GB2055963A - Supercharging Internal Combustion Engines - Google Patents
Supercharging Internal Combustion Engines Download PDFInfo
- Publication number
- GB2055963A GB2055963A GB8024864A GB8024864A GB2055963A GB 2055963 A GB2055963 A GB 2055963A GB 8024864 A GB8024864 A GB 8024864A GB 8024864 A GB8024864 A GB 8024864A GB 2055963 A GB2055963 A GB 2055963A
- Authority
- GB
- United Kingdom
- Prior art keywords
- engine
- temperature
- heat exchanger
- air
- supercharging
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
- F02B29/0412—Multiple heat exchangers arranged in parallel or in series
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
- F02B29/0418—Layout of the intake air cooling or coolant circuit the intake air cooler having a bypass or multiple flow paths within the heat exchanger to vary the effective heat transfer surface
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0493—Controlling the air charge temperature
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
- F02B33/443—Heating of charging air, e.g. for facilitating the starting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Supercharger (AREA)
Abstract
Supercharging air from a compressor 10 passes into a first, higher temperature, heat exchanger R1 and then into a second, lower temperature, heat exchanger R2. A bypass duct 28 permits a controllable proportion of the supply of supercharging air to bypass the second heat exchanger. One or more shutters 30, 36 control the proportion of air passing through the bypass, whereby the temperature of the supercharging air supplied to the engine M is controlled, for example in response to engine load, ambient temperature, supercharging air pressure and engine temperature. <IMAGE>
Description
SPECIFICATION
Supercharging Apparatus
The present invention relates to supercharging
apparatus comprising a compressor, for internal
combustion engines such as diesel engines, and
aims to provide means for controlling the temperature of the supercharging air supplied to the engine by the compressor.
It is known that, in a supercharged diesel
engine, it would be convenient if the temperature of the air supplied by the compressor varied little whatever the operating conditions, so as to obtain satisfactory control of ignition timing and good combustion. This is why, so as not to obtain excessive temperatures when operating at full capacity, when the temperature of the air at the outlet of the compressor is high, it has been proposed to mount a heat exchanging system in the supercharging air circuit, between the oulet of the compressor and the air inlet of the engine.
Such a heat exchange system may comprise two heat exchangers. In certain engines, these two heat exchangers are mounted In parallel. In other engines, the two heat exchangers are mounted in series, the second heat exchanger being connected to a supply of heat exchange fluid (for example water from an exterior source, or ambient air) colder than the heat exchange fluid passing through the first heat exchanger. The first heat exchanger may be provided, as the heat exchanging fluid, with the liquid circulating in the cooling system of the engine itself.
The present invention relates particulary, but not exclusively, to systems of this second type, that is to say those having two heat exchangers in series, the first heat exchanger being a- relatively high temperature heat exchanger, and the second heat exchanger being a relatively low temperature heat exchanger.
Previously proposed systems of this type go some way towards avoiding the supply to the engine when operating at full capacity, of supercharging air at a temperature which is too high. However, it is found that high ambient temperatures can nevertheless lead to excessive heat supply, whereas low ambient temperatures can lead to incomplete combustion causing soiling in the case of engines of normal compression ratio, or preventing operation in the case of engines of reduced compression ratio.
It has been proposed, in order to control the temperature of the air, to control the delivery or the temperature of the heat carrying fluids in the two heat exchangers, so that the system can operate to cool or to heat the supercharging air, according to the load, but this causes poor utilization of the heat exchangers, complication of the apparatus, and, in consequence, less reliability of operation.
Moreover, the control of the supply of heat carrying fluid entails a significant hysteresis factor, which can be a disadvantage when the engine is working under very rapidly changing load conditions.
An object of the present invention is to provide supercharging apparatus for an internal combustion engine, the apparatus providing improved control of the temperature of the supercharging air supplied to the engine.
According to the invention there is provided supercharging apparatus for an internal combustion engine, the apparatus comprising:
a compressor;
a first heat exchanger arranged to receive heat exchange fluid at a first temperature;
a second heat exchanger arranged to receive heat exchange fluid at a second temperature which is lower than the first temperature;
the first and second heat exchangers being connected to the compressor in series with each other so that the supercharging air passes from the compressor successively through the first and second heat exchangers on its way to the engine;
characterized by a bypass duct to permit supercharging air to bypass the second heat exchanger.
Preferably control means is provided to control the proportion of the supercharging air passing through the bypass duct. The control means may comprise a shutter associated with the bypass duct or with the second heat exchanger, a servomechanism being provided to actuate the shutter. The servomechanism may be controlled by a sensor responsive to the pressure of the supercharging air, and/or responsive to at least one of the following parameters: ambient temperature, engine temperature, engine load, engine speed.
Said first temperature is preferably above maximum ambient temperature and is lower than the temperature of the supercharging air discharged by the compressor when the engine is operating under full load.
The invention also provides a method of operating a supercharged internal combustion engine comprising passing the supercharging air from a compressor to the engine through ducts including a heat exchanger and a bypass therefor.
The invention is applicable to diesel engines of normal compression ratio, but is more particularly applicable to engines of reduced compression ratio, that is to say, engines having a compression ratio of less than about twelve to one.
An embodiment of the invention will now be described by way of example with reference to the accompanying drawing which shows a diagrammatic representation of a diesel engine and supercharging apparatus therefor A diesel engine M is provided with supercharging apparatus comprising a turbocharger 2 having at least one turbine 4 which is driven by the exhaust gas from the exhaust manifold 6 of the engine and which is connected by a shaft 8 to a compressor 10.
Generally, the supercharging apparatus is of two stages, but only one stage has been shown in order to simplify the drawing.
The compressor 10 draws in atmospheric air at its inlet duct 12 and discharges the supercharging air to the engine M through its outlet duct 14. The outlet duct 14 is connected to the inlet manifold 16 of the engine M through temperature control apparatus 1 8 for the supercharging air.
The temperature control apparatus 1 8 comprises two heat exchangers R1 and R2 which are connected in series with each other and with the inlet manifold 1 6 of the engine M, by means of ducts 20, 22 and 23.
The first heat exchanger R1 has a circuit 24 in which circulates a heat exchange fluid which is relatively hot. For example, the circuit 24 can be supplied with the high temperature liquid from the liquid cooling system (not shown) of engine
M.
The second heat exchanger R2 has a circuit 26 in which a heat exchange fluid circulates, which is cooler than that of the first heat exchanger. For example this fluid may be ambient air. If the engine M is a marine diesel engine, the circuit 26 of the second heat exchanger can have running through it sea water. In the case of a stationary engine, the circuit 26 could be connected to the local water supply.
In accordance with the invention, a bypass duct 28 for the supercharging air is provided for the second heat exchanger R2. The inlet of the bypass duct 28 is connected to duct 20, between heat exchangers R1 and R2, and the outlet of duct 28 is connected to duct 22 on the downstream side of heat exchanger 22, that is to say between the outlet of R2 and the inlet manifold 1 6 of engine M.
Control means for the flow of supercharging air, in the form of a shutter 30, is mounted in duct 22 and is controlled by a servomechanism 32 actuated by one or more sensors 34, 34', 34" which sense the operating parameters of engine
M, such as the supercharging air pressure, the ambient temperature, and the temperature of or the load on the engine itself.
For certain applications, it is advantageous to provide control means for the flow of supercharging air in the form of a shutter 36 in the bypass duct 28, this shutter being controllable by a servomechanism 38 connected to the sensors 34, 34' and 34".
The operation of the supercharging apparatus under various conditions of operation of the engine, will now be described.
It must first be noted that the high temperature heat exchanger R1 which has passing through it the cooling liquid of engine M (at 800 Celsius to 1000 Celsius) operates to heat the supercharging air under low and medium load conditions, and operates to cool the supercharging air when, with increasing loads, the temperature of the compressed air discharged by compressor 10 is equal to the temperature of the heat exchange fluid passing through the high temperature heat exchanger R1.
In the absence of the shutters 30 and 36 in ducts 22 and 28, the distribution of the supercharging air between these ducts is a function of their flow resistance. The heat exchange element of heat exchanger R1 causes bypass duct 28 to have a lower flow resistance than that of heat exchanger R1. If bypass duct 28 is of low resistance (large diameter) the flow through it attained will be three quarters and even more of the total air flow, so that at low or medium loads the heating effect of the two heat exchangers will be significant, though not reaching the heating effect obtained when all the air passes through the bypass duct.
If a shutter is provided only in the low resistance bypass duct (shutter 36) the heating effect will not be a maximum with the shutter open since some air will nevertheless pass through R2, but the cooling effect will be maximum when, at full load, the shutter is closed.
This arrangement is particularly suitable for engines of normal compression ratio, for which it is desirable to obtain a certain level of heating of the supercharging air at partial loads, but maximum cooling of said air at high loads.
If the bypass duct 28 is of relatively high resistance (small diameter), the proportion of the total airflow through it will be reduced (20% for example) and, with the ducts 22 and 28 completely open, the resulting supercharging air temperature will approach the minimum air temperature achieved with the total air flow passing through the two heat exchangers in series.
With the shutter 30 mounted downstream of the low temperature heat exchanger R2, when this shutter is closed and the engine is under zero or low load conditions, maximum heating of the supercharging air is achieved. This arrangement is generally more suitable for engines of reduced compression ratio for which it is desirable to provide maximum heating under zero and low load conditions.
If, on the other hand, one wants, for high load conditions, to make use of the total cooling capacity of heat exchangers R1 and R2, it is desirable to provide the second shutter 26 in bypass duct 28 so that with shutter 36 closed and the shutter 30 open the total supercharging air flow passes through the two exchangers R1 and.
R2 in series.
It must be remembered that the temperature of the supercharging air at the outlet of compressor 10 depends, for a given ambient air temperature, only on the compression provided by the compressor. It follows that the control of the shutters 30 and 36 is preferably related directly or indirectly to the compression so provided, such as by means of a sensor 34 controlling servomechanism 32 and 38.
The degree of opening of each of the two shutters is related to the degree of opening of the other shutter.
In the case of the shutter 36 in bypass duct 28 the shutter is completely open when starting up and when running under zero or low load conditions. From a supercharging air pressure which depends on the air temperatures which it is wished to obtain as a function of engine load (integrated with the influence of the ambient air temperature), the shutter will be progressively closed, so as to be completely closed under conditions between half load and three quarters load. However, when the engine has to operate at very low ambient temperatures, a correction will be applied such that the shutter will not be completely closed even under maximum loads, so as to avoid the disadvantages arising from the supply to inlet manifold 16 of air at too low temperatures.
In the case of shutter 30 installed downstream of the low temperature exchanger R2, this shutter 30 is completely closed on starting and under zero and low load conditions. From a certain pressure of the supercharging air, the shutter progressively opens so as to be fully open for a load condition between half load and three quarters load.
As in the case of shutter 36, the effect of ambient temperature is t6 cause partial closing of shutter 30 at full load when the engine is operating in very low temperature conditions.
It should be noted that in this apparatus, and in contrast to the full load conditions discussed above, the degree of heating of the supercharging air provided under zero or low load conditions is practically independent of the ambient temperature. The temperature of heat exchanger R1 is practically constant since it is controlled by the cooling fluid of engine M, and the mass of supercharging air to be heated is relatively small with respect to the thermal capacity of the heat exchanger R1.
The third situation, where the two shutters 30 and 36 are both provided, constitutes only a development of the preceding example. When, in the region of half load for example, the shutter 30 reaches its fully open position, the shutter 36 of the bypass commences to close in order to reach complete closure between three quarters and full load, for example.
Of course, in the case where the two shutters 30 and 36 are both used, these two shutters can be replaced by a three-way air valve dividing the flow of supercharging air between the exchanger
R2 and the bypass duct 28, and situated, for example, between the two exchangers in duct 20.
It will be understood from the foregoing that the above embodiment of the invention provides means for attaining satisfactory control of the temperature of the supercharging air supplied to the inlet manifold of internal combustion engines such as classical diesel engines and in particular diesel engines of reduced compression ratio, with good utilization of the capacity of the heat exchangers.
With this new arrangement, the high temperature heat exchanger operates as a cooling means under high load conditions and can, in the case of very high supercharging, remove more than half the heat which it is desirable to remove, the low temperature exchanger having to remove only a fraction of the total quantity of heat which it is desired to remove, and being of smaller dimensions.
An important advantage provided by the invention is the rapid response rate for temperature control, in the case of rapid variation of the load on the engine.
By way of example, the operation of an engine of low compression ratio will be considered, for which the inlet air temperature should be of the order of 70" Celsius and of which the turbocharger under full load works with a compression ratio of 4.
At the outlet of the compressor, temperatures around ambient temperature, for example 250
Celsius, are obtained at low load conditions, and temperatures around 2200 Celsius at full load.
This temperature, for a given ambient temperature, depends only on the compression provided by the compressor and is established almost without delay according to the pressure level. Since an engine is able to change from full load to zero load in a fraction of a second, it is clear that control means proposed up to now which operate by controlling the flow or the temperature of the heat exchange fluid are incapable of maintaining at all times an inlet air temperature around 700 Celsius having regard to the hysteresis of the apparatus.
On the other hand, supercharging apparatus according to the invention acts upon the flow of air itself as it passes through the heat exchangers and, depending on the desired form of the apparatus, the position of the shutter or shutters is directly related to the pressure of the supercharging air, whereby a very rapid response rate is achieved assuring satisfactory temperature control despite rapid variations in load.
In the case where the control of the shutter or shutters is in accordance with an operational parameter of the engine, these parameters are only applied as control factors to modify the position of the shutters whereby delays in response are avoided, the basic position of the shutter being determined by the pressure of the supercharging air.
The invention is not limited to the embodiments described and represented, it is susceptible of numerous variations apparent to the man skilled in the art without departing from its underlying scope.
Claims (14)
1. Supercharging apparatus for an internal combustion engine, the apparatus comprising:
a compressor;
a first heat exchanger arranged to receive heat exchange fluid at a first temperature;
a second heat exchanger arranged to receive heat exchange fluid at a second temperature which is lower than the first temperature;
the first and second heat exchangers being connected to the compressor in series with each other so that the supercharging air passes from the compressor successively through the first and second heat exchangers on its way to the engine;
characterized by a bypass duct to permit supercharging air to bypass the second heat exchanger.
2. The apparatus of claim 1 characterized by flow control means to control the proportion of the supercharging air passing through the bypass duct.
3. The apparatus of claim 1 characterized in that said first temperature is above maximum ambient temperature and is lower than the temperature of the supercharging air discharged by the compressor when the engine is operating under full load.
4. The apparatus of claim 3 characterized in that said first heat exchanger is connected to the cooling system of the engine to receive heat exchange fluid therefrom.
5. The apparatus of claim 1 characterized in that said second heat exchanger is adapted to exchange heat between the supercharging air and ambient air.
6. The apparatus of claim 1 characterized in that the second heat exchanger is adapted to exchange heat between the supercharging air and cold water from a source outside the engine.
7. The apparatus of claim 2 characterized in that said flow control means comprises a shutter associated with the bypass or the second heat exchanger, and a servomechanism is provided to actuate the shutter.
8. The apparatus of claim 7 characterized in that said servomechanism is controlled by a sensor responsive to the pressure of the supercharging air.
9. The apparatus of claim 8 characterized in that said servomechanism is controlled by a sensor responsive to at least one of the following parameters: ambient temperature, engine temperature, engine load, engine speed.
10. The apparatus of claim 2 characterized in that said flow control means comprises an air valve to divide the supercharging air between the bypass and the second heat exchanger.
11. Supercharging apparatus for an internal combustion engine substantially as described herein with reference to the accompanying drawing.
12. An internal combustion engine having apparatus according to any preceding claim.
13. An engine according to claim 12 characterized in that the engine is a diesel engine and said compressor is driven by a turbine operated by the exhaust gas of the engine.
14. A method of operating a supercharged internal combustion engine comprising passing the supercharging air from a compressor to the engine through ducts including a heat exchanger and a bypass therefor.
1 5. The method of claim 14 including the step of controlling the temperature of the supercharging air supplied to the engine by varying the proportion of said air which passes through the bypass.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR7920065A FR2461101A1 (en) | 1979-08-06 | 1979-08-06 | DEVICE FOR CONTROLLING THE AIR OF DIESEL ENGINE POWER SUPPLY |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB2055963A true GB2055963A (en) | 1981-03-11 |
| GB2055963B GB2055963B (en) | 1983-05-05 |
Family
ID=9228643
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8024864A Expired GB2055963B (en) | 1979-08-06 | 1980-07-30 | Supercharging internal combustion engines |
Country Status (6)
| Country | Link |
|---|---|
| JP (1) | JPS5840645B2 (en) |
| DE (1) | DE3028674A1 (en) |
| FR (1) | FR2461101A1 (en) |
| GB (1) | GB2055963B (en) |
| IT (1) | IT1132308B (en) |
| SE (1) | SE8005556L (en) |
Cited By (25)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0080983A2 (en) * | 1981-12-01 | 1983-06-08 | Ab Volvo | System for supplying combustion air to a supercharged combustion engine with charge air cooling |
| EP0080984A2 (en) * | 1981-12-01 | 1983-06-08 | Ab Volvo | System for supplying combustion air to a super-charged combustion engine with charge air cooling |
| US4503833A (en) * | 1981-10-19 | 1985-03-12 | Motortech, Inc. | Apparatus and operating method for an internal combustion engine |
| US5036668A (en) * | 1990-07-03 | 1991-08-06 | Allied-Signal Inc. | Engine intake temperature control system |
| EP0496085A1 (en) * | 1991-01-22 | 1992-07-29 | MAN Nutzfahrzeuge Aktiengesellschaft | Internal combustion engine with a two-step charge air cooling |
| EP0602348A1 (en) * | 1992-12-12 | 1994-06-22 | MAN Nutzfahrzeuge Aktiengesellschaft | Method for controlling the temperature of the charging air and device to perform this method |
| EP0646702A1 (en) * | 1993-10-05 | 1995-04-05 | RENAULT VEHICULES INDUSTRIELS Société Anonyme dite: | Method and device for controlling the flow through a branch housing and system equipped with such a device for controlling the charge air of an internal combustion engine |
| FR2734324A1 (en) * | 1995-05-18 | 1996-11-22 | Valeo Thermique Moteur Sa | I.C. engine supercharging air temperature controller |
| WO1997013968A1 (en) * | 1995-10-10 | 1997-04-17 | Man B & W Diesel A/S | Multi-engine plant with a common freshwater cooling system |
| WO1998025012A1 (en) * | 1996-12-02 | 1998-06-11 | Caterpillar Inc. | Air to air aftercooler heated bypass with load sensing switching valve |
| EP1219796A2 (en) * | 2000-11-02 | 2002-07-03 | Caterpillar Inc. | Intake air temperature control system |
| US6510690B2 (en) * | 2000-03-27 | 2003-01-28 | Komatsu Ltd. | Diesel engine with supercharger |
| WO2003023216A1 (en) * | 2001-09-07 | 2003-03-20 | Peugeot Citroen Automobiles S.A. | Improved device for thermally controlling the intake air of the internal combustion engine of a motor vehicle |
| US6604515B2 (en) * | 2001-06-20 | 2003-08-12 | General Electric Company | Temperature control for turbocharged engine |
| FR2844009A1 (en) * | 2002-08-29 | 2004-03-05 | Valeo Thermique Moteur Sa | INTAKE AIR CIRCUIT FOR A HEAT ENGINE WITH A TURBOCHARGER |
| US7004154B2 (en) | 2002-10-04 | 2006-02-28 | Visteon Global Technologies, Inc. | Air intake cooling system and method |
| US7257950B2 (en) * | 2005-09-14 | 2007-08-21 | International Engine Intellectual Property Company, Llc | Diesel engine charge air cooler bypass passage and method |
| WO2007097750A1 (en) | 2006-02-23 | 2007-08-30 | Mack Trucks, Inc. | Charge air cooler arrangement with cooler bypass and method |
| FR2913491A1 (en) * | 2007-03-08 | 2008-09-12 | Valeo Systemes Thermiques | Heat exchanger i.e. charge air cooler, for diesel engine of motor vehicle, has unit distributing gas between cooling stages to modify number of canals, so as to adapt exchange surface of each stage with operating conditions of engine |
| WO2011073512A1 (en) * | 2009-12-17 | 2011-06-23 | Wärtsilä Finland Oy | Method of operating a piston engine |
| ITTO20130565A1 (en) * | 2013-07-05 | 2015-01-06 | Denso Thermal Systems Spa | SYSTEM FOR ACTIVE CONDITIONING OF A GASEOUS SUCTION FLUID OF AN INTERNAL COMBUSTION ENGINE |
| RU2607098C1 (en) * | 2014-12-12 | 2017-01-10 | Тойота Дзидося Кабусики Кайся | Control device for internal combustion engine (versions) |
| US9664104B2 (en) | 2012-10-30 | 2017-05-30 | Ford Global Technologies, Llc | Condensation control in a charge air cooler by controlling charge air cooler temperature |
| US11318861B2 (en) | 2017-12-06 | 2022-05-03 | Volvo Construction Equipment Ab | Coolant system for a vehicle |
| CN114876630A (en) * | 2022-01-25 | 2022-08-09 | 侯杰 | Turbo charger of cold pressure boost in high efficiency |
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|---|---|---|---|---|
| JPS597542Y2 (en) * | 1979-10-24 | 1984-03-08 | 日産自動車株式会社 | Intake system for internal combustion engine with supercharger |
| JPS59145325A (en) * | 1983-02-08 | 1984-08-20 | Toyo Radiator Kk | Heat exchanger for supercharged air |
| DE3439444A1 (en) * | 1984-10-27 | 1986-04-30 | BBC Aktiengesellschaft Brown, Boveri & Cie., Baden, Aargau | Method and device for the operation of an exhaust turbocharger |
| JPH0665850B2 (en) * | 1986-02-19 | 1994-08-24 | ダイハツディーゼル株式会社 | Supercharged air cooling system |
| DE3627686A1 (en) * | 1986-08-14 | 1987-11-12 | Daimler Benz Ag | Internal combustion engine with an exhaust turbocharger |
| JPH0395028U (en) * | 1990-01-17 | 1991-09-27 | ||
| DE4322929C1 (en) * | 1993-07-09 | 1995-02-16 | Koenig & Bauer Ag | Roller chain |
| DE19962391A1 (en) | 1999-12-23 | 2001-06-28 | Behr Industrietech Gmbh & Co | Intercooler |
| KR100482869B1 (en) * | 2001-10-09 | 2005-04-14 | 현대자동차주식회사 | Precooling apparatus for intake air of diesel engine |
| DE10254016A1 (en) * | 2002-11-19 | 2004-06-03 | Behr Gmbh & Co. Kg | Device for cooling charging air for turbocharger with first cooling stage has second cooling stage(s), cooling device with coolant circuit with evaporator and/or refrigerant circuit |
| DE102004045661B4 (en) * | 2004-09-21 | 2008-12-24 | Mtu Friedrichshafen Gmbh | Device for cooling the charge air in a supercharged internal combustion engine |
| DE102006038284B4 (en) * | 2006-08-16 | 2012-12-27 | Würz Energy GmbH & Co. KG | Method for operating a vegetable oil-powered internal combustion engine |
| FR2921123B1 (en) * | 2007-09-17 | 2015-06-19 | Mark Iv Systemes Moteurs Sa | COOLING CIRCUIT FOR POWER GASES PROPELLED BY A TURBOCHARGER |
| JP5190013B2 (en) * | 2009-03-23 | 2013-04-24 | カルソニックカンセイ株式会社 | Intake control system |
| CN108757240A (en) * | 2018-06-05 | 2018-11-06 | 潍柴动力股份有限公司 | A kind of diesel engine gas handling system and thermal management algorithm, device |
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|---|---|---|---|---|
| FR1316961A (en) * | 1962-03-06 | 1963-02-01 | Cooper Bessemer Corp | Method and apparatus for cooling combustion air for internal combustion engines |
| FR1406600A (en) * | 1964-06-09 | 1965-07-23 | Hispano Suiza Sa | Improvements made to turbocooled refrigerated diesel engines |
| FR1419181A (en) * | 1964-12-28 | 1965-11-26 | Sulzer Ag | Method of operation of a supercharged diesel engine |
| GB1124032A (en) * | 1965-09-11 | 1968-08-21 | Wilhelm Glamann | Improvements in or relating to supercharged internal combustion engine power plants |
| FR1475778A (en) * | 1966-02-03 | 1967-04-07 | Improvements to supercharged diesel engines | |
| FR2397523A1 (en) * | 1977-07-12 | 1979-02-09 | Alsacienne Constr Meca | SUPERCHARGED DIESEL ENGINE |
-
1979
- 1979-08-06 FR FR7920065A patent/FR2461101A1/en active Granted
-
1980
- 1980-07-29 DE DE19803028674 patent/DE3028674A1/en not_active Ceased
- 1980-07-30 GB GB8024864A patent/GB2055963B/en not_active Expired
- 1980-08-04 IT IT23905/80A patent/IT1132308B/en active
- 1980-08-05 SE SE8005556A patent/SE8005556L/en not_active Application Discontinuation
- 1980-08-06 JP JP55109751A patent/JPS5840645B2/en not_active Expired
Cited By (40)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4503833A (en) * | 1981-10-19 | 1985-03-12 | Motortech, Inc. | Apparatus and operating method for an internal combustion engine |
| EP0080983A2 (en) * | 1981-12-01 | 1983-06-08 | Ab Volvo | System for supplying combustion air to a supercharged combustion engine with charge air cooling |
| EP0080984A2 (en) * | 1981-12-01 | 1983-06-08 | Ab Volvo | System for supplying combustion air to a super-charged combustion engine with charge air cooling |
| EP0080983A3 (en) * | 1981-12-01 | 1984-05-30 | Ab Volvo | System for supplying combustion air to a supercharged combustion engine with charge air cooling |
| EP0080984A3 (en) * | 1981-12-01 | 1984-06-06 | Ab Volvo | System for supplying combustion air to a super-charged combustion engine with charge air cooling |
| US5036668A (en) * | 1990-07-03 | 1991-08-06 | Allied-Signal Inc. | Engine intake temperature control system |
| EP0496085A1 (en) * | 1991-01-22 | 1992-07-29 | MAN Nutzfahrzeuge Aktiengesellschaft | Internal combustion engine with a two-step charge air cooling |
| EP0602348A1 (en) * | 1992-12-12 | 1994-06-22 | MAN Nutzfahrzeuge Aktiengesellschaft | Method for controlling the temperature of the charging air and device to perform this method |
| US5546975A (en) * | 1993-10-05 | 1996-08-20 | Renault Vehicules Industriels | Control device for a fluid passing through a bypass and system equipped with such a device to regulate the supercharging air of an internal combustion engine |
| FR2710953A1 (en) * | 1993-10-05 | 1995-04-14 | Renault Vehicules Ind | Method and device for controlling a fluid passing through a junction box and system equipped with such a device for regulating the charge air of an internal combustion engine. |
| EP0646702A1 (en) * | 1993-10-05 | 1995-04-05 | RENAULT VEHICULES INDUSTRIELS Société Anonyme dite: | Method and device for controlling the flow through a branch housing and system equipped with such a device for controlling the charge air of an internal combustion engine |
| FR2734324A1 (en) * | 1995-05-18 | 1996-11-22 | Valeo Thermique Moteur Sa | I.C. engine supercharging air temperature controller |
| WO1997013968A1 (en) * | 1995-10-10 | 1997-04-17 | Man B & W Diesel A/S | Multi-engine plant with a common freshwater cooling system |
| US5947064A (en) * | 1995-10-10 | 1999-09-07 | Man B&W Diesel A/S | Multi-engine plant with a common freshwater cooling system |
| WO1998025012A1 (en) * | 1996-12-02 | 1998-06-11 | Caterpillar Inc. | Air to air aftercooler heated bypass with load sensing switching valve |
| US6510690B2 (en) * | 2000-03-27 | 2003-01-28 | Komatsu Ltd. | Diesel engine with supercharger |
| EP1219796A2 (en) * | 2000-11-02 | 2002-07-03 | Caterpillar Inc. | Intake air temperature control system |
| EP1219796A3 (en) * | 2000-11-02 | 2003-10-22 | Caterpillar Inc. | Intake air temperature control system |
| US6604515B2 (en) * | 2001-06-20 | 2003-08-12 | General Electric Company | Temperature control for turbocharged engine |
| US7104062B2 (en) | 2001-09-07 | 2006-09-12 | Peugeot Citroen Automobiles, S.A. | Device for thermally controlling the intake air of the internal combustion engine of a motor vehicle |
| WO2003023216A1 (en) * | 2001-09-07 | 2003-03-20 | Peugeot Citroen Automobiles S.A. | Improved device for thermally controlling the intake air of the internal combustion engine of a motor vehicle |
| FR2844009A1 (en) * | 2002-08-29 | 2004-03-05 | Valeo Thermique Moteur Sa | INTAKE AIR CIRCUIT FOR A HEAT ENGINE WITH A TURBOCHARGER |
| WO2004020812A1 (en) * | 2002-08-29 | 2004-03-11 | Valeo Thermique Moteur | Air inlet system for a turbocharger-equipped heat engine |
| DE10343756B4 (en) * | 2002-10-04 | 2010-12-16 | Visteon Global Technologies, Inc., Dearborn | Air intake cooling system and method |
| US7004154B2 (en) | 2002-10-04 | 2006-02-28 | Visteon Global Technologies, Inc. | Air intake cooling system and method |
| US7257950B2 (en) * | 2005-09-14 | 2007-08-21 | International Engine Intellectual Property Company, Llc | Diesel engine charge air cooler bypass passage and method |
| EP1989418A4 (en) * | 2006-02-23 | 2013-01-16 | Mack Trucks | Charge air cooler arrangement with cooler bypass and method |
| WO2007097750A1 (en) | 2006-02-23 | 2007-08-30 | Mack Trucks, Inc. | Charge air cooler arrangement with cooler bypass and method |
| EP1989418A1 (en) * | 2006-02-23 | 2008-11-12 | Mack Trucks, Inc. | Charge air cooler arrangement with cooler bypass and method |
| US7886724B2 (en) * | 2006-02-23 | 2011-02-15 | Mack Trucks, Inc. | Charge air cooler arrangement with cooler bypass and method |
| FR2913491A1 (en) * | 2007-03-08 | 2008-09-12 | Valeo Systemes Thermiques | Heat exchanger i.e. charge air cooler, for diesel engine of motor vehicle, has unit distributing gas between cooling stages to modify number of canals, so as to adapt exchange surface of each stage with operating conditions of engine |
| WO2011073512A1 (en) * | 2009-12-17 | 2011-06-23 | Wärtsilä Finland Oy | Method of operating a piston engine |
| RU2541362C2 (en) * | 2009-12-17 | 2015-02-10 | Вяртсиля Финланд Ой | Piston engine operation |
| US9664104B2 (en) | 2012-10-30 | 2017-05-30 | Ford Global Technologies, Llc | Condensation control in a charge air cooler by controlling charge air cooler temperature |
| US9976473B2 (en) | 2012-10-30 | 2018-05-22 | Ford Global Technologies, Llc | Condensation control in a charge air cooler by controlling charge air cooler temperature |
| ITTO20130565A1 (en) * | 2013-07-05 | 2015-01-06 | Denso Thermal Systems Spa | SYSTEM FOR ACTIVE CONDITIONING OF A GASEOUS SUCTION FLUID OF AN INTERNAL COMBUSTION ENGINE |
| US9435252B2 (en) | 2013-07-05 | 2016-09-06 | Denso Thermal Systems S.P.A. | Active conditioning system of a gaseous fluid intake of an internal combustion engine |
| RU2607098C1 (en) * | 2014-12-12 | 2017-01-10 | Тойота Дзидося Кабусики Кайся | Control device for internal combustion engine (versions) |
| US11318861B2 (en) | 2017-12-06 | 2022-05-03 | Volvo Construction Equipment Ab | Coolant system for a vehicle |
| CN114876630A (en) * | 2022-01-25 | 2022-08-09 | 侯杰 | Turbo charger of cold pressure boost in high efficiency |
Also Published As
| Publication number | Publication date |
|---|---|
| FR2461101A1 (en) | 1981-01-30 |
| IT8023905A0 (en) | 1980-08-04 |
| JPS5840645B2 (en) | 1983-09-07 |
| GB2055963B (en) | 1983-05-05 |
| FR2461101B1 (en) | 1982-07-16 |
| DE3028674A1 (en) | 1981-02-26 |
| SE8005556L (en) | 1981-02-07 |
| IT1132308B (en) | 1986-07-02 |
| JPS5735116A (en) | 1982-02-25 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |