US20100154394A1 - Exhaust heat recovery system - Google Patents
Exhaust heat recovery system Download PDFInfo
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- US20100154394A1 US20100154394A1 US12/318,133 US31813308A US2010154394A1 US 20100154394 A1 US20100154394 A1 US 20100154394A1 US 31813308 A US31813308 A US 31813308A US 2010154394 A1 US2010154394 A1 US 2010154394A1
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- Prior art keywords
- heat
- exhaust
- fuel
- transport device
- pipe
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F28—HEAT EXCHANGE IN GENERAL
- F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
- F28D15/00—Heat-exchange apparatus with the intermediate heat-transfer medium in closed tubes passing into or through the conduit walls ; Heat-exchange apparatus employing intermediate heat-transfer medium or bodies
- F28D15/02—Heat-exchange apparatus with the intermediate heat-transfer medium in closed tubes passing into or through the conduit walls ; Heat-exchange apparatus employing intermediate heat-transfer medium or bodies in which the medium condenses and evaporates, e.g. heat pipes
- F28D15/0275—Arrangements for coupling heat-pipes together or with other structures, e.g. with base blocks; Heat pipe cores
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting from exhaust energy
- F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting from exhaust energy the devices using heat
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- 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
- F02M1/00—Carburettors with means for facilitating engine's starting or its idling below operational temperatures
- F02M1/16—Other means for enriching fuel-air mixture during starting; Priming cups; using different fuels for starting and normal operation
- F02M1/165—Vaporizing light fractions from the fuel and condensing them for use during starting
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- 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
- F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
- F02M31/005—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture using a heat-pipe
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- 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
- F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
- F02M31/20—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for cooling
-
- 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
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/0047—Layout or arrangement of systems for feeding fuel
- F02M37/0064—Layout or arrangement of systems for feeding fuel for engines being fed with multiple fuels or fuels having special properties, e.g. bio-fuels; varying the fuel composition
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
- F01N2240/02—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a heat exchanger
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F28—HEAT EXCHANGE IN GENERAL
- F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
- F28D21/00—Heat-exchange apparatus not covered by any of the groups F28D1/00 - F28D20/00
- F28D21/0001—Recuperative heat exchangers
- F28D21/0003—Recuperative heat exchangers the heat being recuperated from exhaust gases
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F28—HEAT EXCHANGE IN GENERAL
- F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
- F28F1/00—Tubular elements; Assemblies of tubular elements
- F28F1/10—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses
- F28F1/12—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses the means being only outside the tubular element
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- 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
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
An exhaust heat recovery system 25 provided with a plurality of heat pipes 60, 61 provided with heat recovery parts 60 a, 61 a and heat exchange parts 60 b, 61 b. The heat pipes recover heat from exhaust gas exhausted from an internal combustion engine at the heat recovery parts and transfer this recovered heat to an object to be heated at the heat exchange parts. The heat recovery part 60 a of the first heat pipe 60 recovers heat from the exhaust gas at an exhaust purification catalyst 20′ provided in an engine exhaust passage or its upstream side. The heat recovery part 61 b of the second heat pipe 61 recovers heat from the exhaust gas at the downstream side of the exhaust purification catalyst. Due to this, there is provided an exhaust heat recovery system which can recover at least a fixed amount of exhaust heat at all times while maintaining a warm-up performance of the exhaust purification catalyst.
Description
- The present invention relates to an exhaust heat recovery system.
- The exhaust gas exhausted from an internal combustion engine in general is higher in temperature than the atmospheric temperature and therefore contains large heat energy. Therefore, an exhaust heat recovery system has been proposed which recovers the heat energy included in the exhaust gas and utilizes the recovered heat energy to raise the temperature of other systems of the internal combustion engine or converts the heat energy to electrical energy for storage in a battery.
- As such an exhaust heat recovery system, for example, it is known to attach a heat pipe to a component part of the exhaust system of an internal combustion engine and attach a thermoelectric conversion element to this heat pipe (for example, Japanese Patent Publication (A) No. 2005-264916). By using such a heat pipe, the heat of the exhaust system can be transferred to the thermoelectric conversion element for generation of power.
- In particular, in the exhaust heat recovery system described in Japanese Patent Publication (A) No. 2005-264916, to solve the problem that attaching a heat pipe to a component part of the exhaust system of an internal combustion engine ends up reducing the amount of heat contained in the exhaust gas flowing into an exhaust purification catalyst, the work start temperature of the heat pipe is set to a temperature higher than the activation temperature of the exhaust purification catalyst.
- However, if setting the work start temperature of the heat pipe to a temperature higher than the activation temperature of the exhaust purification catalyst like in the exhaust heat recovery system described in Japanese Patent Publication (A) No. 2005-264916, when the temperature of the exhaust gas flowing into the exhaust purification catalyst is lower than the catalyst activation temperature, heat energy is not recovered by the heat pipe. Therefore, during this time, it is not possible to raise the temperature of other systems of the internal combustion engine requiring a rise of temperature.
- Here, as a system for which a rise in temperature is required, for example, there is known a fuel separation system separating fuel supplied as a stock material (that is “stock fuel”) to produce fuels different in properties from the stock fuel. In this fuel separation system, to efficiently separate the stock fuel, it is necessary to raise the temperature of the stock fuel to a certain temperature or more. The above-mentioned exhaust heat recovery system may be used for raising the temperature of this stock fuel.
- However, if using an exhaust heat recovery system such as described in the above-mentioned Japanese Patent Publication (A) No. 2005-264916, sometimes the temperature of the stock fuel flowing into the fuel separation system rises to the certain temperature or more and therefore the stock fuel cannot be efficiently separated. If it is not possible to efficiently separate the stock fuel in this way, it is not possible to maintain the optimum combustion of the internal combustion engine.
- Therefore, an object of the present invention is to provide an exhaust heat recovery system able to recover at least a certain amount of exhaust heat at all times while maintaining the warm-up performance of an exhaust purification catalyst.
- To achieve this object, in one aspect of the present invention, there is provided an exhaust heat recovery system provided with a plurality of heat transport devices each provided with a heat recovery part and a heat exchange part, each heat transport device recovering heat at the heat recovery part from exhaust gas exhausted from an internal combustion engine and transferring this recovered heat to an object to be heated at the heat exchange part, wherein the heat recovery part of a first heat transport device recovers heat from an exhaust purification catalyst provided in an engine exhaust passage or an upstream side of the same, while the heat recovery part of a second heat transport device recovers heat from the exhaust gas at a downstream side of the exhaust purification catalyst.
- According to the above aspect, since the heat recovery part of the first heat transport device recovers heat from the exhaust gas at the exhaust purification catalyst or its upstream side, even at the time of the cold start of the internal combustion engine, it is possible to recover heat from the exhaust gas. On the other hand, since the heat recovery part of the second heat transport device recovers heat from the exhaust gas at the downstream side of the exhaust purification catalyst, it is possible to recover a large amount of heat from the exhaust gas after warm-up of the internal combustion engine.
- In another aspect of the present invention, the heat transport capacities of the plurality of heat transport devices differ for each heat transport device.
- In still another aspect of the present invention, a heat capacity of the first heat transport device is smaller than a heat capacity of the second heat transport device.
- In still another aspect of the present invention, the heat transport devices are heat pipes, and the amount of the heat medium in the heat pipe differs between the first heat transport device and second heat transport device.
- In still another aspect of the present invention, the heat exchange parts heat the fluid to be heated.
- In still another aspect of the present invention, the flow rate of the fluid to be heated flowing in the heat exchange parts is controlled in accordance with the temperature of the exhaust gas exhausted from the internal combustion engine.
- In still another aspect of the present invention, the heat transport devices are heat pipes and, when the temperature of the second heat transport device is lower than a reference temperature, the flow rate of the fluid to be heated flowing through the heat exchange part of the second heat transport device is made zero.
- In still another aspect of the present invention, the system is further provided with a route for the fluid to be heated passing through the heat exchange part of the first heat transport device and the heat exchange part of the second heat transport device and a flow regulator valve provided in a channel between the heat exchange part of the first heat transport device and the heat exchange part of the second heat transport device, and the flow regulator valve regulates the flow rate of the fluid to be heated passing through the heat exchange part of the second heat transport device in the fluid to be heated passing through the heat exchange part of the first heat transport device.
- According to the present invention, since the second heat transport device recovers the heat of the exhaust gas at the downstream side of the exhaust purification catalyst, it is possible to maintain the warm-up performance of the exhaust purification catalyst. Further, since the first heat transport device recovers the heat of the exhaust gas at the exhaust purification catalyst or its upstream side, even at the time of the cold start of the internal combustion engine, it is possible to recover a certain extent of heat. Therefore, according to the present invention, by suitably setting the heat transport capacities of the first heat transport device and second heat transport device, it is possible to recover at least a certain amount of exhaust heat while maintaining the warm-up performance of the exhaust purification catalyst.
- The present invention will be more clearly understood from the description as set forth below with reference to the accompanying drawings, in which:
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FIG. 1 is a view showing a side cross-sectional view of a spark ignition type internal combustion engine. -
FIG. 2 is a view schematically showing the schematic configuration of a fuel feed mechanism. -
FIG. 3 is a schematic view of an exhaust heat recovery system of a first embodiment. -
FIG. 4 is a schematic cross-sectional view along a line A-A ofFIG. 3 . -
FIG. 5 is a graph of the relationship between the heat recovery amount of a heat recovery part of a heat pipe and the heat transfer amount able to be transferred to the heat exchange part. -
FIG. 6 is a schematic view of an exhaust heat recovery system of a second embodiment. -
FIG. 7 is a schematic view of an exhaust heat recovery system of a third embodiment. -
FIG. 8 is a schematic view of an exhaust heat recovery system of a fourth embodiment. - Below, referring to the drawings, an exhaust heat recovery system of a first embodiment of the present invention will be explained in detail.
FIG. 1 is a side cross-sectional view of a spark ignition type internal combustion engine at which an exhaust heat recovery system is mounted. - Referring to
FIG. 1 , 1 indicates an engine body, 2 a cylinder block, 3 a cylinder head, 4 a piston, 5 a combustion chamber, 6 a spark plug arranged at the center of the top of thecombustion chamber cylinder head 4, afuel injector 11 a for injecting fuel directly into the combustion chamber 5 (below referred to as “in-cylinder fuel injector”) is arranged. Each intake port 8 is connected through anintake branch pipe 12 to asurge tank 13. At eachintake branch pipe 12, afuel injector 11 b for injecting fuel toward the inside of the corresponding intake port 8 (below referred to as a “port injection fuel injector”) is arranged. - The
surge tank 13 is connected through asuction duct 14 to anair cleaner 15. Inside thesuction duct 14, athrottle valve 17 driven by anactuator 16 and anintake air detector 18 using for example hot wire are arranged. On the other hand, eachexhaust port 10 is connected through anexhaust manifold 19 to acatalytic converter 20 housing an exhaust purification catalyst (for example three-way catalyst). Thecatalytic converter 20 is connected to anexhaust pipe 21. Note that below, theexhaust manifold 19,catalytic converter 20, andexhaust pipe 21 defining the exhaust passage at the downstream side of theexhaust ports 10 will be referred to all together as the “exhaust pipe 22”. - The
fuel injectors fuel tank 23. Between thefuel injectors fuel tank 23, afuel separation system 24 is provided. Thefuel separation system 24 separates the stock fuel (gasoline stored in the fuel tank 3) into high octane value fuel with a higher octane value than the stock fuel and low octane value fuel with an octane value lower than the stock fuel. Further, theexhaust pipe 22 is provided with an exhaustheat recovery system 25 recovering heat from the exhaust gas flowing through theexhaust pipe 22 and transferring heat to the heated object. - The
electronic control unit 30 is comprised of a digital computer provided with a ROM (read only memory) 32, RAM (random access memory) 33, CPU (microprocessor) 34,input port 35, andoutput port 36 connected with each other by abi-directional bus 31. The output signal of theintake air detector 18 is input through acorresponding AD converter 37 to theinput port 35. Further, anaccelerator pedal 40 is connected to aload sensor 41 generating an output voltage proportional to the amount of depression of theaccelerator pedal 40. The output voltage of theload sensor 41 is input through acorresponding AD converter 37 to theinput port 35. Furthermore, theinput port 35 is connected to acrank angle sensor 42 generating an output pulse each time the crankshaft rotates by for example 30°. On the other hand, theoutput port 36 is connected through acorresponding drive circuit 38 to thespark plug 6,fuel injectors valve drive actuator 16, andfuel separation system 24. - Next, the configuration of the vehicle-mounted
fuel separation system 24 of the present embodiment will be explained with reference toFIG. 2 .FIG. 2 is a view schematically showing the schematic configuration of a fuel feed mechanism. - The fuel feed mechanism shown in
FIG. 2 is provided with astock fuel tank 23,fuel separation system 24, high octanevalue fuel tank 51, and low octanevalue fuel tank 52. Thestock fuel tank 23 is supplied with and stores ordinary (commercially available) gasoline. The fuel stored in thestock fuel tank 23 is separated by thefuel separation system 24 into high octane value fuel with an octane value higher than the stock fuel and low octane value fuel with an octane value lower than the stock fuel. The separated fuels are stored respectively in the high octanevalue fuel tank 51 and low octanevalue fuel tank 52. - The high octane value fuel in the high octane
value fuel tank 51 is supplied by afeed pump 53 to each portinjection fuel injector 11 b and injected into the intake port 8 of each cylinder. On the other hand, the low octane value fuel in the low octanevalue fuel tank 52 is fed by thefeed pump 54 to each in-cylinder fuel injector 11 a where it is directly injected into thecombustion chamber 5 of each cylinder. - In this way, in the present embodiment, mutually
independent fuel injectors combustion chamber 5 of each cylinder of theengine body 1 operating by a predetermined ratio. - Next, referring to
FIG. 2 , thefuel separation system 24 of the present embodiment will be explained. Thefuel separation system 24 is provided with aflow control valve 55, aheat exchanger 56, aseparation unit 57 having a separation membrane, a condenser/cooler gas-liquid separator 58, etc. - The
separation unit 57 is configured separating ahousing 57 a comprised of a heat resistant vessel into twosections aromatic separation membrane 57 b. As thearomatic separation membrane 57 b, one having the property of selectively passing the aromatic components in gasoline is used. That is, in thearomatic separation membrane 57 b, if supplying stock fuel to one side (for example, thesection 57 c side, that is, the low octane value fuel side) at a relatively high pressure and holding the other side (for example, thesection 57 d side, that is, the high octane value fuel side) at a relatively low pressure, the aromatic components in the stock fuel mainly permeate through theseparation membrane 57 b to the surface of the low pressure side (thesection 57 d side, that is, the high octane value fuel side) of theseparation membrane 57 b and cover the surface of theseparation membrane 57 b facing the low pressure side. - By removing the permeated fuel covering the surface of this low pressure
side separation membrane 57 b, the aromatic components permeate from thehigh pressure section 57 c side to thelow pressure section 57 d side continuously through theseparation membrane 57 b. In the present embodiment, by maintaining the pressure at the low pressure side (section 57 d side) at a pressure lower than the vapor pressure of the permeated aromatic component, the permeated fuel containing a large amount of aromatic components covering the low pressureside separation membrane 57 b surface is evaporated to continuously remove it from the surface and is recovered in the form of fuel vapor. - The fuel vapor recovered from the low
pressure side section 57 d of theseparation membrane unit 57 is sent to the condenser/cooler gas-liquid separator 58 where it is cooled. Due to this, the relatively high boiling point aromatic component liquefies. At the gas-liquid separator 58, a liquid high octane value fuel containing a large amount of aromatic components is produced. The thus produced high octane value fuel is supplied to the high octanevalue fuel tank 51. - On the other hand, the fuel remaining in the high
pressure side section 57 c of theseparation membrane unit 57 is stripped of part of its aromatic components to become smaller in high octane value component content. Therefore, in the hightemperature side section 57 c of theseparation membrane unit 57, a low octane value fuel with a small content of the aromatic components is produced. The thus produced low octane value fuel is fed to the low octanevalue fuel tank 52. - Here, the separation efficiency of the
separation membrane 57 b changes according to the working conditions of thisseparation membrane 57 b. Therefore, to make the separation efficiency of theseparation membrane 57 b high, it is necessary to suitably control the working conditions of theseparation membrane 57 b. As the working conditions affecting the separation efficiency of theseparation membrane 57 b, the temperature of the stock fuel supplied to theseparation membrane 57 b can be mentioned. - The ratio of the amount of the aromatic components in the stock fuel passing through the
separation membrane 57 b (selectivity) increases in accordance with the rise in temperature of the stock fuel from atmospheric temperature until reaching a certain temperature. This certain temperature is the temperature where the temperature of the low pressure side (section 57 d) of theseparation membrane 57 b reaches a certain lower limit temperature. This lower limit temperature is a function of the low pressure side pressure of theseparation membrane 57 b and for example becomes 353K (80° C.) or so at a low pressure side pressure of 5 kPa. - On the other hand, if the temperature at the low pressure side continues to rise exceeding the lower limit temperature, the selectivity falls at a certain temperature or more. That is, there is an optimum temperature range for maintaining the temperature at the low pressure side. This optimum temperature range is for example 348K to 438K (about 75° C. to 165° C.) or so at a low pressure side pressure in the range of 5 to 50 kPa.
- Therefore, to maximize the separation efficiency by the
separation membrane 57 b, it is necessary to maintain the temperature of the stock fuel so that the low pressure side temperature of theseparation membrane 57 b becomes the optimum temperature range. For this reason, in the present embodiment, before supplying the stock fuel to theseparation membrane unit 57, theheat exchanger 56 is used to heat the stock fuel to maintain the temperature whereby the separation efficiency by theseparation membrane 57 b increases the most. Note that in an embodiment of the present invention, as theheat exchanger 56, the later mentioned heat exchange parts of the exhaustheat recovery system 25 are utilized. - Further, in the present embodiment, a
flow control valve 55 is provided between the fuel pump 59 of thestock fuel tank 23 and theheat exchanger 56. By controlling the opening degree of thisflow control valve 55, the flow rate of the supply of stock fuel to theheat exchanger 56 andseparation unit 57 is controlled. - Note that the above-mentioned configuration of the fuel feed mechanism and configuration of the
fuel separation system 24 are examples. As long as the fuel separation system using the heat exchanger is provided, it is possible to use any configuration of fuel feed mechanism. - Next, referring to
FIG. 3 , the exhaustheat recovery system 25 of a first embodiment of the present invention will be explained. As shown inFIG. 3 , the exhaustheat recovery system 25 has twoheat pipes heat pipes heat recovery part heat exchange parts heat recovery part 60 a of oneheat pipe 60 is attached to theexhaust pipe 22 at the exhaust upstream side of theexhaust purification catalyst 20′, while theheat recovery part 61 a of theother heat pipe 61 is attached to theexhaust pipe 22 at the exhaust downstream side of theexhaust purification catalyst 20′. In the following explanation, among the twoheat pipes exhaust pipe 22 at the exhaust upstream side will be referred to as the “upstreamside heat pipe 60”, while the one attached to theexhaust pipe 22 at the exhaust downstream side will be referred to as the “downstreamside heat pipe 61”. -
FIG. 4 is a schematic cross-sectional view along the line A-A ofFIG. 3 . As shown inFIG. 4 , in the present embodiment, theheat recovery parts heat pipes exhaust pipe 22 and are inserted into the exhaust passage inside theexhaust pipe 22. In theheat recovery parts fins 62 are attached to the side surfaces of theheat pipes heat recovery parts heat pipes heat pipes - Note that so long as the
heat recovery parts heat pipes FIG. 4 , but various other configurations can be employed. For example, it is also possible to wrap theheat pipes exhaust pipe 22 and recover the heat through theexhaust pipe 22 from the exhaust gas flowing through the inside of the exhaust passage. - On the other hand, the
heat exchange parts heat pipes fuel feed pipes 63 between thestock fuel tank 23 andseparation unit 57. Theheat exchange parts heat pipes heat recovery parts fuel feed pipes 63 and are inserted into the fuel passages in thefuel feed pipes 63. Due to this, in theheat exchange parts heat pipes heat pipes heat exchange parts heat pipes heat recovery parts - The
heat pipes heat pipes heat recovery parts heat pipes heat exchange parts heat pipes heat recovery parts heat exchange parts - Therefore, in this embodiment of the present invention, the upstream
side heat pipe 60 recovers heat from the exhaust gas at theheat recovery part 60 a at the exhaust upstream side of theexhaust purification catalyst 20′ and supplies the heat at theheat exchange part 60 b to the fuel flowing through the inside of thefuel feed pipe 63. On the other hand, the downstreamside heat pipe 61 recovers heat from the exhaust gas at theheat recovery part 61 a at the exhaust downstream side of theexhaust purification catalyst 20′ and supplies the heat at theheat exchange part 61 b to the fuel flowing through the inside of thefuel feed pipe 63. - Further, in the embodiment of the present invention, the upstream side heat pipe and the downstream side heat pipe are made different in heat transport capacity. For example, in the present embodiment, the upstream side heat pipe is made to have a smaller heat capacity than the downstream side heat pipe.
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FIG. 5 is a graph showing the relationship between the potential heat recovery amount of a heat recovery part of a heat pipe and the amount of heat able to be transferred to a heat exchange part. The solid line inFIG. 5 shows the relationship at a small heat capacity heat pipe (below referred to as a “small capacity heat pipe”), while the broken line shows the relationship at a large heat capacity heat pipe (below referred to as a “large capacity heat pipe”). - As will be understood from
FIG. 5 , in the case of a small capacity heat pipe, if the heat recovery amount is small, the increase of the amount of heat transfer with respect to the increase of the potential heat recovery amount is large. The amount of heat transfer rapidly rises along with an increase in the amount of heat recovery. That is, with a small capacity heat pipe, even when the amount of heat recovery at the heat recovery part is small, the heat can be transferred. Therefore, with a small capacity heat pipe, it is possible to start the transfer of heat to the heat exchange part from when the temperature of the exhaust gas flowing through the inside of theexhaust pipe 22 in the heat recovery part is low. - However, in general the amount of heat which can be transferred by a heat pipe is limited. That is, while the heat recovery amount is small, the amount of heat transfer is increased along with the increase of the heat recovery amount. However, if reaching a certain fixed amount of heat transfer (maximum heat transfer amount), the amount of heat transfer ends up no longer increasing even if the amount of potential heat recovery increases more than that. This maximum heat transfer amount differs in accordance with the capacity of the heat pipe. The smaller the capacity of the heat pipe, the smaller the maximum heat transfer amount.
- Therefore, a small capacity heat pipe can recover the heat of the exhaust gas at the heat recovery part and transfer that heat to the heat exchange part when the temperature of the exhaust gas flowing through the
exhaust pipe 22 is low. However, a small capacity heat pipe has a small maximum heat transfer amount, therefore even if the temperature of the exhaust gas rises, cannot transfer a large amount of heat from the heat recovery part to the heat exchange part. Conversely, a large capacity heat pipe cannot efficiently transfer heat to the heat exchange part even if recovering the heat of the exhaust gas at the heat recovery part when the temperature of the exhaust gas flowing through theexhaust pipe 22 is low. However, a large capacity heat pipe has a large maximum heat transfer amount. Therefore, if the temperature of the exhaust gas becomes high, it is possible to transfer a large amount of heat from the heat recovery part to the heat exchange part. - Note that as the method for changing the heat capacity of the heat pipe for each heat pipe, for example changing the amount of the heat medium sealed in the heat pipe can be mentioned. If reducing the amount of the heat medium sealed in the heat pipe, the heat capacity of the heat pipe can be reduced, while conversely if increasing the amount of the heat medium sealed in the heat pipe, the heat capacity of the heat pipe can be increased.
- Alternatively, as the method of changing the heat capacity of the heat pipe, changing the type of the heat medium may be mentioned. If using a small heat capacity liquid as a heat medium, the heat capacity of the heat pipe can be reduced. Conversely, if using a large heat capacity liquid as a heat medium, the heat capacity of the heat pipe can be increased.
- Furthermore, as the method of changing the heat capacity of the heat pipe, the number of the heat pipes may be changed. If increasing the number of the heat pipes, the heat capacity of these heat pipes as a whole becomes large, while conversely if reducing the number of the heat pipes, the heat capacity of these heat pipes as a whole becomes small. Therefore, for example, it is also possible to configure the upstream
side heat pipe 60 by a single heat pipe and configure the downstreamside heat pipe 61 from a plurality of heat pipes. - In this way, if making the heat capacity of the upstream
side heat pipe 60 smaller and increasing the heat capacity of the downstreamside heat pipe 61, at the time of the cold start of the internal combustion engine etc., it is possible to supply the necessary minimum amount of heat to the object to be heated (that is, the stock fuel flowing through the fuel feed pipe 63) while quickly raising the temperature of theexhaust purification catalyst 20′. The reason why this sort of effect is obtained with this embodiment will be explained below. - At the time of the cold start of the internal combustion engine, the
exhaust purification catalyst 20′ is not raised to the activation temperature. Therefore, to raise the purification performance with respect to the exhaust gas, it is necessary to raise the temperature of theexhaust purification catalyst 20′. However, if arranging a large capacity heat pipe at the exhaust upstream side of theexhaust purification catalyst 20′ to recover heat from the exhaust gas, a large amount of the heat of the exhaust gas ends up being recovered by the large capacity heat pipe, so the temperature of the exhaust gas flowing into theexhaust purification catalyst 20′ falls considerably from the temperature of the exhaust gas exhausted from theengine body 1. For this reason, theexhaust purification catalyst 20′ can no longer be quickly raised in temperature. On the other hand, if arranging a small capacity heat pipe at the exhaust upstream side of theexhaust purification catalyst 20′ to recover heat from the exhaust gas, the heat of the exhaust gas recovered by the small capacity heat pipe is small, so the temperature of the exhaust gas flowing into theexhaust purification catalyst 20′ will not change much at all from the temperature of the exhaust gas exhausted from theengine body 1. For this reason, it is possible to quickly raise the temperature of theexhaust purification catalyst 20′. - In particular, when like in the present embodiment the fluid to be heated is stock fuel and the stock fuel is heated to separate it, it is not necessary to heat a large amount of the stock fuel from the time of the cold start of the internal combustion engine. That is, at the time of the cold start of the internal combustion engine, usually idling operation is performed, so the amount of fuel to be injected from the fuel injectors is small. For this reason, the amount of fuel to be separated is also small. Therefore, at the time of the cold start of the internal combustion engine, it is not necessary to heat a large amount of stock fuel. For this reason, at the time of the cold start of the internal combustion engine, if using a small capacity heat pipe to heat the fuel, it is possible to heat the necessary minimum amount of stock fuel. In the present embodiment, a small capacity upstream
side heat pipe 60 is provided at the exhaust upstream side of theexhaust purification catalyst 20′, so it is possible to heat the necessary minimum amount of stock fuel at the time of the cold start of the internal combustion engine. - However, as stated above, the small capacity heat pipe has a small maximum heat transfer amount, so if using only a small capacity heat pipe, a sufficient amount of stock fuel cannot be heated even if the
exhaust purification catalyst 20′ is sufficiently raised in temperature. As opposed to this, in the present embodiment, at stated above, a large capacity downstreamside heat pipe 61 is provided at the exhaust downstream side of theexhaust purification catalyst 20′. After theexhaust purification catalyst 20′ is sufficiently raised in temperature, the temperature of the exhaust gas exhausted from theexhaust purification catalyst 20′ is relatively high. Therefore, by providing a large capacity downstreamside heat pipe 61 at the exhaust downstream side of theexhaust purification catalyst 20′, theexhaust purification catalyst 20′ is sufficiently raised in temperature, then this large capacity downstreamside heat pipe 61 can recover a large amount of heat from the exhaust gas exhausted from theexhaust purification catalyst 20′. As a result, it is possible to sufficiently heat the fluid to be heated, that is, the stock fuel. - In this way, according to this embodiment of the present invention, at the time of the cold start of the internal combustion engine, the necessary minimum amount of heat can be recovered without causing almost any deterioration of the warm-up performance of the
exhaust purification catalyst 20′ and a large amount of heat can be recovered after warm-up of the internal combustion engine. That is, at the time of the cold start of the internal combustion engine, it is possible to supply heat of at least the necessary minimum amount of heat to the object to be heated at all times while quickly raising the temperature of theexhaust purification catalyst 20′. - Further, when employing the configuration of the above-mentioned exhaust
heat recovery system 25, it is also possible to arrange theheat recovery part 60 a of the upstreamside heat pipe 60 and the immediate exhaust downstream side of theexhaust port 10. Due to this, even at the time of the cold start of the internal combustion engine, it is possible to reliably recover heat from the exhaust gas and heat the stock fuel. - Further, in the present embodiment, the flow rate of the stock fuel flowing through the
heat exchange parts heat pipes flow control valve 55 in accordance with the temperature of the exhaust gas exhausted from theengine body 1. Specifically, the lower the temperature of the exhaust gas exhausted from theengine body 1, the smaller the flow rate of the stock fuel flowing through theheat exchange parts heat pipes engine body 1 becomes higher, the flow rate of the stock fuel flowing through theheat exchange parts heat pipes - That is, to efficiently separate the stock fuel in the
separation unit 57 in the above-mentioned way, it is necessary to make the low pressure side temperature of theseparation membrane 57 b within the predetermined optimum temperature range. However, if making the stock fuel flowing through theheat exchange parts heat pipes heat pipes separation unit 57 ends up becoming too low or too high. In such a case, the low pressure side temperature of theseparation membrane 57 b may be kept within the optimum temperature range by controlling the stock fuel flow rate. - Here, the amount of heat recovered by the
heat pipes heat recovery parts engine body 1 becomes higher, it is possible to increase the flow rate of the stock fuel flowing through theheat exchange parts heat pipes - Next, referring to
FIG. 6 , a second embodiment of the present invention will be explained. The configuration of the exhaustheat recovery system 25′ of the second embodiment is basically the same as the configuration of the exhaustheat recovery system 25 of the first embodiment. However, in the second embodiment, as shown inFIG. 6 , theheat recovery part 60 a of the upstreamside heat pipe 60 is attached not at the exhaust upstream side of theexhaust purification catalyst 20′, but at theexhaust purification catalyst 20′ itself or thecatalytic converter 20 housing theexhaust purification catalyst 20′. - In this way, by attaching the
heat recovery part 60 a of the upstreamside heat pipe 60 to theexhaust purification catalyst 20′ itself or thecatalytic converter 20 housing theexhaust purification catalyst 20′, the exhaust gas exhausted from theengine body 1 flows into theexhaust purification catalyst 20′ without theheat pipes exhaust purification catalyst 20′ faster. - Further, by integrally forming the
exhaust purification catalyst 20′ and theheat recovery part 60 a of theheat pipe 60 or by integrally forming thecatalytic converter 20 and theheat recovery part 60 a of theheat pipe 60, the mountability of these integrated parts in a vehicle is improved. - Next, referring to
FIG. 7 , a third embodiment of the present invention will be explained. The configuration of the exhaustheat recovery system 25″ of the third embodiment is basically similar to the configuration of the exhaustheat recovery systems route switching valve 64 is provided at thefuel feed pipe 63 between theheat exchange part 60 b of the upstreamside heat pipe 60 and theheat exchange part 61 b of the downstreamside heat pipe 61. - As shown in
FIG. 7 , between theheat exchange part 60 b of the upstreamside heat pipe 60 and theheat exchange part 61 b of the downstreamside heat pipe 61, abypass pipe 65 is branched from thefuel feed pipe 63. The branching point of thisbypass pipe 65 is provided with aroute switching valve 64. Thebypass pipe 65 bypasses theheat exchange parts 61 b of the downstreamside heat pipe 61 and is directly communicated with thehigh pressure section 57 c of theseparation unit 57. The length of thisbypass pipe 65 is shorter than the length of thefuel feed pipe 63 from the branching point to theseparation unit 57. Theroute switching valve 64 can switch between an inflow position making the stock fuel flowing out from theheat exchange part 60 b of the upstreamside heat pipe 60 flow into theheat exchange part 61 b of the downstreamside heat pipe 61 and a bypass position making the fuel flowing out from theheat exchange part 60 b of the upstreamside heat pipe 60 flow to thebypass pipe 65. - Therefore, when the
route switching valve 64 is at the inflow position, the fuel of thestock fuel tank 23 passes through the two heat exchange parts of theheat exchange part 60 b of the upstreamside heat pipe 60 and theheat exchange part 61 b of the downstreamside heat pipe 61. On the other hand, when theroute switching valve 64 is at the bypass position, the fuel of thestock fuel tank 23 passes through only theheat exchange part 60 b of the upstreamside heat pipe 60 and does not pass through theheat exchange part 61 b of the downstreamside heat pipe 61. - In the present embodiment, when the temperature of the downstream side heat pipe 61 (that is, the temperature of the heat medium sealed in the downstream side heat pipe 61) is lower than a certain fixed reference temperature, the
route switching valve 64 is set to the inflow position and the stock fuel flows through the twoheat exchange parts side heat pipe 61 is the reference temperature or more, theroute switching valve 64 is set to the bypass position and the stock fuel flows through only theheat exchange parts 60 b of the upstreamside heat pipe 60. - Here, when the temperature of the downstream
side heat pipe 61 is low, the stock fuel is not raised in temperature much at theheat exchange part 61 b of the downstreamside heat pipe 61. For this reason, when the temperature of the downstreamside heat pipe 61 is low, if passing through thefuel feed pipe 63 downstream of the branching point, the stock fuel loses heat by the atmosphere around thefuel feed pipe 63 while flowing through the inside of thefuel feed pipe 63 downstream of the branching point. The stock fuel ends up falling in temperature before flowing into theseparation unit 57. - In the present embodiment, when the temperature of the downstream
side heat pipe 61 is low, the stock fuel flows through thebypass pipe 65 into theseparation unit 57. The length of thebypass pipe 65 is shorter than the length of thefuel feed pipe 63 downstream of the branching point, so while the stock fuel is flowing through thebypass pipe 65, the amount of heat lost to the atmosphere around thebypass pipe 65 is small and therefore the temperature of the stock fuel does not fall much before flowing into theseparation unit 57. Therefore, according to the present embodiment, the heat of the exhaust gas can be efficiently supplied to the stock fuel flowing into theseparation unit 57. - Note that the reference temperature is for example made the temperature of the downstream
side heat pipe 61 whereby the temperature of the stock fuel flowing into theseparation unit 57 becomes equal both when the making the stock fuel flow through thebypass pipe 65 to theseparation unit 57 and when making the stock fuel flow through thefuel feed pipe 63 to theseparation unit 57. - Further, in the above embodiments, the route carrying the stock fuel is changed in accordance with the temperature of the downstream
side heat pipe 61, but it is also possible to change the route carrying the stock fuel in accordance with not only the temperature of the downstreamside heat pipe 61, but also other parameters (for example, the time elapsed after starting the internal combustion engine etc.) - Further, it is also possible to switch the positions of the
route switching valve 64 in accordance with the temperature of the downstreamside heat pipe 61 and the opening degree of theflow control valve 55. That is, it is also possible to set theroute switching valve 64 in the bypass position when the temperature of the downstreamside heat pipe 61 is extremely high and the opening degree of theflow control valve 55 is small and to set theroute switching valve 64 at the inflow position at other times. - That is, if the opening degree of the
flow control valve 55 is small, the flow rate of the stock fuel flowing through thefuel feed pipe 63 is small. Further, if the temperature of the downstreamside heat pipe 61 is high, the amount of heat supplied to the stock fuel in theheat exchange part 61 b of the downstreamside heat pipe 61 becomes greater. In this case, if the stock fuel runs theheat exchange part 61 b of the downstreamside heat pipe 61, the stock fuel ends up being excessively heated and deterioration of the fuel ends up occurring. Therefore, in such a case, by preventing the stock fuel from flowing to theheat exchange part 61 b of the downstreamside heat pipe 61, overheating of the stock fuel can be prevented. - Furthermore, in the above embodiments, a
route switching valve 64 is provided at the branching point of thebypass pipe 65, but instead of theroute switching valve 64, it is also possible to provide a flow regulator valve able to regulate the flow rate of the fuel flowing into thefuel feed pipe 63 andbypass pipe 65 downstream of the branching point. Due to this, it is possible to adjust the flow rate of the stock fuel flowing through the inside of the fuel feed pipe downstream of the branching point in accordance with the temperature of the downstreamside heat pipe 61. - Next, referring to
FIG. 8 , a fourth embodiment of the present invention will be explained. The configuration of the exhaustheat recovery system 25′″ of the fourth embodiment is basically similar to the configuration of the exhaustheat recovery system 25″ of the third embodiment. However, in the fourth embodiment, theroute switching valve 64 and thebypass pipe 65 are not provided. Instead, two of each of the fuel feed pipe and flow control valve are provided. - That is, as shown in
FIG. 8 , in the fourth embodiment, twofuel feed pipes stock fuel tank 23 and theseparation unit 57. Thefuel feed pipes flow control valves heat exchange part 60 b of the upstreamside heat pipe 60 is attached to the firstfuel feed pipe 63 a, while theheat exchange part 61 b of the downstreamside heat pipe 61 is attached to the secondfuel feed pipe 63 b. - In the present embodiment, when the temperature of the downstream
side heat pipe 61 is lower than a certain fixed reference temperature, only theflow control valve 55 a provided at the firstfuel feed pipe 63 a is opened. Theflow control valve 55 b provided at the secondfuel feed pipe 63 b is not opened. On the other hand, when the temperature of the downstreamside heat pipe 61 is the reference temperature or more, the twoflow control valves separation unit 57. - Note that in the present embodiment as well, it is also possible to adjust the opening degree of the second
flow control valve 55 b in accordance with the temperature of the downstreamside heat pipe 61 and the flow rate of the stock fuel to be supplied from thestock fuel tank 23 to theseparation unit 57 in the same way as the third embodiment. That is, it is also possible to close the secondflow control valve 55 b when the temperature of the downstreamside heat pipe 61 is extremely high and the flow rate of the stock fuel to be supplied from thestock fuel tank 23 to theseparation unit 57 is small and to open the secondflow control valve 55 b at other times. Due to this, overheating of the stock fuel can be prevented. - While the invention has been described by reference to specific embodiments chosen for purposes of illustration, it should be apparent that numerous modifications could be made thereto by those skilled in the art without departing from the basic concept and scope of the invention.
Claims (8)
1. An exhaust heat recovery system provided with a plurality of heat transport devices each provided with a heat recovery part and a heat exchange part, each heat transport device recovering heat at the heat recovery part from exhaust gas exhausted from an internal combustion engine and transferring this recovered heat to an object to be heated at the heat exchange part, wherein
the heat recovery part of a first heat transport device recovers heat from an exhaust purification catalyst provided in an engine exhaust passage or an upstream side of the same, while the heat recovery part of a second heat transport device recovers heat from the exhaust gas at a downstream side of said exhaust purification catalyst.
2. An exhaust heat recovery system as set forth in claim 1 , wherein the heat transport capacities of said plurality of heat transport devices differ for each heat transport device.
3. An exhaust heat recovery system as set forth in claim 2 , wherein said first heat transport device has a heat capacity smaller than a heat capacity of the second heat transport device.
4. An exhaust heat recovery system as set forth in claim 3 , wherein said heat transport devices are heat pipes, and the amount of the heat medium in the heat pipe differs between the first heat transport device and second heat transport device.
5. An exhaust heat recovery system as set forth in claim 1 , wherein said heat exchange parts heat the fluid to be heated.
6. An exhaust heat recovery system as set forth in claim 5 , wherein the flow rate of the fluid to be heated flowing in the heat exchange parts is controlled in accordance with the temperature of the exhaust gas exhausted from said internal combustion engine.
7. An exhaust heat recovery system as set forth in claim 5 , wherein said heat transport devices are heat pipes and, when the temperature of said second heat transport device is lower than a reference temperature, the flow rate of the fluid to be heated flowing through the heat exchange part of said second heat transport device is made zero.
8. An exhaust heat recovery system as set forth in claim 5 , wherein the system is further provided with a route for the fluid to be heated passing through the heat exchange part of said first heat transport device and the heat exchange part of said second heat transport device and a flow regulator valve provided in a channel between the heat exchange part of said first heat transport device and the heat exchange part of said second heat transport device, and said flow regulator valve regulates the flow rate of the fluid to be heated passing through the heat exchange part of said second heat transport device in the fluid to be heated passing through the heat exchange part of said first heat transport device.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
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US12/318,133 US20100154394A1 (en) | 2008-12-22 | 2008-12-22 | Exhaust heat recovery system |
JP2009291431A JP5334830B2 (en) | 2008-12-22 | 2009-12-22 | Exhaust heat recovery device |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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US12/318,133 US20100154394A1 (en) | 2008-12-22 | 2008-12-22 | Exhaust heat recovery system |
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US20100154394A1 true US20100154394A1 (en) | 2010-06-24 |
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ID=42264090
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US12/318,133 Abandoned US20100154394A1 (en) | 2008-12-22 | 2008-12-22 | Exhaust heat recovery system |
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JP (1) | JP5334830B2 (en) |
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US20100146943A1 (en) * | 2008-12-11 | 2010-06-17 | Denso Corporation | Exhaust heat recovery device |
US20100146949A1 (en) * | 2006-09-25 | 2010-06-17 | The University Of Sussex | Vehicle power supply system |
US20120132576A1 (en) * | 2010-11-29 | 2012-05-31 | Toyota Jidosha Kabushiki Kaisha | Device for separating fuel components |
US20120230657A1 (en) * | 2011-03-08 | 2012-09-13 | Denso Corporation | Heating device |
US20130333673A1 (en) * | 2012-05-16 | 2013-12-19 | Transonic Combustion, Inc. | Heating of fuel with exhaust gas recirculation |
CN105180129A (en) * | 2015-10-30 | 2015-12-23 | 山东舜耕干燥设备有限公司 | Heat pipe type exhaust heat boiler |
US20180066613A1 (en) * | 2016-02-16 | 2018-03-08 | Saudi Arabian Oil Company | Adjusting a fuel on-board a vehicle |
CN110410242A (en) * | 2019-07-25 | 2019-11-05 | 吉林省丰奥汽车零部件有限公司 | A kind of fuel Heating pipe of high efficient heat exchanging |
US10697380B2 (en) | 2016-02-16 | 2020-06-30 | Saudi Arabian Oil Company | Adjusting a fuel on-board a vehicle |
CN113028870A (en) * | 2021-03-03 | 2021-06-25 | 东营职业学院 | Heat recovery equipment for petrochemical industry |
US11208938B2 (en) * | 2018-10-22 | 2021-12-28 | Hyundai Motor Company | Exhaust tail trim for vehicle |
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US20100146943A1 (en) * | 2008-12-11 | 2010-06-17 | Denso Corporation | Exhaust heat recovery device |
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US20130333673A1 (en) * | 2012-05-16 | 2013-12-19 | Transonic Combustion, Inc. | Heating of fuel with exhaust gas recirculation |
CN105180129A (en) * | 2015-10-30 | 2015-12-23 | 山东舜耕干燥设备有限公司 | Heat pipe type exhaust heat boiler |
US20180066613A1 (en) * | 2016-02-16 | 2018-03-08 | Saudi Arabian Oil Company | Adjusting a fuel on-board a vehicle |
US10697380B2 (en) | 2016-02-16 | 2020-06-30 | Saudi Arabian Oil Company | Adjusting a fuel on-board a vehicle |
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US11208938B2 (en) * | 2018-10-22 | 2021-12-28 | Hyundai Motor Company | Exhaust tail trim for vehicle |
CN110410242A (en) * | 2019-07-25 | 2019-11-05 | 吉林省丰奥汽车零部件有限公司 | A kind of fuel Heating pipe of high efficient heat exchanging |
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Also Published As
Publication number | Publication date |
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JP5334830B2 (en) | 2013-11-06 |
JP2010144733A (en) | 2010-07-01 |
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