Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
  • F01P7/00—Controlling of coolant flow
  • F01P7/14—Controlling of coolant flow the coolant being liquid
  • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
  • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
  • F01P5/00—Pumping cooling-air or liquid coolants
  • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
  • F01P5/12—Pump-driving arrangements
  • F01P2005/125—Driving auxiliary pumps electrically
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
  • F01P2037/00—Controlling
  • F01P2037/02—Controlling starting
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
  • F01P2060/00—Cooling circuits using auxiliaries
  • F01P2060/10—Fuel manifold
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
  • F01P2060/00—Cooling circuits using auxiliaries
  • F01P2060/16—Outlet manifold
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
  • F01P2060/00—Cooling circuits using auxiliaries
  • F01P2060/18—Heater

Definitions

• the present invention relates generally to the field of cooling of combustion engines.
• the invention relates to a cooling assembly of an internal combustion engine, the assembly comprising:
• crankcase exchanger adapted to allow the circulation of a coolant coolant of a crankcase
• a main radiator an additional radiator; a cooling circuit adapted to transport coolant between the exchanger of the crankcase and the radiators.
• an exchanger In order to allow the cooling of motors, an exchanger is used to collect calories in a motor zone that is to be cooled and these calories are transported to one or more radiators.
• a cooling unit of a motor of the type previously defined, for example is described in the patent document FR2884865 which has a set with a main radiator and an additional radiator for increasing the cooling capacity of the main radiator when the commissioning of the additional radiator.
• the present invention aims to provide a cooling assembly of an engine for modulating during operation of the engine the use of radiators according to engine specific cooling needs.
• the cooling assembly of the invention is essentially characterized in that it comprises a burned gas exchanger with a pipe of transport of burnt gases and a heat transfer fluid transport pipe, this burned gas exchanger being adapted to transport coolant and perform a heat exchange between burnt gases and the heat transfer fluid and in that the cooling circuit is adapted for transporting heat transfer fluid between the burned gas exchanger and the said main and additional radiators.
• crankcase heat exchanger is preferably a cooling circuit formed by a heat transfer fluid passage through the crankcase.
• the cooling of the motor can be modulated:
• the main and additional radiators can be simultaneously connected to the crankcase and flue gas exchangers via the cooling circuit, This makes it possible to combine the cooling capacities of the radiators in the case where it is desired to collect heat simultaneously at the level of the flue gases and the crankcase.
• the size of the main radiator can be reduced compared to what it would be if there was no additional radiator. This feature facilitates the integration of the main radiator in the vehicle as it is easier to integrate two radiators of modest size in a vehicle than a single radiator very large.
• the flue gases are fuel combustion gases from at least one combustion chamber of the engine. These flue gases are generally rejected but can also be admitted into the combustion chamber to influence the operation of the engine. In this case, controlling the temperature of the flue gases admitted can have an influence on the operation of the engine.
• the invention makes it possible to control the temperature of burnt gases to be injected into the combustion chamber. Ideally the temperature of the flue gas is measured or evaluated using a temperature probe placed at the outlet of burned gas exchanger. This temperature probe can also be used to protect the whole of the invention against the risk of overheating.
• the main radiator has a heat exchange surface greater than a heat exchange surface of the additional radiator and that the cooling circuit comprises actuators such as pumps and / or valves and adapted to selectively adopt a series configuration in which the radiators are connected in series and a parallel configuration in which the radiators are connected in parallel.
• actuators such as pumps and / or valves and adapted to selectively adopt a series configuration in which the radiators are connected in series and a parallel configuration in which the radiators are connected in parallel.
• the passage of the cooling circuit from a series configuration to a parallel configuration is done by controlling at least one of said actuators.
• the cooling circuit In the case where the cooling circuit is in series configuration the entire heat transfer fluid flowing through the main radiator also circulates via the additional radiator. In this configuration the heat exchange surface available to allow cooling of the heat transfer fluid is maximum which promotes cooling of the engine. Conversely, when the cooling circuit is in parallel configuration part of the heat transfer fluid circulates via the main radiator and another separate portion of the heat transfer fluid circulates via the additional radiator. In this embodiment it is possible to vary the cooling capacity offered by the cooling circuit by varying the proportion of heat transfer fluid passing through the main radiator and the proportion of fluid passing through the additional radiator. This embodiment therefore makes it possible to use each radiator as a function of its real capacity to evacuate the heat of the coolant and according to the real needs for engine cooling.
• This mode also makes it possible to increase the flow of coolant through the crankcase exchanger thereby promoting cooling of the engine block.
• the fact that the invention makes it possible to go from a serial configuration to a parallel configuration by simple actuator control is particularly advantageous since we can choose at any time the configuration that is best suited to the operation of the assembly and the engine.
• the invention also relates to a method for regulating the internal combustion engine cooling assembly.
• At least one temperature of a component of said cooling assembly is measured and it is ensured that;
• the assembly when the measured temperature is below a predetermined low temperature level, the assembly is then commanded to adopt a configuration in which the same heat transfer fluid stream circulates through the main and additional radiators and through the heat exchanger. burnt gas;
• the assembly when this measured temperature is greater than a predetermined high temperature level, the assembly is then commanded to adopt a configuration in which a stream of heat transfer fluid circulates through the crankcase heat exchanger and is then divided into two fluid veins ;
• the temperature measurement of the component of said cooling assembly is generally performed on a component located near the crankcase and / or the crankcase heat exchanger, so that the temperature measured is representative of a temperature in the engine block to which the housing belongs.
• a thermostat disposed at the outlet of the crankcase heat exchanger.
• Such a thermostat is subsequently described as being arranged so as to regulate the flow of heat transfer fluid passing between the crankcase heat exchanger and the main and additional radiators. In the latter case, it is the thermostat that controls the set and makes it adopt one or other of the configurations.
• the measured temperature is low, that is to say lower than the predetermined low temperature level, it is arranged to cool the flue gases by connecting in series the exchanger of burnt gas where recirculated gases circulate. with the main and additional radiators. This results in a reduction of polluting emissions of the engine.
• the cooling of the engine block is thus reduced so that it can rise in temperature more quickly.
• the measured temperature is high, that is to say higher than the predetermined high temperature level is made so that the coolant flows through the housing heat exchanger before passing through the main radiator and additional this which thus allows cooling of the engine block, and avoids a degradation of the engine oils by overheating, which is advantageous from a consumption point of view.
• the main and additional radiators are no longer connected in series but are connected in parallel.
• the measured temperature is lower than the predetermined low temperature level, it is then done so that said same heat transfer fluid stream that circulates through the radiators main, additional and through the burned gas exchanger does not flow through the engine exchanger.
• This embodiment promotes heating of the crankcase when the engine block to which it belongs is cold which increases the efficiency of the engine and thus reduces its consumption at startup.
• the assembly of the invention comprises actuators adapted to independently modulate each flow of heat transfer fluid circulating in each of the exchangers.
• the cooling circuit comprises a so-called mechanical heat transfer fluid pump connected in series with said crankcase exchanger to force a circulation of coolant.
• This mechanical pump has a pump drive means in engagement with a movable element of the engine so that the mechanical pump is actuated mechanically by the movable element of the engine and the coolant flow that it generates in the crankcase is proportional to the engine speed .
• the assembly of the invention comprises an injector exchanger adapted to allow the circulation of coolant around a fuel injector of the engine, the injector exchanger being connected to the cooling circuit in order to allow the transport of heat transfer fluid between the injector exchanger and said main and additional radiators.
• the injector exchanger is preferably a cooling circuit formed by a passage of heat transfer fluid through the body of the support of the injector.
• This embodiment makes it possible to cool a fuel injector without resorting to a radiator specific to this injector.
• the cooling function of a fuel injector is used primarily for a fuel injector disposed at the engine exhaust, in order to inject fuel therein to a particulate filter.
• the cooling assembly of the invention comprises a turbocharger exchanger adapted to allow the circulation of coolant around at least a portion of a turbocharger of the engine, the turbocharger exchanger being connected to the cooling circuit so as to allow the transport of heat transfer fluid between the turbocharger exchanger and said main and additional radiators.
• turbocharger exchanger is preferably a cooling circuit formed by a heat transfer fluid passage through the turbocharger housing.
• This embodiment makes it possible to cool a portion of turbocharger without resorting to a specific radiator turbocharger.
• cooling circuit is adapted to adopt a configuration in which all the exchangers are hydraulically connected to the main and additional radiators.
• the assembly of the invention comprises a primary electric pump connected directly in series to the turbocharger exchanger so as to force the circulation of heat transfer fluid between the turbocharger exchanger and said main and additional radiators.
• the directly connected term defines a link made by a line without deviation between the connected objects.
• the direct connection between the primary electric pump and the exchanger is achieved by a pipe without deviations.
• This electric pump makes it possible to force the circulation of heat transfer fluid independently of the engine speed, unlike the flow pulsed by the mechanical pump, which is proportional to the speed.
• This electric pump can be used even when the engine is stopped. It can also be ensured that the assembly of the invention comprises an additional electric pump connected directly and in series with the additional radiator so as to force the circulation of heat transfer fluid.
• This embodiment allows the circulation of heat transfer fluid in the additional radiator while the engine does not work.
• This embodiment can also be used when the main and additional radiators are connected in parallel, in this case the fact to have an additional pump connected directly and in series with the additional radiator makes it possible to control the proportion of fluid of the cooling circuit which passes through the additional radiator. In fact, the higher the flow rate forced by the additional pump, the greater the proportion of fluid passing through the additional radiator relative to the proportion passing through the main radiator.
• the cooling circuit comprises a heat-collecting portion to which the different heat exchangers are connected and a cooling portion to which the different radiators are connected, these collection and cooling portions being interconnected by each other.
• a supply line connecting a fluid outlet of the crankcase heat exchanger to inputs of the main and additional radiators and a return line connecting outputs of the main and additional radiators to a fluid inlet of the crankcase heat exchanger
• the assembly further comprising a thermostat disposed on the supply pipe so as to regulate the flow of heat transfer fluid passing between the crankcase heat exchanger and the main and additional radiators as a function of the temperature of this fluid.
• This thermostat is adapted to regulate the flow of heat transfer fluid passing between the crankcase heat exchanger and the main and additional radiators as a function of the temperature of this fluid.
• the return line allows the return of heat transfer fluid to the mechanical pump after this fluid has passed through one and / or other of the radiators main / additional.
• This return pipe is such that all the heat transfer fluid passing through the radiators can be returned to the crankcase exchanger by passing through this single return line.
• FIG. 1 represents a hydraulic diagram of a first embodiment of the whole of the invention
• Figure 2 shows a three-dimensional view of a combustion engine equipped with the cooling assembly of Figure 1
• FIG. 3 represents a hydraulic diagram of a second embodiment of the assembly of the invention
• FIG. 4 represents a three-dimensional view of a combustion engine equipped with the cooling assembly of FIG. 3.
• the invention relates to a cooling assembly of an internal combustion engine.
• the assembly of the invention comprises a plurality of heat exchangers adapted to collect heat on different components of the engine and transfer the heat collected through a heat transfer fluid.
• crankcase exchanger 2 is formed a passage in the crankcase to cool the latter.
• the burned gas exchanger 6 is adapted to collect heat from flue gases circulating in this case via a burned gas readmission circuit to combustion chambers of the engine. This exchanger thus allows control of the temperature of recirculated flue gas.
• the injector exchanger 8 is arranged around a fuel injector placed at the exhaust, this exchanger which is preferably a channel formed in the support of the injector is intended to prevent overheating of the injector connected to the flue gas circulation near the injector.
• the turbocharger exchanger 9 is adapted to collect heat at the turbocharger and thus prevent its deterioration.
• the assembly of the invention also includes main radiators.
• the radiators 3, 4 and the heater 10 are arranged to remove heat from the coolant transported via the cooling circuit 5.
• a mechanical pump 7 is arranged in series with an inlet 20 of the crankcase exchanger 2 for force the heat transfer fluid of the cooling circuit 5.
• This mechanical pump 7 is mechanically actuated by rotation of the combustion engine.
• a primary electric pump 11 is also connected in series with the turbo compressor exchanger 9 in order to force the circulation of coolant transported by the cooling circuit 5.
• an additional electric pump 12 is connected in series with the burned gas exchanger in order to force the circulation of coolant transported by the cooling circuit 5. It should be noted that the additional electric pump 12 can be replaced by one and the same primary pump if the turbocharger and flue gas exchangers are connected in parallel with each other and are each connected to the primary pump. as is the case in Figures 3 and 4.
• each of the electric pumps 11 and 12 is chosen to allow the heat transfer fluid to pass freely through the electric pump when the latter is not working.
• a thermostat visible in FIGS. 1 to 4 is disposed on a supply pipe 15 connecting the crankcase heat exchanger 2 to the radiators 3 and 4.
• the function of this thermostat 21 is to control the flow of heat transfer fluid passing through the heat exchanger. casing 2 to the radiators 3, 4 via the supply line 15. This flow rate is controlled by the thermostat 21 as a function of the temperature of the fluid heated by the casing exchanger 2.
• the heat transfer fluid from the heat exchanger casing 2 transits to the radiators only when the temperature is greater than the predetermined threshold generally equal to 9O 0 C.
• the assembly of the invention of FIGS. 1 to 4 also comprises an expansion vessel B intended to maintain a minimum coolant pressure on the entire cooling circuit 5.
• the assembly of the invention also comprises an EBV gear box heat exchanger connected to the cooling circuit to evacuate heat produced by a gearbox of the engine and an EMO engine oil exchanger connected to the cooling circuit 5 to evacuate the heat produced at the engine oil sump.
• a valve exchanger 29 may also be used to dissipate heat generated at the valve 29 which is the valve allowing or not the transit of burnt gases to the combustion chambers of the engine. This valve exchanger is preferably made by passing through the body of the valve 29 to circulate a heat transfer fluid.
• This return line 18 is connected to an inlet 20 of the casing exchanger 2 to allow cooled fluid return.
• the expansion vessel B has a high fluid inlet which is connected to the outlet 16 of the crankcase heat exchanger 2 and a low outlet connected to the return pipe 18 at the mechanical pump 7. This arrangement of the vessel of Expansion B makes it possible to ensure that the circuit 5 is always supplied with heat-exchange fluid free of air bubbles, which favors the overall efficiency of the cooling circuit.
• the heater 10 which is arranged in the cabin of the vehicle to provide heating is connected on the one hand to the outlet 16 of the casing exchanger 2 or directly via a pipe (as shown in Figures 1 and 2) either via a pipe with a nozzle 28 (as shown in FIGS. 3 and 4) and secondly at the inlet 20 of the shell exchanger 2 via the mechanical pump 7 .
• the additional injector exchanger 8 is connected on the one hand to the outlet 16 of the casing exchanger 2:
• the turbocharger exchanger 9 is arranged in series with the injector exchanger 8 and the primary electric pump 11, these turbocharger 9 and injector exchangers 8 and the electric pump.
• primary 11 thus forming a line whose one end is connected to the inlet of the casing exchanger 2 and whose other end is connected to the outlet of the casing exchanger.
• the heat transfer fluid is pumped by the mechanical pump 7 from the inlet 20 to the outlet 16 of the casing exchanger 2 and has a tendency to flow through the line comprising the primary electric pump 11 while going from the line end linked to the output 16 towards the line end linked to the input 20.
• the primary pump 11 is then stopped so as to let the heat transfer fluid flow freely through this line.
• the primary electric pump 11 is then actuated electrically so as to force the circulation of heat transfer fluid through the line in a direction opposite to the direction of circulation of the fluid with the engine in operation.
• To perform this heat transfer fluid circulation function through the injector exchanger 8 and / or the turbocharger exchanger 9 to the heater 10 and / or to the casing exchanger 2 is made to position the primary pump 11 so that the flow it generates is oriented toward the outlet 16 of the crankcase heat exchanger and not the inlet 20 of the crankcase heat exchanger 2.
• the primary pump 11 will therefore tend to force the flow of fluid through the supply line 15 and the main radiator 3 and additional 4 thus increasing the cooling capacity of the engine while it is still at a standstill.
• the main radiator 3 and additional 4 are connected in parallel and have their respective inputs 17 connected to the thermostat of the supply line 15.
• the additional electric pump 12 is disposed between the outlet 19 of the additional radiator 4 and an inlet of the burned gas exchanger 6.
• the burned gas exchanger 6 is connected by its output to the fuel return line 18 and consequently to the outlet 19 of the main exchanger.
• the thermostat allows the passage of heat transfer fluid from the casing exchanger 2 to the radiator inlets 17 and the fluid then returns to the injector exchanger 8 and housing 2 as well as to the heater 10 via the return line 18.
• the secondary electric pump 12 is then actuated if it is desired to accelerate the flow of coolant passing through the additional radiator 4.
• the additional electric pump 12 is oriented so as to create a flow of coolant through the additional radiator 4 of the supply line 15 to the return line
• the thermostat when the thermostat is partially open, it is made sure that the additional pump 12 is in operation because it creates a circulation of fluid in a loop between the additional radiator 2 and the burned gas exchanger 6. In this case the direction of the fluid flow in the main radiator 3 depends on the pressure difference created by the additional electric pumps 12 and mechanical 7.
• the control of the additional pump 12 can be controlled according to a measured temperature and a trigger temperature threshold of the predetermined pump.
• An electronic control unit can be provided for this purpose. This unit may be provided to interrupt the operation of the additional pump 12 as soon as the measured temperature exceeds a predetermined pump cut-off temperature threshold. This feature ensures optimum flow in the main radiator.
• the burned gas exchanger 6 and the turbocharger exchanger 9 are disposed on a secondary portion 22 of the cooling circuit 5 connected to the remainder of the cooling circuit 5 by a portion inlet.
• secondary 23 having a first three-way valve 24 and a secondary portion outlet 25 having a second three-way valve 26.
• the cooling assembly 1 of the invention comprises such a secondary circuit portion 22, it is arranged that an electric pump 11 is also arranged in series with the secondary portion 22 of the circuit, or directly on this secondary portion 22 between its inlet 23 and its outlet 25 in order to force the flow of heat transfer fluid through the secondary portion of circuit 22 and in particular through the burned gas exchanger 6 and the turbocharger exchanger 9.
• the three-way valve 24 of the inlet 23 of the secondary portion 22 has a tertiary track 23c connected with the heat transfer fluid outlet 16 of the exchanger of the crankcase 2, between the thermostat 21 and this heat transfer fluid outlet 16 so as to allow the supply of the heated portion of the secondary portion 22 via the engine casing 2 without this fluid passing through the thermostat 21.
• This three-way valve 24 of the inlet 23 of the secondary portion 22 has another so-called secondary path 23b connected to the outlet of the radiator or radiators 3, 4, in this case at the outlet of the additional radiator 4.
• This secondary path 23b of the three-way valve 24 is thus connected to the heat transfer fluid outlet 16 of the exchanger of the crankcase 2 via the thermostat 21 arranged on the supply line 15 connecting the fluid outlet of the heat exchanger. casing 2 at the inlets 17 of the main and additional radiators 3, 4.
• the third and last channel of the first three-way valve 24 is called primary track 23a and is connected to the inputs of the burned gas exchangers 6 and turbocharger 9 for supplying either fluid from the additional radiator when the thermostat is open and the temperature of the heat transfer fluid is important either fluid directly from the crankcase 2 when the thermostat is closed and the temperature of the heat transfer fluid is low.
• the three-way valve 26 of the outlet 25 of the secondary portion 22 has a tertiary track 25c connected with the heat transfer fluid outlet 16 of the exchanger of the crankcase 2 via a connecting pipe 27 distinct from the supply line 15 on which is positioned the thermostat 21.
• This connection 27 has an adjustment 28 provided to limit the section of the connecting pipe 27 between the tertiary track 25c of the three-way valve 26 and the outlet of the casing exchanger 2.
• the three-way valve 26 of the outlet 25 of the secondary portion 22 has a primary path 25a connected via a line to the return line 18 connecting the outlet of the main radiator 3 and / or additional 4 to a fluid inlet 20 of the exchanger of casing 2.
• valves of the cooling assembly of FIGS. 3 and 4 may be proportional or all or nothing.
• the second three-way valve 26 is controlled to communicate the primary path 25a with the burned gas exchangers and turbocharger.
• the first three-way valve 24 is controlled to port the primary channels 23a and secondary 23b.
• the primary electric pump 11 is then in operation and the calories collected at the burned gas exchanger, the valve exchanger 29 and the turbocharger exchanger 9 are then evacuated via the additional radiator 4.
• the flow direction in the main radiator depends on the pressure difference generated by the mechanical 7 and electrical 11 pumps.
• the second three-way valve is positioned so that the primary channel 25a is in communication with the burned gas exchangers 6 and turbocharger 9 and the first valve 24 is positioned so that the primary channels 23a and 23b are in communication.
• the calories collected via the exchangers 6, 9 and 29 of the secondary circuit portion 22 are discharged via the additional radiator 4.
• the primary electric pump 11 is operated or not according to the desired cooling optimum. If the primary pump 11 does not work, the flow of heat transfer fluid is distributed in the 2 radiators 3 and 4, always passing through the additional radiator and then by the burned gas exchangers 6 and turbocharger 9.
• the flow rate of the fluid in the additional radiator 4 is lower than that could produce the primary electric pump 11, it may be interesting to activate this pump: this then increases the flow rate in the additional radiator 4 but may reduce somewhat the flow in the main radiator 3.
• the control of the primary pump 11 can be done according to information of a measured temperature of the engine. As soon as this measured temperature exceeds a predetermined temperature threshold, it is then necessary to interrupt the operation of the primary pump 11 in order to obtain a maximum flow of fluid in the additional radiator 4.
• the second valve 26 is arranged so that its tertiary channel 25c is in communication with the burned gas exchangers 6 and turbocharger 9 and the first valve 24 is arranged so that the tertiary channel 23 is in position. communication with the primary path 23a.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Exhaust-Gas Circulating Devices (AREA)
• Heat-Exchange Devices With Radiators And Conduit Assemblies (AREA)
• Lubrication Of Internal Combustion Engines (AREA)
• Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
• Supercharger (AREA)

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• 2007
  • 2007-05-03 FR FR0703198A patent/FR2915771B1/fr not_active Expired - Fee Related
• 2008
  • 2008-04-25 WO PCT/FR2008/050755 patent/WO2008155492A2/fr active Application Filing
  • 2008-04-25 EP EP08805709A patent/EP2142775A2/de not_active Withdrawn
  • 2008-04-25 JP JP2010506974A patent/JP5451594B2/ja not_active Expired - Fee Related
  • 2008-04-25 US US12/598,640 patent/US8695543B2/en not_active Expired - Fee Related

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