EA020099B1 - Cooling water circuit for stationary engine - Google Patents

Cooling water circuit for stationary engine Download PDF

Info

Publication number
EA020099B1
EA020099B1 EA201071276A EA201071276A EA020099B1 EA 020099 B1 EA020099 B1 EA 020099B1 EA 201071276 A EA201071276 A EA 201071276A EA 201071276 A EA201071276 A EA 201071276A EA 020099 B1 EA020099 B1 EA 020099B1
Authority
EA
Eurasian Patent Office
Prior art keywords
engine
heat exchanger
exhaust gas
refrigerant
coolant
Prior art date
Application number
EA201071276A
Other languages
Russian (ru)
Other versions
EA201071276A1 (en
Inventor
Хиротоси Кихара
Сохей Амакава
Тосиюки Хаяси
Содзиро Мацумура
Original Assignee
Янмар Ко., Лтд.
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority to JP2008121521A priority Critical patent/JP5191792B2/en
Application filed by Янмар Ко., Лтд. filed Critical Янмар Ко., Лтд.
Priority to PCT/JP2009/058148 priority patent/WO2009136554A2/en
Publication of EA201071276A1 publication Critical patent/EA201071276A1/en
Publication of EA020099B1 publication Critical patent/EA020099B1/en

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01PCOOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/02Liquid-coolant filling, overflow, venting, or draining devices
    • F01P11/0285Venting devices

Abstract

According to the present invention there proposed a stationary engine coolant circuit comprising a waste heat recovery device (37), a radiator (18), an exhaust gas heat exchanger (33), a coolant pump (32) and a coolant tank (20).The system comprises a first contour comprising first and second communication passages (49, 50) passing through the coolant tank (20) located downstream an exhaust gas heat exchanger (33) and parallel to the second contour comprising a plurality of passages (31, 42, 40, 39, 41) and passing from the exhaust gas heat exchanger (33) through a liquid-liquid heat exchanger (37), the radiator (18) and a pressure drop equipment (34) to a coolant pump suction region (32b). The system further comprises a restrictor (60) is arranged in a communication passage (49) between the exhaust gas heat exchanger (33) and a bottom region of the coolant tank (20) or restrictor 61 arranged in a communication passage (50) between a bottom region of the coolant tank (20) and the coolant pump suction region (32b).

Description

The present invention relates to a cooling system for a stationary engine, which has a waste heat recovery device and which can be used in a heat gas pump or in a cogeneration system.

The level of technology

Conventionally, the cooling circuit for a stationary engine, having a waste heat recovery device, as applied to a cooling circuit of an engine having a waste heat recovery device, is a design in which the suction area of the refrigerant pump is connected to the area extending into the outer space (see, for example, the Japanese patent application No. H09-88602 (publ. 1997) that did not pass the examination, then document 1).

That is, the engine cooling circuit described in document 1 is equipped with a waste heat recovery device, designed in such a way that the radiator is in contact with an external heat exchanger. In addition, the inlet side of the refrigerant pump is connected to the spare tank, and the suction port of the coolant pump communicates with the outside by means of an exhaust hole made in the spare tank.

The problem to which the invention is directed

In the design of the engine cooling circuit according to document 1, the pressure in the suction area of the coolant pump is more or less equal to the pressure pressure of the reserve tank, and until the coolant pump is installed in a place that is higher than the reserve tank, it will be impossible to set the pressure in the pump suction area such that it is equal to or less than the pressure pressure.

However, the engine cooling circuit, which has a waste heat recovery device, is equipped with an exhaust gas heat exchanger so that engine heat is absorbed by the engine coolant from the exhaust gases, before the engine exhaust heat is transferred by the engine coolant to the waste heat recovery device. Since it heats the engine coolant, there is the possibility that such an exhaust gas heat exchanger may be considered a boiler. In this case, if the exhaust gas heat exchanger is considered as a boiler, then it is necessary to keep the pressure of this engine coolant as low as possible.

Therefore, the present invention relates to the problem of ensuring pressure control properly in an engine cooling circuit having a waste heat recovery device, in particular in the area of the refrigerant pump suction, where the pressure in the circuit is the lowest so that it is any necessary pressure equal to or less than the pressure to establish a pressure in the refrigerant circuit of the exhaust gas heat exchanger or the like, so that it is equal to a predetermined pressure.

Means of solving the problem

The present invention, conceived to solve the above problem, is a cooling system for a stationary engine, comprising a waste heat recovery device that removes engine waste heat to the outside through the engine coolant; a radiator that dissipates the waste heat of the engine through the engine coolant; an exhaust gas heat exchanger that transfers engine exhaust heat from the exhaust gas to the engine coolant; coolant pump that circulates engine coolant; and a coolant reservoir configured to communicate with external space, characterized in that the exhaust gas heat exchanger is installed in a place that is located on the outlet side of the coolant pump and which is located downstream of the engine, the system comprising a first circuit including the first and a second piping passing through the coolant reservoir and located downstream of the exhaust gas heat exchanger and parallel to the second circuit including a plurality of piping and passing from the exhaust gas heat exchanger through the waste heat recovery device, radiator and pressure drop equipment to the refrigerant pump suction zone, the system further comprises a limiter located on a pipeline connected between the exhaust gas heat exchanger and the bottom of the refrigerant tank, or a limiter located on the pipeline attached between the bottom of the coolant tank and the suction zone of the coolant pump.

In this embodiment of the present invention, the pressure drop from the equipment differential pressure allows you to create such a pressure in the region of the suction of the refrigerant pump, which is less than the pressure. In addition, by adjusting the flow rate in the restrictor in the passage causing the communication between the upstream location relative to the differential pressure equipment and the impermeable area, the pressure can be adjusted so that it has any desired value from negative pressure below atmospheric head in the area of the first tank, which can be maintained in a state of communication with external space. In this case, you can set the pressure in the refrigerant circuit to a predetermined pressure while maintaining the engine coolant flow rate so that it is equal to the following: pressure in the pump suction area + pressure at the pump outlet + pressure drop at the measurement site.

- 1 020099

In the aforementioned present invention, the differential pressure equipment can be made in the form of a three-way valve driven by an engine having an adjustable orifice and installed at the point where the downstream radiator pipe and downstream pipe of the waste heat recovery device are connected. In this invention, it is possible to set the pressure at the inlet of the exhaust gas heat exchanger so that it is equal to: pressure in the pump suction area + pressure at the pump outlet + pressure drop in the flow passages inside the engine, that is, it would be lower than the pressure in the suction area pump + pressure at the pump outlet, by an amount corresponding to the pressure drop in the flow passages inside the engine.

In the aforementioned present invention, a thermostat is installed on the outlet side of the refrigerant pump, the waste heat recovery device is installed in the pipeline from the high temperature side of the thermostat, and the radiator is installed downstream of the waste heat recovery device. In such an embodiment of the present invention, when the engine coolant temperature is equal to or higher than the thermostat set temperature, the entire refrigerant flow will be directed to the waste heat recovery device. In this case, when calculating the amount of heat received from the engine coolant compared to a design in which control is performed on a split flow between the waste heat recovery device and the radiator, the calculation is simplified to such an extent that it does not need to take into account the proportion of engine coolant flow.

Advantages of the invention

According to the present invention, since the pressure drop across the differential pressure equipment and the adjustment of the opening of the limiter allow the pressure in the suction area of the refrigerant pump to be adjusted so that it is any necessary pressure that is equal to or less than the discharge pressure, it can be set as required to was the same as atmospheric pressure, or less.

Brief description of the figures

FIG. 1 is a schematic diagram of an engine cooling system in a cogeneration unit according to one embodiment of the present invention;

FIG. 2 is a front perspective view illustrating the cogeneration plant as a whole; FIG. 3 is a rear perspective view illustrating the cogeneration plant as a whole; and FIG. 4 is a schematic view of the cooling tank.

Embodiments of the present invention

Further, with reference to the figures, embodiments of the present invention are described.

In the present embodiment of the invention, the description is given in terms of the situation in which the present invention is implemented in a cogeneration unit 1. Attention should be paid to the fact that cogeneration unit 1 refers to a system in which the subsystem of a commercial electrical network of an external commercial power supply system and power generation system from the generator are connected to the power distribution subsystem, which supplies electricity to consumers (to the load) electricity, to It meets the electrical requirements of the load, which returns heat losses that accompany the generation of electricity, and which uses regenerated heat.

FIG. 1 shows a schematic diagram of an engine cooling system in a cogeneration device, FIG. 2 shows a front view of this device, and FIG. 3 shows a rear view in perspective of this device.

As shown in FIG. 2 and 3, the cogeneration device 1 according to the invention is equipped with a housing 2 serving as a housing. The inner part of the casing 2 is divided vertically into two zones, while the lower zone contains the engine chamber 3 and the equipment compartment chamber 5, and the upper zone contains the radiator chamber 7, the inlet chamber 8 and the exhaust chamber 9.

Inside the engine chamber 3, there is an engine 10, an electric generator 11 driven by this engine 10, and an oil reservoir 12 containing lubricating oil.

The equipment compartment chamber 5 is located on the side (on the right side, as shown in FIG. 2) from the engine chamber 3. Inside the camera 5 of the equipment compartment are located the inverter 14 and the control unit 17, equipped with a control device 16 for controlling the drive equipment of the engine, etc.

The radiator chamber 7 is installed above the equipment compartment chamber 5, while the radiator 18 and the cooling reservoir 20 are located inside the radiator chamber 7. Above the radiator chamber 7 there is a fan 19 of the heat dissipating radiator, whose operation is controlled by the control unit 16.

In the inlet chamber 8 are located, respectively, the air cleaner 22 and the intake silencer 23. In the exhaust chamber 9 is the exhaust silencer 24.

Now with reference to FIG. 1, the engine coolant circuit will be described. The engine coolant circuit 30 is equipped with a refrigerant pump 32, which is an activating source that circulates the engine coolant. Connected in the order of the downstream from the exhaust side (zone 32a release of the refrigerant pump) of the refrigerant pump 32, followed by refrigerant passages (water jacket), internal to the engine 10, exhaust gas heat exchanger 33 and thermostat 35.

- 2 020099

The engine 10 may be a stationary gas engine using municipal gas as fuel or the like, and its exhaust system is equipped with exhaust gas heat exchanger 33 and exhaust silencer 24. Next, the engine coolant (cooler) passing through engine 10 is directed to exhaust heat exchanger 33 gas and after in the heat exchanger 33 of the exhaust gas, heat from the exhaust gas is removed, is sent to the thermostat 35 through the passage 31.

The thermostat 35 is equipped with a passage 35a on its low-temperature side, and a passage 35b on its high-temperature side, and the downstream end of the low-temperature passage 35a is connected to the inlet side (refrigerant pump suction area 32b) of the refrigerant pump 32. Further, the downstream end of the high-temperature passage 35b is connected to a liquid-to-liquid heat exchanger 37 serving as a waste heat recovery device.

The thermostat 35 is such that when the engine coolant temperature drops below a predetermined value (for example, when the engine is started for the first time), the engine coolant is forced to flow towards the low-temperature passage 35a, and such that when the engine coolant temperature reaches a value that is or higher than the set temperature, the engine coolant is forced to flow in the direction of the high temperature passage 35b.

The liquid-to-liquid heat exchanger 37 supplies the heat extracted from the engine coolant to the outside, transferring it to the water flowing, for example, in the secondary passage 38 of the hot water circuit. Both downstream and upstream relative to the liquid-to-liquid heat exchanger 37 are installed, respectively, temperature sensors 43, 44 for determining the temperature of the engine coolant.

The engine coolant, which passed through the liquid-to-liquid heat exchanger 37, is directed to the radiator 18 and to the three-way valve 34 driven by the engine. That is, the motor-driven three-way valve 34 is a motor-controlled valve 16 of the engine having three ports, which are the first refrigerant inlet 34a, the second refrigerant inlet 34b and the refrigerant outlet 34c.

Next, the lower end of the passage 39 of the waste heat recovery device, which passes from the heat exchanger 37 of the liquid-like type, is connected to the first refrigerant inlet 34a. Then, the downstream end of the radiator outlet 40, which extends from the radiator 18, is connected to the second refrigerant inlet 34B. Accordingly, the three-way actuator valve 34 is driven by the engine where the lower passage 39 of the waste heat recovery device and the outlet passage 40 of the radiator. It should be noted that the lower passage 39 of the waste heat recovery device is connected to the radiator 18 through the passage 42.

Finally, the refrigerant outlet 34c is connected via a refrigerant supply pipe 41 to the thermostat passage 35a on the low-temperature side.

The motor-driven three-way valve 34 is such that the ratio between degrees (adjustment of the degree of expansion) with which the first refrigerant inlet 34a and the second refrigerant inlet 34b are opened, can vary, and this ratio of disclosure is determined according to the amount of heat exchange occurring in heat exchanger type 37 liquid. More specifically, when the amount of heat exchange occurring in the liquid-liquid heat exchanger 37 is high, that is, when the amount of heat dissipated by the engine coolant is large, the opening degree of the first refrigerant inlet 34a is high, and when the volume of heat exchange occurring in the type heat exchanger 37 liquid-liquid is low, that is, when the amount of heat dissipated by the engine coolant is small, the degree of opening of the second refrigerant inlet 34b will be high.

The cooling reservoir 20 contains two reservoirs, the first reservoir 20a (reserve reservoir) made of synthetic resin, and the second reservoir 20b (gas / liquid separation reservoir) made of metal. A vent 48 is connected to the first tank 20a, which can communicate with the outside. The lower part of the refrigerant in the first tank, which is provided with a chimney 48, is installed at the same height or elevation as the lower part of the second tank, and, moreover, the corresponding air pockets of the first tank 20a and the second tank 20b form between connecting pipe 46 a pass message. In addition, the watertight areas of the two tanks 20a and 20b (their parts in which the engine coolant is stored) also form a communication passage between them through a connecting pipe 47, which passes between the respective lower parts of these tanks.

The lower part of the second tank 20b is connected via a connecting pipe 46 to the upper part 18a of the radiator 18. In addition, a connecting pipe 49 passes through the lower part of the second tank 20b and the water main (not shown), through which the engine coolant flows inside the exhaust gas heat exchanger 33. The radiator 18 and the heat exchanger 33 of the exhaust gas are installed at an elevation higher than the engine 10, for the reason that they are located inside the coolant circuit and are subject to the formation of air pockets. Thus, the laying of the air cleaning circuit passing to the gas / liquid separation tank in that place (or in the month

- 3 020099 max), where there is a danger of air pockets forming, allows the separation of gas and liquid so that only the engine coolant is returned to the inlet to the refrigerant pump 32.

Further, to prevent excessive engine coolant current through the connecting pipes 45 and 49, as well as to adjust the pressure on the inlet side of the refrigerant pump 32 to an amount equal to or less than the discharge pressure, limiters 60 and 61 are provided.

However, if a sharp decrease in pressure is required in the refrigerant pump suction zone 32b, the diameters of the restrictor valves 60 and 61 can be increased, or these limiters can be excluded from the connecting pipes 45 and 49, and a limiter 51 is inserted into the connecting pipe so that the pressure in the circuit could be reduced to a lower value.

Next will be described the operation of the cogeneration unit 1 according to the present invention, having the above-described device, from the point of view of circulation in the refrigerant circuit.

After the refrigerant pump 32 is put into operation, the engine coolant released from the pump 32 is supplied to the engine 10, while as it passes through the internal cavity of the engine, cools the cylinders and other elements, its temperature rises, and then it passes through the heat exchanger 33 exhaust gas and enters the thermostat 35. When the temperature of the refrigerant in the thermostat 35 drops below a predetermined value, the engine coolant returns to the refrigerant pump 32.

In addition, when the temperature of the refrigerant reaches a value that is equal to or higher than a predetermined temperature, the thermostat 35 causes the engine coolant to flow to the heat exchanger 37 of the liquid-like type. Here, in the case when there is a need for hot water supply, in the liquid-liquid heat exchanger 37, heat from the engine coolant is taken out and is used to heat water flowing through the secondary passage 38 of the hot water circuit. Further, the amount of engine coolant flowing to the radiator 18 is adjusted in accordance with the amount of heat involved in the operation of the liquid-to-liquid heat exchanger 37. When the heat exchange volume is large, the degree of opening of the first refrigerant inlet 34a of the three-way valve 34 driven by the engine is greater than the degree of opening of the second refrigerant inlet 34b and the amount of refrigerant flowing through the downstream passage 39 of the waste heat recovery device and bypassing the radiator 18 is great.

When the heat exchange volume is small, the degree of opening of the second refrigerant inlet 34b of valve 34 in three directions driven by the engine exceeds the degree of opening of its second refrigerant inlet 34a, and the amount of refrigerant flowing into the radiator 18 is large.

Further, a passage that passes from the refrigerant pump suction zone 32b along the connecting passage 50 through the cooling tank 20 to the exhaust pipe 48 forms a line extending into the outer space, and since the connecting pipe 49 from the exhaust gas heat exchanger 33 and the connecting pipe 45 from the radiator 18, in which the pressure inside the refrigerant circuit is higher than in the suction zone 32b of the refrigerant pump, before meeting in the cooling tank 20, passes, respectively, through the stops 60 and 61, it can be done so that If the pressure in the intake zone 32b of the refrigerant pump suction is equal to or less than the pressure head.

In addition, the installation of the heat exchanger 33 of the exhaust gas after the engine 10 makes it possible to reduce the pressure drop by an amount corresponding to the contribution from the engine 10, and thus reduce the pressure exerted on the heat exchanger 33 of the exhaust gas. That is, installing the exhaust gas heat exchanger 33 in a place that is located on the downstream side of the refrigerant pump 32, i.e. downstream of the engine 10, can be done so that the pressure at the inlet of the heat exchanger 33 of the exhaust gas is equal to: pump suction + pump outlet pressure + pressure drop in flow passages inside the engine, that is, less than the pressure in the pump suction area + pressure at the pump outlet by an amount corresponding to the pressure drop in flow passages three engines.

When installing a three-way valve 34 driven by a motor in the pump suction zone, which is a place in the refrigerant circuit with a minimum temperature, the reliability of the elements used in the three-way valve 34 driven by the engine is increased. Moreover, with increased reliability, a three-way valve 34 can be used with a motor driven for a long time, which reduces installation costs. It should be noted that the three-way valve driven by the engine corresponds to one example of the mentioned differential pressure equipment.

When the engine coolant temperature rises and the condition of the thermostat 35 becomes such that its high-temperature contact opens, due to the fact that the entire flow constantly passes through the liquid-to-liquid heat exchanger 37, it will be possible to calculate the amount of heat exchange that occurs in the liquid-liquid heat exchanger 37 by determine the change in water temperature on the outlet side of the heat exchanger 37 of the liquid-liquid type 37 using the temperature sensor 44 compared to the temperature of the water on the inlet side 43. In this case, compared to the situation in which radiator 18 and liquid-liquid heat exchanger 37 are installed in parallel, since calculating the amount of heat transfer no longer requires a flow meter in the passage leading to liquid-type heat exchanger 37 liquid, you can reduce the cost of installation. Alternatively, compared to use

- 4 020099 by the opening ratio of the liquid-liquid-type heat exchanger 37 with a three-way valve 34 driven by the engine, when calculating the flow rate to the heat exchanger 37 of the liquid-liquid type, the computational load decreases.

Further, in that place (or places) where there is a danger of formation of air pockets, such as the heat exchanger 33 of the exhaust gas and the radiator 18, an air cleaning circuit is passed to the gas / liquid separation tank. In this case, air bubbles mixed with engine coolant inside the exhaust gas heat exchanger 33 and radiator 18, as shown in FIG. 4, must pass through the connecting pipe 49 and the connecting pipe 45 and enter the second tank 20b. Moreover, only the air passes through the connecting pipe 46 and enters the first tank 20a, while it passes through the exhaust pipe 48 and exits into the outer space. Thus, since the installation device is such that it separates gas and liquid, and only the engine coolant returns to the circuit, the size of the radiator 18 can be reduced, and, in addition, cavitation on the refrigerant pump 32 can be prevented. It should be noted that the engine coolant inside the first tank 20a, if necessary, flows into the second tank 20b through the connecting pipe 47.

By separating from the gas-liquid mixture of high-temperature bubbles in the second tank (in the gas-liquid separation tank) 20b, which is different from the first tank (reserve tank) 20a, it is possible to prevent the temperature of the water in the reserve tank from rising. In addition, since the increase in the temperature of the water in it is prevented, this reserve tank can be made more easily and more cheaply from synthetic resin.

The present invention is not limited to the above embodiment. For example, as shown in FIG. 1, an imaginary line, in terms of the bottom of the refrigerant in the first tank, which is equipped with a chimney 48, can be installed so that it has a higher elevation than the bottom of the second tank. In this case, the engine coolant in the first tank 20a can be more easily supplied to the inside of the second tank 20b via the connecting pipe 47.

In addition, the present invention can also be used in a heat pump driven by a motor. The present invention can be implemented in many embodiments other than those described herein without departing from its spirit or basic features. Therefore, the foregoing embodiments and working examples are in all respects only illustrative and should not be construed as limiting. Since the scope of the present invention is defined only by the claims, it is not subject to any limitation disclosed in the text of this description. All modifications and changes in the range of equivalents of the claims of the invention fall within the scope of the present invention.

Industrial Applicability

The cooling circuit of a stationary engine according to the present invention is effective as a cooling circuit for a stationary engine having a waste heat recovery device, and it is particularly suitable for use in a heat gas pump or in a cogeneration system.

List of reference positions

In the figures, reference numeral 1 denotes a cogeneration unit; 2 - casing; 10 - the engine; 18 - radiator; 20 - coolant tank; 20a — first reservoir; 20b - the second tank; 30 - engine coolant circuit; 32 - coolant pump; 32a — coolant pump discharge zone; 32b is the intake zone of the refrigerant pump; 33 - exhaust gas heat exchanger; 34 - the valve on three directions with a drive from the engine; 35 - thermostat; 37 — liquid-liquid heat exchanger (waste heat recovery device); 39 — downstream passage of a waste heat recovery device; 40 downstream radiator passage; 41 - refrigerant supply pipe; 42 - passage; 43 - temperature sensor; 44 - temperature sensor; 45 - connecting pipe; 46 - connecting pipe; 47 - connecting pipe; 48 - exhaust pipe; 49 - connecting pipe; 50 connecting passage; 51 - limiter; 60 - limiter; and 61 is a limiter.

Claims (3)

  1. CLAIM
    1. A cooling system for a stationary engine, comprising a device (37) for recovering waste heat, which removes waste engine heat to the outside by means of an engine coolant; a radiator (18) that dissipates the waste heat of the engine through the engine coolant; an exhaust gas heat exchanger (33) that transfers engine exhaust heat from the exhaust gas to the engine coolant; coolant pump (32) that circulates the engine coolant; and a refrigerant tank (20) adapted to communicate with the outside space, characterized in that the exhaust gas heat exchanger (33) is installed in a place that is located on the outlet side of the refrigerant pump (32) and which is located downstream of the engine contains the first circuit, which includes the first and second pipelines (49,
    - 5 020099
    50) passing through the refrigerant tank (20) and located downstream of the heat exchanger (33) of the exhaust gas and parallel to the second circuit, which includes a plurality of pipelines (31, 42, 40, 39, 41) and extending from the heat exchanger (33) gas through the waste heat recovery device (37), radiator (18) and pressure drop equipment to the refrigerant pump suction zone (32b), while the system further comprises a restrictor (60) located on the pipe (49) connected between the heat exchanger (33) exhaust gas and lower part of the refrigerant tank (20), or restrictor (51) located on the pipe (50) connected between the bottom of the refrigerant tank (20) and the refrigerant pump suction zone (32b).
  2. 2. The system according to claim 1, characterized in that the equipment differential pressure is made in the form of a three-way valve (34) driven by a motor having an adjustable bore and installed in the place where the downstream radiator pipe (40) (18 ) and downstream pipeline (39) of the device (37) waste heat recovery.
  3. 3. The system according to claim 1, characterized in that a thermostat (35) is installed on the outlet side of the refrigerant pump (32), the waste heat recovery device (37) is installed in the pipeline from the high temperature side of the thermostat (35), and the radiator (48) installed in a place downstream relative to the device (37) waste heat recovery.
EA201071276A 2008-05-07 2009-04-24 Cooling water circuit for stationary engine EA020099B1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2008121521A JP5191792B2 (en) 2008-05-07 2008-05-07 Cooling water circuit for stationary engine
PCT/JP2009/058148 WO2009136554A2 (en) 2008-05-07 2009-04-24 Cooling water circuit for stationary engine

Publications (2)

Publication Number Publication Date
EA201071276A1 EA201071276A1 (en) 2011-10-31
EA020099B1 true EA020099B1 (en) 2014-08-29

Family

ID=41265122

Family Applications (1)

Application Number Title Priority Date Filing Date
EA201071276A EA020099B1 (en) 2008-05-07 2009-04-24 Cooling water circuit for stationary engine

Country Status (6)

Country Link
US (1) US20110061833A1 (en)
EP (1) EP2287454A1 (en)
JP (1) JP5191792B2 (en)
CN (1) CN102016258B (en)
EA (1) EA020099B1 (en)
WO (1) WO2009136554A2 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2707787C1 (en) * 2019-04-10 2019-11-29 Федеральное автономное учреждение "25 Государственный научно-исследовательский институт химмотологии Министерства обороны Российской Федерации" Cooling system of stationary internal combustion engine
RU2708997C1 (en) * 2018-04-25 2019-12-12 Тойота Дзидося Кабусики Кайся Cooling device of vehicle drive system

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5873399B2 (en) 2012-06-26 2016-03-01 日野自動車株式会社 Cooling water circulation device
JP2015183658A (en) * 2014-03-26 2015-10-22 ヤンマー株式会社 Package storage-type engine generator
JP6066953B2 (en) * 2014-03-26 2017-01-25 ヤンマー株式会社 Engine coolant circuit
CN103885557A (en) * 2014-04-15 2014-06-25 吴江市赛纳电子科技有限公司 Self-cooling-type computer case
JP6341611B2 (en) * 2014-10-02 2018-06-13 三菱重工業株式会社 Cooling system, cogeneration facility
CN105201615A (en) * 2015-10-21 2015-12-30 无锡惠山泵业有限公司 Novel engine heat dissipation device
CN109469543B (en) * 2018-11-01 2020-04-14 安徽双桦热交换系统有限公司 Radiator working state monitoring system

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1426185A1 (en) * 1962-07-31 1969-01-23 Daimler Benz Ag Kuehlkreislauf an internal combustion engine
US3981279A (en) * 1975-08-26 1976-09-21 General Motors Corporation Internal combustion engine system
RU2109148C1 (en) * 1996-07-16 1998-04-20 Акционерное общество закрытого типа "Зил-КАР" Combination system of automatic control and regulation of internal combustion engine thermal conditions
RU2165027C1 (en) * 1999-09-13 2001-04-10 Чувашский государственный университет им. И.Н. Ульянова Internal combustion engine cooling-heating system

Family Cites Families (53)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3447511A (en) * 1967-08-31 1969-06-03 Franklin Beard Fuel generator
US3499481A (en) * 1969-03-24 1970-03-10 Saf Gard Products Inc Pressurized liquid cooling system
US3601181A (en) * 1970-03-09 1971-08-24 Saf Gard Products Inc Method and apparatus for purging air from internal combustion engine cooling systems
DE2529376C3 (en) * 1975-07-02 1979-04-19 Audi Nsu Auto Union Ag, 7107 Neckarsulm
GB1587696A (en) * 1977-07-29 1981-04-08 Fiat Spa Self-contained unit for the combined production of electrical energy and heat
US4245593A (en) * 1979-09-04 1981-01-20 Kim Hotstart Manufacturing Co., Inc. Liquid heating and circulating system
US4249491A (en) * 1979-09-04 1981-02-10 Kim Hotstart Manufacturing Co., Inc. Multiple liquid heating and circulating system
US4338891A (en) * 1980-01-28 1982-07-13 Blitz James E Temperature control system for automotive storage components
US4346757A (en) * 1980-09-10 1982-08-31 Borg-Warner Corporation Automotive cooling system using a non-pressurized reservoir bottle
JPS60122223A (en) * 1983-12-02 1985-06-29 Nissan Motor Co Ltd Evaporative cooler of internal-combustion engine
US4907738A (en) * 1984-09-20 1990-03-13 Conserve, Inc. Heat pump
US4736111A (en) * 1984-10-03 1988-04-05 Linden Craig L Cogeneration system
US4556024A (en) * 1985-01-07 1985-12-03 Ford Motor Company Engine lubrication system
JPH0530965B2 (en) * 1985-05-30 1993-05-11 Nissan Motor
US4705214A (en) * 1985-06-04 1987-11-10 Navistar International Transportation Corp. Independent exhaust gas heat system
US4739824A (en) * 1987-01-08 1988-04-26 Susan E. Lund Hermetically sealed, relatively low pressure cooling system for internal combustion engines and method therefor
US4861187A (en) * 1987-04-14 1989-08-29 Tana Jyra Ky Method for arranging the cooling in a compactor and a cooling system for the realization of the method
US4901531A (en) * 1988-01-29 1990-02-20 Cummins Engine Company, Inc. Rankine-diesel integrated system
US4976464A (en) * 1989-03-10 1990-12-11 Consolidated Natural Gas Service Company, Inc. Fuel-fired heat pump system
US5611392A (en) * 1991-03-08 1997-03-18 Arctic Fox Heaters, Inc. Power fluid heating system
US5435485A (en) * 1992-07-24 1995-07-25 Gas Research Institute Automatic purge system for gas engine heat pump
US5249742A (en) * 1992-07-24 1993-10-05 Gas Research Institute Coolant circulation system for engine heat pump
JPH0676622U (en) * 1993-04-07 1994-10-28 日産ディーゼル工業株式会社 Cooling device for internal combustion engine supercharger
US5577661A (en) * 1995-08-21 1996-11-26 Anser, Inc. Pool water heating and circulating system
JP3442917B2 (en) * 1995-09-19 2003-09-02 三菱重工業株式会社 Engine driven air conditioner
DE19637817A1 (en) * 1996-09-17 1998-03-19 Laengerer & Reich Gmbh & Co Device and method for cooling and preheating
JPH11132041A (en) * 1997-08-28 1999-05-18 Toyota Motor Corp Water cooling type cooling device for internal combustion engine
US6109346A (en) * 1998-01-20 2000-08-29 Hill; Gary G. Waste heat auxiliary tank system method and apparatus
CN2377353Y (en) * 1999-05-14 2000-05-10 邹昌文 water make-up device for radiator
US6464027B1 (en) * 2000-02-02 2002-10-15 Visteon Global Technologies, Inc. Method of thermal management for a hybrid vehicle
US6364010B1 (en) * 2000-06-02 2002-04-02 The Consortium For Technology Licensing, Ltd. Device to provide heated washer fluid
JP3871193B2 (en) * 2001-07-03 2007-01-24 本田技研工業株式会社 Engine exhaust heat recovery device
JP2003075018A (en) * 2001-08-31 2003-03-12 Mitsubishi Heavy Ind Ltd Gas heat pump type air conditioning device
JP2003075019A (en) * 2001-08-31 2003-03-12 Mitsubishi Heavy Ind Ltd Gas heat pump type air conditioning device and combustion device for heating exhaust gas
JP5030344B2 (en) * 2001-08-31 2012-09-19 三菱重工業株式会社 Gas heat pump type air conditioner, engine cooling water heating device, and operation method of gas heat pump type air conditioner
US6609484B2 (en) * 2001-12-11 2003-08-26 Caterpillar Inc Engine cooling system
EP1562686A2 (en) * 2002-11-13 2005-08-17 Deka Products Limited Partnership Distillation with vapour pressurization
US7284709B2 (en) * 2003-11-07 2007-10-23 Climate Energy, Llc System and method for hydronic space heating with electrical power generation
DE102004056704A1 (en) * 2004-11-24 2006-06-01 Mtu Aero Engines Gmbh Device for removing and returning cooling streams
US8032979B2 (en) * 2005-09-17 2011-10-11 Hydramaster North America, Inc. Heat exchanger
US8371251B2 (en) * 2006-04-24 2013-02-12 Phoenix Caliente Llc Methods and apparatuses for heating, concentrating and evaporating fluid
US7614367B1 (en) * 2006-05-15 2009-11-10 F. Alan Frick Method and apparatus for heating, concentrating and evaporating fluid
KR101270614B1 (en) * 2006-07-25 2013-06-07 엘지전자 주식회사 Co-generation
KR101270616B1 (en) * 2006-07-27 2013-06-07 엘지전자 주식회사 Co-generation
JP4970022B2 (en) * 2006-08-02 2012-07-04 カルソニックカンセイ株式会社 Combined heat exchanger and combined heat exchanger system
US7503184B2 (en) * 2006-08-11 2009-03-17 Southwest Gas Corporation Gas engine driven heat pump system with integrated heat recovery and energy saving subsystems
US8205427B2 (en) * 2006-11-09 2012-06-26 United Technologies Corporation Interdependent lubrication systems in a turbine engine
GB2444944A (en) * 2006-12-20 2008-06-25 Microgen Energy Ltd Storage combination boiler
JP4432979B2 (en) * 2007-02-08 2010-03-17 株式会社デンソー Exhaust heat recovery system
JP2009103112A (en) * 2007-10-25 2009-05-14 Honda Motor Co Ltd Cogeneration system
US7673591B2 (en) * 2008-06-10 2010-03-09 Deere & Company Nucleate boiling cooling system and method
US20100155046A1 (en) * 2008-12-18 2010-06-24 Eric Surawski Temperature control system for an on board inert gas generation systems
US10207567B2 (en) * 2012-10-19 2019-02-19 Ford Global Technologies, Llc Heater core isolation valve position detection

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1426185A1 (en) * 1962-07-31 1969-01-23 Daimler Benz Ag Kuehlkreislauf an internal combustion engine
US3981279A (en) * 1975-08-26 1976-09-21 General Motors Corporation Internal combustion engine system
RU2109148C1 (en) * 1996-07-16 1998-04-20 Акционерное общество закрытого типа "Зил-КАР" Combination system of automatic control and regulation of internal combustion engine thermal conditions
RU2165027C1 (en) * 1999-09-13 2001-04-10 Чувашский государственный университет им. И.Н. Ульянова Internal combustion engine cooling-heating system

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2708997C1 (en) * 2018-04-25 2019-12-12 Тойота Дзидося Кабусики Кайся Cooling device of vehicle drive system
RU2707787C1 (en) * 2019-04-10 2019-11-29 Федеральное автономное учреждение "25 Государственный научно-исследовательский институт химмотологии Министерства обороны Российской Федерации" Cooling system of stationary internal combustion engine

Also Published As

Publication number Publication date
CN102016258A (en) 2011-04-13
JP5191792B2 (en) 2013-05-08
EP2287454A1 (en) 2011-02-23
CN102016258B (en) 2013-01-09
US20110061833A1 (en) 2011-03-17
WO2009136554A2 (en) 2009-11-12
AU2009245230A1 (en) 2009-11-12
JP2009270485A (en) 2009-11-19
EA201071276A1 (en) 2011-10-31

Similar Documents

Publication Publication Date Title
US9702272B2 (en) Rankine cycle system and method
EP2634020B1 (en) Electric vehicle and thermal management system therefor
RU2347096C2 (en) Power unit with supercharged internal combustion engine
DE102005056638B4 (en) Cooling system for a motor vehicle engine with flow control valve and degassing tank
JP4069893B2 (en) Thermoelectric generator
US7159400B2 (en) Rankine cycle apparatus
US7921640B2 (en) Exhaust gas waste heat recovery
CN102597478B (en) Drop-in type of exhaust gas recirculation valve, and system for attaching same
CN102953798B (en) Cooling system and method
RU2599882C2 (en) Cooling circuit for liquid-cooled internal combustion engine
JP5102832B2 (en) Cooling system
DE102014201113B4 (en) Coolant circuit with head and block coolant jacket connected in series
EP2873826B1 (en) Heat storage in engine cooling system
CN106014591B (en) Control device for controlling coolant flow of split cooling system
DE60209936T2 (en) waste heat
US7360368B2 (en) System and method for vaporizing a cryogenically stored fuel
US20120161042A1 (en) Valve Apparatus
DE102013205648A1 (en) System for energy recovery from a waste heat stream of an internal combustion engine
DE102011012241A1 (en) Waste heat accumulator / distributor system
US8689742B2 (en) Integrated coolant flow control and heat exchanger device
EP3371516B1 (en) A district thermal energy distribution system
US8943842B2 (en) Hybrid pumper
JP4457848B2 (en) Cooling device for on-vehicle power unit
US9199531B2 (en) Hybrid electric vehicle cooling circuit and method of cooling
EP2795078B1 (en) Arrangement and method for cooling of coolant in a cooling system in a vehicle

Legal Events

Date Code Title Description
MM4A Lapse of a eurasian patent due to non-payment of renewal fees within the time limit in the following designated state(s)

Designated state(s): AM AZ BY KZ KG MD TJ TM RU