WO2015093489A1 - Moteur de type en v et système de production d'énergie - Google Patents

Moteur de type en v et système de production d'énergie Download PDF

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Publication number
WO2015093489A1
WO2015093489A1 PCT/JP2014/083290 JP2014083290W WO2015093489A1 WO 2015093489 A1 WO2015093489 A1 WO 2015093489A1 JP 2014083290 W JP2014083290 W JP 2014083290W WO 2015093489 A1 WO2015093489 A1 WO 2015093489A1
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WO
WIPO (PCT)
Prior art keywords
supercharger
intercooler
type engine
engine
intake air
Prior art date
Application number
PCT/JP2014/083290
Other languages
English (en)
Japanese (ja)
Inventor
雄太 古川
Original Assignee
三菱重工業株式会社
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Filing date
Publication date
Application filed by 三菱重工業株式会社 filed Critical 三菱重工業株式会社
Publication of WO2015093489A1 publication Critical patent/WO2015093489A1/fr

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    • 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
    • F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • F02B63/04—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for electric generators
    • F02B63/042—Rotating electric generators
    • 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
    • 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • 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

  • the present invention relates to a V-type engine and a power generation system, and more particularly to an engine equipped with a supercharging system that performs two-stage supercharging using a turbine.
  • reciprocating engines for example, an in-line engine in which cylinders are arranged in series, or a V-type engine in which cylinders that house adjacent pistons in the crankshaft direction are arranged in a V shape with a predetermined bank angle.
  • a reciprocating engine is equipped with a supercharger that uses exhaust gas called a so-called turbocharger to increase output.
  • This supercharger is provided with an intercooler between the supercharger and the engine in order to reduce the influence caused by the temperature rise of the compressed intake air.
  • Patent Document 1 proposes a technique in which an intercooler is arranged in an inner space (hereinafter referred to as a V valley) of each bank arranged in a V shape in order to suppress an increase in the total length of the engine.
  • the intake manifold is disposed on the upper portion of the intercooler, and the intake air cooled by the intercooler is distributed to each cylinder via the intake manifold. The intake air distributed by these intake manifolds flows into the cylinder from the intercooler side.
  • the V-type engine including the supercharger may perform so-called two-stage supercharging in which intake air is compressed stepwise by two superchargers.
  • the flow resistance between the two superchargers is reduced and the flow between the flow paths is reduced. It is desirable to reduce the temperature drop. For this, it is most realistic to make the piping between the two superchargers as short as possible.
  • the temperature of the intake air compressed by the supercharger upstream of the intake direction is lowered by the intercooler of the first stage and then further compressed by the supercharger of the rear stage of the intake direction. It is possible to compress the intake air.
  • the intake air compressed by the supercharger at the rear stage in the intake direction is cooled by the second stage intercooler and then distributed to each cylinder.
  • two-stage supercharging is performed using a two-stage intercooler, the number of parts increases, piping becomes complicated, and the V-type engine may become large.
  • This invention provides a V-type engine and a power generation system capable of suppressing the increase in size while improving the compression efficiency of intake air by performing two-stage supercharging using a two-stage intercooler.
  • a V-type engine is compressed by an engine body including a pair of banks arranged in a V-shape, a first supercharger that compresses intake air, and the first supercharger.
  • a second supercharger for further compressing the intake air, and a first supercharger disposed between the first supercharger and the second supercharger for cooling the intake air compressed by the first supercharger.
  • the first intercooler is disposed in the V valley between the banks, so that the space of the V valley between the banks can be effectively used.
  • the first intercooler and the first supercharger are connected as compared with the case where both the first intercooler and the second intercooler are arranged.
  • the piping and the piping connecting the first intercooler and the second supercharger can be widely handled.
  • the piping from the second supercharger to each cylinder of the engine body can be shortened.
  • the first supercharger and the second supercharger in the V-type engine according to the first aspect of the present invention are arranged at one end side in the crankshaft direction of the engine body. It may be arranged.
  • the V-type engine of the second aspect of the present invention since the first supercharger and the second supercharger can be arranged close to each other, the second supercharger is changed to the first supercharger.
  • the exhaust line can be shortened. As a result, the flow resistance of the exhaust line can be reduced and the turbine can be driven efficiently.
  • the second supercharger in the V-type engine according to the first aspect or the second aspect of the present invention is disposed outside the engine body in the crankshaft direction.
  • the second intercooler may be disposed below the second supercharger in the height direction of the engine body.
  • the dead space below the second supercharger can be effectively used as the arrangement space for the second intercooler in the height direction of the engine body. As a result, further increase in size can be suppressed as compared with a case where an arrangement space dedicated to the second intercooler is secured.
  • the second supercharger in the V-type engine according to any one of the first to third aspects of the present invention is arranged in the height direction of the engine body. , It may be arranged below the first supercharger.
  • the first supercharger and the second supercharger can be arranged at different positions in the height direction of the engine body. Interference between the piping to one intercooler and the piping from the first intercooler to the second supercharger can be prevented. As a result, the piping can be prevented from becoming complicated.
  • the longitudinal center of the first intercooler in the V-type engine according to any one of the first to fourth aspects of the present invention is the center in the crankshaft direction. You may distribute
  • the first supercharger and the second supercharger can be further separated from the first intercooler. Expansion and contraction of the bending angle and diameter of the pipe between the supercharger and the first intercooler can be made more gradual. As a result, the pressure loss between the first and second superchargers and the first intercooler can be reduced.
  • the bottom surface of the first intercooler in the V-type engine according to any one of the first to fifth aspects of the present invention is disposed inclined with respect to the horizontal plane. Also good.
  • the condensed water due to cooling generated when the compressed intake air flows into the first intercooler from the first compressor can be moved along the slope. As a result, the condensed water generated in the first intercooler can be easily recovered.
  • the power generation system includes the V-type engine according to any one of the first to sixth aspects of the present invention. According to the structure which concerns on the 7th aspect of this invention, it can prevent that the housing etc. which cover a V type engine increase in size while improving the output of a V type engine. As a result, the amount of power generation can be increased and the degree of freedom in arrangement can be improved.
  • V-type engine and the power generation system described above it is possible to suppress the increase in size while improving the compression efficiency of the intake air by performing the two-stage supercharging using the two-stage intercooler.
  • a V-type engine according to an example of this embodiment is a stationary engine constituting a power generation system, and is a multi-cylinder gas engine that is longer in the crankshaft direction than in the width direction.
  • FIG. 1 is a diagram showing a circuit configuration of a supercharging device in the present embodiment.
  • FIG. 2 is a view of the V-type engine according to the embodiment as viewed from the direction of the crankshaft 15.
  • FIG. 3 is a longitudinal sectional view along the crankshaft.
  • the V-type engine 10 includes an engine body 11 and a supercharger 12.
  • the generator 2 is connected to the output shaft 13 of the V-type engine 10.
  • the generator 2 generates power using the driving force of the V-type engine 10.
  • the power generation system 1 in this embodiment is mainly composed of a V-type engine 10 and a generator 2.
  • the engine body 11 includes a pair of banks 14a and 14b arranged in a V shape with a predetermined bank angle.
  • odd-numbered cylinders 16a and even-numbered cylinders 16b are assigned to the banks 14a and 14b in the direction of the crankshaft 15 (the front and back direction in FIG. 2).
  • An oil pan (not shown) is provided at the lower part of the engine body 11.
  • a crankshaft 15 is rotatably supported on the lower part of the engine body 11 above the oil pan.
  • the crankshaft 15 supports the pistons P of the cylinders 16a and 16b via connecting rods Co.
  • FIG. 2 the left bank is referred to as “left bank 14a”, and the right bank is referred to as “right bank 14b”.
  • the odd-numbered cylinders 16a and the even-numbered cylinders 16b are simply referred to as cylinders 16.
  • the supercharger 12 includes a first supercharger 17, a second supercharger 18, a first intercooler 19, and a second intercooler 20.
  • One supercharging device 12 is provided for each of the left bank 14a and the right bank 14b shown in FIG. Since the pair of supercharging devices 12 are arranged symmetrically, only one supercharging device 12 is shown in FIG. 1 for convenience of illustration.
  • the first supercharger 17 includes a compressor 22a and a turbine 23a that are mounted on the same rotation shaft.
  • the second supercharger 18 includes a compressor 22b and a turbine 23b that are mounted on the same rotation shaft.
  • the turbines 23a and 23b of the first supercharger 17 and the second supercharger 18 each convert the pressure of the exhaust discharged from the engine body 11 into rotational energy. More specifically, the exhaust discharged from the engine body 11 is supplied to the turbine 23 b of the second supercharger 18. Next, the exhaust discharged from the turbine 23 b of the second supercharger 18 is supplied to the turbine 23 a of the first supercharger 17.
  • the exhaust discharged from the first supercharger 17 is discharged to the outside after being subjected to an exhaust process and the like.
  • the compressor 22a of the first supercharger 17 is driven by a turbine 23a provided on the same rotation shaft as the compressor 22a, and compresses intake air supplied from the outside.
  • the compressor 22b of the second supercharger 18 is driven by each turbine 23b provided on the same rotation shaft as the compressor 22b, and compresses intake air supplied from the outside. More specifically, the intake air supplied from the collective intake pipe 24 (see FIG. 2) is compressed by the compressor 22a of the first supercharger 17.
  • the intake air compressed by the compressor 22a is compressed by the compressor 22b of the second supercharger 18.
  • the intake air compressed by the second supercharger 18 is distributed to each cylinder 16 via the second intercooler 20.
  • the first intercooler 19 cools the intake air compressed by the first supercharger 17 and having risen in temperature.
  • the second intercooler 20 cools the intake air compressed by the second supercharger 18 and having risen in temperature. That is, the first intercooler 19 is provided between the first supercharger 17 and the second supercharger 18 in the direction of intake air flow.
  • the second intercooler 20 is provided between the second supercharger 18 and each cylinder 16 in the direction of intake air flow.
  • the V-type engine 10 includes a collective intake pipe 24.
  • the collective intake pipe 24 extends in the direction of the crankshaft 15.
  • the collective intake pipe 24 is disposed above the left bank 14 a and the right bank 14 b and at substantially the center in the width direction of the engine body 11.
  • a first supercharger 17 for the left bank 14a and a first supercharger 17 for the right bank 14b are arranged on both sides in the width direction of the collective intake pipe 24, respectively.
  • the collective intake pipe 24 and the two first superchargers 17 are arranged at substantially the same position in the height direction.
  • the first supercharger 17 and the second supercharger 18 are arranged on one end side (the left side in FIG. 3) of the engine body 11 in the direction of the crankshaft 15.
  • the first supercharger 17 is disposed on one end side of the engine body 11 above the banks 14a and 14b that slightly overlap the engine body 11 in the direction of the crankshaft 15.
  • the second supercharger 18 is slightly placed on the first supercharger 17 on the outer side in the crankshaft 15 direction of the first supercharger 17 and in the vertical direction so as to be arranged in the immediate vicinity of the first supercharger 17. It is arranged below the overlapping.
  • the second supercharger 18 is arranged obliquely below the first supercharger 17 so as to be aligned with the first supercharger 17.
  • the compressor 22 a of the first supercharger 17 and the turbine 23 b of the second supercharger 18 disposed obliquely below are arranged at positions that overlap vertically when viewed from the direction of the crankshaft 15.
  • the first supercharger 17 and the second supercharger 18 are connected to each other via an intermediate exhaust pipe 25.
  • the intermediate exhaust pipe 25 is curved in the vertical direction so as to connect the outer side of the turbine 23 b of the second supercharger 18 and the lower end of the turbine 23 a of the first supercharger 17.
  • the turbine 23b and the turbine 23a can be connected at the shortest distance.
  • the collective intake pipe 24 is branched and connected to the first supercharger 17 disposed above the left and right banks 14a and 14b on one end side in the direction of the crankshaft 15 of the engine body 11.
  • the collective intake pipe 24 is connected to an air cleaner (not shown).
  • the intake air taken in from the outside via an air cleaner or the like is distributed to the two first superchargers 17 via the collective intake pipe 24.
  • each first supercharger 17 is connected to the first intercooler 19 via a first air duct 26, respectively. More specifically, the compressor 22 a is connected to the first intercooler 19 via a first air duct 26 that extends obliquely downward toward the center in the width direction of the engine body 11.
  • the first intercooler 19 is disposed in the V valley 27 of the engine body 11. As shown in FIG. 3, the first intercooler 19 is arranged such that the longitudinal direction thereof faces the direction of the crankshaft 15. The center position C1 in the longitudinal direction of the first intercooler 19 is disposed on the other end side (right side in FIG. 3) than the center position C2 of the engine body 11 in the direction of the crankshaft 15. The first intercooler 19 is branched and connected to each second supercharger 18 via a second air duct 28 extending toward one end in the direction of the crankshaft 15.
  • the first intercooler 19 is the side where the first supercharger 17 is arranged in the direction of the crankshaft 15 in the V valley 27 which is a space between the left bank 14a and the right bank 14b. It is arranged close to the opposite side.
  • the first supercharger 17 and the first intercooler 19 can be separated as much as possible. Therefore, the bending angle of the first air duct 26 connecting the first supercharger 17 and the first intercooler 19 and the second air duct 28 connecting the second supercharger 18 and the first intercooler 19. And the inclination angle can be made gentle.
  • the second supercharger 18 is disposed below the first supercharger 17, thereby further reducing the bending angle and the inclination angle than the first air duct 26. It is possible.
  • the first intercooler 19 is arranged such that its bottom surface 29 is slightly inclined in any direction with respect to the horizontal plane (not shown). Thereby, the condensed water generated when the intake air compressed by the first supercharger 17 flows into the first intercooler 19 can be moved along the bottom surface 29 by its own weight. Therefore, the condensed water can be easily recovered.
  • the second intercooler 20 is disposed on one end side of the engine body 11 in the direction of the crankshaft 15.
  • the second intercooler 20 is disposed closer to the crankshaft 15 than the second supercharger 18 in the height direction.
  • the second intercooler 20 is disposed directly below the second supercharger 18.
  • the second intercooler 20 extends horizontally so that the longitudinal direction thereof faces the width direction of the engine body 11.
  • the second intercooler 20 is connected to an intake manifold 30 for supplying intake air to each of the left bank 14a and the right bank 14b. Between the second intercooler 20 and the intake manifold 30, a throttle body (not shown) having a throttle valve therein is provided.
  • the intake manifold 30 is routed on the outside of the left bank 14a opposite to the V valley 27 and on the outside of the right bank 14b.
  • the intake manifold 30 extends in the direction in which the cylinders 16 are arranged, that is, in the direction of the crankshaft 15.
  • the intake manifold 30 on the left bank 14a side is branched and connected to each cylinder 16a of the left bank 14a.
  • the intake manifold 30 on the right bank 14b side is branched and connected to each cylinder 16b of the right bank 14b via a branch pipe 30a.
  • the exhaust manifold 31 for each of the left and right banks 14a, 14b is routed at a position above the left bank 14a and the right bank 14b in the height direction and below the collective intake pipe 24.
  • the exhaust manifold 31 extends in the direction of the crankshaft 15.
  • the exhaust manifold 31 on the left bank 14a side is branched and connected to each cylinder 16a of the left bank 14a via a branch pipe 31a.
  • the exhaust manifold 31 on the right bank 14b side is branched and connected to each cylinder 16b of the right bank 14b.
  • each cylinder 16 in this embodiment has shown an example exhausted from the V trough 27 side, it is not restricted to this arrangement
  • the exhaust manifold 31 is connected to the second supercharger 18 provided for each of the left and right banks 14a and 14b. That is, the exhaust manifold 31 for the left bank 14a is connected to the turbine 23b of the second supercharger 18 on the left bank 14a side. The exhaust manifold 31 for the right bank 14b is connected to the turbine 23b of the second supercharger 18 on the right bank 14b side. The exhaust gas flowing into the second superchargers 18 from the exhaust manifold 31 further flows into the turbine 23a of the first supercharger 17 for each of the left and right banks 14a, 14b via the intermediate exhaust pipe 25, and the first supercharger. It is sent to an exhaust treatment device or the like through an exhaust pipe (not shown) connected to the vessel 17.
  • the first intercooler 19 is disposed in the V valley 27 between the left and right banks 14a and 14b, so that the space of the V valley 27 between the left and right banks 14a and 14b is reduced. It can be used effectively.
  • the first intercooler 19 and the second intercooler 20 are arranged by arranging only the first intercooler 19 in the V valley 27 having a sufficient arrangement space, the first intercooler 19 and the first supercharger are arranged.
  • the first air duct 26 that connects the compressor 17 and the second air duct 28 that connects the first intercooler 19 and the second supercharger 18 can be widely arranged.
  • the intake manifold 30 from the second supercharger 18 to each cylinder of the engine body 11 can be shortened.
  • the intake manifold 30 from the second supercharger 18 to each cylinder of the engine body 11 can be shortened.
  • the first intercooler 19 and the second intercooler 20 it is possible to suppress the increase in size of the V-type engine 10 while improving the compression efficiency of the intake air.
  • the intermediate exhaust pipe 25 from the second supercharger 18 to the first supercharger 17 can be shortened.
  • the flow resistance of the intermediate exhaust pipe 25 can be reduced and the turbine can be driven efficiently.
  • the dead space below the second supercharger 18 can be effectively used as the arrangement space for the second intercooler 20. As compared with the above, the effect of suppressing further enlargement can be obtained.
  • the influence of the radiant heat from the exhaust manifold 31 on the second intercooler 20 can be reduced.
  • the intake air temperature cooled by the two intercooler 20 can be further reduced.
  • first supercharger 17 and the second supercharger 18 By disposing the first supercharger 17 and the second supercharger 18 at different positions in the height direction of the engine body 11, a first air duct 26 from the first supercharger 17 to the first intercooler 19, Interference with the second air duct 28 from the first intercooler 19 to the second supercharger 18 can be prevented. As a result, it is possible to prevent the routing route between the first air duct 26 and the second air duct 28 from becoming complicated.
  • the first intercooler 19 By arranging the first intercooler 19 close to the other end side in the direction of the crankshaft 15, the first supercharger 17, the second supercharger 18, and the first intercooler 19 can be further separated.
  • the bending angle and inclination angle of the first air duct 26 and the second air duct 28 between the first supercharger 17 and the second supercharger 18 and the first intercooler 19 can be made gentler. As a result, the pressure loss between the first supercharger 17 and the second supercharger 18 and the first intercooler 19 can be reduced.
  • the housing h (see FIG. 2) that covers the V-type engine 10 while improving the output of the V-type engine 10 is large. Therefore, it is possible to increase the amount of power generation and improve the degree of freedom of arrangement.
  • a heat shield plate may be provided between the exhaust manifold 31 and the first intercooler 19 to block radiant heat from the exhaust manifold 31.
  • a 16-cylinder engine in which eight cylinders 16 are formed in the left bank 14a and the right bank 14b in FIG. 3 has been described as an example, but the number of cylinders is not limited thereto.
  • the stationary V-type engine 10 used for the power generation system 1 has been described as an example.
  • the V-type engine according to the present invention is not limited to a stationary engine used in a power generation system, and may be, for example, a V-type engine for driving a moving body arranged on a moving body.
  • the V-type engine according to the present invention is not limited to a gas engine, and may be, for example, a gasoline engine or a diesel engine.
  • the case where the first intercooler 19 and the second intercooler 20 are air-cooled has been described as an example, but a water-cooled type that performs heat exchange via a refrigerant may be employed.
  • the first supercharger 17 is disposed at substantially the same height as the collective intake pipe 24.
  • the case where the first supercharger 17 is disposed above the left and right banks 14a and 14b has been described.
  • the arrangement of the first supercharger 17 is not limited to the above arrangement.
  • the first supercharger 17 may be arranged at a height position different from that of the collective intake pipe 24. It may be arranged on the side.
  • the bottom surface 29 is inclined with respect to the horizontal plane.
  • the first intercooler 19 may be horizontally arranged without being inclined.
  • the 2nd intercooler 20 of the above-mentioned embodiment was arranged horizontally, when the influence of condensed water cannot be ignored, it may be inclined and arranged like the 1st intercooler 19.
  • V-type engine and the power generation system described above it is possible to suppress the increase in size while improving the compression efficiency of the intake air by performing the two-stage supercharging using the two-stage intercooler.

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

Abstract

L'invention concerne un moteur de type en V comportant : un corps principal de moteur (11) pourvu de deux bancs disposés en V; un premier compresseur (17) qui comprime l'air d'admission; un deuxième compresseur (18) qui comprime de manière supplémentaire l'air comprimé par le premier compresseur (17); un premier refroidisseur intermédiaire (19) qui est disposé entre le premier compresseur (17) et le second compresseur (18), et qui refroidit l'air comprimé par le premier compresseur (17); et un deuxième refroidisseur intermédiaire (20) qui refroidit l'air comprimé par le deuxième compresseur (18). Parmi le premier refroidisseur intermédiaire (19) et le deuxième refroidisseur intermédiaire (20), seul le premier refroidisseur intermédiaire (19) est disposé dans la vallée en V (27) qui s'étend entre les deux bancs (14a).
PCT/JP2014/083290 2013-12-18 2014-12-16 Moteur de type en v et système de production d'énergie WO2015093489A1 (fr)

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JP2013-261729 2013-12-18
JP2013261729A JP2015117632A (ja) 2013-12-18 2013-12-18 Ｖ型エンジン、および、発電システム

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US10422304B2 (en) * 2016-06-08 2019-09-24 Cummins Inc. Inlet diffusers for a two-stage engine charge air system
US10100786B2 (en) * 2016-06-08 2018-10-16 Cummins Inc. Two-stage engine charge air system with branch conduits
CN114962091B (zh) * 2022-06-29 2023-10-27 中国第一汽车股份有限公司 一种v型发动机的换气系统、v型发动机及其控制方法

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