• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:SE1050516A1
    申请号:SE1050516
    申请日:2010-05-25
    公开日:2011-11-26
    发明作者:Zoltan Kardos；Kristoffer Aagren
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    cooled by a cooling air stream to a temperature at which it condenses. The now liquid medium is circulated from the condenser back to the said cooler in order to re-absorb friend energy so that it evaporates.
    SETTING UP THE INVENTION The purpose of the present invention is to reduce the fuel consumption of a vehicle powered by an overcharged internal combustion engine.
    This object is achieved with the cooling arrangement of the kind mentioned in the introduction, which is characterized by the features stated in the characterizing part of claim 1. The amount of lu fi fed into an internal combustion engine is related to the performance and fuel consumption of the internal combustion engine. In this case, a cooling arrangement is used which has three cooling circuits with coolant of different temperatures. The third cooling circuit which has coolant with the lowest temperature can be used here to cool the compressed hatch in a charge hatch cooler. The compressed air can thus be cooled to a very low temperature before it is led to the internal combustion engine. Such cooling results in a large amount of air being led to the internal combustion engine with a low fuel consumption as a result. To further reduce fuel consumption, the vehicle includes an energy recovery system that includes a phase conversion medium that absorbs heat energy from suitable heat sources adjacent to the internal combustion engine. Normally, this thermal energy is not used but is released to the environment. The medium, which may be water, has the property that it evaporates at a lower temperature than the temperature of at least one of the mentioned heat sources. The evaporated medium thus provides an elevated pressure and an elevated temperature. The evaporated medium is led to a turbine that converts part of the medium's heat energy into mechanical energy. The medium is then cooled in a condenser to a temperature at which it returns to liquid form. In this case, coolant in the third cooling circuit can be used to cool the medium in the condenser. The agent can thus be cooled to a temperature close to the temperature of the coolant in the third cooling circuit. The lower the temperature at which the medium is cooled in the condenser, the greater the amount of heat energy that the energy recovery system can absorb from the mentioned heat sources and convert into mechanical energy. In cases where the compressed air or medium is cooled in several steps, the coolant in the third cooling circuit is advantageously used to cool the compressed air and / or the medium in a final step. In cases where the coolant in the third cooling circuit is not used to cool both the compressed air and said medium, the coolant in the second cooling circuit can be used to cool the air or the medium which is not cooled by the coolant in the third cooling circuit.
    According to a preferred embodiment of the heating, the first radiator, the second radiator and the third radiator are arranged in an area of the vehicle where they are traversed by a substantially common cooling lute current and that the radiators are arranged so that the second radiator is arranged upstream of the first the cooler and that the third cooler is arranged upstream of the second cooler with respect to the intended flow direction of the air through the coolers. The air which is passed through said cooler thus provides a successively rising temperature as it cools the coolants in the respective coolers.
    Since the cooling air has the lowest temperature when it reaches the third cooler, the coolant in the third cooler will be cooled to the lowest temperature. Since the air as when the second cooler has a lower temperature than the air which reaches the first cooler, the coolant in the second cooler obtains a lower temperature than the coolant in the first cooler. The third radiator is advantageously arranged in a position of the vehicle so that it is permeated by air with the ambient temperature. Thus, the coolant channel of the third cooler can be cooled to a temperature close to the ambient temperature. Consequently, the compressed air and / or the phasor conversion medium can also be cooled by the coolant in the third cooling circuit to a temperature close to the ambient "temperature".
    According to an embodiment of the present invention, the first cooling circuit, the second cooling circuit and the third cooling circuit form part of a common cooling system. In this case, a coolant purge can circulate a common coolant through the three circuits. Preferably, this common cooling system can be designed so that the coolant in the third cooling circuit has been cooled in three steps before it is used for cooling the compressed air and / or the medium. In this case, the coolant has first been cooled in the first cooler then in the second cooler and finally in the third cooler. Thus, the coolant channel of the third cooling circuit can obtain an efficient cooling to a low temperature. Alternatively, the first cooling circuit may form a separate cooling system and the second cooling circuit and the third cooling circuit may form part of a common cooling system. In this case, a coolant pump circulates coolant in the first cooling circuit. Another coolant pump circulates coolant in the cooling system which includes the second cooling circuit and the third cooling circuit.
    According to a further alternative, the first cooling circuit, the second cooling circuit and the third cooling circuit may constitute three separate cooling systems. In this case, a coolant pump is required in each of the three separate cooling systems.
    According to an embodiment of the present invention, the energy recovery system comprises two condensers and that the coolant in the second cooling circuit is used to cool the medium in a first condenser and that the coolant in the third cooling circuit is used to cool the medium in a second condenser located downstream of the first the condenser _ _ The cooling of the medium is important to obtain a good absorption of heat energy in the heat recovery system. It may therefore be necessary to cool the medium in two stages in two separate condensers. In this case, it is convenient to use the coolant in the second cooling circuit to cool the medium in a first step and the coolant in the third cooling circuit to cool the medium in a second step. The energy-absorbing system advantageously comprises at least one heat exchanger where the medium is adapted to absorb friend energy from a heat source in the form of hot coolant, compressed air, exhaust gases in the exhaust line or recirculating exhaust gases. All of these heat sources contain excess heat that can be utilized in the energy recovery system. The coolant, the compressed air and the recirculating exhaust gases are normally cooled in at least one cooler to obtain a lower temperature. In this case, the heat exchanger can replace or complement such an ordinary cooler.
    According to an embodiment of the present invention, the vehicle comprises a return line for recirculating exhaust gases and that the recirculating exhaust gases are cooled in an EGR cooler by coolant from the third cooling circuit or by the medium after it has been cooled by the coolant in the third cooling circuit in the condenser. In cases where exhaust gases are mixed into the compressed air that is led to the internal combustion engine, it is advisable to cool the recirculating exhaust gases to the same low temperature as the compressed air. It is therefore appropriate to use the coolant in the third cooling circuit for this purpose. Alternatively, the medium can be used for similar purposes after it has been cooled by the coolant in it. third cooling circuit. The first cooling circuit advantageously comprises coolant which is used to cool the internal combustion engine. This coolant should normally have an operating temperature of about 70-90 ° C to cool the internal combustion engine to a suitable temperature. The coolant in the first cooling circuit, the second cooling circuit and the third cooling circuit can of course be used for other cooling needs in the vehicle. Since the coolant in the three cooling circuits has different temperatures, the coolant which has the most suitable temperature can be used in the respective cases. 1.0 BRIEF DESCRIPTION OF THE DRAWINGS In the following, preferred embodiments of the invention are described by way of example with reference to the accompanying drawings, in which:. Fig. 1 shows a cooling arrangement of a supercharged diesel engine according to a first embodiment of the invention and Fig. 2 shows a cooling arrangement of a supercharged diesel engine according to a second embodiment of the invention and Fig. 3 shows a cooling arrangement of a supercharged diesel engine according to a third embodiment. of the invention.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION FIG. 1 shows an overcharged internal combustion engine which is adapted to drive a schematically shown vehicle 1 which may be a heavy vehicle 1. The internal combustion engine 2 is here exemplified as a diesel engine 2. The exhaust gases from the cylinders of the diesel engine 2 are led, via an exhaust gas collector 3, to an exhaust line 4. The diesel engine 2 is equipped with a first turbocharger, which includes a turbine 5 and a compressor 6. The exhaust line 4 expands through the turbine 5 so that it provides a driving force, which is transmitted, via a connection, to compressor 6. The arrangement comprises an inlet line 8 which is adapted to direct air to the internal combustion engine 2. The compressor 6 of the first turbocharger compresses air which, via an air filter 7, is sucked into an inlet line S. The air is cooled in the inlet line 8 in a first stage in a first charge cooler 9 and in a second stage in a second charge cooler 10.
    The arrangement comprises a return line 11 for recirculation of exhaust gases from the exhaust line 4. The return line 11 has a distance between the exhaust line 4 and the inlet line 8. The return line 11 comprises an EGR valve 12, with which exhaust gas can be shut off in the return line 11. The EGR valve 12 can also be used to steplessly control the amount of exhaust gases led from the exhaust line 4, via the return line 11, to the inlet line 8. A control unit 13 is adapted to control the EGR valve 12 with information about the current of the diesel engine 2. drive standstill. The return line 11 comprises a first EGR cooler 14 for cooling the recirculating exhaust gases in a first stage and a second EGR cooler 15 for cooling the exhaust gases in a second stage. The compressed air and the 150 recirculating exhaust gases are mixed in a portion 16 before they are led via a branch 17 to the respective cylinders of the diesel engine 2.
    The vehicle 1 is in this case provided with a cooling arrangement in the form of three cooling circuits which have coolant with different temperatures. The coolant is circulated in the cooling arrangement by means of a coolant pump 18. A first cooling circuit of the cooling arrangement has a design which substantially corresponds to a conventional cooling system for cooling an internal combustion engine 2. The first cooling circuit comprises a line system 21 which leads coolant through the internal combustion engine 2. After the coolant has cooled the internal combustion engine 2, it is led to an additional cooler which may be an oil cooler 22 for a retarder. After the coolant has cooled the oil in the oil cooler 22, it is led to a thermostat 19. The thermostat 19 leads the coolant to the internal combustion engine 2 in cases where it has not reached a required operating temperature and to a first cooler 20 for cooling when it needs to be cooled. The first cooler 20 is arranged in connection with a remote portion of the vehicle 1. A radiator flap 23 forces a cooling lute tube through the first radiator 20. After cooling in the first radiator 20, the coolant is led back to the combustion engine 2.
    A second cooling circuit of the cooling arrangement comprises a second line system 24. The line system 24 receives a part of the coolant from the first line system 21 in a position 25 located immediately downstream of the coolant pump 18. Coolant has cooled in a first stage in the first the cooler 20 when it reaches the position 25. Coolant in the second cooling circuit is led in the line system 24 to a second cooler 26 where it is cooled in a second stage. The second cooler 26 is arranged upstream of the first cooler 20 with respect to the direction of flow of the cooling air through the coolers 20, 26. As a result, the coolant in the second cooler 26 is cooled by air having a lower temperature than the air flowing through the first the cooler 20. The coolant in the second cooler 26 thus obtains a lower temperature than the coolant which is cooled in the first cooler 29. The second cooling circuit comprises in a position 27 a connection with the third cooling circuit.
    The third cooling circuit of the cooling arrangement comprises a line system 28 which receives a part of the cooling liquid fi from the second cooling circuit in position 27. This cooling liquid has thus been cooled in a first stage in the first cooler 20 and in a second stage in the second cooler 26. The cooling liquid is led in the duct system 28 to a third cooler 29 which is arranged upstream of the second cooler 26 and the first cooler 20 with respect to the flow direction of the air through the coolers 20, 26, 29. As a result, the coolant channel cools the third cooler 29 in a third step of air having a lower temperature than the air flowing through the second cooler 26. The coolant leaving the third cooler 29 thus has a lower temperature than the coolant leaving the second cooler 26. The third cooler 29 is arranged in a position in the vehicle l where it is in contact with air of ambient temperature. Thus, the coolant in the third cooler 29 can be cooled to a temperature close to ambient temperature. The coolant in the third cooling circuit is led back to the second cooling circuit in a position 30. The coolant fl from the second cooling circuit is then led back to the first cooling circuit in a position 31.
    The internal combustion engine 2 is equipped with an energy turbulent system. The energy recovery system includes a conductor circuit 32 with a circulating medium having a suitable evaporation temperature. The medium is advantageously water. The medium is circulated in the circuit 32 by means of a pump 33. The medium is led in liquid form by the pump 33 to a first heat exchanger 34. The medium is heated in the first heat exchanger 34 by the coolant in the first cooling circuit. The coolant here can have a temperature of up to about 100 ° C. The medium is then led to a second heat exchanger, which here consists of the first charge air cooler 9. The compressed air can have a temperature of up to about 200 ° C. The medium can be completely or partially evaporated in the charge cooler 9 as it is heated by the compressed air. The medium is then led to a third friend exchanger 35 where it is heated by the exhaust gases in the exhaust line 4.
    The exhaust gases which have here expanded through the turbine 5 can have a temperature of up to about 350 ° C. The medium, which is now in a completely evaporated state, is finally heated in a fourth heat exchanger which consists of the first EGR cooler 14. The recirculating exhaust gases can have a temperature of up to about 65 ° C. The medium provides in the first EGR cooler 14 a heating in a fourth stage to a relatively high temperature and a relatively high pressure.
    The line circuit 32 comprises downstream of the fourth heat exchanger 14 a valve 36 which can lead the medium to a turbine 37 or to a bypass line 38. The evaporated medium is normally led to the turbine 37 where it expands. The turbine 37 thus provides a rotational movement which is transmitted, via a mechanical transmission 39, to the flywheel 40 on an output shaft 41 from a gearbox 42 which is connected to the internal combustion engine 2.
    The output shaft 41 thus provides an increased driving force for driving the vehicle 1. The mechanical transmission 39 may comprise a suitable number of motion-transmitting elements in the form of gears or the like so that the movement of the turbine 37 obtains a suitable downshift before it is transmitted to the flywheel 40. Bypass line 38 is, at a first end, connected to the line circuit 32 in a position upstream of the turbine 37 and, at a second end, connected to the line circuit 30 in a position downstream of the turbine 37 with respect to the flow direction of the medium in the line circuit 32. The valve 36 can thus be set in a first position when it leads the evaporated medium to the turbine 37 and in a second position when it leads the medium through the bypass line 38 and thus past the turbine 37. The medium can be led through the bypass line 38 during, for example, occasions when the medium has evaporated fi independently or on occasions when the vehicle does not require any additional driving force.
    If the dry vapor medium has passed through the turbine 37 or the bypass line 38, it is led to a condenser 43. The medium is cooled in the condenser 43 by coolant in the second cooling circuit to a temperature at which it condenses. The coolant in the second cooling circuit thus has a lower temperature than the coolant in the first cooling circuit. The agent is thus cooled in the condenser 43 to a relatively low temperature before it is again used to absorb heat energy in the heat exchangers 32, 9, 35, 14. By means of said line circuit 32, heat energy from coolant in the first cooling circuit, the charging air, exhaust gases in the exhaust line and recirculating exhaust gases are used and. converted into mechanical energy for operation of the vehicle 1. The flare combustion engine 1 thus provides an increased capacity and efficiency without the supply of extra fuel. The cooling performed by the medium in the conduction circuit 32 of charge air in the charge air cooler 9, of recirculating exhaust gases in the EGR cooler 14 and of coolant in the heat exchanger 34 reduces the load on the ordinary coolers 10, 15, 20 which have the task of cooling these media. . The ordinary coolers 10,, 20 can therefore be given smaller dimensions.
    During operation of the diesel engine 2, exhaust gases flow through the exhaust line 4. The exhaust gases drive the turbine of the turbocharger 5. The turbines 5 provide a driving force fi, which drives the compressor of the turbocharger 6. The compressor 6 sucks in and compresses ambient lu fi in the inlet line. an elevated temperature. The compressed air is cooled in a first stage in the first charge air cooler 9 by the medium circulating in the line circuit 32 and in a second stage in the second charge air cooler 10 by coolant circulating in the third cooling circuit. After cooling in the third cooler 29, the coolant in the third cooling circuit has a temperature which substantially corresponds to the ambient temperature. As a result, the compressed air can also be cooled to a temperature close to the ambient temperature in the second charge air cooler 10.
    The control unit 13 keeps, during most of the operating conditions of the diesel engine 2, the EGR valve 12 open so that a part of the exhaust gases in the exhaust line 4 is led into the return line 11. The recirculating exhaust gases are cooled in the first EGR cooler 14 in a first stage of the medium circulating in the line circuit 32. Thereafter, the recirculating exhaust gases are led to the second EGR cooler 15 where they are cooled by coolant from the third cooling circuit. With a suitably dimensioned second EGR cooler 15, the recirculating exhaust gases can be cooled to a temperature close to the ambient temperature. Exhaust gases in the return line 11 can thus provide a cooling to substantially the same low temperature as the compressed air before they are mixed. As a result, a substantially optimal amount of compressed air and recirculating exhaust gases can be led into the internal combustion engine 2 at a high pressure. This enables combustion in the dry combustion engine 2 with a high performance and an optimal reduction of the nitrogen oxides in the exhaust gases.
    In the embodiment in Fig. 1, a first cooling circuit, a second cooling circuit and a third cooling circuit are thus used, which form parts of a common cooling system with a common coolant. The coolant is circulated in the common cooling system by means of a coolant pump 18. The coolant can be cooled in the common cooling system in one, two or three steps before it is used for cooling. The coolant in the first cooling circuit is cooled in the first cooler 20 before it is used to cool the internal combustion engine 2 and oil in the oil cooler 22.
    The coolant received in the second cooling circuit has first been cooled in the first cooler 20.
    The coolant is then cooled in a second stage in the second cooler 26 before being used to cool the circulating medium in the condenser 43. The coolant received in the third cooling circuit has first been cooled in the first cooler 20 and in the second cooler 26. The coolant is then cooled. a third step in the third cooler 29 of ambient air air before being used to cool the compressed Iu in the second charge cooler and the recirculating exhaust gases in the second EGR cooler 15.
    Fig. 2 shows an alternative embodiment of the cooling arrangement. In this case, the first cooling circuit constitutes a separate cooling system. This separate cooling system essentially corresponds to a conventional cooling system for cooling an internal combustion engine 2. The coolant is circulated in the first cooling circuit of a coolant pump 18. In addition to the internal combustion engine, the coolant also cools an oil in an oil cooler 22. The coolant in the first cooling circuit is cooled in a heater of the circulating medium and in a first cooler 20. The second cooling circuit and the third cooling circuit here form one. common cooling system with a circulating coolant. A coolant pump 44 circulates the coolant in the common cooling system. After the coolant is cooled in the second cooler 26, it is led in the second line system 24 to a first condenser 43 where it cools the medium circulating in the energy absorbing system in a first step. The coolant is then returned to the second cooler 26 for recooling.
    The third cooling circuit comprises a line system 28 which receives a part of the coolant from the second cooling circuit in a position 27. The coolant received in this position has thus already been cooled in the second cooler 20. The coolant is led in the line system 28 to the third cooler 29 which is arranged upstream of the second cooler 26 with respect to the flow direction of the air through the coolers 26, 29. As a result, the coolant in the third cooler 29 is cooled by lu fi which has a lower temperature than the air flowing through the second cooler 26. The coolant which leaving the third cooler 29 thus has a lower temperature than coolant as it leaves the second cooler 26. The coolant in the third cooling circuit is led to a second condenser 45 where it cools the medium circulating in the energy absorbing system in a second stage. The coolant is then returned to the second cooling circuit line system 24 in a position 47 and the second cooler 26 to cool.
    The medium in the energy recovery system is in this case cooled in a first stage in a first condenser 43 of coolant in the second cooling circuit and in a second stage in a second condenser 45 of coolant in the third cooling circuit. The circulating medium can thus be cooled to a temperature close to the ambient temperature. With such an efficient cooling of the medium circulating in the energy recovery system, it can absorb a relatively large amount of heat energy which can be recovered in the turbine 37. In this case, the medium in the energy recovery system is used to cool the recirculating exhaust gases in the second EGR cooler 15.
    Fig. 3 shows a further alternative embodiment of the cooling arrangement. In this case, the first cooling circuit, the second cooling circuit and the third cooling circuit consist of separate cooling systems. A coolant pump 18 circulates the coolant in the first cooling circuit. This cooling circuit corresponds exactly to the cooling circuit in Fig. 2. A coolant pump 44 circulates the coolant in the other cooling circuit. The coolant in the second cooling circuit cools the compressed heat in the second charge air cooler 10 and the medium in the first condenser 43. The coolant is then cooled in the second cooler 26. A coolant pump 46 circulates the coolant in the third cooling circuit. The coolant in the third coolant cools the compressed air in the second charge air cooler 10 and the medium in the second condenser 45. The coolant is then cooled in the third cooler 29.
    The invention is in no way limited to the embodiment described in the drawing but can be varied freely within the scope of the claims.
    权利要求:
    Claims (10)
    [1]
    A cooling arrangement of a vehicle driven by an overcharged internal combustion engine, the vehicle comprising an inlet conduit (8) which conveys compressed air to the internal combustion engine (2), at least one charge cooler (10) for cooling the compressed air before it is led into the internal combustion engine (2), and an energy recovery system, which comprises a line circuit (3 2) with a circulating medium, at least one heat exchanger (9, 14, 15, 34, 35) where the circulating medium is adapted to absorb heat so that it evaporates, a turbine (37) where the evaporated medium is adapted to expand and at least one condenser (43) where the medium is adapted to be cooled to a temperature at which it condenses, and the cooling arrangement comprising a first cooling circuit with a first cooler (20) adapted to cool a circulating coolant and a second cooling circuit with a second cooler. (26) adapted to cool a circulating coolant to a lower temperature than the temperature at which the coolant is cooled in the first cooler (20), characterized in that the cooling arrangement comprises a third cooling circuit with a third cooler (29) adapted to cool a circulating coolant to a lower temperature than the temperature at which the coolant is cooled in the second cooler (26), the coolant having been cooled in the third cooling circuit being used to cool the compressed air in the charge air cooler (10) and / or the medium in condenser (45).
    [2]
    Arrangement according to claim 1, characterized in that the first cooler (20), the second cooler (26) and the third cooler (29) are arranged in an area of the vehicle (1) where they are flowed through by a substantially common cooling air stream and that the coolers (20, 26, 29) are arranged so that the second cooler (26) is arranged upstream of the first cooler (20) and that the third cooler (29) is arranged upstream of the second cooler (26) with respect to the intended air direction of scattering through the coolers (20, 26, 29).
    [3]
    Arrangement according to claim 2, characterized in that the third cooler (29) is arranged in a position so that it is flowed through by air with the ambient temperature.
    [4]
    Arrangement according to one of the preceding claims, characterized in that the first cooling circuit, the second cooling circuit and the third cooling circuit form parts of a common cooling system. 10 15 20 25 30 12
    [5]
    Arrangement according to one of the preceding claims 1 to 3, characterized in that the first cooling circuit constitutes a separate cooling system and that the second cooling circuit and the third cooling circuit form parts of a common cooling system.
    [6]
    Arrangement according to one of the preceding claims 1 to 3, characterized in that the first cooling circuit, the second cooling circuit and the third cooling circuit constitute three separate cooling systems.
    [7]
    Arrangement according to one of the preceding claims, characterized in that the energy recovery system comprises two condensers (43, 45) and that the coolant in the second cooling circuit is used to cool the medium in a first condenser (43) and that the coolant in the third the cooling circuit is used to cool the medium in a second condenser (45) located downstream of the first condenser (43).
    [8]
    Arrangement according to one of the preceding claims, characterized in that the energy-absorbing system comprises at least one heat exchanger (9, 14, 15, 34, 35) in which the medium is adapted to absorb thermal energy from a heat source in the form of coolant, compressed! air, exhaust gas exhaust pipe or recirculating exhaust gases,
    [9]
    Arrangement according to one of the preceding claims, characterized in that the vehicle comprises a return line (11) for recirculating exhaust gases and that the recirculating exhaust gases are cooled in an EGR cooler (15) by coolant from the third cooling circuit or by the medium after that it has been cooled by the coolant in the third cooling circuit in the condenser (45).
    [10]
    Arrangement according to one of the preceding claims, characterized in that the first cooling circuit comprises cooling liquid which is used for cooling the internal combustion engine (2).
    类似技术:
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    SE1050516A1|2011-11-26|Cooling arrangement of a vehicle driven by a supercharged internal combustion engine
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    SE529731C2|2007-11-06|Radiator arrangement of a vehicle
    JP2016023556A|2016-02-08|Intake air cooling device
    SE533402C2|2010-09-14|Arrangement for energy recovery of a vehicle powered by an internal combustion engine
    SE534872C2|2012-01-31|Arrangements for cooling compressed air and / or recirculating exhaust gases led to an internal combustion engine
    同族专利:
    公开号 | 公开日
    RU2524479C1|2014-07-27|
    EP2577016A4|2018-01-24|
    US20130068202A1|2013-03-21|
    JP2013526682A|2013-06-24|
    EP2577016B1|2019-02-27|
    EP2577016A1|2013-04-10|
    RU2012156162A|2014-06-27|
    KR20130081664A|2013-07-17|
    JP5596855B2|2014-09-24|
    US8584457B2|2013-11-19|
    WO2011149409A1|2011-12-01|
    BR112012026562A2|2016-07-12|
    CN103237967A|2013-08-07|
    SE535877C2|2013-01-29|
    CN103237967B|2016-02-10|
    KR101780367B1|2017-09-21|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1050516A|SE535877C2|2010-05-25|2010-05-25|Cooling arrangement of a vehicle driven by a supercharged internal combustion engine|SE1050516A| SE535877C2|2010-05-25|2010-05-25|Cooling arrangement of a vehicle driven by a supercharged internal combustion engine|
    JP2013512574A| JP5596855B2|2010-05-25|2011-05-11|Cooler device for a vehicle powered by a supercharged combustion engine|
    KR1020127033325A| KR101780367B1|2010-05-25|2011-05-11|Cooler arrangement for a vehicle powered by a supercharged combustion engine|
    CN201180025439.4A| CN103237967B|2010-05-25|2011-05-11|For the cooling arrangement of Motor Vehicle driven by supercharged engine|
    US13/699,319| US8584457B2|2010-05-25|2011-05-11|Cooler arrangement for a vehicle powered by a supercharged combustion engine|
    BR112012026562A| BR112012026562A2|2010-05-25|2011-05-11|radiator arrangement for a vehicle powered by an over-compressed combustion engine|
    RU2012156162/06A| RU2524479C1|2010-05-25|2011-05-11|Cooling device for vehicle driven by turbocharged internal combustion engine|
    EP11786985.9A| EP2577016B1|2010-05-25|2011-05-11|Cooler arrangement for a vehicle powered by a supercharged combustion engine|
    PCT/SE2011/050593| WO2011149409A1|2010-05-25|2011-05-11|Cooler arrangement for a vehicle powered by a supercharged combustion engine|
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