WO2000026527A1 - Systeme de recirculation des gaz d'echappement pour moteur diesel suralimente - Google Patents

Systeme de recirculation des gaz d'echappement pour moteur diesel suralimente Download PDF

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Publication number
WO2000026527A1
WO2000026527A1 PCT/JP1999/000997 JP9900997W WO0026527A1 WO 2000026527 A1 WO2000026527 A1 WO 2000026527A1 JP 9900997 W JP9900997 W JP 9900997W WO 0026527 A1 WO0026527 A1 WO 0026527A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
diesel engine
exhaust gas
auxiliary power
turbocharger
Prior art date
Application number
PCT/JP1999/000997
Other languages
English (en)
Japanese (ja)
Inventor
Hiroshi Kanesaka
Original Assignee
Kanesaka Gijyutsu Kenkyusho Co., 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 Kanesaka Gijyutsu Kenkyusho Co., Ltd. filed Critical Kanesaka Gijyutsu Kenkyusho Co., Ltd.
Publication of WO2000026527A1 publication Critical patent/WO2000026527A1/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
    • 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
    • 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
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • 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
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
    • 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
    • F02M26/08—EGR systems specially adapted for supercharged engines for engines having two or more intake charge compressors or exhaust gas turbines, e.g. a turbocharger combined with an additional compressor
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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 particularly relates to an exhaust gas recirculation (hereinafter, referred to as EGR) system in a diesel engine having a supercharger.
  • EGR exhaust gas recirculation
  • turbocharged DE turbocharged diesel engine
  • TC turbocharger
  • the inventor of the present invention attached a spark ignition engine (hereinafter referred to as SIE) to the DE in order to enable EGR from the atmosphere side of the compressor C in FIG. ), And a system that removes NOx by a three-way catalyst from the exhaust gas of SIE, which contains almost no corrosive gas and pollutants, and then EGRs it to DE (hybrid EGR system; below) H—called EGR).
  • SIE spark ignition engine
  • the H-EGR revealed that only the SC and DE accessories were driven as the SIE load, and thus the SIE load was small, and thus the intake air volume and exhaust It was found that the gas amount was limited by this load, and the EGR rate (the ratio between the engine intake amount and the EGR gas amount) was low, so that it was impossible to pass the regulation value of the aforementioned 2004 year.
  • the present invention solves the above-mentioned problems, and provides an EGR system that can pass the emission regulations of 2004 and that can maintain a high thermal efficiency while achieving a high EGR rate. It has been devised to provide.
  • a first object of the present invention is to provide an EGR system capable of passing the emission regulations of 2004 and enabling a high EGR rate.
  • the second object of the present invention is to achieve low fuel consumption and high output, and also to increase the amount of air supplied to the engine mainly at the time of low speed and to increase the amount of air supplied to the engine.
  • turbocharger By accelerating the turbocharger, turbocharger is not generated, the performance during steady operation can be exhibited even during rapid acceleration, and mechanical drive supercharging can be performed at startup.
  • the compression pressure and temperature of the engine must be increased to reduce the compression ratio. It is easy to start the specific power engine, which makes it possible to reduce the size, weight, and cost of the engine. E down gin without the sacrifice and child reliability, there is also a child provides an EGR system Ru cormorant low flashes emissions of nO x. Disclosure of the present invention
  • An exhaust gas recirculation system for a supercharged diesel engine includes: a main power diesel engine having a turbocharger; and a sub power engine connected to the main power diesel engine to supply exhaust recirculated gas.
  • the exhaust gas recirculation rate is controlled by adjusting the exhaust gas amount of the auxiliary power engine according to the load of the engine and the intake amount at that time. This will provide an EGR system that is compatible with the 2004 Emission Regulations and enables a high EGR rate.
  • the exhaust gas recirculation system of the supercharged diesel engine includes: a main power diesel engine having a turbocharger having a maximum capacity at a lower speed than a maximum torque rotation speed of the engine; An auxiliary power engine for supplying exhaust gas recirculation gas, and the auxiliary power engine drives a positive displacement turbocharger installed in series with the rechargeable turbocharger.
  • the exhaust gas amount of the auxiliary power engine is adjusted according to the intake air amount at that time, and the exhaust gas recirculation rate is controlled. As a result, it is possible to reduce fuel consumption and output power, and at low speeds, mainly increase the amount of air supplied to the mechanically driven supercharged engine and increase the turbocharger.
  • FIG. 1 is a schematic diagram showing one embodiment of an exhaust gas recirculation system for a supercharged diesel engine according to the present invention
  • FIG. 2 is a schematic diagram showing another embodiment of an exhaust gas recirculation system for a supercharged diesel engine according to the present invention
  • Fig. 3 is an engine speed-pressure ratio diagram illustrating the operation of an engine provided with the exhaust gas recirculation system of the supercharged diesel engine of the present invention
  • Fig. 4 is a diagram of the exhaust gas recirculation system of the supercharged diesel engine of the present invention.
  • FIG. 5 is a schematic explanatory diagram showing a conventional EGR concept in a supercharged diesel engine
  • FIG. 6 is an engine speed graph showing a relationship between a supercharging pressure and a supply air pressure.
  • the pressure diagram, Figure 7 is a comparison of NOX concentrations between hybrid EGR and normal EGR. BEST MODE FOR CARRYING OUT THE INVENTION
  • FIG. 1 shows a first embodiment of the present invention, in which reference numeral 11 denotes a diesel engine (hereinafter, referred to as DE) that generates main power, and an exhaust pipe 12 of the diesel engine is a turbocharger 13 of a turbocharger 13.
  • DE diesel engine
  • the high-pressure exhaust gas in the exhaust pipe 12 is adiabatically expanded in the turbine 13a, and is discharged to the atmosphere of the exhaust pipe 14a.
  • the compressor 13 b driven by the turbine 13 a sucks the air into the suction pipe 15, adiabatically compresses it and sends it to the air supply pipe 16, and is disposed here. After being re-cooled by the supply air cooler 17, it is supplied to the DE 11.
  • Reference numeral 18 denotes a spark ignition engine (SIE), which is attached to the DE 11 and whose power is a type of power transmission mechanism having a constant rotation ratio, that is, power is extracted from the crankshaft 18a. It is transmitted to the large pulley 21 attached to the crankshaft 11a of DEI 1 by the small pulley 19 and the belt 20, and adds torque to DE11.
  • SIE spark ignition engine
  • the SIE 18 is sucked from an intake pipe 25 provided with a throttle valve 24 that rotates by a relay 23 by an actuator 22, and the exhaust is discharged by an EGR pipe 26.
  • the gas is led to the side port 15a of the suction pipe 15 through a three-way catalyst 27 and an EGR cooler 28 disposed in the pipe 26.
  • Reference numeral 29 denotes an electronic controller, which is connected to the fuel injection pump 30 of DEI 1, flow meters 31 and 32 provided on the suction pipe 15 and the suction pipe 25, respectively, and the actuator 22. .
  • the exhaust of DE 11 passes through the exhaust pipe 12 and the turbine 13 a of the turbocharger 13. After being driven, the exhaust pipe 14 is released to the atmosphere, but at this time, the turbine 13a drives the compressor 13b, and the compressor 13b draws the suction pipe 15 After being compressed and injected into the air supply pipe 16 and cooled by the air supply cooler 17, the air is supplied to the DEI 1.
  • SIE 18 not only provides torque to DE 11 but also sucks air from intake pipe 25 to burn stoichiometric air-fuel mixture, and then discharges exhaust gas to EGR pipe 26. After being discharged, the three-way catalyst 27 converts the gas into exhaust gas containing no oxygen, NOx and PM, and then joins the suction pipe 15 via the EGR cooler 28 to perform EGR.
  • the fuel injection amount at that time of DE 11 that is, the average effective pressure (hereinafter referred to as BMEP)
  • BMEP the average effective pressure
  • the intake air volume at DE 11 and SIE 18 was measured and this was The signal is sent to the controller 29, compared with the optimum EGR map for the intake air amount and the fuel injection amount stored in advance and calculated, and a signal is sent to the actuator 22.
  • the opening degree of the throttle valve 24 is adjusted via the lever 23, and the intake air amount of S1E18 is adjusted.
  • the electronic controller 29 includes information on the fuel injection amount from the fuel injection pump and the flow meters 31 1 and 3 2 of the DE 11 and SIE 18 at that time.
  • the EGR rate is determined based on the information on the amount of intake air from the engine, and the opening degree of the throttle pulp 24 is adjusted by instructing the actuator 22 as described above. With this, the amount of EGR gas is adjusted, and the desired NOX value can be obtained while maintaining the desired H-EGR rate.
  • the power generated by the SIE 18 is not recovered to the DE 11 in the form of torque as in the case of FIG. That is, in the case of a commercial vehicle, a planetary gear set 33 is provided between the transmission and tires (both not shown), and the speed of the drive shaft 44 is controlled by the power of the SIE 18 to the crankshaft 1 of the DE 11. The power of the SIE 18 is recovered at a speed higher than the rotation speed of 1a.
  • the SC 34 is driven by the SIE 18 and a two-stage supercharging is performed together with the turbocharger 13. 8—3 5 8 8 4 7 Related to improvement.
  • the exhaust pipe 12 of the DE 11 that generates the main power communicates with the turbine 13a of the turbocharger 13, and the high-pressure exhaust in the exhaust pipe 1 It expands adiabatically in 3a and is released to the atmosphere via the exhaust pipe 14.
  • the compressor 13 b driven by the turbine 13 a draws air from the suction pipe 15 It is aspirated, adiabatically compressed, and pumped into the air supply pipe 16, but the air supply is passed through the air supply cooler 17 interposed in the air supply pipe 16 and the SC 3 4 is driven by the SIE 18 The air is further compressed, re-cooled by an air supply cooler 17 ′ disposed in an air supply pipe 16 ′, and then supplied to a DE 11.
  • the SIE 18 is attached to the DEI 1 and its power is taken out from the crankshaft 18a and connected to the crankshaft 11a of the DEI 1 via a planetary gear unit 33 described later. I have.
  • the SIE 18 is suctioned from the intake pipe 25 provided with the throttle valve 24 rotated by the lever 23 by the actuator 22, and the exhaust is discharged from the EGR pipe 26 by the EGR pipe 26.
  • the gas is led to the side port 15 a of the suction pipe 15 via a three-way catalyst 27 and an EGR cooler 28 disposed therein.
  • the electronic controller 29 includes a fuel injection pump 30 of DE 11, flow meters 31 and 32 provided on the suction pipe 15 and the suction pipe 25, and the actuators 22 and DE 1.
  • 1 and SIE 18 are connected to tachometers 35 and 36 provided on the crankshafts 11a and 18a, respectively.
  • the planetary * car device 33 is fixed to one end of a crankshaft (output shaft) 11 a of the DE 11, and has a disk 37 provided with a large number of pins 37 a on the inside, and the pin 37.
  • a planetary gear (group) 38 rotatably supported by 37a, a sun gear 39 meshing inside the planetary gear (group) 38, and the crankshaft integrated with the sun gear 39.
  • a support plate 40 fitted to 11a, a large gear 41 provided on the outer periphery of the other end of the support plate 40, and a crank shaft 18a of the SIE 18
  • a pinion gear 42 meshing with the gear wheel 41 and an internal gear wheel 43 meshing outside the planetary gear (group) 38.
  • the internal gear 43 is the transmission. It is fixed to the drive shaft 4 connected to 4.
  • the SIE 18 generates power at the end of the crankshaft 18a, draws air from the intake pipe 25, burns a stoichiometric mixture as described above, and then exhausts. Is discharged to the EGR pipe 26, and is combined with the suction pipe 15 through the three-way catalyst 27 and the cooler 28 for £ 0 shaking, thereby performing EGR.
  • the power of the SIE 18 generated at the end of the crankshaft 18 a passes through the large gear 41 from the pinion gear 42, the support plate 40, and the sun gear 39 through the planetary gear (group) 38.
  • the power is transmitted to the drive shaft 44 by rotating the inner gear 43 at a high speed, and the power is recovered.
  • the fuel sensor provided in the fuel injection pump 30 and the flow meters 31 and 32 in the same manner as described above indicate that the current fuel injection amount of the DE 11, that is, BMEP and DE 11, SIE 1
  • the intake air amount at 8 is measured, sent to the electronic controller 29, compared with the optimal EGR map for the intake air amount and the fuel injection amount stored in advance and calculated, and a signal is sent to the actuator 22.
  • the opening degree of the throttle valve 24 is adjusted via the relay 23 and the intake air amount of the SIE 18 is adjusted.
  • the line 18 is increased by increasing the pressure by 1.5 times with SC34.
  • the flow rate can be set to a certain time. In other words, it means that the rotation speed of SC34 or SIE18, whose flow rate is proportional to the engine rotation speed, is constant. Therefore, even if the engine speed of DEI 1 changes, the air supply is constant.
  • the SC 34 supplies air to the air supply pipe 16 ′ without changing the pressure and flow rate of the air supply to the air supply pipe 16, based on the premise of the present invention. Therefore, the SC 34 does not perform any work, and the power of the SIE 18 is entirely regenerated by the planetary gear set 33.
  • the axial fuel consumption rate (hereinafter referred to as BSFC) of DE 11 is lSO g / ps-hr, and that of SIE 18 is 180 g Zps-hr (when a mirror cycle is adopted).
  • the fuel consumption is 300 PS x 150 g / ps — hr + SOPSX l SO g Z ps-hr, which is divided by 360 PS to get 150 g / ps — hr
  • the BSFC growth rate by H-EGR is 3.3%, indicating that it will pass the BSFC growth rate target of 5% or less due to emission measures in 2004. ing.
  • the intake air amount of DE 11 and the EGR amount by SIE 18 are also constant between lines 1 to 8 that generate BMEPs exceeding the maximum capacity of the turbocharger 13.
  • the SC 34 performs the compression work to increase the pressure at the point 1 to the point 8.
  • the power of the SIE 18, that is, the amount of exhaust gas increases by the compression work of the SC 34, and the amount of exhaust gas increases with respect to the DE 11.
  • Increase EGR rate On the other hand, the fuel consumption rate of the system is large.
  • auxiliary power not only makes it easier to control the SC34, but also allows the output of the auxiliary power to be evaluated as the cost of the output. Therefore, the auxiliary power itself has the advantage of not increasing costs as a whole system.
  • the power transmission from the SIE 18 to the DE 11 uses a continuously variable transmission (hereinafter referred to as CVT) 46 instead of the planetary gear set 33 shown in FIG. It recovers the power of S] E18 by increasing the torque of the crankshaft 11a.
  • CVT continuously variable transmission
  • the basic operation and operation of the system are the same as those shown in FIG.
  • the gear 47 fixed to one end of the crank shaft 18 a of the SIE 18 meshes with the wheel 48 fixed to the front end of the shaft 46 a of the CVT 46 and the shaft 46 a
  • the small * wheel 49 fixed to the rear end of the vehicle is configured to engage with the large seedling wheel 50 fixed to the rear end of the crankshaft 11a of the DE 11. Therefore, the power of SIE 18 is transmitted to the crankshaft 11 a of D E 11 so as to increase the torque.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Supercharger (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

Un système de recirculation des gaz d'échappement destiné à un moteur Diesel suralimenté comprend un moteur Diesel (11) principal associé à un turbocompresseur (13) et un moteur auxiliaire (18) qui est couplé au moteur Diesel principal et qui envoie du gaz de recirculation des gaz d'échappement pour réguler la quantité des gaz d'échappement provenant du moteur auxiliaire (18) en fonction d'une quantité de charge et d'admission du moteur Diesel (11) pour commander la vitesse de recirculation des gaz d'échappement. Un autre système comprend un moteur Diesel (11) principal associé à un turbocompresseur (13) dont la performance est maximale à une vitesse supérieure au couple vitesse maximum du moteur et un moteur auxiliaire (18) qui est couplé au moteur Diesel principal et envoie du gaz de recirculation des gaz d'échappement pour entraîner, par le moteur auxiliaire (18), un compresseur de suralimentation à déplacement positif disposé en série avec le turbocompresseur et réguler ainsi la quantité des gaz d'échappement provenant du moteur auxiliaire (18) en fonction d'une quantité de charge ou d'admission du moteur Diesel principal en vue de commander une vitesse de recirculation des gaz d'échappement.
PCT/JP1999/000997 1998-10-31 1999-03-02 Systeme de recirculation des gaz d'echappement pour moteur diesel suralimente WO2000026527A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP10/326111 1998-10-31
JP10326111A JP2000136758A (ja) 1998-10-31 1998-10-31 過給ディーゼルエンジンの排気再循環システム

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120041664A1 (en) * 2005-04-01 2012-02-16 Hansen Craig N Method for powering an apparatus

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5018214B2 (ja) * 2007-04-26 2012-09-05 いすゞ自動車株式会社 ２段過給システム
US9051901B2 (en) * 2011-06-07 2015-06-09 Ford Global Technologies, Llc Exhaust gas recirculation (EGR) system
CN103362661B (zh) * 2013-05-21 2015-12-23 潍柴动力股份有限公司 Egr阀开度的动态控制方法和装置、egr发动机

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5641811B2 (fr) * 1974-12-19 1981-09-30
JPH01127960U (fr) * 1988-02-24 1989-08-31
JPH0571425A (ja) * 1991-09-10 1993-03-23 Yanmar Diesel Engine Co Ltd デイーゼル機関の排気ガス還流装置
JPH05202763A (ja) * 1992-01-24 1993-08-10 Hino Motors Ltd ２基のエンジンを有する無段変速装置
JPH0742623A (ja) * 1993-07-31 1995-02-10 Kanesaka Gijutsu Kenkyusho:Kk エンジン・システム
JPH0814112A (ja) * 1994-06-28 1996-01-16 Komatsu Ltd ハイブリッドｅｇｒの制御装置およびその制御方法
JPH09508691A (ja) * 1995-03-31 1997-09-02 カミンス エンジン カンパニー、インコーポレイテッド 負荷バイパス及び周囲バイパスを有する冷却排気再循環システム
JPH10238354A (ja) * 1996-12-27 1998-09-08 Kanesaka Gijutsu Kenkyusho:Kk ハイブリッド過給エンジン

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5641811B2 (fr) * 1974-12-19 1981-09-30
JPH01127960U (fr) * 1988-02-24 1989-08-31
JPH0571425A (ja) * 1991-09-10 1993-03-23 Yanmar Diesel Engine Co Ltd デイーゼル機関の排気ガス還流装置
JPH05202763A (ja) * 1992-01-24 1993-08-10 Hino Motors Ltd ２基のエンジンを有する無段変速装置
JPH0742623A (ja) * 1993-07-31 1995-02-10 Kanesaka Gijutsu Kenkyusho:Kk エンジン・システム
JPH0814112A (ja) * 1994-06-28 1996-01-16 Komatsu Ltd ハイブリッドｅｇｒの制御装置およびその制御方法
JPH09508691A (ja) * 1995-03-31 1997-09-02 カミンス エンジン カンパニー、インコーポレイテッド 負荷バイパス及び周囲バイパスを有する冷却排気再循環システム
JPH10238354A (ja) * 1996-12-27 1998-09-08 Kanesaka Gijutsu Kenkyusho:Kk ハイブリッド過給エンジン

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120041664A1 (en) * 2005-04-01 2012-02-16 Hansen Craig N Method for powering an apparatus
US8302401B2 (en) * 2005-04-01 2012-11-06 Hansen Engine Corporation Method for powering an apparatus

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Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LU MC NL PT SE

121 Ep: the epo has been informed by wipo that ep was designated in this application
122 Ep: pct application non-entry in european phase