WO2016136505A1 - エンジンの起動装置、起動方法、起動装置を備えた船舶 - Google Patents

エンジンの起動装置、起動方法、起動装置を備えた船舶 Download PDF

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Publication number
WO2016136505A1
WO2016136505A1 PCT/JP2016/054166 JP2016054166W WO2016136505A1 WO 2016136505 A1 WO2016136505 A1 WO 2016136505A1 JP 2016054166 W JP2016054166 W JP 2016054166W WO 2016136505 A1 WO2016136505 A1 WO 2016136505A1
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WO
WIPO (PCT)
Prior art keywords
engine
compressor
exhaust
compressed air
starting
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.)
Ceased
Application number
PCT/JP2016/054166
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English (en)
French (fr)
Japanese (ja)
Inventor
白石　啓一
嘉久 小野
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Heavy Industries Ltd
Original Assignee
Mitsubishi Heavy Industries Ltd
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
Application filed by Mitsubishi Heavy Industries Ltd filed Critical Mitsubishi Heavy Industries Ltd
Priority to DK16755252.0T priority Critical patent/DK3263864T3/da
Priority to EP16755252.0A priority patent/EP3263864B1/en
Priority to CN201680009448.7A priority patent/CN107250506B/zh
Priority to KR1020177023371A priority patent/KR101939009B1/ko
Publication of WO2016136505A1 publication Critical patent/WO2016136505A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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
    • F02B37/14—Control of the alternation between or the operation of exhaust drive and other drive of a pump, e.g. dependent on speed
    • 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
    • F02B37/11—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump driven by other drive at starting only
    • 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
    • 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
    • F02B37/16—Control of the pumps by bypassing charging air
    • F02B37/168—Control of the pumps by bypassing charging air into the exhaust conduit
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • 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 an engine starting device, a starting method, and a ship equipped with a starting device suitable for a large marine two-cycle diesel engine or the like.
  • the compressor of the supercharger can be controlled by increasing the rotational speed of the rotor shaft of the supercharger in advance with an electric motor before starting the engine. Driven to generate compressed air, this compressed air can be sent to the scavenging chamber to increase the pressure in the scavenging chamber. In addition, the rotational speed of the compressor can be quickly increased as the engine is started to suppress the generation of exhaust smoke due to a temporary shortage of air.
  • the present invention has been made in view of such circumstances, and enables engine startup with low power consumption while rotating the compressor with an electric motor while preventing surging of the compressor, and at the time of engine startup. It is an object of the present invention to provide an engine starting device, a starting method, and a ship equipped with the starting device capable of reducing the amount of exhaust smoke.
  • the present invention employs the following means.
  • an engine starter is an engine starter provided with an electric exhaust supercharger that urges the rotation of a compressor with an electric motor, and includes a compressed air outlet of the compressor and an exhaust inlet of an exhaust turbine.
  • An activation control unit for closing the bypass valve is an engine starter provided with an electric exhaust supercharger that urges the rotation of a compressor with an electric motor, and includes a compressed air outlet of the compressor and an exhaust inlet of an exhaust turbine.
  • a bypass passage to be connected; a bypass valve that opens and closes the bypass passage; and before the engine is started, the bypass valve is opened, the compressor is rotated by the electric motor, and the timing according to the start of the engine
  • the start control unit opens the bypass valve and rotates the compressor of the electric exhaust supercharger with the electric motor.
  • the air compressed by the compressor flows from the compressed air outlet of the compressor through the bypass passage to the exhaust inlet of the exhaust turbine.
  • compressed air for start-up can be introduced into a combustion cylinder in which the piston is in the expansion stroke position, and the piston can be pushed down to start the engine.
  • the rotation speed of the compressor can be quickly raised at the same time as starting the engine to sufficiently cover the air amount at the time of starting the engine.
  • the start control unit closes the bypass valve at a timing according to the start of the engine.
  • the compressed air generated by the compressor is not supplied to the exhaust turbine, and the entire amount of compressed air is sent to the engine (scavenging chamber) to shift to normal operation.
  • the timing for closing the bypass valve is preferably immediately after starting the two-cycle engine. Thereby, it is possible to reliably prevent the compressor from surging due to the influence of compressed air that cannot flow into the scavenging chamber before the engine is started.
  • the ship which concerns on this invention is equipped with the starting device of one of said engines.
  • the engine when the engine is a uniflow type two-cycle engine, even if the exhaust valve remains closed before the engine is started, it does not cause surging in the compressor and consumes less power.
  • the engine can be started.
  • the pressure in the scavenging chamber can be increased when the engine is started, the combustion state at the time of starting the engine can be improved and the amount of exhaust smoke can be reduced.
  • An engine start method is an engine start method including an electric exhaust supercharger that urges the rotation of a compressor by an electric motor, and the electric exhaust supercharger is operated by the electric motor before the engine is started.
  • a supercharging preparatory step for rotating the compressor of the machine and supplying compressed air discharged from the compressor to the exhaust turbine, an engine starting step for starting the engine, and the compressed air at a timing according to the starting of the engine And a supercharging start step for supplying to the engine side.
  • the compressor is rotated by the electric motor, and the compressed air discharged from the compressor is supplied to the exhaust turbine.
  • the air compressed by the compressor is supplied to the exhaust inlet of the exhaust turbine, and the scavenging chamber is pressurized to the pressure of the compressed air outlet of the compressor.
  • Power is required to rotate the compressor with an electric motor to generate compressed air, but the generated compressed air is supplied to the exhaust turbine, and the exhaust turbine is driven to rotate, and the compressor that is coaxial with the exhaust turbine also rotates. To drive. For this reason, the compressor can be driven with a small force, and the required power of the electric motor can be greatly reduced as compared with the case where compressed air is not supplied to the exhaust turbine.
  • the engine is started in the engine starting step. Since the compressor rotation speed is increased in advance in the supercharging preparation step, in the two-cycle engine, the scavenging chamber pressure is quickly increased simultaneously with the engine starting. It is possible to supply the engine with sufficient combustion air from the scavenging chamber and to start it well.
  • the two-stroke engine can be started by increasing the pressure in the scavenging chamber with less power consumption.
  • the electric auxiliary blower can be made unnecessary.
  • the compressed air generated by the compressor is supplied to the engine side at a timing according to the start of the engine. Thereby, compressed air is sent to an engine (scavenging chamber) and shifts to normal operation.
  • the engine can be started with low power consumption while rotating the compressor with an electric motor while preventing the compressor from surging. This makes it possible to reduce the amount of exhaust smoke when the engine is started.
  • FIG. 1 It is a schematic block diagram of the marine large-sized diesel engine and starting device which show embodiment of this invention. It is a figure which shows the flow of control of a starting device with a flowchart. It is a diagram which shows the relationship between the opening / closing timing of a bypass valve, the rotational speed of a compressor, the pressure of a scavenging chamber, and the air quantity which flows into an engine.
  • FIG. 1 is a schematic configuration diagram of a large marine diesel engine 1 and a starter 2 showing an embodiment of the present invention.
  • the marine large diesel engine 1 (engine) is, for example, a uniflow type two-cycle engine, and includes a plurality of combustion cylinders 4, an exhaust static pressure pipe 5, and a scavenging chamber 6.
  • a crankshaft 8 is pivotally supported below each combustion cylinder 4, a piston 9 inserted into the combustion cylinder 4 is connected to the crankshaft 8 by a connecting rod 10, and the reciprocating motion of the piston 9 in the combustion cylinder 4 is the crankshaft. It is converted into a rotational motion of 8 and becomes the output of the marine large diesel engine 1.
  • a scavenging port 12 communicating with the inside of the scavenging chamber 6 is provided in the vicinity of the lower portion of each combustion cylinder 4, and an exhaust port 13 connected to the exhaust static pressure pipe 5 and an exhaust valve 14 for opening and closing the exhaust port 13 are provided above the respective combustion cylinders 4. And are provided.
  • Each exhaust valve 14 is always urged in the valve closing direction by a valve spring 15 (generally an air spring), and is opened by hydraulic pressure.
  • An electric exhaust supercharger 24 is attached to the large marine diesel engine 1.
  • This electric exhaust supercharger 24 is configured such that an exhaust turbine 25 and a compressor 26 rotate integrally with each other via a rotor shaft 27, and a compressor 26 (rotor shaft) is provided by an electric motor 28 provided at one end of the rotor shaft 27. 27) is energized.
  • the exhaust gas supply pipe 31 extending from the exhaust static pressure pipe 5 is connected to the exhaust inlet of the exhaust turbine 25, and the exhaust gas discharge pipe 32 extends from the exhaust outlet of the exhaust turbine 25.
  • a compressed air pipe 35 extending from the compressed air outlet of the compressor 26 is connected to an air cooler 37 attached to the scavenging chamber 6.
  • bypass passage 44 that connects the compressed air outlet of the compressor 26 and the exhaust inlet of the exhaust turbine 25 is disposed, and a bypass valve 45 is connected to the bypass passage 44.
  • the bypass valve 45 is an open / close valve that opens and closes the bypass passage 44.
  • the bypass passage 44 also communicates with the scavenging chamber 6 via the compressed air pipe 35.
  • the bypass passage 44 may be branched from the compressed air pipe 35 and connected to the exhaust inlet of the exhaust turbine 25.
  • Exhaust gas discharged during the operation of the large marine diesel engine 1 is supplied to the exhaust turbine 25 through the exhaust static pressure pipe 5 and the exhaust gas supply pipe 31, and the exhaust turbine 25 is rotationally driven at a high speed.
  • the exhaust gas that has finished driving the exhaust turbine 25 is discharged from the exhaust gas discharge pipe 32 to the outside.
  • the compressor 26 When the exhaust turbine 25 rotates, the compressor 26 also rotates, the atmosphere is compressed by the compressor 26, this compressed air is supplied from the compressed air pipe 35 to the scavenging chamber 6 through the air cooler 37, and each combustion is performed from the scavenging port 12. It is supplied to the cylinder 4.
  • the air filling rate to each combustion cylinder 4 can be increased and the engine efficiency can be improved.
  • the exhaust turbine 25 can be rotationally driven by the energy of the exhaust gas to operate the compressor 26 as described above.
  • the amount of exhaust gas discharged is small, so that the compressor 26 cannot be operated sufficiently. For this reason, the rotation of the compressor 26 is urged by the electric motor 28 to prevent the air filling rate from being lowered.
  • the starting device 2 provided in the large marine diesel engine 1 includes an activation control unit 48, a bypass passage 44, and a bypass valve 45.
  • the activation control unit 48 is, for example, a control unit (CPU), and sends operation signals A1 and A2 to the electric motor 28 of the electric exhaust supercharger 24 and the bypass valve 45, respectively.
  • FIG. 2 is a flowchart showing the flow of control of the starter 2, and FIG. FIG.
  • This starting method includes a “supercharging preparation step”, an “engine starting step”, and a “supercharging start step”.
  • an engine start command is issued (step S1 in FIG. 2, point A in FIG. 3), and in response to this, the start control unit 48 opens the bypass valve 45 (step S2), and the electric motor 28 is turned on. Operate (step S3). Steps S2 and S3 are “supercharging preparation steps”. As a result, the compressor 26 starts rotating at a constant rotational speed N1.
  • the timing for opening the bypass valve 45 and the timing for operating the electric motor 28 may be in a stage before point A in FIG. 3. However, the operation of the electric motor 28 before the opening of the bypass valve 45 is performed by the compressor 26. This is not preferable because the compressed air is sent to the scavenging chamber 6 and the compressor 26 is surging as described above.
  • the air compressed by the compressor 26 driven by the electric motor 28 flows from the compressed air outlet of the compressor 26 to the exhaust inlet of the exhaust turbine 25 through the bypass passage 44. Since the compressed air outlet of the compressor 26 communicates with the scavenging chamber 6, the pressure of the compressed air discharged from the compressor 26 is also applied to the scavenging chamber 6, and the pressure of the scavenging chamber 6 is changed from atmospheric pressure to P1 shown in FIG. To rise.
  • step S4 the marine large diesel engine 1 is started (step S4 in FIG. 2, point B in FIG. 3).
  • the start-up compressed air is introduced into the combustion cylinder 4 and the piston 9 is pushed down to start the engine.
  • This step S4 is an engine starting step.
  • the exhaust turbine 25 When the large marine diesel engine 1 is started, the exhaust turbine 25 is rotationally driven by both the energy of the exhaust gas discharged from each combustion cylinder 4 and the driving force of the electric motor 28, so the rotational speed of the compressor 26 is N1. As a result, the air is increased from N1 to N2, and accordingly, a large amount of air is supercharged in the scavenging chamber 6, and the scavenging chamber pressure is increased from P1 to P2. Further, the intake air amount of the large marine diesel engine 1 increases from 0 to V1.
  • the bypass valve 45 is closed at a timing corresponding to the start of the marine large diesel engine 1 (step S5 in FIG. 2, point C in FIG. 3).
  • step S5 the compressed air generated by the compressor 26 is not supplied to the exhaust turbine 25, and the entire amount of the compressed air is sent to the scavenging chamber 6 to shift to the normal operation by the electric exhaust supercharger 24. .
  • this step S5 becomes a supercharging start step.
  • the rotational speed of the compressor 26 is reduced to an intermediate value between N2 and N1 when the bypass valve 45 is closed and the compressed air of the compressor 26 is not supplied to the exhaust turbine 25.
  • the pressure of the scavenging chamber 6 rises from P2 to P3 when the entire amount of compressed air generated by the compressor 26 is sent to the scavenging chamber 6 as described above, and the intake air amount of the marine large diesel engine 1 is V1. From V2 to V2 and normal operation is started.
  • the timing (point C) for closing the bypass valve 45 is immediately after the start timing (point B) of the large marine diesel engine 1.
  • the bypass valve 45 is closed several seconds after the start-up compressed air is supplied to the combustion cylinder 4 from the start-up air input device to start the engine. Thereby, it is possible to reliably prevent the compressor 26 from surging due to the influence of compressed air that cannot flow into the scavenging chamber 6 before the engine is started.
  • the compressor is driven by the electric motor 28 while preventing the surging of the compressor 26 in the electric exhaust supercharger 24. While rotating the engine 26, the engine can be started with low power consumption, and the amount of exhaust smoke when the engine is started can be reduced.
  • the present invention is not limited to the configuration of the above-described embodiment, and can be appropriately modified or improved within the scope not departing from the gist of the present invention. It shall be included in the scope of rights of the invention.
  • the present invention is applied to a large marine diesel engine mounted as a main engine of a marine vessel.
  • the present invention can be applied not only to marine engines but also to engines for other uses.
  • the present invention can be applied not only to a two-cycle engine but also to a four-cycle engine.

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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)
PCT/JP2016/054166 2015-02-27 2016-02-12 エンジンの起動装置、起動方法、起動装置を備えた船舶 Ceased WO2016136505A1 (ja)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DK16755252.0T DK3263864T3 (da) 2015-02-27 2016-02-12 Motorstartindretning, startfremgangsmåde og skib udstyret med startindretning
EP16755252.0A EP3263864B1 (en) 2015-02-27 2016-02-12 Engine start-up device, start-up method, and ship equipped with start-up device
CN201680009448.7A CN107250506B (zh) 2015-02-27 2016-02-12 发动机的启动装置、启动方法、具备启动装置的船舶
KR1020177023371A KR101939009B1 (ko) 2015-02-27 2016-02-12 엔진의 기동 장치, 기동 방법, 기동 장치를 구비한 선박

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2015-038284 2015-02-27
JP2015038284A JP6104964B2 (ja) 2015-02-27 2015-02-27 エンジンの起動装置、起動方法、起動装置を備えた船舶

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Publication Number Publication Date
WO2016136505A1 true WO2016136505A1 (ja) 2016-09-01

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PCT/JP2016/054166 Ceased WO2016136505A1 (ja) 2015-02-27 2016-02-12 エンジンの起動装置、起動方法、起動装置を備えた船舶

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EP (1) EP3263864B1 (enExample)
JP (1) JP6104964B2 (enExample)
KR (1) KR101939009B1 (enExample)
CN (1) CN107250506B (enExample)
DK (1) DK3263864T3 (enExample)
WO (1) WO2016136505A1 (enExample)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6881225B2 (ja) * 2017-10-20 2021-06-02 トヨタ自動車株式会社 燃料電池システムおよび燃料電池システムの制御方法
JP7201345B2 (ja) * 2018-06-25 2023-01-10 株式会社ジャパンエンジンコーポレーション 舶用内燃機関

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US2585029A (en) * 1947-10-23 1952-02-12 Nettel Frederick Self-powered turbosupercharger starter system for internalcombustion engines
JPH06323152A (ja) * 1993-05-11 1994-11-22 Mazda Motor Corp エンジンの過給装置
JP2004340122A (ja) * 2003-04-24 2004-12-02 Toyota Motor Corp 電動機付過給機を有する内燃機関の制御装置
WO2013124532A1 (en) * 2012-02-24 2013-08-29 Wärtsilä Finland Oy Method for operating internal combustion engine

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GB1292955A (en) * 1968-11-11 1972-10-18 Plessey Co Ltd Improvements in or relating to the starting of diesel engines
EP0369189A1 (de) * 1988-11-02 1990-05-23 Volkswagen Aktiengesellschaft Antriebssystem für Fahrzeuge, insbesondere Personenkraftfahrzeuge
DE4002081C2 (de) * 1990-01-25 1995-03-09 Opel Adam Ag Verfahren zum Steuern eines Bypasses eines Turboladers sowie Diesel-Brennkraftmaschine zur Durchführung dieses Verfahrens
US5560208A (en) * 1995-07-28 1996-10-01 Halimi; Edward M. Motor-assisted variable geometry turbocharging system
US6938420B2 (en) * 2002-08-20 2005-09-06 Nissan Motor Co., Ltd. Supercharger for internal combustion engine
JP2006144583A (ja) * 2004-11-17 2006-06-08 Denso Corp 内燃機関の制御装置
GB2442794B (en) * 2006-10-11 2011-05-18 Bentley Motors Ltd An internal combustion engine having a turbocharger
US8602721B2 (en) * 2009-12-02 2013-12-10 Wartsila Finland Oy Method of operating turbocharged piston engine
JP5761379B2 (ja) * 2012-01-11 2015-08-12 トヨタ自動車株式会社 内燃機関の制御装置
DE102012012160A1 (de) * 2012-06-19 2014-01-02 GM Global Technology Operations, LLC (n.d. Ges. d. Staates Delaware) Betätigungseinrichtung für ein Bypassventil eines Turboladers
JP2014206127A (ja) * 2013-04-15 2014-10-30 本田技研工業株式会社 ユニフロー式２サイクルエンジン
JP6323152B2 (ja) * 2014-05-09 2018-05-16 三菱電機株式会社 画像処理装置、画像表示装置、画像処理方法及びコンピュータプログラム

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US2585029A (en) * 1947-10-23 1952-02-12 Nettel Frederick Self-powered turbosupercharger starter system for internalcombustion engines
JPH06323152A (ja) * 1993-05-11 1994-11-22 Mazda Motor Corp エンジンの過給装置
JP2004340122A (ja) * 2003-04-24 2004-12-02 Toyota Motor Corp 電動機付過給機を有する内燃機関の制御装置
WO2013124532A1 (en) * 2012-02-24 2013-08-29 Wärtsilä Finland Oy Method for operating internal combustion engine

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See also references of EP3263864A4 *

Also Published As

Publication number Publication date
CN107250506B (zh) 2020-01-24
EP3263864B1 (en) 2019-03-27
JP2016160787A (ja) 2016-09-05
CN107250506A (zh) 2017-10-13
EP3263864A4 (en) 2018-01-03
JP6104964B2 (ja) 2017-03-29
KR101939009B1 (ko) 2019-01-15
KR20170102564A (ko) 2017-09-11
DK3263864T3 (da) 2019-05-06
EP3263864A1 (en) 2018-01-03

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