JPH0359245B2 - - Google Patents
Info
- Publication number
- JPH0359245B2 JPH0359245B2 JP58015118A JP1511883A JPH0359245B2 JP H0359245 B2 JPH0359245 B2 JP H0359245B2 JP 58015118 A JP58015118 A JP 58015118A JP 1511883 A JP1511883 A JP 1511883A JP H0359245 B2 JPH0359245 B2 JP H0359245B2
- Authority
- JP
- Japan
- Prior art keywords
- exhaust
- engine
- turbine
- efficiency
- exhaust gas
- 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.)
- Expired - Lifetime
Links
- 238000011069 regeneration method Methods 0.000 claims description 9
- 230000008929 regeneration Effects 0.000 claims description 8
- 238000001514 detection method Methods 0.000 claims description 4
- 238000002485 combustion reaction Methods 0.000 description 8
- 230000006698 induction Effects 0.000 description 8
- 239000000919 ceramic Substances 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 238000010304 firing Methods 0.000 description 2
- 238000009499 grossing Methods 0.000 description 2
- 239000003990 capacitor Substances 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000009413 insulation Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000001172 regenerating effect Effects 0.000 description 1
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
- F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven 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
- 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
- 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
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
Description
【発明の詳細な説明】
本発明は排気エネルギ回生装置に係り、特にエ
ンジンより排出される排気ガスの有するエネルギ
を効率良くエンジン側に回生することができる排
気エネルギ回生装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an exhaust energy regeneration device, and more particularly to an exhaust energy regeneration device that can efficiently regenerate energy contained in exhaust gas discharged from an engine to the engine side.
従来から、内燃機関の排気ガス中のエネルギを
回収する試みが多くなされている。たとえば、ス
イス特許第192652号公報に記載されている排気エ
ネルギ回生装置は、エンジンの排気口にタービン
を配設し、該タービンの回転軸に発電機を接続し
ておき、またエンジンの回転軸には該回転軸を駆
動するための電動機を連結しておく。そして排気
ガスにより回転されるタービンにより発電機が駆
動され、発電された電力を電動機に供給してこれ
を回転駆動し、排気ガスエネルギをエンジンの回
転軸に帰還させるものである。 Conventionally, many attempts have been made to recover energy from exhaust gas from internal combustion engines. For example, the exhaust energy regeneration device described in Swiss Patent No. 192652 has a turbine disposed at the exhaust port of the engine, a generator connected to the rotating shaft of the turbine, and a generator connected to the rotating shaft of the engine. is connected to an electric motor for driving the rotating shaft. A generator is driven by a turbine rotated by the exhaust gas, and the generated electric power is supplied to an electric motor to rotate it, and the exhaust gas energy is returned to the rotating shaft of the engine.
このような排気エネルギ回生装置は、排気エネ
ルギにより回転するタービンにより給気用のコン
プレツサを駆動する装置が付加されておらず、ま
た発電機構造と電動機構造は極めてラフなもので
あつて、到底実現できるものではない。 This type of exhaust energy regeneration device does not have an additional device that drives the air supply compressor using a turbine that is rotated by exhaust energy, and the generator structure and electric motor structure are extremely rough, so it is impossible to realize it. It's not something that can be done.
最近内燃機関の各部たとえば排気マニホールド
の外壁、シリンダライナー、シリンダヘツド断熱
板、排気バルブ、ピストンなどにセラミツクスを
使用した断熱式の内燃機関が開発されている。こ
の内燃機関によれば、その内部に発生した熱を放
熱して内燃機関を冷却する必要はなく、逆に発生
した高熱の排気ガスの有するエネルギーをエンジ
ンの出力軸（クランク軸）に帰還させて運転効率
向上の目的に利用できる。さて、かゝる内燃機関
における排気エネルギの回生法としては、従来よ
り排気ガスにより回転されるタービンを排気口近
くに配設せしめておき、このタービンから得られ
た余剰の回転力を多段のギヤによる速度変換によ
り減速し、クランク軸に帰還させるものが知られ
ている。しかし、かゝる従来の排出ガス回生法に
おいては、部分負荷時にも空気をエンジンの吸気
管に圧送するコンプレツサ（ターボチヤージヤと
してのコンプレツサ）を作動させているため、空
気量が多くなり排出ガス温度が非常に低くなる。
そして、排出ガス温度が低いために、タービン効
率が低下し、エンジン出力軸に帰還されるエネル
ギが減少する。尚、排気ガスからの回収エンタル
ピは一定流量以上では温度に依存し、温度が高け
れば高い程よい。 Recently, heat-insulating internal combustion engines have been developed in which ceramics are used in various parts of internal combustion engines, such as the outer wall of the exhaust manifold, cylinder liners, cylinder head insulation plates, exhaust valves, and pistons. According to this internal combustion engine, there is no need to cool the internal combustion engine by dissipating the heat generated inside the engine.On the contrary, the energy contained in the generated high-temperature exhaust gas is returned to the output shaft (crankshaft) of the engine. It can be used for the purpose of improving operational efficiency. Conventionally, as a method of regenerating exhaust energy in such an internal combustion engine, a turbine rotated by exhaust gas is placed near the exhaust port, and the surplus rotational power obtained from this turbine is transferred to a multi-stage gear. It is known that the speed is reduced by speed conversion by , and the speed is returned to the crankshaft. However, in such conventional exhaust gas regeneration methods, the compressor (compressor as a turbocharger) is operated to forcefully feed air into the engine intake pipe even during partial load, so the amount of air increases and the exhaust gas temperature decreases. becomes very low.
Since the exhaust gas temperature is low, the turbine efficiency is reduced, and the energy returned to the engine output shaft is reduced. Note that the enthalpy recovered from the exhaust gas depends on the temperature above a certain flow rate, and the higher the temperature, the better.
以上から、本発明の目的は内燃機関の排気ガス
が保持しているエネルギーをクランク軸に効率良
く帰還せしめることができる排気エネルギー回生
装置を提供することである。又、本発明の別の目
的は部分負荷であつても排気ガスの温度を高く維
持でき、排気ガスのエンタルピを大きくし排気タ
ービン効率を向上でき、結果的に排気ガスのエネ
ルギーを効率良くエンジンに帰還させることがで
きる排気エネルギー回生装置を提供することであ
る。 In light of the above, an object of the present invention is to provide an exhaust energy regeneration device that can efficiently return the energy held in the exhaust gas of an internal combustion engine to the crankshaft. Another object of the present invention is to maintain the temperature of the exhaust gas high even under partial load, increase the enthalpy of the exhaust gas, and improve the efficiency of the exhaust turbine.As a result, the energy of the exhaust gas can be efficiently transferred to the engine. It is an object of the present invention to provide an exhaust energy regeneration device that can return exhaust energy.
以下、本発明を図面に従つて詳細に説明する。 Hereinafter, the present invention will be explained in detail with reference to the drawings.
図は本発明の実施例ブロツク図である。図示し
ないピストン、シリンダライナー、シリンダヘツ
ド等の燃焼室と排気ポートなどが断熱構造により
構成されたセラミツク製のデイーゼルエンジン１
０１には排気マニホールド１０２が連結してい
る。排気マニホールド２０２の外壁はセラミツク
スで構成されており、この排気マニホールド１０
２には排気連結管１０３が連通し、その内部には
第１の排気タービン１０４が排気ガスにより回転
可能に配設せしめられている。第１の排気タービ
ン（高圧用）１０４の回転軸には第１の高周波型
誘導発電機１０５の軸が直結している。高周波型
誘導発電機１０５は排気タービン１０４により最
高１分間に約10万回程度の回転数で駆動されるの
で、回転子は細くかつ回転軸方向に長く形成され
ており、高速回転により生ずる遠心力を極力少な
くして、回転子の破壊を防止している。排気連結
管１０３内であつて第１の排気タービン配設位置
より下流位置に第２の排気タービン（低圧用）１
０６が排気ガスにより回転可能に配設されてい
る。排気タービン１０６の回転軸には第２の高周
波型誘導発電機１０７の回転軸が直結し、又該高
周波型誘導発電機１０７の回転軸にはコンプレツ
サ１０８が連結している。尚、このコンプレツサ
１０８は空気をエンジンの吸気側に圧送するいわ
ゆるターボチヤージヤとしてのコンプレツサであ
り、吸気ダクト１０９を介して吸気マニホールド
１１０に空気を圧送する。第１、第２の高周波型
誘導発電機１０５，１０７の出力である交流電圧
はそれぞれ第１、第２のコンバータ１１１，１１
２に入力され、こゝでそれぞれ直流電圧に変換さ
れる。コンバータ１１１，１１２の入力電圧
EaEbは電圧比較部１１３に入力され、その差電
圧が点弧位相制御回路１１４に印加される。点弧
位相制御回路１１４はEa＝Ebとなるようにコン
バータ１１２を構成するサイリスタの点弧角を制
御する。コンバータ１１１，１１２の出力は並列
的に合成されコンデンサＣ及びインダクタンスＬ
よりなる平滑回路１１５を介して、インバータ１
１６に印加される。尚、Ea＝Ebとなるように制
御すると共にコンバータ１１１，１１２を並列接
続したから均等に負荷分担をすることができる。
インバータ１１６は平滑回路１１５の出力電圧を
３相の交流電圧に変換し、これを誘導電動機１１
７に印加して、該電導機を駆動する。誘導電動機
１１７の回転はギヤ１１８ａ，１１８ｂを介して
クランク軸１１８に伝達され、排気エネルギーは
クランク軸に帰還される。 The figure is a block diagram of an embodiment of the present invention. A ceramic diesel engine 1 in which the combustion chamber (not shown), cylinder liner, cylinder head, etc., and exhaust port are constructed with a heat-insulating structure.
01 is connected to an exhaust manifold 102. The outer wall of the exhaust manifold 202 is made of ceramics, and the exhaust manifold 10
An exhaust connecting pipe 103 is connected to the exhaust connecting pipe 2, and a first exhaust turbine 104 is disposed inside the exhaust connecting pipe 103 so as to be rotatable by exhaust gas. The shaft of a first high-frequency induction generator 105 is directly connected to the rotating shaft of the first exhaust turbine (for high pressure) 104 . The high-frequency induction generator 105 is driven by the exhaust turbine 104 at a maximum rotation speed of about 100,000 times per minute, so the rotor is thin and long in the direction of the rotation axis, and the centrifugal force generated by high-speed rotation is minimized to prevent rotor damage. A second exhaust turbine (for low pressure) 1 is located downstream of the first exhaust turbine installation position within the exhaust connecting pipe 103.
06 is arranged to be rotatable by exhaust gas. A rotation shaft of a second high-frequency induction generator 107 is directly connected to the rotation shaft of the exhaust turbine 106, and a compressor 108 is connected to the rotation shaft of the high-frequency induction generator 107. The compressor 108 is a so-called turbocharger that pumps air to the intake side of the engine, and pumps air to the intake manifold 110 via an intake duct 109. The AC voltages that are the outputs of the first and second high-frequency induction generators 105 and 107 are applied to the first and second converters 111 and 11, respectively.
2, where each is converted into a DC voltage. Input voltage of converters 111, 112
EaEb is input to the voltage comparator 113, and the difference voltage is applied to the ignition phase control circuit 114. Firing phase control circuit 114 controls the firing angle of the thyristor constituting converter 112 so that Ea=Eb. The outputs of converters 111 and 112 are combined in parallel and connected to capacitor C and inductance L.
Inverter 1 via smoothing circuit 115 consisting of
16. In addition, since the converters 111 and 112 are connected in parallel while being controlled so that Ea=Eb, the load can be shared equally.
The inverter 116 converts the output voltage of the smoothing circuit 115 into a three-phase AC voltage, and converts this into a three-phase AC voltage.
7 to drive the conductive machine. The rotation of the induction motor 117 is transmitted to the crankshaft 118 via gears 118a and 118b, and exhaust energy is returned to the crankshaft.
一方、エンジン１０１にはマイクロコンピユー
タ構成の制御ユニツト１１９が装備されており、
該制御ユニツトにはクランクシヤフトの回転速度
を検出するピツクアツプコイル型の速度センサ１
２０から実回転速度信号SPが入力され、又、排
気タービン１０４の出口温度センサ１２１から検
出温度TOLが印加されている。制御ユニツト１
１９内蔵のROMにはエンジン回転速度SPと排気
ガス温度TOLとから排気タービンの効率を算出
するマツプが記憶されているから、制御ユニツト
１１９はエンジンの回転速度と排気ガス温度が入
力されゝば容易に排気タービンの効率ηを算出で
きる。そして、エンジンが部分負荷でタービン効
率が所定値η0より小さいとき制御ユニツト１１９
は、アクチユエータ１１２に制御信号を入力し、
該アクチユエータをして吸気ダクト１０９に取付
けられたシヤツタ（絞り弁）１２３を絞らせ（弁
開度制御し）、通過空気量を減小させる。又、制
御ユニツト１１９は(イ)部分負荷のときにはアクチ
ユエータ１２４に制御信号を出力して、コンプレ
ツサバイパス通路１２５内に設けられたシヤツタ
１２６を開らき、空気をしてコンプレツサ１０８
をバイパスさせると共に、(ロ)アクチユエータ１２
７に制御信号を入力してコンプレツサ側の通路１
２８内に設けられたシヤツタ１２９を閉じる。シ
ヤツタ１２３の絞り量制御、シヤツタ１８６の開
放、シヤツタ１２９の閉鎖により、吸気量が減小
すると、排気ガスの温度が次第に上昇し、タービ
ン効率も上昇する。そして、以後タービン効率η
の算出、所定値η0との比較、シヤツタ１２３の絞
り量制御を繰り返えし、タービン効率ηが所定値
η0以上になつたときシヤツタ１２３の絞り動作を
停止する。尚、エンジンが現在部分負荷時である
か、全負荷時であるかの判別はアクセル踏込量或
いは噴射弁の開度により予測できるから、制御ユ
ニツト１１９にアクセル踏込量検出部１３０より
アクセル踏込量AFQを入力すれば容易に制御ユ
ニツト１１９は部分負荷時を判別できる。 On the other hand, the engine 101 is equipped with a control unit 119 having a microcomputer configuration.
The control unit includes a pick-up coil type speed sensor 1 that detects the rotational speed of the crankshaft.
An actual rotational speed signal SP is input from 20, and a detected temperature TOL is applied from an outlet temperature sensor 121 of the exhaust turbine 104. Control unit 1
Since the built-in ROM in 19 stores a map for calculating the efficiency of the exhaust turbine from the engine rotation speed SP and exhaust gas temperature TOL, the control unit 119 can easily calculate the efficiency of the exhaust turbine by inputting the engine rotation speed and exhaust gas temperature. The efficiency η of the exhaust turbine can be calculated as follows. When the engine is at partial load and the turbine efficiency is smaller than a predetermined value η 0 , the control unit 119
inputs a control signal to the actuator 112,
The actuator throttles the shutter (throttle valve) 123 attached to the intake duct 109 (controls the valve opening) to reduce the amount of air passing through. In addition, the control unit 119 outputs a control signal to the actuator 124 during (a) partial load to open the shutter 126 provided in the compressor bypass passage 125 and release air to the compressor 108.
(b) Actuator 12
7, and input the control signal to passage 1 on the compressor side.
The shutter 129 provided in the shutter 28 is closed. When the amount of intake air is reduced by controlling the throttle amount of the shutter 123, opening the shutter 186, and closing the shutter 129, the temperature of the exhaust gas gradually increases, and the turbine efficiency also increases. Then, from now on, the turbine efficiency η
The calculation, comparison with a predetermined value η 0 , and control of the throttle amount of the shutter 123 are repeated, and when the turbine efficiency η reaches the predetermined value η 0 or more, the throttle operation of the shutter 123 is stopped. Note that whether the engine is currently under partial load or full load can be predicted based on the amount of accelerator depression or the opening of the injection valve. By inputting , the control unit 119 can easily determine the partial load state.
以上、本発明によれば部分負荷時に吸気量を減
小して排気ガスの温度を上昇させるようにしたか
ら、排気ガスのエンタルピを大きくして排気ター
ビン効率を向上することができ、排気ガスエネル
ギーを効率よくエンジンに帰還させることができ
た。又、本発明においては高圧用、低圧用２台の
排気タービンを設けると共に、各タービンに交流
発電機を連結して、各交流発電機の出力をAC−
DC変換して、DC出力を並列合成して帰還させる
ようにしているから効率良く排気エネルギーをエ
ンジンに帰還させることができる。 As described above, according to the present invention, since the intake air amount is reduced and the temperature of the exhaust gas is increased during partial load, it is possible to increase the enthalpy of the exhaust gas and improve the exhaust turbine efficiency, thereby increasing the exhaust gas energy. could be efficiently returned to the engine. In addition, in the present invention, two exhaust turbines are provided, one for high pressure and one for low pressure, and an alternating current generator is connected to each turbine, so that the output of each alternating current generator is converted into AC-
The exhaust energy can be efficiently returned to the engine by converting it into DC and combining the DC outputs in parallel.
図は本発明の実施例ブロツク図である。
１０１……デイーゼルエンジン、１０２……排
気マニホールド、１０３……排気連結管、１０
４，１０６……第１及び第２の排気タービン、１
０５，１０７……第１、第２の高周波誘導発電
機、１０８……コンプレツサ、１０９……吸気ダ
クト、１１１，１１２……コンバータ、１１６…
…インバータ、１１７……誘導電動機、１１８…
…クランク軸、１１９……制御ユニツト、１２０
……速度センサ、１２１……出口温度センサ、１
２２，１２４，１２７……アクチユエータ、１２
３，１２６，１２９……シヤツタ、１３０……ア
クセル踏込量検出部。
The figure is a block diagram of an embodiment of the present invention. 101... Diesel engine, 102... Exhaust manifold, 103... Exhaust connecting pipe, 10
4,106...first and second exhaust turbine, 1
05,107...First and second high frequency induction generators, 108...Compressor, 109...Intake duct, 111,112...Converter, 116...
...Inverter, 117...Induction motor, 118...
...Crankshaft, 119...Control unit, 120
... Speed sensor, 121 ... Outlet temperature sensor, 1
22, 124, 127... Actuator, 12
3,126,129...shutter, 130...accelerator depression amount detection unit.
Claims (1)
けた第１の排気タービンと第２の排気タービン
と、該第１の排気タービンの回転軸に連結した第
１の発電機と、該第２の排気タービンの回転軸に
連結された第２の発電機と給気用のコンプレツサ
と、エンジンの回転軸に連結された電動機と、前
記第１と第２の排気タービンにより駆動される第
１と第２の発電機の発電電力により該電動機を駆
動する駆動手段と、前記２つの排気タービンの効
率を検出する効率検知手段と、該効率検知手段に
より検出された前記２つの排気タービンの効率が
所定値より低下した状態で、給気用のコンプレツ
サをバイパスするとともにエンジンへの給気量を
減少せしめる給気量減少手段とを有することを特
徴とする排気エネルギ回生装置。 ２ 前記２つの排気タービンの効率は、排気ター
ビンの排気口温度とエンジンの回転数から演算す
ることを特徴とする特許請求の範囲第１項記載の
排気エネルギ回生装置。[Scope of Claims] 1. A first exhaust turbine and a second exhaust turbine that are sequentially provided in the exhaust passage direction of the exhaust circuit of the engine, and a first generator connected to the rotating shaft of the first exhaust turbine. , a second generator and a compressor for supply air connected to the rotating shaft of the second exhaust turbine, an electric motor connected to the rotating shaft of the engine, and the first and second exhaust turbines. a drive means for driving the electric motor by the power generated by the first and second generators; an efficiency detection means for detecting the efficiency of the two exhaust turbines; and an efficiency detection means for detecting the efficiency of the two exhaust turbines detected by the efficiency detection means. 1. An exhaust energy regeneration device comprising air supply amount reducing means for bypassing an air supply compressor and reducing the amount of air supply to an engine when the efficiency of the exhaust gas is lower than a predetermined value. 2. The exhaust energy regeneration device according to claim 1, wherein the efficiency of the two exhaust turbines is calculated from the exhaust port temperature of the exhaust turbine and the rotational speed of the engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58015118A JPS59141713A (en) | 1983-01-31 | 1983-01-31 | Exhaust energy recovery device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58015118A JPS59141713A (en) | 1983-01-31 | 1983-01-31 | Exhaust energy recovery device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59141713A JPS59141713A (en) | 1984-08-14 |
| JPH0359245B2 true JPH0359245B2 (en) | 1991-09-10 |
Family
ID=11879906
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58015118A Granted JPS59141713A (en) | 1983-01-31 | 1983-01-31 | Exhaust energy recovery device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59141713A (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0223419B1 (en) * | 1985-10-19 | 1990-12-19 | Isuzu Motors Limited | Energy recovery apparatus for a turbocharged compound engine |
| JPH0627504B2 (en) * | 1986-05-12 | 1994-04-13 | いすゞ自動車株式会社 | Engine energy recovery system |
| JPS62276210A (en) * | 1986-05-26 | 1987-12-01 | Isuzu Motors Ltd | Energy recovery device for engine |
| JPS62279222A (en) * | 1986-05-28 | 1987-12-04 | Isuzu Motors Ltd | Energy recovery facility employing exhaust gas turbine |
-
1983
- 1983-01-31 JP JP58015118A patent/JPS59141713A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS59141713A (en) | 1984-08-14 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP2640757B2 (en) | Control device for turbocharger | |
| JP2526100B2 (en) | Supercharger control device | |
| KR930000319B1 (en) | The heat energy recovery device of the engine | |
| EP0223419B1 (en) | Energy recovery apparatus for a turbocharged compound engine | |
| JPH0534489B2 (en) | ||
| WO2015083493A1 (en) | Turbo compound system control device | |
| KR900007790B1 (en) | System for recoverying exhaust gas energy for engine | |
| CN107476877A (en) | The pressure charging system of internal combustion engine | |
| JP2884725B2 (en) | Control device for twin turbocharger | |
| JPH045804B2 (en) | ||
| JP3094646B2 (en) | Control device for variable capacity turbocharger | |
| JPH0359245B2 (en) | ||
| JPH0347413B2 (en) | ||
| JP7486374B2 (en) | Method for protecting vehicle electrical machinery | |
| JPH05280385A (en) | Turbocharger controller | |
| JPH04342828A (en) | Control device for turbocharger provided with rotary electric equipment | |
| JPS59141711A (en) | Energy recovering device for engine | |
| JPH0650061B2 (en) | Supercharger control device | |
| JP3074861B2 (en) | 2 cycle engine | |
| JP2993235B2 (en) | 2 cycle engine | |
| JP2021173200A (en) | Internal combustion engine control method and internal combustion engine control device | |
| JP2990362B2 (en) | Insulated engine control device | |
| JP7739835B2 (en) | Control method and control device for internal combustion engine | |
| KR20200144174A (en) | Method for Cylinder Demand Air Flow Based On System Cooperation Control and Hybrid Vehicle Thereof | |
| JP3168788B2 (en) | Exhaust energy recovery device |