US3874166A - Method of and apparatus for reducing harmful emissions from internal combustion engines - Google Patents

Method of and apparatus for reducing harmful emissions from internal combustion engines Download PDF

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US3874166A
US3874166A US419275A US41927573A US3874166A US 3874166 A US3874166 A US 3874166A US 419275 A US419275 A US 419275A US 41927573 A US41927573 A US 41927573A US 3874166 A US3874166 A US 3874166A
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air
gas
pressure
rotor
recirculation
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US419275A
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Hubert Kirchhofer
Josef Perevuznik
Alfred Wunsch
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04F—PUMPING OF FLUID BY DIRECT CONTACT OF ANOTHER FLUID OR BY USING INERTIA OF FLUID TO BE PUMPED; SIPHONS
    • F04F13/00—Pressure exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/42—Engines with pumps other than of reciprocating-piston type with driven apparatus for immediate conversion of combustion gas pressure into pressure of fresh charge, e.g. with cell-type pressure exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/40—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with timing means in the recirculation passage, e.g. cyclically operating valves or regenerators; with arrangements involving pressure pulsations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder

Definitions

  • ABSTRACT Combustion air for an internal combustion engine is compressed in a dynamic pressure-wave machine by utilization of heat remaining in the engine exhaust gases.
  • a reduction in harmful emissions from the engine is effected within the'rotor of the pressure-wave machine due to a primary recirculation of the exhaust gas into the air at the interface between the exhaust gas and the air, the amount of the recirculation being at its lowest value at full load on the engine and being increased sharply with decreasing load.
  • the change in the amount of exhaust gas being recirculated is made more uniform over the whole load range by means of a secondary recirculation. increasing at full load, and which is brought about by introducing exhaust gas directly into the machine in at least one place at which the cells of the rotor are filled with air by means of a crossover pipe.
  • the present invention concerns a method of reducing harmful emissions from internal combustion engines the combustion air for which is compressed in a gasdynamic pressure-wave machine by utilising energy still contained in the engine exhaust gases, a primary recirculation of exhaust gas into the air taking place in the rotor of the pressure-wave machine at the interface between the exhaust gas and the air, and further concerns apparatus for effecting this method.
  • Exhaust gas recirculation lowers the oxygen content of the combustion air and hence the effective excess air of the intake gases.
  • concentration of the cylinder contents therefore, influence is exerted on the kinetics of the combustion reaction. which in turn influences the combustion procedure and the exhaustgas composition.
  • Reducing the 0 concentration by means of exhaust-gas recirculation means slower combustion, under certain circumstances also accompanied by a lowering of the maximum combustion temperature, on which the speed of reaction in the formation of nitrous oxide to a large degree depends. For this reason, reducing the maximum temperature of combustion is the most appropriate way of decreasing nitrous oxides in the exhaust gases. For the same reason, as regards nitrous oxide emission it is more effective to recirculatc cooled exhaust gas.
  • Another very important aspect of exhaust-gas recirculation is the reduction of the ignition lag, i.e. the time from the commencement of fuel injection until the commencement of combustion. It is due to the higher final compression temperature resulting from the higher fresh gas inlet temperature. Apart from other advantages, e.g. reduction of ignition noise, shortening the ignition lag has the effect of improving combustion, which in turn reduces harmful emissions.
  • the gas-dynamic pressure-wave machine is very well suited to pressure-charging internal combustion engines, and particularly vehicle diesel engines, for which rapid response of the charging device and high charging in the lower and middle speed range are desired. Since in the pressurewave machine exhaust gas and intake air are in direct contact, a certain degree of mixing takes place at the interface between these two gases.
  • the object of the present invention is to reduce emissions of harmful substances from an internal combustion engine pressured-charged by a gas-dynamic pressure-wave machine, particularly in the full-load region, to values below those resulting from primary exhaustgas recirculation, without thus disturbing operation of the engine and as far as possible without forfeiting engine power.
  • Apparatus for effecting this method comprises at least one crossover duct for secondary recirculation from a space filled with exhaust gas to an opening, facing the cells, in one side of the pressure-wave machine.
  • An improvement can be achieved by means of a cooling device in the crossover duct for secondary exhaustgas recirculation.
  • the crossover duct is in the form of a return-flow pipe, the inlet opening of which, viewed in the direction of rotation of the rotor, lies within the first half, preferably immediately after the front edge of the low-pressure gas outlet port, and its outlet opening lies within the second half, preferably immediately before the rear edge of the lowpressure air inlet port.
  • Another version employs a return-flow pipe as the crossover duct which branches off the high-pressure gas inlet and, viewed in the direction of rotation of the rotor, emerges in the web before the high-pressure air outlet port.
  • the crossover duet can be a returnflow pipe which branches off the high-pressure gas inlet and emerges in the compression pocket.
  • a further possibility comprises a connecting pipe as the crossover duct which branches off the highpressure gas inlet and, viewed in the direction of rotation of the rotor, emerges in the web before the highpressure gas inlet port.
  • Such devices can easily be adapted to the motor in question by means of a throttle device in the crossover duct for secondary gas recirculation, and this can be further improved if the flow cross-section of the throttle is adjustable.
  • Recirculated exhaust gas is particularly effective where it is most needed within the operating range of the internal combustion engine to reduce severe harmful emission, namely at high loads and high speeds. Cooling the recirculated gas improves the reduction of harmful substances in the ranges of engine operation with the greatest emission of such substances, and decreases the unavoidable drop in engine output which is caused by the lowering of the combustion air density but can be reduced by suitable cooling.
  • the method described is also superior to comparable methods operating with exhaust-gas tubochargers in that the gas-dynamic pressure-wave machine, which even in its known form exhibits considerable exhaustgas recirculation, is to a large extent insensitive to contamination.
  • the quantity of soot entrained into the pressure-wave machine with the secondary recirculated gas does not therefore impair the performance of the machine, whereas with a turbocompressor the consequences can be very serious. It is practically impossible to operate a turbocompressor for any length of time while introducing exhaust gases containing solid matter on the intake side. With the method described, the contamination problem is restricted to the cooler, but this can be so designed that it can easily be cleaned periodically.
  • FIG. 1 shows a gas-dynamic pressure-wave machine in longitudinal section
  • FIG. 2 is a side section of the housing at line II II of FIG. 1 and viewed in the direction of the arrows;
  • FIG. 3 is the other side section of the housing at line IIIIII in FIG. 1 and viewed in the direction of the arrows;
  • FIG. 4 is a cross-section of the rotor at line IVIV in FIG. 1 and viewed in the direction of the arrows;
  • FIG. 5 is part of a developed projection of a cylindrical section at half the cell height through the rotor and through the adjacent portions of the side sections of the housing with a gas recirculation system according to the invention
  • FIG. 6 is a diagram showing the effect achieved by the invention.
  • FIG. 7 and 8 are alternative versions to FIG. 5;
  • FIG. 1 to 4 show a known construction of a gasdynamic pressure-wave machine.
  • the rotor 1 turns between fixed side sections of the housing, namely air housing 2 and gas housing 3, which are joined by the middle portion 4 of the housing, which encloses the rotor in the manner of a jacket.
  • the high-energy, highpressure gas here the exhaust gas of an internal combustion engine, enters gas housing 3 at 5 and flows through inlet ports 9 into rotor l, where it surrenders part of its energy to the air in the pressure-wave process. It leaves the rotor again as low-pressure gas through outlet ports 10 in gas housing 3, and flows out of the gas housing at 6, e.g. towards the exhaust pipe.
  • Air normally at atmospheric pressure termed lowpressure air
  • a compression pocket 13, for pre-compressing the air can be provided in the side of the air housing 2 facing the rotor before the high-pressure air outlet port 12, when viewed in the direction of rotation of the rotor.
  • the rotor l is overhung in air housing 2, is driven at 8 and in that portion in which the pressure-wave process takes place comprises hub 14 and shroud 15 between which cell walls 16 extend radially, enclosing cells 17 which are open in the directions of the air housing and gas housing. Since there are two inlet and outlet ports each in the air housing and gas housing, as can be seen in FIGS. 2 and 3, the rotor passes through the gas-dynamic cycle twice per revolution.
  • FIG. 5 shows a developed projection of approximately half the rotor and of the adjacent parts of the side sections of the housing.
  • the high-pressure gas entering at 5 only partially fills the cells 17, the direction of movement of which is indicated by the arrow 20, since a residue of air remains in the cells.
  • the hatched area 21 is the space filled with engine exhaust gas, and the ideal interface between gas and air is denoted 22.
  • 18 designates the high-pressure air outlet.
  • the pressure-wave process taking place in the rotor is indicated by the sequence of lines 23.
  • the circumstances illustrated in FIG. 5 relate to full engine load. If the mixing zone of gas and air, as occurs in practice, is separated from the high-pressure air outlet port 12 by a sufficiently wide air buffer zone, exhaust gas cannot leave together with the compressed air. The buffer zone containing gas is completely scavenged in the low-pressure section so that in the following cycle impurities cannot be carried into the engine with the charge air. It can be seen that the interface 22 leaves the cells well before the end of the low-pressure gas outlet port 10. The cells are then purged with fresh air. This configuration of the pressure-wave machine is necessary in order to avoid excessive under-scavenging at very low engine load. When over-scavenging at full load is 30 percent, under-scavenging at no-load is of the same order of magnitude.
  • the proportion of primary recirculated exhaust gas over the whole load range is determined by selecting one point. If the design chosen is such that at full load 5 to per cent by volume of exhaust gas is recirculated, the quantity recirculated at no-load can become so great that the engine no longer runs stably.
  • Curve A of FIG. 6, shows the quantity of primary recirculated exhaust gas at rated engine speed with a pressure-wave machine of the usual construction, plotted as degree of recirculation R, in per cent volume against mean effective piston pressure p,,,,., where 100 P corresponds to the piston pressure at full load. It can been seen from this diagram that at full load the quantity of recirculated exhaust gas is very small, but rises sharply with decreasing load, corresponding to decreasing p,,,,..
  • a crossover duct which joins a space filled with engine exhaust gas to an opening facing the cells in one of the two end sections of the pressure-wave machine, is used to introduce a secondary flow of exhaust gas direct into the pressurewave process at a place where the cells of the rotor are filled with air.
  • the crossover duct comprises return-flow pipe 24. It begins in the low-pressure gas outlet port 10 immediately after its leading edge 27 when viewed in the direction of rotation of the rotor, its inlet 25 faces the cells of the rotor and it ends in the low-pressure air inlet port 11 immediately before its rear edge 28, the outlet 26 of the return-flow pipe also facing the cells.
  • a throttle valve 29 At some arbitrary point along the return-flow pipe 24 is a throttle valve 29, and before it, viewed in the flow direction, is the exhaust-gas cooler 30.
  • the scavenging process ends as soon as the cells reach the end of the low-pressure gas outlet port 10.
  • the gas flowing out of the return'flow pipe 24 into the rotor has no opportunity to flow straight out again through outlet port 10, but takes part in the next pressure-wave cycle, whereupon it. is compressed together with the air flowing in through low-pressure air inlet port 11, is expelled through the next high-pressure air outlet port 12 and passed to the engine.
  • This secondary recirculation of exhaust gas is not simply superimposed on the primary recirculation, but has the effect of influencing and changing the whole pressure-wave process in such a way that the sum of primary and secondary recirculated gas flows corresponds to curve B in FIG. 6.
  • the degree of recirculation can be raised to 10 percent by volume at full load, without causing a corresponding increase at partial load as well.
  • Curve B is flatter than curve A over the whole load range, and in this example even shows smaller values at low partial loads than does curve A, which represents primary recirculation alone.
  • curve B is by its nature subject to certain variations, depending on the point at which the secondary recirculated exhaust gas is introduced into the pressure-wave process (see the examples described below) and how the process is arranged.
  • a criterion, however, is that the exhaust gas is introduced at a point where the cells of the rotor are filled with air.
  • the configuration shown in FIG. 5, for example, can be varied in that the inlet 25 of the return-flow pipe 24 is located within the first half of the low-pressure gas outlet port 10 and its outlet 26 lies within the second half of the low-pressure air inlet port 11.
  • return-flow pipe 24 depends on the required degree of recirculation, while account must also be taken of the available pressure drop. A simplification is achieved by fitting a throttle device so that the pipe cross-section does not have to be matched to each individual case. By providing the throttle with a variable flow cross-section, better optimisation is possible and fine adjustment of the secondary recirculated gas flow is made easier. It is of course also possible to regulate the flow cross-section in relation to duty point, for example, in which case curve B of FIG. 6 could be made even more uniform, if this is desired.
  • the recirculated exhaust gas is cooled in cooler 30 before being introduced into the pressure-wave process. In this way excessive density loss of the compressed air due to heating of the low-pressure air intake is avoided, and the flow rate of this secondary recirculated gas can be influenced. Cooling the recirculated gas, however, also further reduces the emission of nitrous oxides, as has already been mentioned. But the exhaust-gas cooler 30 cannot replace cooling of the entire high-pressure air on its way to the engine. This cooling is well known in connection with turbocharging, and is particularly effective when pressurecharging with a pressure-wave machine.
  • FIG. 7 An example with recirculation of high-pressure gas is shown in FIG. 7.
  • Exhaust gas coming from the engine is bled off supply duct 32 and fed to the air housing 2 by way of return-flow pipe 31.
  • the return-flow pipe ends in the compression pocket 13, from where the gas is introduced into the pressure-wave process.
  • the compression pocket is incorporated in the web 33 before the high-pressure air outlet port 12, when viewed in the direction of rotation of the rotor.
  • the throttling device consists of an interchangeable holed diaphragm 34 located in the return-flow pipe at its junction with the supply duct 32.
  • the action of the compression pocket is dependent on speed. At high speeds the pocket has no influence on the pressure-wave process, while at low speeds it has the effect of pre-compressing the ingested fresh air. Throughout the whole speed range, however, the pressure relationships are such that at full load the pressure drop from the high-pressure gas supply duct 32 to the compression pocket is greater than at partial load so that a correspondingly larger quantity of exhaust gas is recirculated at full load.
  • the return-flow pipe 31 then terminates in web 33, with its opening facing the cells of the rotor.
  • FIG. 8 An example of high-pressure gas recirculation with the inlet flow on the gas side is shown in FIG. 8.
  • the connecting pipe 35 contained within gas housing 3 branches from the high-pressure gas supply duct 32 and terminated in web 36 before the high-pressure gas inlet port 9, when viewed in the direction of rotation of the rotor, i.e. once again at a point where the cells of the rotor are filled with air.
  • This advance inlet flow not only influences the pressure-wave process, but at the same time also displaces the mixing zone further towards the air side.
  • the result is that principally at full load, and especially at high speeds, part of the mixing zone discharges with the compressed air into the highpressure air outlet port 12.
  • the effect can be intensified in the termination of the connecting pipe 35 is fitted with a nozzle 37, which also replaces the throttle.
  • the crossover duct is so arranged that a pressure difference exists between its inlet and outlet. It is also possible in principle to include a means of propelling the gas in order to raise the flow velocity of the recirculating gas if the pressure difference is small, or even to overcome a negative pressure difference, but this would make the whole apparatus more complicated and, moreover, requires additional energy.
  • Also included in the invention is the possibility of providing in a given case a number of crossover ducts in parallel, or one or more for each pressure-wave cycle. Furthermore, the various possibilities can be combined.
  • the improvement which comprises the step of introducing exhaust gas directly into the machine in at least one place at which the cells of the rotor are filled with air thereby effecting a secondary recirculation of the exhaust gas which increases at full load and which serves to render recirculation of the exhaust gas more uniform over the whole load range.
  • Apparatus for providing combustion air for an internal combustion engine comprising a gas-dynamic pressure-wave machine in which the air is compressed by utilization of heat still contained in the exhaust gases from the engine, harmful emissions from the engine being reduced as a result of primary recirculation of exhaust gas into the air at the interface between the exhaust gas and the air in the celled rotor of the machine, said gas recirculation being at its lowest value at full load and increasing sharply with decreasing load, and means for rendering said recirculation of exhaust gas more uniform over the whole load range of the engine comprising a crossover duct for effecting secondary exhaust-gas recirculation extending from a space filled with exhaust gas to an opening facing air filled cells in the rotor in one side of the machine.
  • said crossover duct is constituted by a return-flow pipe, the inlet opening of which as viewed in the rotational direction of the rotor lies within the first half of the low-pressure gas outlet port from the rotor and the outlet opening of which lies within the second half of the low-pressure air inlet port to the rotor.
  • said crossover duct is constituted by a return-flow pipe which branches off the high-pressure gas inlet pipe and which viewed in the rotational direction of the rotor emerges in a web located before the high-pressure air outlet port.
  • said pressure-wave machine includes a compression pocket located adjacent one end of the rotor and wherein said crossover duct is constituted by a return-flow pipe which branches off the high-pressure gas inlet duct and emerges in said compression pocket.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Supercharger (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
US419275A 1972-11-29 1973-11-27 Method of and apparatus for reducing harmful emissions from internal combustion engines Expired - Lifetime US3874166A (en)

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CH1737372A CH552135A (de) 1972-11-29 1972-11-29 Verfahren zur verminderung der schadstoffemission von verbrennungsmotoren und einrichtung zur durchfuehrung des verfahrens.

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US (1) US3874166A (enrdf_load_stackoverflow)
JP (1) JPS5344685B2 (enrdf_load_stackoverflow)
AT (1) AT336344B (enrdf_load_stackoverflow)
BE (1) BE807847A (enrdf_load_stackoverflow)
CA (1) CA988382A (enrdf_load_stackoverflow)
CH (1) CH552135A (enrdf_load_stackoverflow)
DE (1) DE2315634C3 (enrdf_load_stackoverflow)
DK (1) DK139764B (enrdf_load_stackoverflow)
FR (1) FR2215092A5 (enrdf_load_stackoverflow)
GB (1) GB1455269A (enrdf_load_stackoverflow)
IT (1) IT1003250B (enrdf_load_stackoverflow)
NL (1) NL166310C (enrdf_load_stackoverflow)

Cited By (14)

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US4517950A (en) * 1982-06-02 1985-05-21 Bbc Brown, Boveri & Company, Limited Method and device for controlling the recirculation of exhaust gas in a pressure wave supercharger for an internal combustion engine
US4702218A (en) * 1984-07-24 1987-10-27 Mazda Motor Corporation Engine intake system having a pressure wave supercharger
US4744213A (en) * 1983-11-30 1988-05-17 Bbc Brown, Boveri & Company, Limited Pressure-wave machine
US4808082A (en) * 1986-10-29 1989-02-28 Bbc Brown Boveri Ag Pressure wave supercharger
US5274994A (en) * 1992-02-17 1994-01-04 Asea Brown Boveri Ltd. Pressure wave machine with integrated combustion
US5894719A (en) * 1997-04-18 1999-04-20 The United States Of America, As Represented By The Administrator Of The National Aeronautics And Space Administration Method and apparatus for cold gas reinjection in through-flow and reverse-flow wave rotors
US6055965A (en) * 1997-07-08 2000-05-02 Caterpillar Inc. Control system for exhaust gas recirculation system in an internal combustion engine
US6158422A (en) * 1995-11-30 2000-12-12 Blank; Otto Supercharging arrangement for the charge air of an internal combustion engine
EP1728988A1 (fr) * 2005-06-01 2006-12-06 Renault SAS Système et procédé d'alimentation d'un moteur
WO2007010301A1 (en) * 2005-07-19 2007-01-25 Ma Thomas Tsoi Hei Egr dispensing system in ic engine
US20130133330A1 (en) * 2011-11-28 2013-05-30 Walter R. Laster DEVICE TO LOWER NOx IN A GAS TURBINE ENGINE COMBUSTION SYSTEM
US20210254636A1 (en) * 2020-02-13 2021-08-19 Isobaric Strategies Inc. Pressure exchanger for hydraulic fracking
US12085094B2 (en) 2020-02-12 2024-09-10 Isobaric Strategies Inc. Pressure exchanger with flow divider in rotor duct
US12247588B2 (en) 2020-02-12 2025-03-11 Isobaric Strategies Inc. Pressure exchanger for gas processing

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CH610987A5 (enrdf_load_stackoverflow) * 1975-08-29 1979-05-15 Bbc Brown Boveri & Cie
DE2948859A1 (de) * 1979-10-25 1981-05-07 BBC AG Brown, Boveri & Cie., Baden, Aargau Mittels einer gasdynamischen druckwellenmaschine aufgeladene brennkraftmaschine
ATE19676T1 (de) * 1981-08-11 1986-05-15 Bbc Brown Boveri & Cie Aufgeladene brennkraftmaschine mit abgaspartikelfilter.
JPS61115858A (ja) * 1984-11-12 1986-06-03 大山　義夫 加工飯米の袋詰め方法
DE3628037A1 (de) * 1986-08-19 1988-02-25 Gerhard Haubenwallner Verbrennungskraftmaschine
JPS63197877U (enrdf_load_stackoverflow) * 1988-05-25 1988-12-20
JPH02131886U (enrdf_load_stackoverflow) * 1989-04-03 1990-11-01
RU2184860C1 (ru) * 2001-02-14 2002-07-10 Арыков Эдуард Александрович Способ подготовки свежего заряда в цилиндре двс
GB2455532A (en) * 2007-12-11 2009-06-17 Thomas Tsoi-Hei Ma Rotary gas heat exchanger
DE102010048345A1 (de) * 2010-10-13 2012-04-19 Daimler Ag Druckwellenmaschine, insbesondere Druckwellenlader für eine Verbrennungskraftmaschine sowie Verbrennungskraftmaschine

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US2957304A (en) * 1954-09-28 1960-10-25 Ite Circuit Breaker Ltd Aerodynamic wave machine used as a supercharger for reciprocating engines
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US2848871A (en) * 1952-09-26 1958-08-26 Jendrassik Developments Ltd Low pressure scavenging arrangements of pressure exchangers
US2957304A (en) * 1954-09-28 1960-10-25 Ite Circuit Breaker Ltd Aerodynamic wave machine used as a supercharger for reciprocating engines
US3074620A (en) * 1957-08-29 1963-01-22 Spalding Dudley Brian Pressure exchangers
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Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4517950A (en) * 1982-06-02 1985-05-21 Bbc Brown, Boveri & Company, Limited Method and device for controlling the recirculation of exhaust gas in a pressure wave supercharger for an internal combustion engine
US4744213A (en) * 1983-11-30 1988-05-17 Bbc Brown, Boveri & Company, Limited Pressure-wave machine
US4702218A (en) * 1984-07-24 1987-10-27 Mazda Motor Corporation Engine intake system having a pressure wave supercharger
US4808082A (en) * 1986-10-29 1989-02-28 Bbc Brown Boveri Ag Pressure wave supercharger
US5274994A (en) * 1992-02-17 1994-01-04 Asea Brown Boveri Ltd. Pressure wave machine with integrated combustion
US6158422A (en) * 1995-11-30 2000-12-12 Blank; Otto Supercharging arrangement for the charge air of an internal combustion engine
US5894719A (en) * 1997-04-18 1999-04-20 The United States Of America, As Represented By The Administrator Of The National Aeronautics And Space Administration Method and apparatus for cold gas reinjection in through-flow and reverse-flow wave rotors
US6055965A (en) * 1997-07-08 2000-05-02 Caterpillar Inc. Control system for exhaust gas recirculation system in an internal combustion engine
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Also Published As

Publication number Publication date
DE2315634C3 (de) 1975-07-31
DK139764C (enrdf_load_stackoverflow) 1979-09-17
IT1003250B (it) 1976-06-10
BE807847A (fr) 1974-03-15
DE2315634A1 (de) 1974-07-11
ATA856273A (de) 1976-08-15
JPS50157914A (enrdf_load_stackoverflow) 1975-12-20
GB1455269A (en) 1976-11-10
CA988382A (en) 1976-05-04
CH552135A (de) 1974-07-31
NL166310B (nl) 1981-02-16
JPS5344685B2 (enrdf_load_stackoverflow) 1978-11-30
DK139764B (da) 1979-04-09
NL166310C (nl) 1981-07-15
FR2215092A5 (enrdf_load_stackoverflow) 1974-08-19
DE2315634B2 (de) 1974-12-12
NL7316249A (enrdf_load_stackoverflow) 1974-05-31
AT336344B (de) 1977-04-25

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