WO2007119072A1 - Compresseur à suralimentation a déplacement positif et vitesse variable avec turborefroidissement d'air de suralimentation réfrigéré - Google Patents

Compresseur à suralimentation a déplacement positif et vitesse variable avec turborefroidissement d'air de suralimentation réfrigéré Download PDF

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Publication number
WO2007119072A1
WO2007119072A1 PCT/GB2007/001445 GB2007001445W WO2007119072A1 WO 2007119072 A1 WO2007119072 A1 WO 2007119072A1 GB 2007001445 W GB2007001445 W GB 2007001445W WO 2007119072 A1 WO2007119072 A1 WO 2007119072A1
Authority
WO
WIPO (PCT)
Prior art keywords
supercharger
air
pressure
boost
intercooler
Prior art date
Application number
PCT/GB2007/001445
Other languages
English (en)
Inventor
Peter John Bayram
Original Assignee
Peter John Bayram
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 claimed from GB0607784A external-priority patent/GB0607784D0/en
Priority claimed from GB0619763A external-priority patent/GB0619763D0/en
Application filed by Peter John Bayram filed Critical Peter John Bayram
Publication of WO2007119072A1 publication Critical patent/WO2007119072A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • 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
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/12—Drives characterised by use of couplings or clutches therein
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0412—Multiple heat exchangers arranged in parallel or in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0418—Layout of the intake air cooling or coolant circuit the intake air cooler having a bypass or multiple flow paths within the heat exchanger to vary the effective heat transfer surface
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0425—Air cooled heat 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0481—Intake air cooling by means others than heat exchangers, e.g. by rotating drum regenerators, cooling by expansion or by electrical means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
    • 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
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0283—Throttle in the form of an expander
    • 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

Definitions

  • This invention relates to turbocharg ⁇ d and intercooled internal combustion engines having a continuously controlled variable ratio transmission connection (CMT) from the engine to a positive displacement air pump ⁇ supercharger) that air-cycle re— frigerates intercooled high turbo boost intake air. It also relates to the use of a CVT supercharger as an engine throttle control device that inputs power to an engine, or a continuously controlled variable speed electric generator/motor.
  • CMT continuously controlled variable ratio transmission connection
  • intercooler heat rejection is further increased at higher ambients, such effect may be limited by the inter- cooler-to-radiator arrangement and cooling thereof ⁇ a possible suitable arrangement is detailed later).
  • a limiting 10 factor may be avoidance of excessive expansion cooling that might otherwise cause manifold freeze-up - although unlikely when an engine is operating at higher r. p. m. and the high turbo boost pressures that necessitate higher pressure reducing expansion cooling, fllso, the supercharger, under certain con- 15 ditions, will cool the charge air to below it's dew point, but such moisture as is condensed would be discharged into the inlet manifold in an aerosol form to additionally cool the manifold and the heat of combustion.
  • the supercharger power output can be transmitted to a battery pack via a fixed belt drive to a variable speed electric generator that, by speed variation, can reverse power transmission by operating as 40 a motor.
  • CUT power transmission can be via an hydraulic, or a mechanical van Doorne/BflF Variomatic, or Nissan CVT belt type drive system.
  • Charge air may, alternatively, be cooled by a ' once—through* 45 watet—to—air intercooler in marine, or static applications.
  • the charge air may be cooled by a direct—expansion ⁇ DX> refrigeration cooling coil (* ⁇ , or by liquid refrigerated by a DX-to-fluid plate type heat exchanger and passed through an intercooler.
  • a direct—expansion ⁇ DX> refrigeration cooling coil (* ⁇ , or by liquid refrigerated by a DX-to-fluid plate type heat exchanger and passed through an intercooler.
  • Such refrigeration is provided by utilising the 50 excess refrigeration capacity that is available from a vehicle's air conditioning tft/C) system when the vehicle is moving at speed (with high ⁇ /C compressor r. p. m. and condenser air flow) to match the onset of turbo boosts possibly alternatively utilising a plate type condenser—to-sub-cool ed engine coolant 55 heat exchanger ( details for sub-cooling follow later).
  • the power and torque band width can be both increased and flattened.
  • Such effect can also be similarly obtained by, or be complemented by, the use of hybrid battery power output at low speeds.
  • a 205 downstream intercooler can also be provided.
  • a supercharger With a CVT drive a supercharger can be variably underdri ven and operated as a throttle device such that manifold vacuum pressure at less than wide-open-throttle (WGT) conditions imparts a 40 force on the rotating elements of the supercharger which is transmitted back into the engine crank.
  • WHT wide-open-throttle
  • Quick throttle response when the supercharger is being underdri ven, can be provided by snapping open a throttle vslve in an internal supercharger bypass.
  • the supercharger 45 requires to be a positive displacement type and, at WOT the supercharger can also be conventionally overdriven to boost the charge pressure, ftt low vacuum pressure, supercharger and CVT losses can be eliminated by opening a throttle valve in an internal bypass and de-clutching the CVT drive, and operating in 50 this normally aspirated mode through to WDT, or until, and if, boost pressure is required. If part of a hybrid power sy&tess battery pow&r could provide for initial 'throttle response*, ft CUT driven supercharger can be used without a turbocharger and used as a throttle control device only that will still engender 55 expansion cooling at less than WOT.
  • a conventional throttle can be used together with a throttle operated CVT driven supercharger to enable additional operating features. For instance, where the acceleration response of a conventional supercharger may wish to be exploited on occasion, 5 the CVT could be locked into whatever over/underdrive ratio that a driver might wish to select, or even select whilst 'on- the—fly' (e. g. to suit ambient conditions), and conventional throttle control instigated - in this way the system would be much more readily tunable and could be operated in either a
  • this valve as a conventional throttle. Due to the significant expansion cooling effect of the charge air at idle, and also due to the reduced combustion heat at this reduced idle r. p. m. , a smaller, lighter and lower drag engine radiator can be used to further improve fuel economy.
  • 35 gine would still not equal the zero pumping losses of a diesel - although still benefitting from being lighter and having exhaust emissions that sre easier to reduce.
  • ftdding variably adjustable expel ler guide blades to a cooling 40 radial turbine improves it's expansion cooling and shaft power outputs when intake airflow is low. fts blade angles are increased, so also will turbocharger pressure be backed-up to thereby maximise the charge air temperature and similarly intercooler heat exchange (without which the cooling turbine 45 would be ineffectual).
  • guide blades can be added to the turbine and guide vanes to the compressor of the turbo- charger to similarly maximise boost at low engine r. p. m.
  • cooling expanders 50 may also be mounted on a common output shaft together with that of the supercharger, or othei— wise connected to the same energy absorbing loads.
  • Figure 1 shows ambient intake air 1 to the centrifugal compressor 2 of a turbocharger.
  • Very high pressure hot charge air 3 from the compressor is cooled by ambient air 5 by air-to-air intercooler 4 - having a relatively small pressure drop.
  • the cooled, but still very high pressure charge air 6 is pressure
  • the supercharger 7 is, effectively, underdriven thereby causing pressure reduction and causing the
  • the required charge air ⁇ pressure is obtained at high r. p. m. by tur- boost pressure relief, and at lower r. p. m. by appropriate ratio gearing of the belt-and-pul ley drive from the engine crank to supercharger drive shaft 9.
  • the turbocharger is powered by the
  • Figure 2 shows a by-pass around the intercooler.
  • Control valve 13 in sequence with control valve 14 provides for control of manifold air temperature via temperature sensor 15 to prevent freeae-up and speed Winter starting warm-up.
  • sensor 15 can also be used to control manifold air temperature by con-
  • Pressure sensor 16 inputs can be integrated with terapei— ature sensor 15 inputs to control manifold charge air density.
  • a laser sensor 17 can alternatively be used to detect frost build up and instigate a de-frost cycle.
  • turbocharging control systems including overrun/wastegate valves, turbocharger exhaust bypass, etc.
  • ft variation is shown in Figure 3 where the output shaft 9 of cooling turbine l ⁇ powers compressor 19 located in the exhaust 55 downstream of turbine 11.
  • the effect of this arrangement is designed to reduce exhaust 10 back pressure on the engine, thus preventing high combustion temperatures whilst still allowing very high turbocharger 11 & 2 boost pressure that, in turn, increases both intercooler 4 cooling and allows increased pressure drop through turbine 18 to further increase charge air cooling, which would further reduce combustion temperatures for 5 the purpose of reducing exhaust emissions and for increased engine longevity-
  • this arrangement would enable an increased pressure reduction ratio through turbine 11, and thus an even higher turbo boost pressure without excessive exhaust back pressure; increasing intercooler 4 and turbine 7 cooling-
  • Figure 4 shows an arrangement for a 'sub-cooling* pre-radiator 20 to which coolant 21 counterflows the airflow 22 for maximum heat exchange efficiency.
  • the 'sub—cooled' coolant 23 provides for the lower coolant temperature requirements of an air-to-
  • the coolant flow 24 to the radiator 25 comprises high temperature coolant from the engine plus lower temperature coolant from an intercooler, or a DX condensers with cooled coolant 26 returning to the engine block, fls
  • coolant 21 temperature to the sub-cooling radiator 20 being cooler than coolant temperature 26 to the engine: requiring that the number of tube rows of the main and sub- cooling radiators be adjusted for.
  • the pipework connnection arrangement may be turned upside down where the flow of coolant
  • a coolant cooled intercooler would be more compact than an air cooled intercooler due to the better heat transfer rate of coolant vs air, and can be flexibly located ⁇ there can be more than one); which together make for easier 'packaging' in an en-
  • Throttle acting CVT driven supercharger at idle vacuum pressure 61 kPa, ambient 55 deg C (328 deg K), supercharger efficiency 60% 35

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)

Abstract

Le refroidissement d'air de suralimentation nécessite une turbocompression augmentée supérieure à la « normale » de telle sorte que le refroidisseur d'air de suralimentation (4) extraie davantage de chaleur de l'air de suralimentation à température accrue. L'air de charge extrêmement refroidi haute pression est ramené à une pression augmentée « normale » et refroidi par dilatation, par un compresseur à suralimentation à déplacement positif (7) transmettant une puissance à la manivelle du moteur; ceci conduit à une suralimentation en air d'admission (8) lorsque la turbo-suralimentation est faible ou nulle. L'intégration d'une commande CMT permet de commander le compresseur à suralimentation comme un papillon (avec/sans turbo) de telle sorte que, que lorsqu'il est sous-entraîné, un vide du collecteur amène le compresseur à suralimentation (7) à émettre une puissance utile «libre » ainsi que de l'air d'admission froid de dilatation (8). Avec une vitesse de ralenti réduite de manière significative dans un environnement de vide maximal, la chaleur de combustion diminue, laquelle, avec un refroidissement par dilatation, réduit la dimension/traînée du radiateur requise; ainsi, davantage d'énergie de turbo-suralimentation adaptée est extraite de la sortie pour produire une augmentation nette de la puissance de sortie utile, ou une économie.
PCT/GB2007/001445 2006-04-19 2007-04-19 Compresseur à suralimentation a déplacement positif et vitesse variable avec turborefroidissement d'air de suralimentation réfrigéré WO2007119072A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
GB0607784.6 2006-04-19
GB0607784A GB0607784D0 (en) 2006-03-09 2006-04-19 Elimination of engine throttle/pumping losses, including boosted intercooling
GB0609563A GB0609563D0 (en) 2006-03-09 2006-05-15 Elimination of engine throttle/pumping losses plus air-cycle refrigerated boosted intercooling
GB0609563.2 2006-05-15
GB0619763A GB0619763D0 (en) 2006-10-06 2006-10-06 Minimisation of engine throttle/pumping losses plus air-cycle refrigerated boosted intercooling
GB0619763.6 2006-10-06

Publications (1)

Publication Number Publication Date
WO2007119072A1 true WO2007119072A1 (fr) 2007-10-25

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PCT/GB2007/001445 WO2007119072A1 (fr) 2006-04-19 2007-04-19 Compresseur à suralimentation a déplacement positif et vitesse variable avec turborefroidissement d'air de suralimentation réfrigéré

Country Status (2)

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GB (1) GB0707545D0 (fr)
WO (1) WO2007119072A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014037605A1 (fr) * 2012-09-10 2014-03-13 Wärtsilä Finland Oy Moteur à combustion interne à piston et procédé de commande d'un moteur à combustion interne à piston
WO2017212280A1 (fr) * 2016-06-09 2017-12-14 University Of Huddersfield Procédé et appareil de régulation d'air de suralimentation
CN108331660A (zh) * 2017-01-19 2018-07-27 福特环球技术公司 用于增压空气冷却器除冰的系统和方法
WO2019195172A1 (fr) * 2018-04-03 2019-10-10 Generac Power Systems, Inc. Système de dérivation de carburant pour moteur à carburant gazeux
CN112389274A (zh) * 2020-11-24 2021-02-23 浙江吉利控股集团有限公司 一种用于车辆的冷却模块及车辆

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3595013A (en) * 1968-02-07 1971-07-27 Saviem Compensated supercharging devices for compression-ignition engines
WO1995008704A1 (fr) * 1993-09-23 1995-03-30 Opcon Autorotor Ab Moteur a combustion interne suralimente
EP1275832A2 (fr) * 2001-07-12 2003-01-15 Bayerische Motoren Werke Aktiengesellschaft Dispositif de suralimentation multi-étagée pour moteur à combustion interne
DE202004004237U1 (de) * 2004-03-17 2004-06-09 Kock, Peter de, Dipl.-Ing. Verbrennungsmotor mit kombinierter Aufladung
EP1462629A1 (fr) * 2003-03-27 2004-09-29 Nissan Motor Co., Ltd. Dispositif de suralimentation pour un moteur à combustion interne

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3595013A (en) * 1968-02-07 1971-07-27 Saviem Compensated supercharging devices for compression-ignition engines
WO1995008704A1 (fr) * 1993-09-23 1995-03-30 Opcon Autorotor Ab Moteur a combustion interne suralimente
EP1275832A2 (fr) * 2001-07-12 2003-01-15 Bayerische Motoren Werke Aktiengesellschaft Dispositif de suralimentation multi-étagée pour moteur à combustion interne
EP1462629A1 (fr) * 2003-03-27 2004-09-29 Nissan Motor Co., Ltd. Dispositif de suralimentation pour un moteur à combustion interne
DE202004004237U1 (de) * 2004-03-17 2004-06-09 Kock, Peter de, Dipl.-Ing. Verbrennungsmotor mit kombinierter Aufladung

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014037605A1 (fr) * 2012-09-10 2014-03-13 Wärtsilä Finland Oy Moteur à combustion interne à piston et procédé de commande d'un moteur à combustion interne à piston
WO2017212280A1 (fr) * 2016-06-09 2017-12-14 University Of Huddersfield Procédé et appareil de régulation d'air de suralimentation
CN108331660A (zh) * 2017-01-19 2018-07-27 福特环球技术公司 用于增压空气冷却器除冰的系统和方法
CN108331660B (zh) * 2017-01-19 2021-11-26 福特环球技术公司 用于增压空气冷却器除冰的系统和方法
WO2019195172A1 (fr) * 2018-04-03 2019-10-10 Generac Power Systems, Inc. Système de dérivation de carburant pour moteur à carburant gazeux
US10883415B2 (en) 2018-04-03 2021-01-05 Generac Power Systems, Inc. Fuel bypass system for gaseous-fueled engine
US11519325B2 (en) 2018-04-03 2022-12-06 Generac Power Systems, Inc. Fuel bypass system for gaseous-fueled engine
US11939906B2 (en) 2018-04-03 2024-03-26 Generac Power Systems, Inc. Fuel bypass system for gaseous-fueled engine
CN112389274A (zh) * 2020-11-24 2021-02-23 浙江吉利控股集团有限公司 一种用于车辆的冷却模块及车辆

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