GB2533648A - The ultimate thermodynamically efficient eco-boost, or exhaust eco-throttled engine - Google Patents
The ultimate thermodynamically efficient eco-boost, or exhaust eco-throttled engine Download PDFInfo
- Publication number
- GB2533648A GB2533648A GB1423291.2A GB201423291A GB2533648A GB 2533648 A GB2533648 A GB 2533648A GB 201423291 A GB201423291 A GB 201423291A GB 2533648 A GB2533648 A GB 2533648A
- Authority
- GB
- United Kingdom
- Prior art keywords
- engine
- exhaust
- heat
- heat exchangers
- engines
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
- 239000007789 gas Substances 0.000 claims abstract description 30
- 238000005057 refrigeration Methods 0.000 claims abstract description 14
- 238000002485 combustion reaction Methods 0.000 claims abstract description 9
- 239000012530 fluid Substances 0.000 claims description 14
- 239000003507 refrigerant Substances 0.000 claims description 5
- SZKKRCSOSQAJDE-UHFFFAOYSA-N Schradan Chemical compound CN(C)P(=O)(N(C)C)OP(=O)(N(C)C)N(C)C SZKKRCSOSQAJDE-UHFFFAOYSA-N 0.000 claims 1
- 229920000136 polysorbate Polymers 0.000 claims 1
- 238000001816 cooling Methods 0.000 abstract description 8
- 238000007710 freezing Methods 0.000 abstract 1
- 230000003584 silencer Effects 0.000 abstract 1
- 238000010438 heat treatment Methods 0.000 description 6
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 5
- 239000002826 coolant Substances 0.000 description 4
- 238000000605 extraction Methods 0.000 description 3
- 238000004378 air conditioning Methods 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 1
- YGYAWVDWMABLBF-UHFFFAOYSA-N Phosgene Chemical compound ClC(Cl)=O YGYAWVDWMABLBF-UHFFFAOYSA-N 0.000 description 1
- 230000004308 accommodation Effects 0.000 description 1
- 229910002091 carbon monoxide Inorganic materials 0.000 description 1
- 239000000567 combustion gas Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 235000013531 gin Nutrition 0.000 description 1
- 231100001261 hazardous Toxicity 0.000 description 1
- 238000009413 insulation Methods 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
- F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
-
- 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
- F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
-
- 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
- F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
- F02B41/02—Engines with prolonged expansion
- F02B41/10—Engines with prolonged expansion in exhaust turbines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
- F01D25/30—Exhaust heads, chambers, or the like
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
An internal combustion engine 1 with turbocharger 2, intercooler 3, supercharger 4, throttle controlled motor generator 5, and motor generator 6 mechanically connected to engine 1 and electrically connected to motor generator 5. Intake charge air reheat exchanger 7, preferably of tube-in-tube heat exchange type, is connected via pipework 8 to an exhaust gas cooling heat exchanger 10. There is a temperature sensor 11 and electronic control unit 12 which vary the speed of the circulating pump 9 to maintain a minimum temperature of the air intake to the engine. The engine has at least one adiabatic expansion engine in the exhaust system. The heat energy from the exhaust gases is extracted via heat exchanger downstream of the adiabatic expansion engine, for preheating the internal combustion engine intake air, and improving thermodynamic efficiency. In a second embodiment, the heat exchanging system is a refrigeration one in which heat exchanger 10 is the heat outputting condenser and heat exchanger 7 the near-freezing evaporator. Heat exchanger 7 can be a new tube-in-tube heat exchanger that doubles up as an exhaust silencer.
Description
THE ULTIMATE THERMODYNAMICALLY EFFICIENT ECU-BOOST, OR EXHAUST ECU-THROTTLED ENGINES.
1 This invention relates to a system for the extraction of heat energy from the exhaust gases downstream of the adiabatic expansion engines in Ford type EcoDoost eco-boost internal combustion (i.e.) engines, or downstream of exhaust adiabatic en-= a gines of i.c.engines having throttle controllable adiabatic en-gines in their exhaust systems, for the purpose of pre-heating i.c.engine intake air when required.
In Ford's EcoDoost engines heat energy is extracted from up- stream of the adiabatic expansion engines in their exhaust sys-tems, during certain operating conditions, by exhaust gas-toliquid coolant heat exchangers.
However, extracting heat energy upstream of adiabatic expansion engines reduces their power output to less than it otherwise would be if there was no such heat extraction. Furthermore, heat exchangers at the exhaust gas discharges of i.c.engines in effect preclude the use of tube exhaust headers that increase i.c.engine thermodynamic efficiency, and accommodation of such heat exchangers in a vehicle's i.c.engine bay is a problem to be solved. To overcome these problems the present invention proposes the use of 'new' (patent application filed) tube-in- * ** tube heat exchangers (that spirally rotate fluids in the outer *** **** * annulus and the inner tube with low pressure drops) in i.c.en- * 25 gine exhaust tail-pipes (in lieu of exhaust silencers) together * with insulation of the exhaust system from the i.c.engine up to and including the exhaust heat exchanger.
Heat energy transferrance from exhaust heat exhangers to intake *:* 30 air pre-heating heat exchangers being by means of running-around water/coolant, or refrigerated chilled water/coolant, or * ** refrigerant gas fluids, to one (1), or more, exhaust heat,ex-* * . **** changers cooling tail-pipe exhaust gases, and subsequently running-around heated, or evaporated, fluids back to one (1), *** * 35 or more, heat exchangers in cylinder intake air when such air is relatively cool, or adiabatic cooled, or air-cycle refrigerated to cool fluid in said intake heat exchangers. It should be noted that eco-boost engines include eco-throttling adiabatic engines in their air intake systems, or in their air intake and exhaust systems, whereas normally aspirated eco-throttled en-gines have none in their intake systems, and both such eco-engines may have more than one (1) exhaust adiabatic engine.
With such ultimate cooling of the exhaust gases of such afore-said i.c.engines their exhaust gas discharge temperatures would be significantly lower than conventionally. And it is known that the lower the exhaust gas temperature is the higher the thermodynamic efficiency is of the i.c.engine involved which, in this invention would be the ultimate possible.
With Ford's EcoBoost i.c.engines their run-around system's heat exchangers cool exhaust gases upstream of its exhaust turbines when re-heating throttle expansion cooled or Air-cycle refrigerated charge-air, such that turbo power is less than it * ** * * * *** * * ** otherwise would be, which, in turn, reduces the power output of it's throttle controlled superchargers. And, the water cooled exhaust manifolds of Ford's EcoRoost engines effectively obviates use of efficiency increasing exhaust headers.
* * * *** * In eco-boost type engines, generously sized efficient turbo intercoolers in their systems results in the possibility of introducing heat into their throttled and air-cycle refrigerated charge air for reasons other than just obviating intake mani-fold freeze-up during low and sub-zero ambients. Such intake heat addition increases nominal combustion temperatures such that i.c.engine exhaust temperatures would increase so that eco-boost turbocharger power extraction from exhaust gases would also increase. The present invention proposes that heat extracted from exhaust gases downstream of high-boosting turbo-chargers in an eco-boost engine's exhaust is used to re-heat intake air downstream of adequately intercooled and potentially highly air-cyle refrigerated charge air, such that cylinder intake air temperatures would be higher than they otherwise would be (other than, where applicable, when i.c.engine intake air is being re-heated to obviate possible intake manifold freeze-up during low and sub-zero ambient conditions), which in turn increases combustion temperatures and, thereby, cylinder exhaust gas temperatures. Such increase in exhaust gas temperatures boosts the potential power output of turbochargers and energy recovery of the throttling superchargers of eco-boost engines.
* With i.c.engines that only have an eco-throttled exhaust sys * * tern, at less than maximum summer ambients, or as first stage means for maintaining the the coolant temperature of an i.c.en-* ** * * * gine's cooling system, tail-pipe exhaust heat can be input to *** * such engines' intake system to increase the power output of its * ." 35 The thermodynamic fundamentals of such a power increasing sys-* * . **** tem is that the tail-pipe exhaust gas temperatures are lower * than they otherwise would hitherto be with eco-throttled engine *** systems, even than those that have exhaust throttling adiabatic engines and turbo turbines adiabatically cooling exhaust gases.
Which, fundamentally, is what turbochargers do: they extract heat energy from exhaust gases, i.e. adiabatically cool exhaust gases to lower temperatures than those of a normally aspirated engine's. And, with any turbo engine, the higher the exhaust gas temperature is that enters a turbo's turbine the more heat energy that it can extract, increasing potential turbo power.
With such tail-pipe heat exchanging the whole of the exhaust system, including turbo turbines and, where applicable, throttle controlled exhaust adiabatic engines, up to and including tail-pipe heat exchangers, should be thermally insulated to obtain maximum efficacy from the aforesaid means for increasing power outputs of exhaust adiabatic engines, as should runaround system pipeworkiconduit. ***
* eco-throttling system when such temperatures are sensed.
Use of direct-expansion (DX) refrigeration can minimise the size of a run-around system's heat exchangers or maximise their heat transfers. And, less efficiency lossses, the refrigeration compressor's electrical energy would, indirectly, be recovered I by the i.c.engine and or it's eco-throttling systems. Also, such a DX refrigeration system could incorporate a vehicle's air-conditioning (A/C) system, particularly since A/C compressor demand is at its highest when its condenser airflow is low- est when the respective 'vehicle is idling stopped, whereas com-pressor demand for exhaust cooling is at its highest at high i.c.engine rpm. And at low ambients the refrigeration compressor can be started before the i.c.engine is started to pre-heat condenser(s) in the i.c.engine's cylinder intake air, and could similarly pre-heat one(s) in a vehicle's cabin HUAC fan unit.
M.D. Refrigeration run-around heat exchangers would only have (end U-bend) joints outside their casings such that there would be no possibility of refrigerant gas passing through the i.c.
engine or entering the exhaust system that, otherwise, would be liable to result in the exhaust of gases such as phosgene. The only possibility of that occurring momentarily would be in a catastrophic vehicle event, which is a present risk with any vehicle's air-conditioning refrigeration system. And if there was even a pin hole in a refrigeration tube within such run-around heat exchanger's casings it would be discovered when the refrigeration system was pressure tested and or vacuum dehydrated. In any case any pin-hole leak would mostly harmlessly dissipate when the engine wasn't running, and even what small quantitities might become hazardous after experiencing a com- ^ ** bustion event would be diluted with combustion gases and be * * * * * rapidly dissipated by an exhaust system designed to harmlessly * dissipate carbon monoxide. Alternatively the water of a runaround water-to-gas heat exchange system could be refrigerated.
And if a run-around refrigerated heat exchange system were used * * *.. * it may be possible to-cool tail-pipe exhaust gas temperatures * to less than ambient temperature, but no lower than sub-zero, **** otherwise condensed exhaust gas water vapour droplets would freeze in tail-pipes and, in due course, throttle the flow of * 35 exhaust gases (in any case, tail pipes should be insulated to * * obviate such freeze-up when ambients are sub-zero).
* In summary, this is an invention for eco-boosted and ecothrottled normally aspirated i.c.engines having one (1), or more, adiabatic engines in their exhaust systems in which there are means for varying the shaft power output of said exhaust adiabatic engines comprising of heat exchanging means in the i.c.engine's air intake system, heat exchanging means in the i.c.engine's exhaust system, downstream of the said adiabatic engines, fluid flowing means connecting said heat exchangers to each other, means for circulating fluid through the said * heat exchanger connecting means, means for varying the heat exchanging capacities of the said heat exchangers and means for for actuating such said heat exchanger capacity varying means connected to control means connected to means for sensing con-ditions in the i.c.engine's intake system, or means for sensing i.c.engine combustion chamber operating conditions, or means for sensing the i.c.engine's exhaust condition, or one (1), or more, of such such aforesaid sensing means.
The invention will now be described solely by way of typical examples, and with reference to the accompanying schematic drawings in which: Figure 1 shows an eco-boosted i.c.engine with a re-heating heat exchanger in its cylinders' air intake connected via pumped run-around pipework to a heat re-claiming heat exchanger in its exhausts' tail-pipe.
Figure 2 shows an eco-throttled normally aspirated i.c.engine with a run-around refrigeration system with a pre- heating condenser in its air intake, connected via re-frigeration pipework, to a heat re-claiming refrigerant evaporator in its exhausts' tail-pipe.
In Figure 1, engine lis eco-boost's main parts are turbocharger 2 (c/w pre-rotating and de-rotating volutes), intercooler 3, supercharger 4, throttle controlled motor-generator (M-B) 5 and M-6 6 (which is electrically connected to M-6 5 and mechanically connected to engine 1). Intake charge air re-heat exchanger 7 is connected via flow and return run-around pipework 8 to circulating pump 9 and exhaust gas cooling heat exchanger 10. Cylinder air intake temperature sensor 11, via electronic control unit 12, varies the speed of pump 99s drive motor 13 to maintain a minimum engine cylinder air intake temperature, which can be overridden by exhaust temperature sensor 14 if it senses high exhaust temperatures by reducing the speed of pump 99s drive motor 13. Such a run-around heat exchanging system * ** * ** * ** could also be connected to, and its controls integrated with, * * an i.c.enginels cooling system and or a vehicle's heating sys-* * tem. *
* ** * In Figure 2, normally aspirated engine 151s eco-throttling's * *** ** parts are Wankel adiabatiC expansion engine 16 c/w throttle * *** controlled bypass 17, throttle controlled M-6 18, and M-6 19 * which is electrically connected to M-S 18 and mechanically * ** connected to engine 15. Refrigeration condenser 20's bottom * * * liquid outlet connects to electronic thermostatic expansion **** * (TEV) which controls the superheat in cold gas outlet from *** evaporator 21 via sensors 22 and 23, connected to its control unit 24. Refrigeration compressor 251s speed is normally con- trolled by inputs from engine intake sensor 26, except when in-hibited by inputs from high limit exhaust temperature sensor 27 or inputs from freeze sensor 28, via electronic control unit 24.
* 45 To minimise intake air and, or, exhaust gas pressure drops, and, therefore, maximise system thermodynamic efficiency, where applicable, any centrifugal compressors or radial inlet turbines should, respectively, be fitted with pre-rotating volutes and de-rotating volutes to minimise intake air and, or, exhaust gas pressure drops to maximise system thermodynamic efficiency. And exhaust systems from the i.c.engine up to, and including, exhaust system heat exchangers should be thermally insulated for maximum heat exchanging thermodynamic efficiency.
Claims (6)
- CLAIMS: 1 1) An internal combustion (i.c.) engine having one (1), or more, adiabatic engines in its exhaust system in which there are means for varying the shaft power output of said exhaust adiabatic engines comprising of heat exchanging means in the i.c.engine's air intake system, heat exchanging means in the i.c.engine's exhaust system downstream of the said adiabatic engines, one (I), or more of them being tube-in-tube heat exchangers, fluid flowing means connecting said heat exchangers to each other, means for circulating fluid through the said heat exchanger connecting means, means for varying the heat ex-changing capacities of the said heat exchangers and means for for actuating such said heat exchanger capacity varying means connected to control means connected to means for sensing conditions in the i.c.engine's intake system, or means for sensing i.c.engine combustion chamber operating conditions, or means for sensing the i.c.engine's exhaust conditions, or one (1), or more, of such such aforesaid sensing means.
- 2) An i.c.engine according to claim 1, in which its connected heat exchangers are connected to another one (1), or more, other heat exchangers having their own control means connected, or otherwise, to claim l's control means. *
- * * * 3) An i.c.engine according to claim I or claim 2, in which, * where the circulated fluid is refrigerant, refrigeration coo- * compressor's can be started before the i.c.engine is running.
- * ** 4) An i.c.engine according to any preceding claim, in which exhaust system tube headers and, or, intake system tube runners are incorporated between the i.c.engine and respective heat exchangers.
- * * * *** * *.* 40 * * ** * * * 5) An i.c.engine according to any preceding claim, in which **** any centrifugal adiabatic compressor is fitted with a pre-ro-* tating volute and, or, any radial inlet adiabatic expander is fitted with a de-rotating volute.
- 6) An i.c.engine according to any preceding claim, in which exhaust systems from the i.c.engine up to, and including exhaust system heat exchangers are thermally insulated.Amendments to the claims have been filed as follows (34111451 I I/ Fin internal combust-a0w it 14. c. ) engitn* hoeing one Dere, adiabatic engines In its exhaust system in which there are means for varying the *haft power of said exhaust adiabatic engine') comprising of moans, in the i.c.engines exhaust system downstream of said adiabatic engines, for exchanging hest be-tween the S.0.enginels exhaust gases and another fluid, means In the i.c.engineS sir intake intro for exchanging heat be..tweet, the af id other fluid and the i.c.engines intake air, conduit fluid flowing means connected to the oforwomid heat Ditellefigors, means for circulating the af id Other fluid through thm aforesaid conduit and heat exchangers, for varying the rate of such heat vac 04, and means for me-Actuating such said heat exchange varying means connected to Control roans connected to means for sensing conditions in the eS i.C.Wegimes air intake system, or means for sensing i.c.engine combustion chamber operating conditions, or ***** for sensing the i.c.enaines exhaust conditions, or more than one 42? of *Oen aforesaid sensing.el An lac-engine according to claim 1, in which its Connected heat exchangers are connected to another one (1), or more, other heat exchangers having their own control means connected to claim l's Control moans, or othor control means, Or both af id control means.3? An i.c.engine according to claim S or claim 2, in which, where the circulated fluid is refrigerant, refrigeration coocOmpressorts Cat be started before the i.c.engine is running.4) An Lciengine according to any preceding claim, in which ex-haust system tube headers and, or, intake system tube runners are incorporated between the 1.c. engine and respective system heat exchangers.5) An i.C.011igihe according to any preceding claim, in which ON-, haust systems from the i.c.engine up to, and including exhaust systam heat exchangers, are thermally iftSUlistrd.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1423291.2A GB2533648A (en) | 2014-12-23 | 2014-12-23 | The ultimate thermodynamically efficient eco-boost, or exhaust eco-throttled engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1423291.2A GB2533648A (en) | 2014-12-23 | 2014-12-23 | The ultimate thermodynamically efficient eco-boost, or exhaust eco-throttled engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB201423291D0 GB201423291D0 (en) | 2015-02-11 |
| GB2533648A true GB2533648A (en) | 2016-06-29 |
Family
ID=52471577
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB1423291.2A Withdrawn GB2533648A (en) | 2014-12-23 | 2014-12-23 | The ultimate thermodynamically efficient eco-boost, or exhaust eco-throttled engine |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2533648A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11384673B2 (en) | 2017-11-03 | 2022-07-12 | Oxford University Innovation Limited | Energy recovery system, vehicle, and method of recovering energy |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1788225A1 (en) * | 2005-11-21 | 2007-05-23 | Ford Global Technologies, LLC | System and method for controlling the charging air flow of an internal combustion engine |
| GB2518015A (en) * | 2013-06-02 | 2015-03-11 | Peter John Bayram | Exhaust turbine throttled normally aspirated and turbocharger throttled turbocharger eco-boost type engines |
-
2014
- 2014-12-23 GB GB1423291.2A patent/GB2533648A/en not_active Withdrawn
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1788225A1 (en) * | 2005-11-21 | 2007-05-23 | Ford Global Technologies, LLC | System and method for controlling the charging air flow of an internal combustion engine |
| GB2518015A (en) * | 2013-06-02 | 2015-03-11 | Peter John Bayram | Exhaust turbine throttled normally aspirated and turbocharger throttled turbocharger eco-boost type engines |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11384673B2 (en) | 2017-11-03 | 2022-07-12 | Oxford University Innovation Limited | Energy recovery system, vehicle, and method of recovering energy |
Also Published As
| Publication number | Publication date |
|---|---|
| GB201423291D0 (en) | 2015-02-11 |
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| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |