CA2058121A1 - Turbo-charged internal combustion engine - Google Patents
Turbo-charged internal combustion engineInfo
- Publication number
- CA2058121A1 CA2058121A1 CA002058121A CA2058121A CA2058121A1 CA 2058121 A1 CA2058121 A1 CA 2058121A1 CA 002058121 A CA002058121 A CA 002058121A CA 2058121 A CA2058121 A CA 2058121A CA 2058121 A1 CA2058121 A1 CA 2058121A1
- Authority
- CA
- Canada
- Prior art keywords
- engine
- internal combustion
- charge air
- combustion engine
- turbo
- 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.)
- Abandoned
Links
Classifications
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- 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
- F02B37/001—Engines characterised by provision of pumps driven at least for part of the time by exhaust using exhaust drives arranged in parallel
-
- 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
-
- 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
- F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
-
- 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
- F02B37/007—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in parallel, e.g. at least one pump supplying alternatively
-
- 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
- F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
-
- 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
-
- 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)
Abstract
TITLE OF THE INEVNTION:
TURBO-CHARGED INTERNAL COMBUSTION ENGINE
ABSTRACT OF THE DISCLOSURE:
A turbo-charged internal combustion engine having a torque characteristic adjusted to the torque hyperbola is provided and provides a substantially increased torque for a number of revolutions in the vicinity of zero and is characterized by a great output relative to the engine size.
The internal combustion engine is provided with an auxiliary engine for a pre-charging blower that is connected in series to a charging blower driven by an exhaust gas turbine, and a primary engine. Both the auxiliary engine and the primary engine are in the form of a rotary piston diesel engine having a low compression and greatly differing respective outputs. The pre-charging blower is embodied as a volumetric compressor for providing a high start-up charge air pressure. A
charge air pressure measuring device together with a charge air temperature measuring device is used for regulating the operational charge air pressure of the primary engine via an output control of the auxiliary engine. Further improvements of the output of the combusting engine are achieved by permanent glow plug ignition devices and continuously operating diesel fuel injection pumps. The internal combustion engine is especially suitable for directly driving a motor vehicle without a variable gear.
TURBO-CHARGED INTERNAL COMBUSTION ENGINE
ABSTRACT OF THE DISCLOSURE:
A turbo-charged internal combustion engine having a torque characteristic adjusted to the torque hyperbola is provided and provides a substantially increased torque for a number of revolutions in the vicinity of zero and is characterized by a great output relative to the engine size.
The internal combustion engine is provided with an auxiliary engine for a pre-charging blower that is connected in series to a charging blower driven by an exhaust gas turbine, and a primary engine. Both the auxiliary engine and the primary engine are in the form of a rotary piston diesel engine having a low compression and greatly differing respective outputs. The pre-charging blower is embodied as a volumetric compressor for providing a high start-up charge air pressure. A
charge air pressure measuring device together with a charge air temperature measuring device is used for regulating the operational charge air pressure of the primary engine via an output control of the auxiliary engine. Further improvements of the output of the combusting engine are achieved by permanent glow plug ignition devices and continuously operating diesel fuel injection pumps. The internal combustion engine is especially suitable for directly driving a motor vehicle without a variable gear.
Description
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Background of the Invention The present invention relates to a turbo-charged internal combustion engine in which, on a charge air side of the internal combustion engine, a pre-charging blower that is connectad to and driven by an auxiliary engine is connected in series upstream of a charging blower that is connected to and driven by an exhaust gas turbine.
Furthermore, downstream of a last one of the charging blowers a charging air pressure measuring device is provided for controlling the amount of charge air.
Tha turbo-charging o~ an internal combustion engine is primarily used to increase the output and power of the engine. A low-powered combustion engine may reach the output of a substantially greater combustlon engine when turbo-oharged.
Thus, for a given nominal output a combustion engine, for example, in order to decrease the weight o~ a motor vehicle driven by the combustion engine, may be substantlally reduoed in sl~ze.
Exhaust gas turbo-chargers, having turblne~that ls driven by the pressure~of the exhaust gases;of the combustlon engine~ and having furthar a charging :: :
blower whioh is driven by the turbine, ;have~the ~
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inherent disadvantage of an insufficient charging in the maximum load-low revolution range of the combustion engine due to an insufficient exhaust gas amount at too low a pressure which results in the combustion engine performing sluggishly and having only a raduced power at lower engine revolutions. Mechanical displacement chargers which may be driven by the combustion engine itself or by auxiliary engines easily feed the required air for the idling phase of the eombustion engine, but cannot compete with a respective exhaust gas turbo-charger within the maximum load-maximum revolution range of the eombustion engine. For these reasons it is eommon to eombine the respeetive advantagas of an exhaust gas turbo-eharger and a mechanical displacement eharger by providing a serial or parallel eonneetion of the two charging means.
A combustion engine of the aforementioned ~0 ~ind is known from the document DT 23 50 784 C2.
In order to provide an uninterrupted air flow eomlng from the outside and to ensure a flow-technically favorable mixing of the two air flows, with an aeceptable expenditure and a redueed space requirement~and the simultaneous elimination of :
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energy losses of the charge air stream generated by the pre-charging blower, the pre-charging blower of the aforementioned combustion engine is connectable to ths charging blower via straight tubular slide which is adjustable in an axial direction to open an annular space between the tubular slide and an annular wall of the air inlet of the charging blower. The upstream serial connection of the pre-charging blower is only completely employed within the lower power range o the primary engine. A three-phase motor which is used 8S the auxiliary drive for the pre-charging blower and which has a oonstantly high number of revolutions is switched off in the upper power range of the primary engine. Since the pre-charging blower is designed for a high feeding rate at an extremely low compression it is not sultable for a low compression diesel engine which, especially during the start-up phase, requires a substantially higher charglng pressure.
Although the turbo-charging improves the torque characteristics~ of the ~ combustion engine, especially at lower revolutions per minute, the torque characteristics~for numbers of revolutions in tha vicinity of zero ere sti11 not CloSe to the - 3 - ~ ~
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characteristics of steam engines. Furthermore, the light-weight and space-saving construction of the pre-charging blower does not result in a substantial size reduction of the entire combustion engine. ~ven though in the aforementioned combustion engine a charge air pressure measurlng device is provided downstream of the last one of the charging blowers for controlling the amount of charge air, this will not ensure that an optimum charge air pressure is provided with respect to the desired torque, fuel consumption, and emission standards. Furthermore, the known combustion engine does not provide a sufficient adaptation of the torque characteristics to the torque hyperbola which would allow the elimination of a variable gear for driving a motor vehicle~
It is therefore an object of the~present invention to provide a combustion engine having ~0 torque characteristics that are ~adapted to the torque hyperbola and having a substantially increased torque within a range of~the number of revolutions close to zero and furthermore have a high output with: respect to the size of: the : :
combustion engine::while, ~at the same time, ~ 4 -:
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providing fuel efficiency, and furthermore eliminating the need for a variable gear when driving a motor vehicle with the combustion engine.
Brief Description of the Drawings This object, and other objects and advantages of the present invention, will appear more clearly from the following specification in conjunction with the accompanying drawing which shows a turbo-charged internal combustion engine comprising a primary engine with four rotary pistons and an auxiliary engine with two rotary pistons.
Summary of the Invention The turbo-charged internal combustion engine of the present invention is prlmarily characterized by a primary engine in the form of a rotary piston diesel engine with a low compression; at least one charging blower connected to and driven by an exhaust gas turblne;
~0 on a charge air side of the internal:combustion engine, a pre-oharging blower~ conneated ~to and driven by an auxiliary engine, the aux~iliary engine being in the form of a;rotary piston diesel engine with a low compresqion;and having an~output control connected thereto,~ and~ the pre-charging _ 5 ~
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: ' blower being connected in series upstream of the charging blower and being in the form of a volumetric compressor for a high start-up charge air prassure; the primary engine and the auxiliary engine having a greatly differing respective output, and the auxiliary engine being smaller than the primary engine; the output control comprising a charge air pressure measuring device, connected downstream of a last one of the charging blowers, for controlling the amount of charge air, and a charge air temperature measuring device arranged in the vicinity of the charge air pressure measuring device, the output controi controlling a temperature dependent, low operational charge pressure of the primary engine relative to a high charge air pressure for a start up; an electric starter motor connected to the precharging blower: a locking slide means, arranged between a oharge air outlet of the pre-charging blower and a charge air inlet of the auxiliary motor, for initially~charging:only the auxiliary eng.ine; and a means, connected to the primary engine, for overcoming a~ dead~center posltion of said~primary engine for initiating a first revolution of the~prlmary~englne, the mean~s - 6 ~
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for overcoming the dead center position being actuated by charge air.
For a lifting piston diesel engine with a geometric-mechanical compression of, for example, 20 to l a dead space of 5% rsmains, while for a rotary piston diesel engine as employed in the present invention a compression of, for example, 2 to l results in a dead space of 50~ which, relative to an identical ignition pressure, allows a charging to up to the tenfold charging weight.
This corresponds to a tenfold increase of the torque whlch, however, is distributed over the fourfold length of the angle of rotation o~ the working stroke. Since no variable gear generates a greater transmission range than l to 10 the tenfold increase of the torque is suffiolent to eliminate the naed for a variable gear.
Due to the extremely low geomatric-mechaniaal compression, correspondlng to an identical geometric-mechanical expansion, the aombustlon is distributed over the entire 120~ o~ the~working stroke of the rotary piston while usually the working stroke is terminated practically~after 30 of rotation of the~ crank shaft. Further advantages of the~employed rotary piston d1esel -~7 ~
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engine lie in the fact that a glow ignition does not have a spacial contact to the compression stroke so that during the entire operation an uninterrupted diesel fuel in~ection is poss'bla, whereby only a low amount of remaining gas will come into contact with fresh gas, despi-te the low compression rate.
When starting up the smaller one of the two rotary piston diesel engines which are operated in tandem, the displacement charger together with the smaller one of the rotary piston diesel engines is driven by the electric starter motor until a temperature level of approximately 750 to 800 K
and a respective pressure level has been reached wlthin tha smaller rotary piston~ diesel engine which is su~ficient for the self ignition of the fuel. Durlng the subsequent start-up of the primary engine the re~uired minimum compression level o approximately 25 bars is ensured by the ~0 displacement charger whiah is driven by the smaller rotary piston diesel snglne. This makes it possible to reach the total torque of the primary engins practlcally from the stsrt.~ During normal operatlon the exhaust~gas turbo-aharger may generate charging pressure at approximately 20~ of ': :~ ~ :
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2 ~ ~ 8 ~ ~ 1 the nominal revolutions per minute. With state-of-the-art exhaust gas turbo-chargers the normal pressure, or the already increased pressure, may be increased fourfold in a one-stap process or eightfold in a two-step process. Due to the geometric-mechanical compression of approximately 2 to l within the rotary plston diesel engine an ignition pressure of approximately 100 bars results from a charging pressure of 4 bars and an ignition pressure of approximately 150 bars results from a charging pressure of ~ bars.
The exhaust-gas turbo-charger (which may be classified as a flow charger) combines the advantages of a very high power density with a very small space requirement, but by itself is not able to generate constant pressures at varying uel flow rates, or to generate greatly increasing pressures at greatly reduced volumes. The mechanlcal displacement charger however may generate the required maximum pressures at;minimum fuel supply voluma in the lnventive~solution.
~hus, the pre-charging blower ~ which is mechanically driven by the smaller rotary piston diesel engine is able~to generate the charging pressure of approximately~25~ bars from the start :::
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as well as the supplementing of the supply level of 4 or 8 bars. Without a flow charger an extreme reduction in size of the mechanical charger would not be possible. A great driving engine for a great mechanical charger, however, would cancel the weight advantage of the eliminated variable gear.
It is preferred that the inventive internal combustion engine further comprises a charge air collector connected to the primary engine. It is expedient that the auxiliary engine is connacted to the charge air collector via the locking slide means. In a preferred embodiment the primary engine as well as the auxlliary englne have more than one rotary piston.
In another embodiment the geometric compression of the primary engine and of the auxiliary engine correspond to one another. It is expedlent that the inventlve internal oombustion ~0 engine further comprises an~exhau t gas collector to which the primary engine and the auxiliary engine are connected. It is furthermore expedient that the inventive combustion engine comprises an output sensor oonnected to the~prlmary englnel an exhaust turbine drivingly aonnected to;~`the _ ~o- ~
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~8~2;1 charging blower; and at least one two-step exhaust gas turbo charger connected in parallel to the pre-charging blower and the charging blowsr, and being switchable by the output sensor. Preferably the primary engine is drivingly connected to a respective motor vehicle without a variable gear.
In a further embodiment of the present invention the internal combustion engine comprises a respective permanent glow plug ignition device for the primary engine and the auxiliary engine.
It is possible that the glow plug deviaes are activated during the entire operation or only during a warm-up period of the internal combustion engine.
It is preferable that the inventive combustion engine comprises a respeative diesel ~uel inJection pump for the primary engine and the auxiliary engine, whereby the diesel fuel inJection pump continuou~ly injeots over the entire 360 angle of rotation of the~ respective rotary pistons of the primary engine and the auxiliary englnes.
Descriptlon of Preferred Embodiments The present invention wil} now be described in detail with the aid of the speolfla embodiments :
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represented in the drawing.
The drawing shows a turbo-charged internal combustion engine having a primary engine 10 with four rotary pistons and an auxiliary engine 11 with two rotary pistons. For each of the rotary pistons the charge air side is designated by a hollow arrowhead and the exhaust gas side is designated by a black arrowhead. The lateral displacements of the pairs of arrowheads represents the angular displacement of the rotary pistons. Due to the fact that the primary angine lO and the auxiliary engine 11 are provided with more than one rotary piston, a smoother performance of the comustion englne is achieved, and radial engine dimensions may be reduced to achieve smaller centri~ugal force valuee.~
The primary engine 10 and the auxiliary engine 11 correspond to one another with respect to their geometric compression of~preferably 2 to l so that only one control device for the aharge air must be provided, and only one charge air collector ls necessary. Slnce ~the~charge alr pressure may be controlled independently~of the stroke volums and the numbers of~revolutlons of the englne,~the auxlliary;englne 11 is~connected - 12 - ~
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via the lock slide devices 12 and 14 to a charge air collector 14 that is, in return, connected to the primary engine 10. Both engines 10 and 11 may thus be exposed to the same charge air pressure.
Furthermore, the auxiliary engine 11 and the primary engine 10 are connected to a common exhaust gas collector 16 which is further connected to the exhaust gas turbine 15. Thus, the exhaust gas pressures of both engines 10, 11 are adjusted relative to one another so that from the two combined exhaust gas flows~ a co~mon control signal may be derived. This allows a further weight reductlon of the combustion engine.
With an output sensor 17 of the primary engine 10 at least one two-s~ep exhaust gas turbo charger 18 is switchable in parallel to the serial connection of the pre-charging blower 19 and the charging blower 20 that 1s driven by the exhaust gas turbine 15. Accordingly, the pre-charging ~0 motor 11 may be reduced in size wlth respect to its percentage-wise contribution to the charging :
power. When only one two-step exhaust gas turbo charger 18 is provided~the required s1ze~of the auxiliary engine 11 may be~cut in hslf~, and when two two-step axhaust gas~turbo ~chargers ~18~ sre , 2 ~ 2 ~
provided in a stepped manner the required size of the auxiliary engine 11 is only one third. The switching of the first two-step exhaust gas turbo charger 18 takes place at approximately 50% of the output of the primary engine 10, while the one~
step exhaust gas turbo charger 21 (connected in series with -the pre-charging blower 19 and comprising the charging blower 20 and the exhaust gas turbine 15) may already provide a respective charging output at approximately 20% of the nominal revolutions per minute of the primary angine 10.
Due to the fact that the primary engine 10 is used without a varlable gear for driving a respective motor vehicle, the weight of the motor vehicle is substantially reduoed and, accordingly, the acceleration, especially when acceleratlng from a stop, may be increased considerably. Since any change of gears is eliminated, thsre wlll be ~0 no interruption of the torque provided which, especially durlng acceleration of the motor vehicle, usually occurs as an undesirable discontinuity. The weight of a thus eliminated variable gear corresponds usually~to the waight of the stripped combustion engine. The size of thè
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~ 3 auxiliary engine 11 corrasponds to approximately one tenth of the size of the primary engine and the size of the electrical starter motor 22 of the pre-charging blower 19 is only approximately one tenth of the size of the auxiliary engine 11.
The output control 23 of the small auxiliary engine 11 comprises a charge air pressure measuring device 24 which is connected to the charge air collector 14, and, furthermore, a charge air temperature measuring device 25 which is connected to the charge air collector 14, as well as a revolution regulating device 26. The three devices, respectively, sensors together effect the control of a constant charge air temperature and a constant charge alr pressure, and, for an increasing charge air temperatura, provide a correspondingly reduced charge air pressure. A dependency from the position of the primary motor 10 serving as the drive motor for the vehicle doe~ not exist.
For tha operational control of the primary engine 10 the coupling 27 is provided with a load sensor 28, a revolution regulating device 29, also connected to the coupling 27, an exhaust gas pressure measuring device 30 that is connected to - 15 - ~
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the exhaust gas collector 16, and an exhaust temperature measuring device 31 which is also connected to the exhaust gas collector 16. ~he sensors, respectively, devices 28 to 31 constitute the output sensor 17. They effect, relative to the accelerator position, the control of the fuel supply as well as the switching of the two-step additional exhaust ga turbo charger 18, at least one of which is provided.
When the internal combustion engine is started the pre-charging blower 19 is driven by the elactrical starter motor 22 via a starter coupling 32 until the small rotary piston diesel engine 11 has reached a sufficient temperature and pressure level for the self-ignition of the fuel.
The auxiliary engine 11 is connected to the pre-charging blower 19 via a coupling 33 and a variable drive 34. During this start-up phase alr is taken from the environment via a suction filter ~0 35 and compressed by the pre-charging blower 19.
The compressed air is guided vla the ~;auxillary line 36 exclusively to:the auxiliary eng~ne 11.
This is achieved by blocking the connectlon to the charging blower 20:by ~a lock slide~ 12 :and~ by , blocking the connection between the ~auxiliary - 16 - ~ ~
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engine 11 and the charge air collector 14 by the lock slide 13. When a pre-determined number of revolutions of the auxiliary engine 11, measured by the revolution regulating device 26, has been reached a signal is sent to the lock slides 12, 13 and the auxiliary line 36 is blocked while the regular line of the charge air is opened. Then exhaust gas flows via the exhaust gas collector 16 and the exhaust gas turbine 15 to the exhaust gas manlfold 37.
Tha primary engine 10 is started from the base position of the accelerator with the aid ~f the device 38 for overcoming the dead center position which is actuated by the pra-charging blower 19 and its auxiliary engine 11. This is achiaved by opening the two-way valve 39 that connects the device 38 for overcoming:the dead center position to the charge air collector 14.
The device 38 for overcoming the dead centar ~0 position provides a great effective surface area for the ccmpressed air for a great power transmission and only serves to achieve the first revolutLon of the prlmary engine lO. Then the device 38 is immedlately returned into~its stand-by position. After the~primary engine lO~has~been - 17 ~
decoupled from all the auxiliary devices its entire output may be used for the acceleration of the corresponding motor vehicle. When th0 motor vehicle is stopped the primary engine lO of the turbo-charged internal combustion engine is also stopped, and when the motor vehicle is again accelerated the primary engine lO must be started up again with the aid of the charge air actuated device 38 for overcoming the dead center position.
The additional two-step exhaust gas turbo charger 18 and the o~e-step exhaust gas turbo charger 21 are both connected to the exhaust gas manifold 37, but the exhaust gas turbo charger 18 is provided with its own suction filter 40 and, on the exhaust gas side, may be connected via a first control valve 41 to the exhaust gas collector 16 and, on the charga air~side, via a second control valve 42 to the charga ~air collector 14. The two control valves 41 and 42 are opened at ~O appro~imately 50% of the total output of~ the primary engine lO in correspondenGe to a respective signal of the output sensor 17. ~ The connection is indicated in the drawing by a dash-dotted line. Within the two-step exhaust gas turbo charger 18 the exhaust gas turbine, which:is - 18:- :
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exposed to the exhaust gas first, drives the charging blower which serves as a secondary compressor, and the exhaust gas turbine, which is exposed to the exhaust gas, drives the charging blower which serves as a primary compressor.
In order to lower the ignition pressure to reduce wear of the engine parts or to achieve a further size and weight reduction of the components, the auxiliary engine 11 and the primary engine 10 are provided with a permanent blow plug ignition device which is activated during the entire operation of the internal combustion engine or activated during a warm-up period. Furthermore, the primary engine 10 and the auxiliary engine 11 of the internal combustion engine each comprise a respective diesel injection pump that continuously in~eats over the entire 360 angle of rotation of the respective rotary pistons of the primary engine 10 and the auxiliary ~0 engine 11. This means that with an essentially simple in~ection pump a practically uninterrupted torque dsvelopment over a crank angle of 360 is achieved, whereby the absolute top ignition pressure and the absolute top ignition temperature are su~stantially reduced.
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The present invention is, of course, in no way restricted to the specific disclosure of the specification and drawings, but also encompasses any modifications within the scope of the appended claims.
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Background of the Invention The present invention relates to a turbo-charged internal combustion engine in which, on a charge air side of the internal combustion engine, a pre-charging blower that is connectad to and driven by an auxiliary engine is connected in series upstream of a charging blower that is connected to and driven by an exhaust gas turbine.
Furthermore, downstream of a last one of the charging blowers a charging air pressure measuring device is provided for controlling the amount of charge air.
Tha turbo-charging o~ an internal combustion engine is primarily used to increase the output and power of the engine. A low-powered combustion engine may reach the output of a substantially greater combustlon engine when turbo-oharged.
Thus, for a given nominal output a combustion engine, for example, in order to decrease the weight o~ a motor vehicle driven by the combustion engine, may be substantlally reduoed in sl~ze.
Exhaust gas turbo-chargers, having turblne~that ls driven by the pressure~of the exhaust gases;of the combustlon engine~ and having furthar a charging :: :
blower whioh is driven by the turbine, ;have~the ~
1 2 .~.
inherent disadvantage of an insufficient charging in the maximum load-low revolution range of the combustion engine due to an insufficient exhaust gas amount at too low a pressure which results in the combustion engine performing sluggishly and having only a raduced power at lower engine revolutions. Mechanical displacement chargers which may be driven by the combustion engine itself or by auxiliary engines easily feed the required air for the idling phase of the eombustion engine, but cannot compete with a respective exhaust gas turbo-charger within the maximum load-maximum revolution range of the eombustion engine. For these reasons it is eommon to eombine the respeetive advantagas of an exhaust gas turbo-eharger and a mechanical displacement eharger by providing a serial or parallel eonneetion of the two charging means.
A combustion engine of the aforementioned ~0 ~ind is known from the document DT 23 50 784 C2.
In order to provide an uninterrupted air flow eomlng from the outside and to ensure a flow-technically favorable mixing of the two air flows, with an aeceptable expenditure and a redueed space requirement~and the simultaneous elimination of :
- 2 - ~;
:
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energy losses of the charge air stream generated by the pre-charging blower, the pre-charging blower of the aforementioned combustion engine is connectable to ths charging blower via straight tubular slide which is adjustable in an axial direction to open an annular space between the tubular slide and an annular wall of the air inlet of the charging blower. The upstream serial connection of the pre-charging blower is only completely employed within the lower power range o the primary engine. A three-phase motor which is used 8S the auxiliary drive for the pre-charging blower and which has a oonstantly high number of revolutions is switched off in the upper power range of the primary engine. Since the pre-charging blower is designed for a high feeding rate at an extremely low compression it is not sultable for a low compression diesel engine which, especially during the start-up phase, requires a substantially higher charglng pressure.
Although the turbo-charging improves the torque characteristics~ of the ~ combustion engine, especially at lower revolutions per minute, the torque characteristics~for numbers of revolutions in tha vicinity of zero ere sti11 not CloSe to the - 3 - ~ ~
;
2 ~ 2 ~
characteristics of steam engines. Furthermore, the light-weight and space-saving construction of the pre-charging blower does not result in a substantial size reduction of the entire combustion engine. ~ven though in the aforementioned combustion engine a charge air pressure measurlng device is provided downstream of the last one of the charging blowers for controlling the amount of charge air, this will not ensure that an optimum charge air pressure is provided with respect to the desired torque, fuel consumption, and emission standards. Furthermore, the known combustion engine does not provide a sufficient adaptation of the torque characteristics to the torque hyperbola which would allow the elimination of a variable gear for driving a motor vehicle~
It is therefore an object of the~present invention to provide a combustion engine having ~0 torque characteristics that are ~adapted to the torque hyperbola and having a substantially increased torque within a range of~the number of revolutions close to zero and furthermore have a high output with: respect to the size of: the : :
combustion engine::while, ~at the same time, ~ 4 -:
:, :-.... . ~ ,, ~
providing fuel efficiency, and furthermore eliminating the need for a variable gear when driving a motor vehicle with the combustion engine.
Brief Description of the Drawings This object, and other objects and advantages of the present invention, will appear more clearly from the following specification in conjunction with the accompanying drawing which shows a turbo-charged internal combustion engine comprising a primary engine with four rotary pistons and an auxiliary engine with two rotary pistons.
Summary of the Invention The turbo-charged internal combustion engine of the present invention is prlmarily characterized by a primary engine in the form of a rotary piston diesel engine with a low compression; at least one charging blower connected to and driven by an exhaust gas turblne;
~0 on a charge air side of the internal:combustion engine, a pre-oharging blower~ conneated ~to and driven by an auxiliary engine, the aux~iliary engine being in the form of a;rotary piston diesel engine with a low compresqion;and having an~output control connected thereto,~ and~ the pre-charging _ 5 ~
:
::
~:
: ' blower being connected in series upstream of the charging blower and being in the form of a volumetric compressor for a high start-up charge air prassure; the primary engine and the auxiliary engine having a greatly differing respective output, and the auxiliary engine being smaller than the primary engine; the output control comprising a charge air pressure measuring device, connected downstream of a last one of the charging blowers, for controlling the amount of charge air, and a charge air temperature measuring device arranged in the vicinity of the charge air pressure measuring device, the output controi controlling a temperature dependent, low operational charge pressure of the primary engine relative to a high charge air pressure for a start up; an electric starter motor connected to the precharging blower: a locking slide means, arranged between a oharge air outlet of the pre-charging blower and a charge air inlet of the auxiliary motor, for initially~charging:only the auxiliary eng.ine; and a means, connected to the primary engine, for overcoming a~ dead~center posltion of said~primary engine for initiating a first revolution of the~prlmary~englne, the mean~s - 6 ~
:~:
.
2 ~
for overcoming the dead center position being actuated by charge air.
For a lifting piston diesel engine with a geometric-mechanical compression of, for example, 20 to l a dead space of 5% rsmains, while for a rotary piston diesel engine as employed in the present invention a compression of, for example, 2 to l results in a dead space of 50~ which, relative to an identical ignition pressure, allows a charging to up to the tenfold charging weight.
This corresponds to a tenfold increase of the torque whlch, however, is distributed over the fourfold length of the angle of rotation o~ the working stroke. Since no variable gear generates a greater transmission range than l to 10 the tenfold increase of the torque is suffiolent to eliminate the naed for a variable gear.
Due to the extremely low geomatric-mechaniaal compression, correspondlng to an identical geometric-mechanical expansion, the aombustlon is distributed over the entire 120~ o~ the~working stroke of the rotary piston while usually the working stroke is terminated practically~after 30 of rotation of the~ crank shaft. Further advantages of the~employed rotary piston d1esel -~7 ~
:
:~
2 ~ 2 :~
engine lie in the fact that a glow ignition does not have a spacial contact to the compression stroke so that during the entire operation an uninterrupted diesel fuel in~ection is poss'bla, whereby only a low amount of remaining gas will come into contact with fresh gas, despi-te the low compression rate.
When starting up the smaller one of the two rotary piston diesel engines which are operated in tandem, the displacement charger together with the smaller one of the rotary piston diesel engines is driven by the electric starter motor until a temperature level of approximately 750 to 800 K
and a respective pressure level has been reached wlthin tha smaller rotary piston~ diesel engine which is su~ficient for the self ignition of the fuel. Durlng the subsequent start-up of the primary engine the re~uired minimum compression level o approximately 25 bars is ensured by the ~0 displacement charger whiah is driven by the smaller rotary piston diesel snglne. This makes it possible to reach the total torque of the primary engins practlcally from the stsrt.~ During normal operatlon the exhaust~gas turbo-aharger may generate charging pressure at approximately 20~ of ': :~ ~ :
: , :: :: :, ; . ~
, :
2 ~ ~ 8 ~ ~ 1 the nominal revolutions per minute. With state-of-the-art exhaust gas turbo-chargers the normal pressure, or the already increased pressure, may be increased fourfold in a one-stap process or eightfold in a two-step process. Due to the geometric-mechanical compression of approximately 2 to l within the rotary plston diesel engine an ignition pressure of approximately 100 bars results from a charging pressure of 4 bars and an ignition pressure of approximately 150 bars results from a charging pressure of ~ bars.
The exhaust-gas turbo-charger (which may be classified as a flow charger) combines the advantages of a very high power density with a very small space requirement, but by itself is not able to generate constant pressures at varying uel flow rates, or to generate greatly increasing pressures at greatly reduced volumes. The mechanlcal displacement charger however may generate the required maximum pressures at;minimum fuel supply voluma in the lnventive~solution.
~hus, the pre-charging blower ~ which is mechanically driven by the smaller rotary piston diesel engine is able~to generate the charging pressure of approximately~25~ bars from the start :::
,~ :
2 ~ 2 ~
as well as the supplementing of the supply level of 4 or 8 bars. Without a flow charger an extreme reduction in size of the mechanical charger would not be possible. A great driving engine for a great mechanical charger, however, would cancel the weight advantage of the eliminated variable gear.
It is preferred that the inventive internal combustion engine further comprises a charge air collector connected to the primary engine. It is expedient that the auxiliary engine is connacted to the charge air collector via the locking slide means. In a preferred embodiment the primary engine as well as the auxlliary englne have more than one rotary piston.
In another embodiment the geometric compression of the primary engine and of the auxiliary engine correspond to one another. It is expedlent that the inventlve internal oombustion ~0 engine further comprises an~exhau t gas collector to which the primary engine and the auxiliary engine are connected. It is furthermore expedient that the inventive combustion engine comprises an output sensor oonnected to the~prlmary englnel an exhaust turbine drivingly aonnected to;~`the _ ~o- ~
: . : : .
~;
. ~ . .
~8~2;1 charging blower; and at least one two-step exhaust gas turbo charger connected in parallel to the pre-charging blower and the charging blowsr, and being switchable by the output sensor. Preferably the primary engine is drivingly connected to a respective motor vehicle without a variable gear.
In a further embodiment of the present invention the internal combustion engine comprises a respective permanent glow plug ignition device for the primary engine and the auxiliary engine.
It is possible that the glow plug deviaes are activated during the entire operation or only during a warm-up period of the internal combustion engine.
It is preferable that the inventive combustion engine comprises a respeative diesel ~uel inJection pump for the primary engine and the auxiliary engine, whereby the diesel fuel inJection pump continuou~ly injeots over the entire 360 angle of rotation of the~ respective rotary pistons of the primary engine and the auxiliary englnes.
Descriptlon of Preferred Embodiments The present invention wil} now be described in detail with the aid of the speolfla embodiments :
:
.
2 ~
represented in the drawing.
The drawing shows a turbo-charged internal combustion engine having a primary engine 10 with four rotary pistons and an auxiliary engine 11 with two rotary pistons. For each of the rotary pistons the charge air side is designated by a hollow arrowhead and the exhaust gas side is designated by a black arrowhead. The lateral displacements of the pairs of arrowheads represents the angular displacement of the rotary pistons. Due to the fact that the primary angine lO and the auxiliary engine 11 are provided with more than one rotary piston, a smoother performance of the comustion englne is achieved, and radial engine dimensions may be reduced to achieve smaller centri~ugal force valuee.~
The primary engine 10 and the auxiliary engine 11 correspond to one another with respect to their geometric compression of~preferably 2 to l so that only one control device for the aharge air must be provided, and only one charge air collector ls necessary. Slnce ~the~charge alr pressure may be controlled independently~of the stroke volums and the numbers of~revolutlons of the englne,~the auxlliary;englne 11 is~connected - 12 - ~
.
:. , . ~ : . . .
' ' ' , . .
~3~2~
via the lock slide devices 12 and 14 to a charge air collector 14 that is, in return, connected to the primary engine 10. Both engines 10 and 11 may thus be exposed to the same charge air pressure.
Furthermore, the auxiliary engine 11 and the primary engine 10 are connected to a common exhaust gas collector 16 which is further connected to the exhaust gas turbine 15. Thus, the exhaust gas pressures of both engines 10, 11 are adjusted relative to one another so that from the two combined exhaust gas flows~ a co~mon control signal may be derived. This allows a further weight reductlon of the combustion engine.
With an output sensor 17 of the primary engine 10 at least one two-s~ep exhaust gas turbo charger 18 is switchable in parallel to the serial connection of the pre-charging blower 19 and the charging blower 20 that 1s driven by the exhaust gas turbine 15. Accordingly, the pre-charging ~0 motor 11 may be reduced in size wlth respect to its percentage-wise contribution to the charging :
power. When only one two-step exhaust gas turbo charger 18 is provided~the required s1ze~of the auxiliary engine 11 may be~cut in hslf~, and when two two-step axhaust gas~turbo ~chargers ~18~ sre , 2 ~ 2 ~
provided in a stepped manner the required size of the auxiliary engine 11 is only one third. The switching of the first two-step exhaust gas turbo charger 18 takes place at approximately 50% of the output of the primary engine 10, while the one~
step exhaust gas turbo charger 21 (connected in series with -the pre-charging blower 19 and comprising the charging blower 20 and the exhaust gas turbine 15) may already provide a respective charging output at approximately 20% of the nominal revolutions per minute of the primary angine 10.
Due to the fact that the primary engine 10 is used without a varlable gear for driving a respective motor vehicle, the weight of the motor vehicle is substantially reduoed and, accordingly, the acceleration, especially when acceleratlng from a stop, may be increased considerably. Since any change of gears is eliminated, thsre wlll be ~0 no interruption of the torque provided which, especially durlng acceleration of the motor vehicle, usually occurs as an undesirable discontinuity. The weight of a thus eliminated variable gear corresponds usually~to the waight of the stripped combustion engine. The size of thè
.
~ 3 auxiliary engine 11 corrasponds to approximately one tenth of the size of the primary engine and the size of the electrical starter motor 22 of the pre-charging blower 19 is only approximately one tenth of the size of the auxiliary engine 11.
The output control 23 of the small auxiliary engine 11 comprises a charge air pressure measuring device 24 which is connected to the charge air collector 14, and, furthermore, a charge air temperature measuring device 25 which is connected to the charge air collector 14, as well as a revolution regulating device 26. The three devices, respectively, sensors together effect the control of a constant charge air temperature and a constant charge alr pressure, and, for an increasing charge air temperatura, provide a correspondingly reduced charge air pressure. A dependency from the position of the primary motor 10 serving as the drive motor for the vehicle doe~ not exist.
For tha operational control of the primary engine 10 the coupling 27 is provided with a load sensor 28, a revolution regulating device 29, also connected to the coupling 27, an exhaust gas pressure measuring device 30 that is connected to - 15 - ~
. - .
.
the exhaust gas collector 16, and an exhaust temperature measuring device 31 which is also connected to the exhaust gas collector 16. ~he sensors, respectively, devices 28 to 31 constitute the output sensor 17. They effect, relative to the accelerator position, the control of the fuel supply as well as the switching of the two-step additional exhaust ga turbo charger 18, at least one of which is provided.
When the internal combustion engine is started the pre-charging blower 19 is driven by the elactrical starter motor 22 via a starter coupling 32 until the small rotary piston diesel engine 11 has reached a sufficient temperature and pressure level for the self-ignition of the fuel.
The auxiliary engine 11 is connected to the pre-charging blower 19 via a coupling 33 and a variable drive 34. During this start-up phase alr is taken from the environment via a suction filter ~0 35 and compressed by the pre-charging blower 19.
The compressed air is guided vla the ~;auxillary line 36 exclusively to:the auxiliary eng~ne 11.
This is achieved by blocking the connectlon to the charging blower 20:by ~a lock slide~ 12 :and~ by , blocking the connection between the ~auxiliary - 16 - ~ ~
. -. . .
- , . -~ . . . .
- , . :
. .
2 ~
engine 11 and the charge air collector 14 by the lock slide 13. When a pre-determined number of revolutions of the auxiliary engine 11, measured by the revolution regulating device 26, has been reached a signal is sent to the lock slides 12, 13 and the auxiliary line 36 is blocked while the regular line of the charge air is opened. Then exhaust gas flows via the exhaust gas collector 16 and the exhaust gas turbine 15 to the exhaust gas manlfold 37.
Tha primary engine 10 is started from the base position of the accelerator with the aid ~f the device 38 for overcoming the dead center position which is actuated by the pra-charging blower 19 and its auxiliary engine 11. This is achiaved by opening the two-way valve 39 that connects the device 38 for overcoming:the dead center position to the charge air collector 14.
The device 38 for overcoming the dead centar ~0 position provides a great effective surface area for the ccmpressed air for a great power transmission and only serves to achieve the first revolutLon of the prlmary engine lO. Then the device 38 is immedlately returned into~its stand-by position. After the~primary engine lO~has~been - 17 ~
decoupled from all the auxiliary devices its entire output may be used for the acceleration of the corresponding motor vehicle. When th0 motor vehicle is stopped the primary engine lO of the turbo-charged internal combustion engine is also stopped, and when the motor vehicle is again accelerated the primary engine lO must be started up again with the aid of the charge air actuated device 38 for overcoming the dead center position.
The additional two-step exhaust gas turbo charger 18 and the o~e-step exhaust gas turbo charger 21 are both connected to the exhaust gas manifold 37, but the exhaust gas turbo charger 18 is provided with its own suction filter 40 and, on the exhaust gas side, may be connected via a first control valve 41 to the exhaust gas collector 16 and, on the charga air~side, via a second control valve 42 to the charga ~air collector 14. The two control valves 41 and 42 are opened at ~O appro~imately 50% of the total output of~ the primary engine lO in correspondenGe to a respective signal of the output sensor 17. ~ The connection is indicated in the drawing by a dash-dotted line. Within the two-step exhaust gas turbo charger 18 the exhaust gas turbine, which:is - 18:- :
:
` ` ' : '; .~ ` ` , `, '' ' - . :' ~ ~
.
- ' :
- : - ~ ' , 2 ~
exposed to the exhaust gas first, drives the charging blower which serves as a secondary compressor, and the exhaust gas turbine, which is exposed to the exhaust gas, drives the charging blower which serves as a primary compressor.
In order to lower the ignition pressure to reduce wear of the engine parts or to achieve a further size and weight reduction of the components, the auxiliary engine 11 and the primary engine 10 are provided with a permanent blow plug ignition device which is activated during the entire operation of the internal combustion engine or activated during a warm-up period. Furthermore, the primary engine 10 and the auxiliary engine 11 of the internal combustion engine each comprise a respective diesel injection pump that continuously in~eats over the entire 360 angle of rotation of the respective rotary pistons of the primary engine 10 and the auxiliary ~0 engine 11. This means that with an essentially simple in~ection pump a practically uninterrupted torque dsvelopment over a crank angle of 360 is achieved, whereby the absolute top ignition pressure and the absolute top ignition temperature are su~stantially reduced.
' ~3~ ~
The present invention is, of course, in no way restricted to the specific disclosure of the specification and drawings, but also encompasses any modifications within the scope of the appended claims.
:, : . ., ::
- :- 20 ~
::
- .
.,., , ~ - ~ . , ~ , , , . . . ., : -: ~ ,:
- - : ; : , ~ , . -, . .. .. . .
Claims (12)
1. A turbo-charged internal combustion engine, comprising:
a primary engine in the form of a rotary piston diesel engine with a low compression;
at least one charging blower connected to and driven by an exhaust gas turbine;
on a charge air side of said internal combustion engine, a pre-charging blower connected to and driven by an auxiliary engine, said auxiliary engine being in the form of a rotary piston diesel engine with a low compression and having an output control connected thereto, and said pre-charging blower being connected in series upstream of said charging blower and being in the form of a volumetric compressor for a high start-up charge air pressure;
said primary engine and said auxiliary engine having a greatly differing respective output, and said auxiliary engine being smaller than said primary engine;
said output control comprising a charge air pressure measuring device, connected downstream of a last one of said charging blowers, for controlling the amount of charge air, and a charge air temperature measuring device arranged in the vicinity of said charge air pressure measuring device, said output control controlling a temperature dependent, low operational charge air pressure of said primary engine relative to a high charge air pressure for a start-up;
an electric starter motor connected to said pre-charging blower;
a locking slide means, arranged between a charge air outlet of said pre-charging blower and a charge air inlet of said auxiliary motor, for initially charging only said auxiliary engine; and a means, connected to said primary engine, for overcoming a dead center position of said primary engine for initiating a first revolution of said primary engine, said means for overcoming the dead center position being actuated by charge air.
a primary engine in the form of a rotary piston diesel engine with a low compression;
at least one charging blower connected to and driven by an exhaust gas turbine;
on a charge air side of said internal combustion engine, a pre-charging blower connected to and driven by an auxiliary engine, said auxiliary engine being in the form of a rotary piston diesel engine with a low compression and having an output control connected thereto, and said pre-charging blower being connected in series upstream of said charging blower and being in the form of a volumetric compressor for a high start-up charge air pressure;
said primary engine and said auxiliary engine having a greatly differing respective output, and said auxiliary engine being smaller than said primary engine;
said output control comprising a charge air pressure measuring device, connected downstream of a last one of said charging blowers, for controlling the amount of charge air, and a charge air temperature measuring device arranged in the vicinity of said charge air pressure measuring device, said output control controlling a temperature dependent, low operational charge air pressure of said primary engine relative to a high charge air pressure for a start-up;
an electric starter motor connected to said pre-charging blower;
a locking slide means, arranged between a charge air outlet of said pre-charging blower and a charge air inlet of said auxiliary motor, for initially charging only said auxiliary engine; and a means, connected to said primary engine, for overcoming a dead center position of said primary engine for initiating a first revolution of said primary engine, said means for overcoming the dead center position being actuated by charge air.
2. A turbo-charged internal combustion engine according to claim 1, further comprising a charge air collector connected to said primary engine, and wherein said auxiliary engine is connected to said charge air collector via said locking slide means.
3. A turbo-charged internal combustion engine according to claim 1, wherein said primary engine has more than one rotary piston.
4. A turbo-charged internal combustion engine according to claim 1, wherein said auxiliary engine has more than one rotary piston.
5. A turbo-charged internal combustion engine according to claim 1, wherein a geometric compression of said primary engine and a geometric compression of said auxiliary engine correspond to one another.
6. A turbo-charged internal combustion engine according to claim 1, further comprising an exhaust gas collector, to which said primary engine and said auxiliary engine are connected.
7. A turbo-charged internal combustion engine according to claim l, further comprising:
an output censor connected to said primary engine;
an exhaust gas turbine drivingly connected to said charging blower; and at least one two-step exhaust gas turbo charger connected in parallel to said pre-charging blower and said charging blower, and being switchable by said output sensor.
an output censor connected to said primary engine;
an exhaust gas turbine drivingly connected to said charging blower; and at least one two-step exhaust gas turbo charger connected in parallel to said pre-charging blower and said charging blower, and being switchable by said output sensor.
8. A turbo-charged internal combustion engine according to claim 1, wherein said primary engine is drivingly connected to a respective motor vehicle without a variable gear.
9. A turbo-charged internal combustion engine according to claim l, further comprising a respective permanent glow plug ignition device for said primary engine and said auxiliary engine.
10. A turbo-charged internal combustion engine according to claim 9, wherein said glow plug ignition devices are activated during an entire operation time of said internal combustion engine.
11. A turbo-charged internal combustion engine according to claim 9, wherein said glow plug ignition devices are activated during a warm-up period of said internal combustion engine.
12. A turbo-charged internal combustion engine according to claim 1, further comprising a respective diesel fuel injection pump for said primary engine and said auxiliary engine, said diesel fuel injection pumps continuously injecting over the entire 360° angle of rotation of respective rotary pistons of said primary engine and said auxiliary engine.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DEP4040939.2 | 1990-12-20 | ||
| DE4040939A DE4040939C1 (en) | 1990-12-20 | 1990-12-20 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2058121A1 true CA2058121A1 (en) | 1992-06-21 |
Family
ID=6420885
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002058121A Abandoned CA2058121A1 (en) | 1990-12-20 | 1991-12-19 | Turbo-charged internal combustion engine |
Country Status (13)
| Country | Link |
|---|---|
| EP (1) | EP0492272A1 (en) |
| JP (1) | JPH04287833A (en) |
| KR (1) | KR920012713A (en) |
| AU (1) | AU8973391A (en) |
| BR (1) | BR9105486A (en) |
| CA (1) | CA2058121A1 (en) |
| CS (1) | CS388291A3 (en) |
| DE (1) | DE4040939C1 (en) |
| DK (1) | DK0492272T3 (en) |
| FI (1) | FI915925A7 (en) |
| HU (1) | HUT59738A (en) |
| MX (1) | MX9102717A (en) |
| NO (1) | NO915040L (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2294729B (en) * | 1994-11-04 | 1999-02-24 | Gec Alsthom Diesels Ltd | A turbocharger assembly |
| GB9800282D0 (en) | 1998-01-08 | 1998-03-04 | Rolls Royce Cars Limited | Turbocharger system |
| GB0007917D0 (en) | 2000-03-31 | 2000-05-17 | Npower | An engine |
| DE10235701B3 (en) | 2002-08-03 | 2004-04-15 | UDO MAILäNDER GMBH | Supercharged internal combustion engine |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| SE350801B (en) * | 1971-04-23 | 1972-11-06 | Goetaverken Ab | |
| DE2350784C2 (en) * | 1973-10-10 | 1975-08-21 | Maschinenfabrik Augsburg-Nuernberg Ag, 8900 Augsburg | Supercharged internal combustion engine |
| DE2809202A1 (en) * | 1978-03-03 | 1979-09-06 | Kuehnle Kopp Kausch Ag | CHARGING SYSTEM FOR A MULTICYLINDER COMBUSTION ENGINE |
| JPS55109727A (en) * | 1979-02-17 | 1980-08-23 | Kawasaki Heavy Ind Ltd | Two-stage supercharging type diesel engine equipped with auxiliary blower |
| JPS55109728A (en) * | 1980-01-07 | 1980-08-23 | Kawasaki Heavy Ind Ltd | Two-stage supercharging type diesel engine |
| DE3002701A1 (en) * | 1980-01-25 | 1981-07-30 | M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8900 Augsburg | CHARGING SYSTEM FOR AN INTERNAL COMBUSTION ENGINE |
| DE3100732C2 (en) * | 1981-01-13 | 1983-08-18 | Mtu Motoren- Und Turbinen-Union Friedrichshafen Gmbh, 7990 Friedrichshafen | Internal combustion engine with exhaust gas turbocharger |
| ES8701301A1 (en) * | 1985-05-15 | 1986-12-01 | Mtu Friedrichshafen Gmbh | Turbocharged internal combustion engine |
-
1990
- 1990-12-20 DE DE4040939A patent/DE4040939C1/de not_active Expired - Fee Related
-
1991
- 1991-11-20 HU HU913621A patent/HUT59738A/en unknown
- 1991-12-05 KR KR1019910022187A patent/KR920012713A/en not_active Withdrawn
- 1991-12-11 EP EP91121206A patent/EP0492272A1/en not_active Withdrawn
- 1991-12-11 DK DK91121206.6T patent/DK0492272T3/da active
- 1991-12-13 JP JP3352087A patent/JPH04287833A/en active Pending
- 1991-12-16 AU AU89733/91A patent/AU8973391A/en not_active Abandoned
- 1991-12-17 FI FI915925A patent/FI915925A7/en not_active Application Discontinuation
- 1991-12-18 BR BR919105486A patent/BR9105486A/en unknown
- 1991-12-18 CS CS913882A patent/CS388291A3/en unknown
- 1991-12-19 NO NO91915040A patent/NO915040L/en unknown
- 1991-12-19 CA CA002058121A patent/CA2058121A1/en not_active Abandoned
- 1991-12-19 MX MX9102717A patent/MX9102717A/en not_active Application Discontinuation
Also Published As
| Publication number | Publication date |
|---|---|
| BR9105486A (en) | 1992-09-01 |
| HUT59738A (en) | 1992-06-29 |
| EP0492272A1 (en) | 1992-07-01 |
| CS388291A3 (en) | 1992-07-15 |
| NO915040D0 (en) | 1991-12-19 |
| JPH04287833A (en) | 1992-10-13 |
| FI915925A0 (en) | 1991-12-17 |
| HU913621D0 (en) | 1992-02-28 |
| NO915040L (en) | 1992-06-22 |
| AU8973391A (en) | 1992-06-25 |
| FI915925A7 (en) | 1992-06-21 |
| KR920012713A (en) | 1992-07-27 |
| MX9102717A (en) | 1992-06-01 |
| DK0492272T3 (en) | 1992-07-01 |
| DE4040939C1 (en) | 1992-04-09 |
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| Date | Code | Title | Description |
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| FZDE | Discontinued |