DE1451987A1 - Injection internal combustion engine that is operated with strongly fluctuating speed and load - Google Patents

Description

Injection engine that works with strong is operated with fluctuating speed and load

The invention relates to an internal combustion engine which is operated with strongly fluctuating speed and load and has an exhaust gas turbocharger that drives the engine up to a certain partial speed, expediently half the maximum speed, charges with the highest possible mean pressure, with a control device being provided which is controlled by this partial speed the machine keeps the machine's performance as constant as possible up to its maximum speed.

An internal combustion engine of the type described in detail above Type can be compared to an internal combustion engine that works with the intake of combustion air, deliver a torque which, when the speed decreases from the highest speed, rises sharply, as follows strong that, under certain circumstances, the change gear connected downstream of the internal combustion engine, if not completely, so, for the most part, can be dispensed with.

It is an injection internal combustion engine with exhaust gas turbocharging, the torque of which increases sharply with falling speed, became known in which the exhaust gas turbo fan is oversized and in which the fan pressure with the help

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An exhaust gas relief valve between the internal combustion engine and the turbine is regulated in such a way that it is steadily and relatively more and more reduced from a bitter to the highest machine output, compared to the normal delivery pressure which increases in quadratic ratio with the fan speed. In this way, the degree of supercharging of the machine in the upper power range is also reduced proportionally, and thus the steeply increasing course of the torque characteristic is achieved with falling speed. Blowing off exhaust gas is very disadvantageous because of the associated loss of energy.

In another known injection internal combustion engine which has an exhaust gas turbocharger which is designed so that the internal combustion engine at half the maximum speed mechanically and thermally up to the maximum permissible Dimension is loaded, the compartment part associated with the blowing off of exhaust gas is avoided in that the performance of the Injection engine from a certain speed on with the help of a special controller by limiting the maximum amount of fuel at the fuel injection pump, for example is kept constant. In this internal combustion engine, thermal losses are avoided by that in relation to the whole machine there is equilibrium in the household of gases. It is true that in this known injection internal combustion engine A blow-off valve is also provided in the exhaust line, which with increasing load

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and after reaching half the maximum speed it opens more and more with increasing speed. This relief valve however, has a different effect here than that Relief valve in the above-described known injection internal combustion engine. The main purpose here is the! Week «, an inadmissible load on the exhaust gas turbo «Ata ·« to avoid.

The problem of designing the torque output of an injection office force that is operated with strongly fluctuating speed and load has already been solved by achieving a noise control effect, an internally known proposal aimed at this The cross-section of the exhaust line must be equal to or smaller than the maximum cross-section of the outlet of a cylinder, with the effect that only at low machine speeds the pressure of the exhaust shock created behind the opening of the outlet is reduced to a value less than the boost pressure until the inlet is opened .

In the two last-mentioned known injection internal combustion engines, the exhaust gas turbocharger is designed in such a way that it has its optimum efficiency at approximately half the maximum speed of the engine. The efficiency of the Abgasturbola DERS is more of half the maximum speed of the machine speed increases and more worse.

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It is now the object of the invention to provide an internal combustion engine with injection while avoiding losses of exhaust gas energy of the type that is assumed to be known in the second place above, in the sense that the exhaust gas turbine set in the speed range from the average maximum speed to the maximum speed of the internal combustion engine works with relatively good efficiency under all load conditions.

The object according to the invention is achieved in that the exhaust gas turbocharger per se for full power at maximum speed is dimensioned, however, that the exhaust gas turbine has an adjustable guide device and possibly also the compressor has an adjustable diffuser guide device and that one or both guide devices of the exhaust gas turbocharger can be influenced by the control device in such a way that the cross-sections of the two guide devices are influenced by the maximum speed downwards to preferably half the maximum speed can be changed (reduced) and thus up to the certain Partial speed, if possible, constant power or corresponding charging to the highest possible mean pressure is achieved with a favorable efficiency.

In an essay are the main ways to achieve changed torque-speed behavior discussed by means of turbo charging and made clear in a diagram using curves. In relation to one

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Self-priming engine is said that by equipping a turbocharger that is not provided with any regulating elements, it can deliver a sharply increasing torque in the higher speed range. Based on the torque characteristic of an engine charged in this way, the corresponding curve (2) of the diagram is arbitrarily drawn ^{in v as a point X as the required operating state.} Ia reference to point X is the case that for whatever reasons, such as overstressing of engine components or too high a speed of the turbocharger, the operation of the engine at a higher speed and a higher mean pressure than in X is undesirable. For this purpose it is then stated that one can obtain a torque characteristic either by throttling behind the turbine wheel or by a comparable process that prevents the turbocharger speed increase, which increases faster and a little higher than X before point X and drops sharply beyond point X (curve 5). . An even faster increase in the torque characteristic and even higher it beyond point X should be achievable if the turbocharger and, for example, an exhaust gas control element are combined in the system in a suitable manner (curve 4). Finally, it should be pointed out that a turbocharger with so-called variable geometry, for example nozzle cross-section control in the exhaust gas turbine, enables an operating line that is maximal and efficient in the lower speed range of the engine.

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significantly higher than the point X rises (curve 5).

The new invention is not anticipated by the essay. First of all, it should be noted that point X is already in the last third of the speed range. However, relocating this "point in the area of half the maximum speed would still not reach the apex of curve (5). In curve (3), point X in its position shown is close to the apex, while curve (3 ) in no way meet the requirement that is a prerequisite for the type of engine from which the new invention is based, because the curve (3) does not correspond in its course to the condition that its apex is in the range of relatively low operating speeds of the engine are approximately in the range of half the maximum speed. For curve (5) this would roughly apply. For this curve, however, point X lies in the sloping branch. However, it is clear that point X cannot be compared with a point that lies at the apex of a torque curve, according to which, according to the new invention, the engine is charged to the highest possible mean pressure.

The curve (5) differs from the torque curve according to the new invention in that it is based on the statements in the essay at its apex not for the

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charge with the highest possible mean pressure at about medium Maximum speed is intended, but also by the fact that it does not have any from its apex into the area of higher speed Porting has correspondingly constant performance. The other curves can also be transformed after constant power of the engine, and nothing is said about it in the essay. To All in all, it can rightly be said that the author of the article does not have the long-known engine from which the new invention goes out, has known and that for this reason not the doctrine that this engine already has conveyed, was familiar.

In the drawing, an embodiment of the invention and further improvements thereof are shown by way of example.

Fig. 1 shows a schematic representation of a power plant seen from above, in which an internal combustion engine, which is operated with strongly fluctuating speed and load and which is equipped with an exhaust gas turbocharger is, serves as a source of power.

Figs. 2 and 3 relate to the control device the power plant according to Fig. 1 and each represent changes in the control device, as they are already fundamentally is also shown in Fig. 1.

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Fig. 4 shows in a graphic representation the characteristics map of the supercharger of the internal combustion engine Fig. 1.

The injection engine of the power plant that for example used to drive a land vehicle, is denoted by 1. The power output of the internal combustion engine 1 takes place via a power split transmission 2, which is followed by a stepped transmission 3. In the connection between the flywheel 4 of the internal combustion engine and the power branching gearbox an elastic coupling 5 is switched on. 6 is the Output shaft.

The internal combustion engine 1 drives with its exhaust gases an exhaust gas turbine 7, which with one of the internal combustion engine 1, the combustion air is coupled to the supercharger 8 supplying the combustion air under increased pressure. the Injection internal combustion engine 1 is built in a V-shape with three cylinders 9 in a row. The two rows of cylinders each have their own exhaust gas line 10 and 11, which lead to the exhaust gas turbine 7. The combustion air is the cylinders 9 fed from the charging fan 8 through a common charging line 12.

The exhaust gas turbocharger 7, 8 is capable of the injection combustion

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engine 1 at about half the maximum speed of the same to charge so much that the injection engine is mechanically and thermally up to the maximum permissible level is loaded. A control device ensures that the power of the internal combustion engine 1 remains as constant as possible from about half its maximum speed up to its maximum speed. It will Here it is expressly pointed out that the use of the control device is not limited to an area of activity, which starts at half the maximum speed. It may be useful to test the effect of the To have the control device used sooner or later. It is also not mandatory within the scope of the invention that the effect of the control device in the upper speed range of the internal combustion engine on the observance exactly constant power is turned off. Here, too, there are deviations upwards and downwards within the framework of the invention possible, which may be advantageous for a given case.

The power plant now has the peculiarity that the exhaust gas turbocharger 7.8 per se for full power Maximum speed is dimensioned, however, that the exhaust gas turbine 7 has an adjustable guide device 15 and optionally The supercharger 8 also has an adjustable diffuser guide apparatus 14. Be through the control device

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both the guide device 13 and the diffuser guide apparatus 14 influenced so that their cross-sections of the maximum speed of the internal combustion engine changed down to preferably half the maximum speed of the same, be reduced, so with about half the maximum speed, charging to the highest possible mean pressure with a favorable efficiency of the exhaust gas turbocharger 7, 8 is achieved.

According to Fig. 1, the two guide devices are adjusted 13 and 14 by a common gear mechanism 15 », the input shaft of which is denoted by 16. The control device acts on this shaft 16. The control device for the exhaust gas turbocharger 7, 8 is in effective connection with the control device of the internal combustion engine 1, the fuel injector; -pump is designated by 17.

The speed adjustment controller working on the sail member 18 of the fuel injection pump 17 is designed as a centrifugal governor 19 is from the crankshaft 20 of the internal combustion engine 1 driven from via the gears 21, 22, 23 and 24. A serves as a speed adjustment element Lever 25> which in a land vehicle, for example a truck, caterpillar vehicle or rail motor vehicle, is designed as a foot lever. The lever 25 is

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fixedly mounted in the pivot point 26 and acts on the governor spring 27 by tightening them more or less. The spring 27 loads the regulator sleeve 28 with the Control element 18 of the fuel injection pump is connected and to which the flyweights 29 of the speed adjustment controller 19 act via angled lever. A higher tension of the regulator spring 27 corresponds to a higher speed of the Injection internal combustion engine 1.

Speed control regulators usually have the effect that when the speed adjustment member, lever 25, i * ¹ direction is adjusted to a higher speed, the centrifugal weights initially set the full charge on the fuel injection pump, and then gradually after reaching the speed preselected on the speed setting lever 25, the charge on the to reduce the corresponding filling for maintaining the preselected speed. This effect is undesirable in the context of the Eründunj. For this reason, in the power system according to the invention, together with the actuation of the speed adjustment lever 25, a maximum quantity limit stop 30 acting on the control element 1Ö of the fuel injection pump 1 is shifted, which has such a variable shape that the displacement of the control element "IS of the fuel injection pump 17 by the speed adjustment controller 19 corresponds only to a filling that is used to hold the speed control lever

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newly set speed is necessary. Like the Fig.1 shows, the displaceable stop 30 is designed according to a space curve and is also dependent on Boost pressure of the supercharger 8 from a membrane can 31 emotional. The diaphragm can 31 acts via a toothed rack 32 and a toothed wheel 33 on a longitudinally displaceable shaft 34 a, with which the stop 30 is displaceable. To move the stop 30 from the speed adjustment lever 25 from engages on the displaceable shaft an angle lever 35, which via a rod 36 with the Speed adjustment lever 25 is in connection. The membrane can 31 is connected to the diffuser 38 via a line 37 of the supercharger 8 connected. By the action of the boost pressure of the supercharger 8 on the stop 30 the control of the internal combustion engine 1 also includes the boost pressure of the supercharger 8, as a higher charge, conveyed by the fuel injection pump 17, is assigned to a higher charge pressure.

The control of the internal combustion engine 1 takes place after approximately constant power in the upper speed range by a special speed controller 39, the arrangement of which is made so that it increases with increasing speed of the internal combustion engine in the sense of a reduction in the maximum amount of fuel on the control element 18 of the fuel injection pump 17 acts. To this

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Purpose, the control element 18 of the fuel injection pump 17 acts on an addition lever 40, one of which is a lever arm Contact with the maximum quantity limit stop 30 and its other lever arm contact with the adjusting member 41 of the speed controller 39 has. The contact of the addition lever 40 with the stop 30 is by a Stilt 42 and the contact of the addition lever 40 with the adjusting member 41 is brought about by a stilt 43. The stilt 43 does not lie directly on the adjusting member 41, but on a transverse lever 44 of the adjusting member 41, which is in a fixed pivot point 45 is stored. The governor spring 46 of the speed governor 39 is permanently set on the Peder plate 47. 48 are the e-weights of the speed governor 39 »which act via angle lever 49 on the governor sleeve 50, which with the control element 41 is connected. The speed controller 39 is driven via gears 51 and 52. The gear 52 is with the Zahnrad.23 via a shaft 53 in driving connection.

The functional relationship of the control device of the internal combustion engine 1 with the control of the exhaust gas turbocharger 7, 8 is produced by a crank 54 which acts on the input shaft 16 and which is via a rod 55 on an angle lever which is fixedly mounted in the pivot point 56 57 attacks. The still free lever 58 of the angle lever 57 is in an articulated connection with a rod 59 »die

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leads to an addition lever '60. One end of the addition lever 60 has an articulated connection at the pivot point 61 with an extension of the adjusting member 41 of the speed controller 39 'so that in this way the speed of the internal combustion engine 1 is included as a control variable in the regulation of the exhaust gas turbocharger 7, 8. The guiding devices 13 and 14 of the exhaust gas turbocharger are also controlled by the control element 18 of the fuel injection pump influenced in that this acts on the addition lever 60 together with the adjusting member. It does this over a double lever 63 connected to the control member 18 and mounted in the stationary pivot point 62 and a rod

As already indicated in the introduction to the description of the drawings, without deviating from the invention, : Changes to the control system are possible.

The fuel injection pump is denoted by 65 in FIG. 2. 66 is its regulating element, which is influenced by a speed adjustment controller 67. The speed adjustment lever of the speed adjustment controller 67 is denoted by 68. The speed adjustment controller 67 acts via a Booster 69, on the control element 66 of the fuel injection pump 65. To prevent that when adjusting a higher speed at the speed adjustment lever 68 of the Speed adjustment controller 67 suddenly gives full filling is

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A deceleration basket 70 is built into the connection between the power amplifier 69 and the control element 66. This piston is expediently designed so that it only exerts its damping effect when the speed adjusting lever 68 is adjusted in the direction of a higher speed. The delay piston 70 works in a cylinder 71 which is filled with damping fluid and which can be displaced against the force of a spring 72. The connection of the power amplifier 69 to the control element 66 is established by a double lever 74 mounted in the fixed pivot point 73, a rod 75 and a double lever 76, which forms its pivot point. 77 on the Hegel link 66. The free end 78 of the double lever 76 is connected via a rod 79 to a double lever 81 mounted in the fixed pivot point 80, the free end 82 of which engages in an articulated manner on a rod 83 of the cylinder 7-1. The spring 72, which is supported against a stationary stop 84, also acts on the rod 83. The double lever 74 engages via a loop 85 on the rod 06 of the piston 70, which leads to the force booster b $ .

The maximum quantity is again limited by a permanently set speed controller a ( _t, which moves the maximum quantity limit stop 89 via a power amplifier 88, / stimulates the end 90 of the control element bb; this, however, not directly, but with the interposition of a wedge 9 ¹ J which over a

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Rod 92 is actuated by a diaphragm can 93 ″, which is connected to the diffuser of the supercharger 8 via a line 94. In this way, both the speed of the internal combustion engine 1 and the boost pressure of the supercharger 8 ^{are included in the I 1 limit as a control pulse} .

The booster 88 is provided because of the Speed controller 87 is also used to adjust the guide devices 13, 14 of the exhaust gas turbocharger 7, 8. It happens

this by the fact that on the rod 95, the maximum amount; limit stop 89 carries, at point 96 a double-armed Lever 97 is articulated. The double-armed lever 97 is connected at one end to the crank 54 via a rod 98. The other end 99 of the double-barreled lever 97 is connected to the extension 101 via a rod 100 of the double-armed lever 74 · This fulfills the requirement, which is not unconditional in itself, that to regulate the Guide devices 13, 14 of the exhaust gas turbocharger 7, 8 in addition to the speed of the internal combustion engine 1 also the respective position of the control element 66 of the fuel inlet ' injection pump 65 is used.

The guide devices are adjusted according to Fig. 3 13, H of the exhaust gas turbocharger 7, 8 only as a function from. the speed of the injection engine 1 by adding a fixed pivot point to the rod 95

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mounted double lever 103 engages, the free end 104 of which leads to the crank 54. The control element 66 of the fuel injection pump 65 is influenced directly by an adjusting lever 105 _{f designed} as a double lever which is guided with one end 106 in the loop of a lever 107 which engages the cone element 66 via a rod 108 and also has a connection with an idle and Indroller 109. In order to enable override by the Hegler 87, the lever 105 is actuated by a further lever 110, which acts via a spring 111 on the also free end 112 of the lever 105 mounted in the fixed pivot point 113. An angle piece 114 is attached to the lever 105, against which the lever 110 strikes. The lever 110 is pivotably mounted on that part of the lever 105 which lies between the pivot point 113 and the end 106.

The stress on the injection engine 1, the ala four-stroke engine is designed, takes place as before said - at about half the maximum speed up to the highest possible pe. The special type of exhaust gas turbocharger allows the machine to be loaded to its maximum capacity even at higher speeds. the end For this reason, it can be very advantageous if the injection combustion engine 1 has working pistons which with a device for automatic change of the

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Yerdichtungsraumes of the working cylinder are equipped so that the maximum Yerbr burn pressure in the Arbeltszylindern by changing the compression ratio in a wide speed range and at different loads on the machine can be kept essentially constant who the. Pistons of this type have already proven themselves and have become known through the German patent specification

1,062,981.

A charging air cooler 115 is built into the charging line 12 so that high charging of the internal combustion engine can be carried out more easily. The cooling of the internal combustion engine is according to the preferred operation

also regulated according to constant performance in the upper speed range. The cooler is designated 116 in FIG. 1. It is operated by a fan 117, the . is driven by the gear 23 via a shaft 118. A continuously variable transmission is built into the shaft 118, the control element 120 of which is connected via a rod 121 to an angular extension 122 of the speed adjustment lever. On the lever 120 also an impulse can be transmitted, which is dependent on the speed of injection internal combustion engine, then it would have on the lever 120 to attack an addition levers

As already mentioned, the diesel engine is driven

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via a power branching planetary gear 2. It has two branches, a purely mechanical and a mechanical-hydrodynamic branch. The mechanical branch "is according to Fig. 1 from a part of the planetary gear 123 · of the mechanical-hydrodynamic branch consists of another part dee planetary gear together with a turbo transducer 124» it a free-wheel 125 on the input shaft 126 for stage transmission 3 is seated. The Multi-step transmission 3 is expediently designed as an oil pressure shiftable transmission.

Gear combinations of the type mentioned in more detail above are known per se. For them, this is done by the internal combustion engine 1 introduced torque partially directly to the output shaft 12b or b and at the same time via the impeller 127 of the converter, the operating fluid, the turbine wheel 12Ö and the freewheel 125 are transmitted to the output shaft 126 and 6, respectively. This creates a mixture the efficiency of the hydraulic and mechanical power path, i.e. a considerable increase in efficiency versus a simple torque converter. The upstream power branching planetary gear 123 "offers at the same time the possibility of achieving a purely mechanical gear in that the gear connected to the converter pump 127 Part 129 of the power split planetary gearbox 123 is braked by a brake 130 and that

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Turbine wheel 128 of the converter is automatically disengaged via the freewheel 125 provided. Switching between the mechanical-hydraulic and the purely mechanical gear takes place automatically depending on the Driving speed on the one hand and the position of the ■ adjusting lever 25 on the internal combustion engine 1 on the other hand. Behind the power-split planetary gear For example, the secondary transmission 3 is arranged for the use of the power plant in a road vehicle, the in addition to its forward gears, it also has a reverse gear. The invention generally results in two forward gears * be enough. Through the always present. Connection of the output shaft 126 or 6 with the internal combustion engine 1 this can be used either alone or with simultaneous use of the converter for braking.

It was recognized that the gear set described above does not already have a favorable effect on a normal one supercharged injection internal combustion engine has, insofar as the gear set is able, when the load arises Injection engine to push its speed quickly, so that they are at full load in their most favorable speed range works, whereby a favorable specific fuel consumption can be achieved. This effect is in the charged injection according to the invention

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Internal combustion engine is significantly increased because the injection internal combustion engine is pushed very quickly when the load arises in their speed, which is very strong compared to a not supercharged injection combustion engine increasing torque comes into effect and overloading of the injection combustion engine by the exhaust gas turbocharger is avoided.

The following are the beneficial effects of the supercharger 8 is explained with the aid of the map according to Fig. 4.

In Fig. 4 the pressure conditions of the supercharger 8 are in the vertical and the air throughput in the horizontal of the charging blower 8 applied. The absorption lines of the internal combustion engine can be seen in the map according to the illustration represent. The line 131 represents the absorption capacity of the internal combustion engine 1 at approximately half the maximum speed The line 132 indicates the absorption capacity of the internal combustion engine 1 at maximum speed. What aas charging blower 8 is concerned, so are referred to for this on the aforementioned swallowing lines, the lines for the surge limits and families of curves for the respective Efficiency of the supercharger 8 is shown.

The line which shows the surge limit of the supercharger 8 in the operating range of half the maximum speed of the injection

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Internal combustion engine 1 reproduces is denoted by 131; Likewise, the line 134 shows the surge limit of the supercharger 8 in the range of the maximum speed of the injection engine 1. The families of curves, which reveal the efficiency of the supercharger 8, are based on the lines 131 and 134, respectively. It should be mentioned here that the information for the supercharger 8 for the range of half the maximum speed is shown by a dashed line; the corresponding information for the range of the maximum speed is shown by solid lines.

From Fig. 4 it can be seen that the characteristics of the supercharger 8 by the diffuser guide apparatus 14 in the Working range of the internal combustion engine 1 between half its maximum speed and its maximum speed steadily is changed. From half the maximum speed of the internal combustion engine 1 up to. their maximum speed are the Pumping limits between the lines 131 and 134 and accordingly the families of curves for the specification also shift the efficiency of the supercharger 8.

A line 135 is also entered in Fig. 4. According to this line, the maximum p _{Q of} the internal combustion engine 1 runs in the speed range of the internal combustion engine 1 between half its maximum speed and its maximum speed. As can be seen, this line remains over a wide area

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Area in the area of good efficiency of the supercharger b.

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Claims (12)

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Injection internal combustion engine that is operated with strongly fluctuating speed and load and has an exhaust gas turbocharger that drives the machine up to a certain partial speed, expediently half that Maximum speed with the highest possible mean pressure, with a control device is provided, which of this partial speed of the machine up to its maximum speed keeps the performance of the machine as constant as possible, characterized in that the exhaust gas turbocharger (7, 8) is dimensioned per se for full power at maximum speed, However, that the exhaust gas turbine (7) has an adjustable guide device (13) and possibly also the compressor (8) has an adjustable diffuser guide device (14) and that one or both guide devices of the exhaust gas turbocharger (7,8) can be influenced by the control device in such a way that the cross sections of the two diffusers (13, 14) can be changed (reduced) from the maximum speed down to preferably half the maximum speed and thus up to the certain partial speed, if possible, constant power or corresponding charging to the the highest possible mean pressure is achieved with a favorable degree of efficiency. BAD ORIQiNAL - 25 - 9ü9 84270379 March 28, 1969 P H 51 987.0 D 64/46 2. Injection internal combustion engine according to claim 1, characterized «Characterized in that the guide device (13) on the turbine (7) is also controlled by the control element (18) of the fuel injection pump (17) is influenced by this together with the setting member (25) for the speed of one Adding lever (60) engages, which with the adjusting member (16) the guide device (13, H) is coupled. 3. Injection internal combustion engine according to claim 1, characterized characterized in that one or both adjustable guide devices of the exhaust gas turbocharger (7,8) in addition to the dependency can also be influenced by the speed of the quantity control element (18) of the fuel injection pump (17), by engaging this together with the setting member (25) for the speed on an addition lever (60) which is coupled to the adjusting member (16) of the guide devices (13 »H) and thus the exhaust gas turbocharger (7) also in the Partial load range brings optimal effect. 4. Injection internal combustion engine according to the claims 1 to 3 »characterized by a speed adjustment controller (39), which acts on the control element (18) of the fuel injection pump (17), the maximum amount of which is limited is variable by a displaceable stop (30), which is under the influence of the speed adjustment member (25) stands. - 26 09 842/0 37 9 26 - 28.3.1969 U51987ξ 5 · Injection internal combustion engine according to claims 1 to 4, characterized in that the displaceable Stop (30) is designed according to a space curve and depending on the boost pressure of the compressor (8), e.g. can be moved via a diaphragm box (31). 6. Injection internal combustion engine according to claims T to 5, characterized in that the Begel member (18) the fuel injection pump (17) engages in the area of the stop for the maximum quantity limitation on an addition lever (40), one of which is in contact with a lever arm the maximum quantity limit stop (30) and its others Lever arm has contact with the adjusting member (41) of a further speed controller (39), the arrangement of which is taken eo is that he increases the speed of the engine in the sense of a reduction in the maximum amount of fuel acts on the control element (18) of the fuel injection pump (17). 7. Injection combustion engine according to the claims 1 to 6, characterized in that the power output of the machine (1) via a power-split transmission in a manner known per se (2), which can also be followed by a stepped transmission (3), the power split transmission (2) from an upstream tarpaulin - 27 - "9098Ü2 / 0373 ™> ^mtm - 27 - 28.3.1969 H51987 * 2 ⁴ , ⁵ J ⁹⁸⁷ ° D 64/46 gearbox (123) and a downstream mechanical branch old optionally also one or more gear stages and a hydrodynamic turbo converter (124). 8. Injection internal combustion engine according to claims 1 to 7 _f, characterized by an elastic coupling (5) between the machine (1) and the power split transmission (2). 9. Injection internal combustion engine according to the claims 1 to 8, characterized in that the cooling system (116) of the machine (1) works with constant cooling capacity over the entire speed range of the machine (1), for example by the fan (117) of the cooling system (116) by a controllable gear (119 ) is driven. 10. Injection internal combustion engine according to the claims 1 to 9f characterized in that the cooling system (116) is regulated in dependence on the engine power and speed and injection quantity to the respective optimal power value. 11 · injection internal combustion engine according to claims 1 to 10, characterized in that a charge air cooler (115) is provided, which in an advantageous manner in the Ladeleitun _£; (12) can be accommodated. BAD ORiGiNAL 0 9 8 ^ 2/037 - 28 -1 / CtQQ ₇ March ^{28, 1969} 12. Injection engine according to the claims 1 to 11, characterized by a piston with a device for automatically changing the compression space the cylinder so that the maximum combustion pressure in the cylinder by changing the compression ratio essentially constant over a wide speed range and with different loads on the machine (1) can be held. ... _n SAD ORSSfNAL L e r s e i t e