engine I is made piston (especially four-speed). This sleep problem of FIG. 3, which shows the change in the amount of motor consumed by the engine (curve M) and the amount of air flowing through the compressor (curvature c) depending on the pressure ratio. The input means for additional fuel input are selected so that they can work in conjunction with engine-1 when it is operating in nominal power mode (Pff in FIG. 3). Operating in such a combination requires that compressor 2, in addition to air for the engine, produce some excess air in the order of 5-15%, which is intended: to maintain a precisely defined pressure differential between the compressor output and the turbine inlet 3; supply post-combustion air in the additional combustion chamber 10; cooling the warmth of the motor by circulating air; to create the necessary zone behind the pass, taking into account fluctuations of the ambient temperature and the mode of operation. If the temperature of the air inhaled by the engine is kept virtually constant, then the curve of the air flow dependence is before the engine) is, at a constant speed, a straight passage schuyu through the beginning. FIG. 3, the solid line shows the curve M corresponding to the maximum speed of the engine 1 (for example, 2500 revolutions per minute) at the air temperature. In contrast, the operating point of the turbocharger is shifted (as in the case of a gas turbine) on curve C, the concavity of which faces the pressure axis, the research institute near the surging line (indicated by a mixed bar) to obtain a higher performance, which passes through the nominal compatible point P, which corresponds to the nominal pressure and air flow by 5-15%, exceeding the amount consumed by the engine, as well as through the point corresponding to Pj / P 1. The lines C and M necessarily intersect at a pressure ratio ff ,,. If the charge pressure decreases below this value AND, then the direction of circulation in the duct is reversed, the additional chamber ceases to act and the power loss ceases to be determined and convenient for control. After the termination of the additional camera, it is impossible to ensure engine overclocking. The solution to eliminating the aforementioned risk is to control the flow rate of fuel entering the additional combustion chamber in order to eliminate the reduction to level 1 due to the additional input of fuel. But such a solution leads to excessive consumption of fuel while reducing the rotational frequency when maintaining the lii value during compression self-ignition in engine 1. The presence of heat exchanger 11 in the air flow entering engine I provides a solution to this problem that does not cause any opposite effect on installations that do not have an open channel, compressed air bypass, which limits the air flow of the motor at low power and what is connected with the phenomenon that can be called thermal Derzhko. This restriction does not cause any negative consequences for the engine, since a part of the air coming from the compressor is sufficient to provide enough oxygen to burn a small amount of fuel introduced into the secondary chamber under operating conditions. From FIG. 2 it can be seen that at low power in functional areas where the heat transfer between exhaust gases and injected air is high, the temperature of the air introduced into the engine can be maintained at least equal with the exclusion of the air cooler (at the same time the load tends to maintain the air entering the engine is at a much lower level, for example, on an engine with a compression ratio of 9). The heat efficiency in the working areas as a result of a decrease in air volume flow corresponds to the ratio: 100–4–273–0.8 for the surrounding temperature of 185 + 273 tours — 20 ° C. Practically, the effect of the heat exchanger 11 causes deformation of the lower part of the RCC curve, and beginning, approaching the line M, corresponding to the air temperature C at the engine inlet. The point of intersection with characteristic C is also significantly lower. This point corresponds to a temperature of 185 at the engine inlet, corresponding to a value of about 1.2 and not 1.5. Thus, at the same time, two positive results can be achieved: fuel is saved at low power, it is possible to have a starter for a engine of reduced engine power and reduced size. In a typical case, a diesel engine n 800 hp, 2500 rpm, with a compressor having a nominal pressure of 4.8 and an isentropic efficiency of 0.75 burning fuel in an additional chamber as the speed decreases. It ranges from a ratio of 2.4 to 1 (1.91 due to heating in a heat exchanger operating on a regenerator with an efficiency of 0.6 and 1.25 due to a thermal delay). When it comes to a two-stroke engine, the characteristic M (at a constant speed and a constant temperature of incoming air) does not pass through the beginning. Essentially the air flow through is reduced to zero if the ratio P. / P becomes equal to I. There is no matching problem with low power or low matching, but other advantages of the present invention remain, such as discussed above. The temperature of the air coming from the regenerator varies little depending on the pressure ratio R / R. This temperature, for example, is somewhat lower for the case, it is shown as; on the second (r. 2, when the ambient air temperature is –20 ° C. This temperature will be slightly below 300 ° C, if the ambient air temperature is +40 ° C. the temperature will be more seeding if the installation compressor has a lower isentropic efficiency (for example, 0.75 instead of 0.8). At lower speeds and at low power, this air can be introduced into the engine without cooling. on the contrary, the air temperature must be maintained at less than At a high level, for example, for an engine whose compression ratio is equal to 9. Below is a description of the method for controlling the air-cooler 12, which allows to obtain the named result: The heat energy Q y, is discharged in the air cooler, is proportional to pr2 (T2-T), where - motor speed .. If we assume that Tj is approximately equal to 200 C, ai temperature Tz should be brought to 100 ° C, then energy is proportional to 1 speed n and boost pressure Pn. Thus, it is sufficient in an air cooler to obtain an effect proportional to the speed, as well as a signal having a linear dependence on the pressure P. .. Thus, in the proposed installation, the heat exchanger functions as an air heater at 131 at low speeds (which corresponds to small blower pressures). and the need to preheat the air supplied to the engine in order to obtain auto-ignition) and, on the contrary, as a cooling device for the air supplied to the engine at elevated revolutions when turbine gas flow
    Temp ()
    t44 is lower than the temperature of the air coming from the compressor. The invention allows, due to an operation which can be equated to a thermal delay in the input of energy into the engine, to support the joint operation of the compressor and the engine, up to small values of the boost pressure.
    200
    100
    J
    6 7 PilPz
    GL
    0.51
    Phi1.3
    PC
    w f (
    权利要求:
    Claims (3)
    [1]
    1. POWER UNIT containing an internal combustion engine with a turbocharger, the compressor of which is connected to the engine receiver through an air duct, and the turbine is connected through an additional combustion chamber to the exhaust manifold of the engine and with a constantly open channel for transferring compressed air from the air duct, and a gas-air heat exchanger washed by exhaust gases characterized in that, in order to increase efficiency, a gas-air heat exchanger is installed in the duct between the compressor and the bypass channel compressed SU mil 055344>
    [2]
    2. Installation according to paragraph. L t t т with the fact that an air cooler is installed in the duct between the bypass channel and the engine receiver.
    [3]
    '3. Installation according to paragraphs. 1 and 2, characterized in that the receiver and the exhaust manifold of the engine are interconnected by means of a bypass pipe to exhaust air. with the engine off.
    类似技术:
    公开号 | 公开日 | 专利标题
    SU1055344A3|1983-11-15|Power plant
    US2620621A|1952-12-09|Diesel engine having controllable auxiliary burner means to supplement exhaust gas fed to turbocharger
    US4918923A|1990-04-24|Internal combustion engine turbosystem and method
    US3988894A|1976-11-02|Improvement in methods of supercharging an engine, preferably a diesel engine in such supercharged engines, and in supercharging units for such engines
    US8561403B2|2013-10-22|Super-turbocharger having a high speed traction drive and a continuously variable transmission
    US2654991A|1953-10-13|Control for engine turbosupercharger systems
    KR890002317B1|1989-06-30|Improvements in or relating method of fitting operating conditions of an internal combustion engine
    US6286480B1|2001-09-11|Reduced emissions elevated altitude diesel fuel injection timing control
    US7788923B2|2010-09-07|Constant EGR rate engine and method
    FI59461B|1981-04-30|FOERFARANDE OCH ANORDNING FOER BEHANDLING AV INSTROEMNINGSLUFTEN VID KOMPRESSORUPPLADDADE DIESELMOTORER
    JPH10238354A|1998-09-08|Hybrid supercharged engine
    US4233815A|1980-11-18|Methods of supercharging a diesel engine, in supercharged diesel engines, and in supercharging units for diesel engines
    US6230682B1|2001-05-15|Combustion engine and method of controlling same
    CA2786580A1|2011-08-11|Super-turbocharger having a high speed traction drive and a continuously variable transmission
    CA1049270A|1979-02-27|Power units comprising a super-charged internal combustion engine
    US3570240A|1971-03-16|Supercharging apparatus for diesel and multifuel engines
    US3180079A|1965-04-27|Apparatus for operating spark-ignition internal combustion engines
    JP2001107761A|2001-04-17|Device and method for increasing torque in direct injection type internal combustion engine provided with exhaust gas turbosupercharger
    MXPA06000097A|2006-06-27|Uphill method for the heat treatment and reduction of internal stresses of cast parts produced from a light metal melt, especially an aluminium melt.
    US4125999A|1978-11-21|Methods of supercharging a diesel engine, in supercharged diesel engines, and in supercharging units for diesel engines
    SE441081B|1985-09-09|ENGINE DRIVE DEVICE INCLUDING A PISTON ENGINE AND A LONELY OPERABLE GAS TURBIN
    EP2341225A1|2011-07-06|Method for controlling a turbocompound engine apparatus
    JPH05209529A|1993-08-20|Internal combustion engine provided with 2-stage supercharged air cooling structure
    SU1686202A1|1991-10-23|Internal combustion engine
    US3894392A|1975-07-15|Supercharged diesel engines and methods of starting them
    同族专利:
    公开号 | 公开日
    NL169098B|1982-01-04|
    DK150943B|1987-09-28|
    NO145109C|1982-01-13|
    FR2308785A1|1976-11-19|
    NL7604133A|1976-10-26|
    DE2617708B2|1980-10-16|
    JPS5434852B2|1979-10-30|
    NL169098C|1982-06-01|
    DE2617708C3|1981-05-27|
    NO761281L|1976-10-26|
    DD124125A5|1977-02-02|
    US4077219A|1978-03-07|
    FR2308785B1|1978-03-17|
    DK150943C|1988-03-14|
    NO145109B|1981-10-05|
    DK185176A|1976-10-25|
    IN147331B|1980-02-02|
    CH603997A5|1978-08-31|
    GB1534576A|1978-12-06|
    JPS51130717A|1976-11-13|
    DE2617708A1|1976-11-04|
    SE7604594L|1976-10-25|
    BR7602511A|1976-10-19|
    BE841066A|1976-10-25|
    ZA762422B|1977-05-25|
    CA1036373A|1978-08-15|
    ES447322A1|1977-10-16|
    SE425016B|1982-08-23|
    IT1060013B|1982-07-10|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    RU2539930C2|2009-11-27|2015-01-27|Нуово Пиньоне С.п.А.|Control method of operating mode of gas turbine based on exhaust gas temperature, and gas turbine|
    RU2539941C2|2009-11-27|2015-01-27|Нуово Пиньоне С.п.А.|Method and device for controlling turbine based on dependence of exhaust gas temperature on pressure coefficient of turbine|
    RU2542617C2|2009-11-27|2015-02-20|Нуово Пиньоне С.п.А|Threshold based on exhaust gas temperature for turbine control method, and turbine|
    RU2617314C2|2012-08-20|2017-04-24|Форд Глобал Технолоджис, ЛЛК|Method to control supercharge air cooling|US2633698A|1948-02-05|1953-04-07|Nettel Frederick|Turbosupercharger means to heat intake of compression-ignition engine for starting|
    US2848866A|1953-09-01|1958-08-26|Geislinger Leonhard|Arrangement for transmitting the power output of combustion engines to the wheels of a vehicle or the like|
    US3103780A|1960-08-11|1963-09-17|British Internal Combust Eng|Turbocharged internal combustion engines|
    US3096615A|1961-09-21|1963-07-09|Caterpillar Tractor Co|Turbocharger system for internal combustion engines|
    FR1475778A|1966-02-03|1967-04-07|Improvements to supercharged diesel engines|
    US3465518A|1966-12-14|1969-09-09|Gen Electric|Radial outflow turboshaft engine|
    US3988894A|1970-05-05|1976-11-02|Melchior Jean F|Improvement in methods of supercharging an engine, preferably a diesel engine in such supercharged engines, and in supercharging units for such engines|
    DE2040048A1|1970-08-12|1972-02-17|Plessey Co Ltd|Loaders for internal combustion engines|
    US3894392A|1971-07-19|1975-07-15|France Etat|Supercharged diesel engines and methods of starting them|
    FR2219688A5|1973-02-22|1974-09-20|France Etat|US4230075A|1978-12-26|1980-10-28|Purification Sciences Inc.|Internal combustion engine|
    FR2490724B1|1980-09-19|1985-10-25|Melchior Jean|IMPROVEMENTS ON HIGHLY FUEL-SUPPLIED INTERNAL COMBUSTION ENGINES EQUIPPED WITH AN AIR COOLING SYSTEM AND COOLING SYSTEMS FOR SUCH ENGINES|
    US4483150A|1983-02-28|1984-11-20|Societe Pour Le Developpement De La Suralimentation Hyperbar|Supercharged internal combustion engines provided with a cooling system|
    JPH01152019U|1988-04-11|1989-10-19|
    DE3909932A1|1989-03-25|1990-09-27|Daimler Benz Ag|METHOD FOR REGENERATING A PARTICLE FILTER ARRANGED IN THE EXHAUST PIPE OF A CHARGED COMBUSTION ENGINE|
    US5036668A|1990-07-03|1991-08-06|Allied-Signal Inc.|Engine intake temperature control system|
    DE4101708C2|1991-01-22|1994-12-08|Man Nutzfahrzeuge Ag|Internal combustion engine with two-stage charge air cooling|
    US5724813A|1996-01-26|1998-03-10|Caterpillar Inc.|Compressor by-pass and valving for a turbocharger|
    US6752125B2|2001-12-19|2004-06-22|Caterpillar Inc|Method and apparatus for controlling an engine|
    DE102004018037A1|2004-04-08|2005-10-27|Behr Gmbh & Co. Kg|Method for cooling exhaust gas of an internal combustion engine of a vehicle and heat exchangers|
    US7267086B2|2005-02-23|2007-09-11|Emp Advanced Development, Llc|Thermal management system and method for a heat producing system|
    US7454896B2|2005-02-23|2008-11-25|Emp Advanced Development, Llc|Thermal management system for a vehicle|
    FI119117B|2005-06-02|2008-07-31|Waertsilae Finland Oy|Method and arrangement for a turbocharged piston engine|
    US8082736B2|2006-01-04|2011-12-27|Cummins Inc.|Temperature determination technique for a turbocharger|
    FR2900455B1|2006-04-26|2008-07-04|Valeo Sys Controle Moteur Sas|TWO BUTTERFLY VALVE ACTUATED BY A COMMON ENGINE|
    US20100218916A1|2009-02-27|2010-09-02|Ford Global Technolgies, Llc|Plug-in hybrid electric vehicle secondary cooling system|
    US8468822B1|2010-12-07|2013-06-25|Rix E. Evans|Charge preparation system for internal combustion engines|
    WO2013031287A1|2011-08-31|2013-03-07|株式会社豊田自動織機|Waste heat utilization device|
    US10815930B2|2016-05-18|2020-10-27|Kyrdyn|Internal combustion engine and a method for enhancing the yield of an internal combustion engine|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    FR7512744A|FR2308785B1|1975-04-24|1975-04-24|
    [返回顶部]