DE102008047313A1 - Self-igniting internal combustion engine for use in motor vehicle, has charge air cooler arranged between exhaust-gas turbocharger and engine for reducing temperature of charge air that is supplied to engine - Google Patents
Self-igniting internal combustion engine for use in motor vehicle, has charge air cooler arranged between exhaust-gas turbocharger and engine for reducing temperature of charge air that is supplied to engine Download PDFInfo
- Publication number
- DE102008047313A1 DE102008047313A1 DE102008047313A DE102008047313A DE102008047313A1 DE 102008047313 A1 DE102008047313 A1 DE 102008047313A1 DE 102008047313 A DE102008047313 A DE 102008047313A DE 102008047313 A DE102008047313 A DE 102008047313A DE 102008047313 A1 DE102008047313 A1 DE 102008047313A1
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- Prior art keywords
- charge air
- engine
- internal combustion
- combustion engine
- gas turbocharger
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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
- F02B29/0418—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
-
- 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
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
-
- 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
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0261—Controlling the valve overlap
- F02D13/0265—Negative valve overlap for temporarily storing residual gas in the cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
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- 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
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- 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
Description
Die vorliegende Erfindung betrifft einen nach dem homogenen kompressionsgezündeten Verfahren, also dem Selbstzündverfahren, beispielsweise nach dem CAI-Verfahren (Controlled Auto Ignition) arbeitenden Verbrennungsmotor, insbesondere in einem Kraftfahrzeug.The The present invention relates to a homogeneous compression ignition process, So the auto ignition process, For example, according to the CAI method (Controlled Auto Ignition) working Internal combustion engine, in particular in a motor vehicle.
„Controlled Auto Ignition” (CAI) ist eine mögliche Form der motorischen Verbrennung. Das Grundprinzip besteht dabei darin, die Selbstzündung eines frischen Kraftstoff-/Luftgemisches an mehreren Stellen im Brennraum gleichzeitig herbeizuführen. Dies führt zu einem relativ schnellen Verbrennungsablauf, der einem idealen Prozess nahe kommt. Von besonderem Vorteil ist dabei, dass der Verbrennungsmotor bei niedrigen Lasten ohne oder mit nur geringer Drosselung zu betreiben ist, was zu einer erheblichen Verbesserung des Wirkungsgrades führt, so dass bis zu 45% der Kraftstoffenergie in Nutzleistung umgesetzt werden können. Üblicherweise wird dabei beim CAI-Verfahren die Verbrennung nicht durch einen äußeren Energieeintrag, zum Beispiel durch einen Zündfunken, herbeigeführt, sondern durch die während der Kompressionsphase stattfindende Druck- und Temperaturerhöhung. Um beim CAI-Verfahren die Zündung zu gewährleisten, ist es nötig, bereits beim Kompressionsstart eine ausreichend hohe Temperatur bereitzustellen. Dies wird durch hohe Rückhalteraten heißen Abgases erreicht, wobei ein Auslassventil besonders früh schließt, so dass das Restgas am Ausströmen gehindert wird. Bei niedriger Last ist das Abgas kühler, wodurch höhere Rückhalteraten von bis zu 70% notwendig werden. Zu hohen Lasten hin, wird das Abgas heißer, so dass nur kleine Rückhalteraten erforderlich sind. Um dabei die Rückhalteraten variieren zu können, wird üblicherweise ein Phasensteller zumindest am Auslassventil eingesetzt, mit welchem auf die Steuerzeiten eingelegt werden kann."Controlled Auto Ignition "(CAI) is a possible Form of motor combustion. The basic principle exists in it, the auto-ignition of one Fresh fuel / air mixture at several points in the combustion chamber at the same time. This leads to a relatively fast combustion process, the ideal process comes close. Of particular advantage is that the internal combustion engine to operate at low loads without or with only slight throttling is what leads to a significant improvement in efficiency, so that converted up to 45% of the fuel energy in net output can be. Usually In the case of the CAI method, the combustion is not caused by an external energy input, for example, by a spark, brought about but through the while the compression phase taking place pressure and temperature increase. Around in the CAI procedure the ignition to ensure, it is necessary, already at the compression start a sufficiently high temperature provide. This is due to high retention rates of hot exhaust gas achieved, with an exhaust valve closes very early, so that the residual gas on escape is prevented. At low load, the exhaust gas is cooler, causing higher Retention rates of up to 70% become necessary. Too high loads, the exhaust is hot, leaving only small retention rates required are. In order to be able to vary the retention rates, is usually a phaser used at least at the outlet valve, with which can be placed on the control times.
Die Verbrennung startet beim CAI-Verfahren nicht an einem ausgewiesenen Punkt, sondern nahezu gleichzeitig im gesamten Brennraum, wodurch der Umsatz des Kraftstoff-Luft-Gemisches schlagartig erfolgt und die Trenndauer äußerst kurz ist. Dies bewirkt den im vorigen Absatz beschriebenen hohen Wirkungsgrad. Bei hohen Lasten entstehen jedoch aufgrund des plötzlichen Energieumsatzes und der schnellen Verbrennung hohe Druckgradienten, welche eine starke Lärmemission verursachen. Dies schränkt das mit dem CAI-Verfahren darstellbare Kennfeld stark ein, so dass bei höheren Lasten auf einen konventionellen Otto-Betrieb umgeschaltet wird. Mit einem Ladeluftkühler und einem Abgasturbolader wird dabei versucht, auch bei hohen Lasten den Druckgradienten zu begrenzen. Durch die Aufladung wird kühle Überschussluft in den Zylinder gedrückt, wobei der in der Luft enthaltene Stickstoff als Inertgas wirkt und die Verbrennungstemperatur senkt. Hierdurch verlängert sich die Brenndauer und als Folge davon sinkt der Druckgradient.The Combustion does not start with a CAI procedure Point, but almost simultaneously throughout the combustion chamber, causing the turnover of the fuel-air mixture takes place abruptly and the separation time extremely short is. This causes the high efficiency described in the previous paragraph. At high loads, however, arise due to the sudden Energy turnover and fast burning high pressure gradients, which is a strong noise emission cause. This restricts that with the CAI procedure representable map greatly, so that at higher loads on a conventional Otto operation is switched. With a charge air cooler and An exhaust gas turbocharger is trying, even at high loads the To limit pressure gradients. Charging turns into cool excess air pressed into the cylinder, wherein the nitrogen contained in the air acts as an inert gas, and the combustion temperature lowers. This prolongs the burning time and as As a result, the pressure gradient decreases.
Von besonderem Vorteil bei einem derartigen, nach dem CAI-Verfahren arbeitenden Verbrennungsmotor ist, dass nur sehr wenig thermisches NOx während der Verbrennung gebildet wird, da insbesondere bei niedrigen Lasten die NOx-Bildungstemperatur von ca. 2000 K nicht erreicht bzw. überschritten wird.Of particular advantage in such operating according to the CAI method internal combustion engine is that only very little thermal NO x is formed during combustion, since in particular at low loads, the NO x formation temperature of about 2000 K is not reached or exceeded ,
Nachteilig bei den bekannten, beispielsweise nach dem CAI-Verfahren arbeitenden, Verbrennungsmotoren ist, dass aufgrund der hohen Abgasrückhalteraten lediglich ein sehr geringer Massenstrom heißen Abgases über die Turbine fließt, so dass die Turbinenleistung, das heißt insbesondere die Leistung des Abgasturboladers, insbesondere in der unteren Teillast, bei welcher der Verbrennungsmotor mit Rückhalteraten von bis zu 70% betrieben wird, sehr gering ausfällt. Hieraus wiederum resultiert letztlich ein geringer Ladedruck. Ein weiteres Problem des CAI-Verfahrens sind die hohen Wandwärmeverluste, welche sich dadurch ergeben, dass die Abgasrückhaltung üblicherweise durch negative Ventilüberschneidung erzielt wird. Daraus ergibt sich die für das CAI-Verfahren typische Zwischenkompression, während dieser die große Menge heißen Abgases den erhöhten Wärmeübergang erzeugt.adversely in the known, for example, working according to the CAI method, Internal combustion engines is that due to the high exhaust gas retention rates only a very small mass flow of hot exhaust gas over the Turbine is flowing, so the turbine power, that is in particular the power the exhaust gas turbocharger, especially in the lower part load at which the combustion engine with retention rates of up to 70% is operated, very low fails. This in turn ultimately results in a low boost pressure. One Another problem of the CAI method are the high wall heat losses, which result from the fact that the exhaust gas retention usually by negative valve overlap is achieved. This results in the typical intermediate compression for the CAI method, while this the big one Amount called Exhaust gas raised Heat transfer generated.
Die vorliegende Erfindung beschäftigt sich mit dem Problem, die Leistung eines nach dem CAI-Verfahren arbeitenden Verbrennungsmotor, insbesondere bei Teillast, zu steigern.The present invention employs dealing with the problem, the performance of one after the CAI procedure working internal combustion engine, especially at partial load to increase.
Dieses Problem wird erfindungsgemäß durch den Gegenstand des unabhängigen Anspruchs 1 gelöst. Vorteilhafte Ausführungsformen sind Gegenstand der abhängigen Ansprüche.This Problem is inventively the subject of the independent Claim 1 solved. Advantageous embodiments are Subject of the dependent Claims.
Die Erfindung beruht auf dem allgemeinen Gedanken, bei einem selbstzündenden, insbesondere bei einem nach dem CAI-Verfahren (Controlled Auto Ignition) arbeitenden, Verbrennungsmotor mit wenigstens einem Abgasturbolader und einem Ladeluftkühler zur Temperaturreduzierung einer dem Verbrennungsmotor zugeführten Ladeluft, einen den Ladeluftkühler umgehenden Bypasskanal vorzusehen. Hierdurch kann erreicht werden, dass die Frischluft, die durch eine Verdichterstufe des Abgasturboladers komprimiert und dadurch erwärmt wird, nun nicht mehr vom Ladeluftkühler gekühlt wird, sondern diesen durch den Bypasskanal umgeht, wodurch insbesondere in der unteren Teillast kleinere Abgasrückhalteraten erforderlich sind, um die für die Selbstzündung notwendige Verdichtungsstarttemperatur im Brennraum des Verbrennungsmotors zu erreichen. In der oberen Teillast bzw. im konventionellen Betrieb, wird der Bypasskanal geschlossen, um wieder den Vorteil der erhöhten Dichte aufgrund der Kühlung der Frischluft im Ladeluftkühler zu erhalten. Von besonderem Vorteil ist dabei, dass durch die Umgehung des Ladeluftkühlers geringere Abgasrückhalteraten erforderlich sind. Dadurch kann mehr Abgas aus einem Zylinder des Verbrennungsmotors ausgeschoben werden, woraufhin der Massenstrom über den Abgasturbolader, respektive die Turbinenseite des Abgasturboladers ansteigt. Der ansteigende Massenstrom auf der Turbinenseite des Abgasturboladers, führt zwangsläufig zu einer Erhöhung der Turbinenleistung und steigert damit letztlich auch den Ladedruck auf der Verdichterseite schon in der unteren Teillast. Darüber hinaus wirken sich die geringeren Restgasraten im Zylinder positiv auf einen Wärmeübergang in der Zwischenkompression aus, da beim erfindungsgemäßen Verbrennungsmotor mehr heißes Abgas ausgeschoben und daher ein Wandwärmestrom während der Zwischenverdichtung gesenkt werden kann. Selbstverständlich ist die erfindungsgemäße Technik auch bei nach anderen Verfahren arbeitenden selbstzündenden Verbrennungsmotoren einsetzbar, so z. B. bei HCCI (Homogeneous Charge Compression Ignition) oder bei GCI (Gasoline Compression Ignition).The invention is based on the general idea, in a self-igniting, in particular in an operating according to the CAI method (Controlled Auto Ignition), internal combustion engine with at least one exhaust gas turbocharger and a charge air cooler for reducing the temperature of a charge air supplied to the engine, to provide a bypass channel bypassing the charge air cooler. This makes it possible to ensure that the fresh air, which is compressed by a compressor stage of the exhaust gas turbocharger and thereby heated, is no longer cooled by the charge air cooler, but bypasses it through the bypass channel, which in particular in the lower part load smaller Abgasrückhalteraten are required to the for to achieve the compression ignition necessary compression start temperature in the combustion chamber of the engine. In the upper part load or in the conventional operation, the bypass channel is closed to return to the To get advantage of the increased density due to the cooling of the fresh air in the intercooler. It is particularly advantageous that lower exhaust gas retention rates are required due to the bypass of the intercooler. As a result, more exhaust gas can be ejected from a cylinder of the internal combustion engine, whereupon the mass flow increases via the exhaust gas turbocharger, or the turbine side of the exhaust gas turbocharger. The increasing mass flow on the turbine side of the exhaust gas turbocharger, inevitably leads to an increase in turbine performance and thus ultimately increases the boost pressure on the compressor side already in the lower part load. In addition, the lower residual gas rates in the cylinder have a positive effect on a heat transfer in the intermediate compression, since more hot exhaust gas is expelled in the internal combustion engine according to the invention and therefore a wall heat flow during the intermediate compression can be reduced. Of course, the inventive technique can also be used in working according to other methods auto-ignition internal combustion engines, such. B. in HCCI (Homogeneous Charge Compression Ignition) or in GCI (Gasoline Compression Ignition).
Bei einer vorteilhaften Weiterbildung der erfindungsgemäßen Lösung, ist eine Ventileinrichtung vorgesehen, mit welcher ein Ladeluftstrom im Bypasskanal beeinflussbar ist. Eine derartige Ventileinrichtung ist vorzugsweise stufenlos zwischen zwei Extremstellungen, in welchen sie den Bypasskanal entweder vollständig öffnet oder vollständig verschließt, verstellbar. Hierdurch kann individuell auf den im Bypasskanal strömenden Ladeluftstrom Einfluss genommen werden, wodurch eine besonders exakte und insbesondere bedarfsgerechte Steuerung des durch den Bypasskanal strömenden Ladeluftstroms erzielbar ist. Hierdurch lässt sich ebenso der Wirkungsgrad des Verbrennungsmotors steigern.at An advantageous development of the solution according to the invention is a valve device is provided, with which a charge air flow can be influenced in the bypass channel. Such a valve device is preferably stepless between two extreme positions, in which it either fully opens or completely closes the bypass channel, adjustable. As a result, it is possible to individually control the charge air flow flowing in the bypass duct Be influenced, which makes a particularly accurate and in particular needs-based control of the charge air flow flowing through the bypass duct is achievable. This leaves also increase the efficiency of the internal combustion engine.
Weitere wichtige Merkmale und Vorteile der Erfindung ergeben sich aus den Unteransprüchen, aus der Zeichnung und aus der zugehörigen Figurenbeschreibung anhand der Zeichnung.Further important features and advantages of the invention will become apparent from the Dependent claims, from the drawing and the associated Description of the figures with reference to the drawing.
Es versteht sich, dass die vorstehend genannten und die nachstehend noch zu erläuternden Merkmale nicht nur in der jeweils angegebenen Kombination, sondern auch in anderen Kombinationen oder in Alleinstellung verwendbar sind, ohne den Rahmen der vorliegenden Erfindung zu verlassen.It it is understood that the above and the following yet to be explained features not only in the specified combination, but also in other combinations or alone, without to leave the scope of the present invention.
Ein bevorzugtes Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und wird in der nachfolgenden Beschreibung näher erläutert.One preferred embodiment The invention is illustrated in the drawing and will be described in the following Description closer explained.
Die
einzige
Entsprechend
der
Der
gemäß der
Erfindungsgemäß ist deshalb
ein den Ladeluftkühler
Um
dabei einen Ladeluftstrom im Bypasskanal
Von
besonderem Vorteil bei dem erfindungsgemäßen Verbrennungsmotor
Claims (4)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102008047313A DE102008047313A1 (en) | 2008-09-16 | 2008-09-16 | Self-igniting internal combustion engine for use in motor vehicle, has charge air cooler arranged between exhaust-gas turbocharger and engine for reducing temperature of charge air that is supplied to engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102008047313A DE102008047313A1 (en) | 2008-09-16 | 2008-09-16 | Self-igniting internal combustion engine for use in motor vehicle, has charge air cooler arranged between exhaust-gas turbocharger and engine for reducing temperature of charge air that is supplied to engine |
Publications (1)
Publication Number | Publication Date |
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DE102008047313A1 true DE102008047313A1 (en) | 2010-04-15 |
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DE102008047313A Withdrawn DE102008047313A1 (en) | 2008-09-16 | 2008-09-16 | Self-igniting internal combustion engine for use in motor vehicle, has charge air cooler arranged between exhaust-gas turbocharger and engine for reducing temperature of charge air that is supplied to engine |
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DE (1) | DE102008047313A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN108266261A (en) * | 2018-02-07 | 2018-07-10 | 广西玉柴机器股份有限公司 | Utilize the marine diesel ICS intercooler system of exhaust energy |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4200661A1 (en) * | 1992-01-14 | 1993-07-15 | Horst Ochotzki | METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE, IN PARTICULAR A MARINE DIESEL ENGINE, AND MACHINE SUITABLE FOR CARRYING OUT THIS METHOD |
US20020007816A1 (en) * | 2000-05-08 | 2002-01-24 | Zur Loye Axel O. | Multiple operating mode engine and method of operation |
DE10049314A1 (en) * | 2000-10-05 | 2002-04-11 | Audi Ag | Charging air cooling for multi-cylinder internal combustion engine with turbocharger, has two separate charging air coolers for cooling air in alternative sub-branches that are recombined |
US7255095B1 (en) * | 2006-02-17 | 2007-08-14 | Ford Global Technologies, Llc | Dual combustion mode engine |
DE102006057489A1 (en) * | 2006-12-06 | 2008-06-12 | Audi Ag | Operating method for internal combustion engine, involves producing exhaust gas by internal combustion engine, which is assigned to each of bypasses by exhaust gas recirculation unit with two cooling devices |
-
2008
- 2008-09-16 DE DE102008047313A patent/DE102008047313A1/en not_active Withdrawn
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4200661A1 (en) * | 1992-01-14 | 1993-07-15 | Horst Ochotzki | METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE, IN PARTICULAR A MARINE DIESEL ENGINE, AND MACHINE SUITABLE FOR CARRYING OUT THIS METHOD |
US20020007816A1 (en) * | 2000-05-08 | 2002-01-24 | Zur Loye Axel O. | Multiple operating mode engine and method of operation |
DE10049314A1 (en) * | 2000-10-05 | 2002-04-11 | Audi Ag | Charging air cooling for multi-cylinder internal combustion engine with turbocharger, has two separate charging air coolers for cooling air in alternative sub-branches that are recombined |
US7255095B1 (en) * | 2006-02-17 | 2007-08-14 | Ford Global Technologies, Llc | Dual combustion mode engine |
DE102006057489A1 (en) * | 2006-12-06 | 2008-06-12 | Audi Ag | Operating method for internal combustion engine, involves producing exhaust gas by internal combustion engine, which is assigned to each of bypasses by exhaust gas recirculation unit with two cooling devices |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN108266261A (en) * | 2018-02-07 | 2018-07-10 | 广西玉柴机器股份有限公司 | Utilize the marine diesel ICS intercooler system of exhaust energy |
CN108266261B (en) * | 2018-02-07 | 2022-02-11 | 广西玉柴机器股份有限公司 | Marine diesel engine intercooling system using waste gas energy |
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OM8 | Search report available as to paragraph 43 lit. 1 sentence 1 patent law | ||
R005 | Application deemed withdrawn due to failure to request examination |