DK146745B - METHOD OF USING THE REVERSION OF TURBOLED DIESEL ENGINES - Google Patents
METHOD OF USING THE REVERSION OF TURBOLED DIESEL ENGINES Download PDFInfo
- Publication number
- DK146745B DK146745B DK444380A DK444380A DK146745B DK 146745 B DK146745 B DK 146745B DK 444380 A DK444380 A DK 444380A DK 444380 A DK444380 A DK 444380A DK 146745 B DK146745 B DK 146745B
- Authority
- DK
- Denmark
- Prior art keywords
- exhaust gas
- turbochargers
- cylinders
- exhaust
- engine
- Prior art date
Links
- 238000000034 method Methods 0.000 title description 9
- 238000006243 chemical reaction Methods 0.000 description 8
- 238000011010 flushing procedure Methods 0.000 description 4
- 239000000295 fuel oil Substances 0.000 description 3
- 230000004913 activation Effects 0.000 description 2
- 150000001875 compounds Chemical class 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 238000009499 grossing Methods 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000003921 oil Substances 0.000 description 1
- 230000010355 oscillation Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
-
- 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
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- 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
Description
i 146745in 146745
Opfindelsen angår en fremgangsmåde til brug ved ombygning af impulsturboladede 2-takts dieselmotorer med 3 og 4 cylindergrupperinger, hvor tændingsafstanden er henholdsvis 120° og 90° krumtapvinkel ,til jævntryksladede dieselmotorer med skyl-5 le- og ladeluftoptagende receiver eller receivere.The invention relates to a method for use in the conversion of impulse turbocharged 2-stroke diesel engines with 3 and 4 cylinder groupings, with the ignition distance being 120 ° and 90 ° crank angle, respectively, for direct-pressure diesel engines with flushing and charging air receiving receivers or receivers.
Der kendes to former for 2-takts turboladede dieselmotorer, nemlig motorer, hvis turboladere er impulsdrevne, og motorer, hvis turboladere er jævntryksdrevne. Ved impulsturboladede motorer bestemmes cylindergrupperingen til hver udstødsgasdrevet 10 turbolader af tændingsafstanden mellem cylinderne. For 6, 9 og 12 cylindrede motorer er tændingsfølgen normalt valgt således, at grupper på hver tre cylindre har en jævn tændingsafstand på 120°, og hver gruppe er forbundet med en dertil hørende turbolader. For 4 og 8 cylindrede motorer forekommer der på samme måde 15 cylindergrupper med en jævn tændingsafstand på 90°, og hver grup pe bestående af fire cylindre er forbundet med en dertil hørende turbolader. Impulsturboladede motorer har et relativt lille rørvolumen før turboladernes turbiner med store trykimpulser, når udstødsgassen strømmer ud af cylinderen gennem udstødsåbningen 20 til turbinen. Motorerne kræver som følge heraf forholdsvis tid lig åbning af motorens udstødsåbninger for at opnå en tilstrækkelig stor forafstrømning til afspænding af cylindertrykket ned til skylletrykket, når motorstemplet åbner skylleportene. Impulsturboladningsprincippet giver en stor energimængde til drift af 25 turboladerne, men på bekostning af et unødigt højt brændselsolie forbrug .Two types of 2-stroke turbocharged diesel engines are known, namely engines whose turbochargers are impulse-driven and engines whose turbochargers are direct-thrust driven. For impulse turbocharged engines, the cylinder grouping for each exhaust gas drive 10 turbochargers is determined by the ignition distance between the cylinders. For 6, 9 and 12 cylinder engines, the ignition sequence is usually chosen such that groups on every three cylinders have an even ignition distance of 120 ° and each group is connected to a corresponding turbocharger. Similarly, for four and eight cylinder engines there are 15 cylinder groups with an even ignition distance of 90 ° and each group consisting of four cylinders is connected to an associated turbocharger. Impulse turbocharged engines have a relatively small pipe volume before turbochargers with high pressure pulses as the exhaust gas flows out of the cylinder through the exhaust port 20 to the turbine. As a result, the motors require relatively time equal opening of the engine exhaust ports to achieve a sufficiently large pre-flow to relax the cylinder pressure down to the flush pressure when the motor piston opens the flush ports. The impulse turbocharging principle provides a large amount of energy to operate the 25 turbochargers, but at the expense of an unnecessarily high fuel oil consumption.
Det er formålet med den foreliggende opfindelse at anvise en let fremgangsmåde, når ombygning af turboladede dieselmotorer fra impulsturboladning til jævntryksturboladning er aktuel til 30 opnåelse af en reduktion i det specifikke brændselsolieforbrug.It is the object of the present invention to provide an easy method when conversion of turbocharged diesel engines from impulse turbocharging to direct pressure turbocharging is relevant to achieve a reduction in specific fuel oil consumption.
Man kunne tænke sig at ombygge en motor med impulsdrevne turboladere til en motor med jævntryksladede turboladere ved at omdanne den pågældende motor til en motor med det ladesystem, som er konventionelt for motorer, hvis turbolader eller turbola-35 dere er jævntryksdrevne. En konventionel motor af den sidstnævnte art har en for samtlige cylindre fælles udstødsgassamlebeholder, som fører motorens turbolader eller turboladere i jævntryksdtift.It is conceivable to convert a motor with impulse-driven turbochargers to a motor with direct-pressure turbochargers by converting that motor into a motor with the charging system conventional for motors whose turbochargers or turbochargers are DC-powered. A conventional engine of the latter type has an exhaust gas collector common to all cylinders, which drives the engine's turbocharger or turbochargers in direct pressure.
2 1467452 146745
En for samtlige cylindre fælles udstødssamlebeholder indebærer den fordel, at der opnås en god udjævning af trykimpulserne fra alle de tilhørende cylindre, og derigennem en tilnærmelsesvis konstant ladning af den eller de til den pågældende udstødsgas-5 samlebeholder sluttede turboladere.An exhaust collector common to all cylinders involves the advantage that a good smoothing of the pressure pulses is obtained from all the associated cylinders, and thereby an approximately constant charge of the turbocharger connected to the exhaust gas collector container concerned.
Den foreliggende opfindelse bygger på den erkendelse, at en montering af en fælles udstødsgassamlebeholder på en eksisterende motor, som ikke oprindeligt er udformet med henblik herpå, medfører betydelige vanskeligheder både pladsmæssigt, men også 10 på grund af de forholdsregler, der må træffes på grund af de store længdeudvidelser,som en sådan fælles udstødsgassamlebe-holder vil undergå ved opvarmning til driftstemperatur. Envidere ville en sådan ombygning eventuelt kræve en dæmpning af tryk-svingningerne i en lang stor udstødsgassamlebeholder for at mod-15 virke forstyrrelser i de enkelte motorcylindres skylle- og ladningsforhold .The present invention is based on the recognition that mounting a common exhaust gas tank on an existing engine, not originally designed for this purpose, poses significant difficulties both in terms of space but also due to the precautions that must be taken due to the large length extensions that such a common exhaust gas collector will undergo upon heating to operating temperature. Furthermore, such a rebuild would possibly require a dampening of the pressure oscillations in a long large exhaust gas collector to counter disturbances in the flushing and loading conditions of the individual engine cylinders.
Fremgangsmåden ifølge den foreliggende opfindelse er ejendommelig ved, at de forbindelser, der ved en motor med ellers impulsdrevne turboladere, forbinder hver af de nævnte cylindergrup-20 pers turboladeres turbiner med cylindergruppens udstødsåbninger, for hver turbines vedkommende erstattes med en for den pågældende turbine separat udstødsgassamlebeholder, som indkobles mellem den pågældende turbines indløb og de til den pågældende cylindergruppe hørende udstødsåbninger, og som har et volumen, der er 25 således afpasset i størrelse, at udstødsgasudstrømningen fra cylindrene ikke øger trykket i udstødsgassamlebeholderen, før turbinen udover middeltrykket i motorens skylle- og ladeluftsopta-gende receiver eller receivere.The method of the present invention is characterized in that the connections connecting a turbocharger of each of the said cylinder group 20 turbine turbine turbine loaders to the cylinder group exhaust ports, for each turbine, are replaced with a separate exhaust gas container for the turbine in question. which is coupled between the inlet of the turbine in question and the exhaust ports belonging to the cylinder group concerned, and having a volume so adapted in size that the exhaust gas flow from the cylinders does not increase the pressure in the exhaust gas container before the turbine exceeds the mean pressure in the engine flushing and charge-absorbing receiver or receivers.
Herved opnås det, at ombygningen kan foretages på simpel måde, 30 idet der undgås den for konventionelle motorer med jævntryksdre-ven eller jævntryksdrevne turboladere fælles udstødsgassamlebeholder, og i stedet anvendes der en udstødsgassamlebeholder for hver af den pågældende motors eksisterende turboladere, hvorved installationsarbejdet foretages let og sikkert, samtidig med at 35 der undgås de store udvidelser og sammentrækninger på grund-af de pågældende separate udstødsgassamlebeholderes moderate dimensioner.Hereby it is achieved that the conversion can be done in a simple way, avoiding the common exhaust gas collector for conventional engines with direct-drive or DC-turbochargers, and instead an exhaust gas collector can be used for each of the existing turbochargers of the engine concerned, whereby installation work is carried out. and certainly, while avoiding the large expansions and contractions due to the moderate dimensions of the separate exhaust gas collectors concerned.
Man behøver heller ikke at frygte uberegnelige svingninger, som ville kræve dæmpning, da man ikke behøver at tage hensyn til 3 146745 eventuelle resonans- eller inteferensfænomener, som vil kunne optræde ved anvendelse af en for samtlige cylindre fælles udstøds-ga s samlebeholder.Also, one does not have to fear erratic fluctuations which would require damping, since one does not have to take into account any resonant or interference phenomena which may occur by using an exhaust collector common to all cylinders.
En udførelsesform for fremgangsmåden ifølge opfindelsen er 5 ejendommelig ved, at der anvendes udstødsgassamlebeholdere, som sammen med deres forbindelser til henholdsvis de tilhørende gruppers cylindre og den tilhørende turbine har et volumen, der er ca. 2,3 gange så stort som det samlede slagvolumen af de til den pågældende udstødsgassamlebeholder sluttede cylindre. Denne udfø-10 relsesform er hensigtsmæssig, idet de pågældende udstødsgassamle-beholdere derved opnår et passende lille volumen til sikring af let montering og håndtering, og samtidigt bliver de pågældende udstødsgassamlebeholderes volumen tilstrækkeligt stort til at undgå væsentlig tilbagestrømning fra udstødsgassamlebeholderne 15 og til cylindrene under skylleperiodens begyndelse.An embodiment of the method according to the invention is characterized in that exhaust gas collecting containers are used which, together with their connections to the cylinders of the respective groups and the associated turbine, have a volume of approx. 2.3 times the total impact volume of the cylinders connected to the respective exhaust gas collector. This embodiment is convenient in that the exhaust gas collector containers in question thereby achieve a sufficiently small volume for easy mounting and handling, and at the same time the volume of the exhaust gas containers in question becomes sufficiently large to avoid substantial backflow from the exhaust gas collector container and the gas cylinder. beginning.
Ved en optimaljustering af aktiveringskammene til åbning af udstødsåbningerne svarende til den fremtidige motorbelastning og den fremtidige drift af turbinerne som jævntryksdrevne turbiner opnås den maksimale besparelse i specifik brændselsolieforbrug.By optimally adjusting the activation chambers to open the exhaust openings corresponding to the future engine load and the future operation of the turbines as DC-driven turbines, the maximum savings in specific fuel oil consumption is achieved.
20 Ifølge en udførelsesform for fremgangsmåden justeres aktiveringskammene til åbning af udstødsåbningerne til en forøgelse af forsinkelsen af disse åbningers åbning udover, hvad der er praksis ved sædvanlig ombygning til jævntryksturboladning, såfremt den fremtidige maksimale motorbelastning reduceres. En forøgelse 25 af forsinkelsen svarende til ca. 1° krumtapvinkel for hver 10%, den maksimale fremtidige motorbelastning nedsættes, er fundet hensigtsmæssig.According to one embodiment of the method, the activation chambers for opening the exhaust openings are adjusted to increase the delay of the opening of these openings in addition to the practice of customary conversion to direct pressure turbocharging if the future maximum engine load is reduced. An increase 25 of the delay corresponding to approx. 1 ° crank angle for every 10%, the maximum future engine load is reduced, is found appropriate.
Opfindelsen skal herefter forklares nærmere under henvisning til tegningen, hvor 30 fig. 1 og 2 viser en motor, set henholdsvis fra siden og fra fra enden, som er velegnet til at blive ombygget under anvendelse af fremgangsmåden ifølge opfindelsen, og fig. 3, 4 og 5 en motor, set henholdsvis fra siden, fra enden og fraoven, efter at være ombygget under anvendelse 35 af fremgangsmåden ifølge opfindelsen.The invention will now be explained in more detail with reference to the drawing, in which FIG. Figures 1 and 2 show a side and end motor, respectively, suitable for being rebuilt using the method of the invention; 3, 4 and 5, a side view from the end and the top, respectively, after being rebuilt using the method according to the invention.
Den i fig. 1 og 2 viste motor er en sekscylindret dieselmotor, der er turboladet ved hjælp af to turboladere 1 og 2, hvis turbineindløb, henholdsvis 3 og 4, er forbundet med motorens udstødsåbninger. Hver af turbineudløbene 3 og 4 er således forbundet med 146745 4 tre af motorens cylindre, nemlig ved hjælp af tre udstødsrør.The FIG. 1 and 2 is a six-cylinder diesel engine turbocharged by means of two turbochargers 1 and 2 whose turbine inlets, 3 and 4, respectively, are connected to the engine exhaust ports. Each of the turbine outlets 3 and 4 is thus connected to three of the cylinders of the engine, namely by means of three exhaust pipes.
Både i fig. 1 og 2 er kun de to udstødsrør, som er forbundet med hver af de to turboladere 1 og 2, synlige, og disse udstødsrør er betegnet med henholdsvis 5,6 og 7,8. Det drejer sig om for-5 holdsvis korte udstødsrør, og udstødsrørene til hver turbolader er forbundet med cylindre, der arbejder faseforskudt 120^ i forhold til hinanden. De to turboladere 1 og 2's turbiner fødes således i impulsdrift, idet forafstrømnings- og udstødsimpulserne fra hver cylinder føres direkte til et delindløb i den tilhørende 10 turbines turbineindløb. Dette kræver en forholdsvis stor forafstrømning for at opnå tilstrækkelig effekt af turboladerne. På den anden side er turboladerne i stand til at føde motorcylindrene, også selv ved meget små belastninger. Denne fødning sker over en skylle- og ladeluftreceiver 9.Both in FIG. 1 and 2, only the two exhaust pipes connected to each of the two turbochargers 1 and 2 are visible, and these exhaust pipes are designated 5.6 and 7.8 respectively. These are relatively short exhaust pipes, and the exhaust pipes for each turbocharger are connected to cylinders operating phase-shifted 120 µ relative to each other. The turbines of the two turbochargers 1 and 2 are thus fed into pulse operation, the pre-flow and exhaust pulses from each cylinder being fed directly to a partial inlet in the turbine inlet of the associated 10 turbine. This requires a relatively large pre-flow to obtain sufficient power from the turbochargers. On the other hand, the turbochargers are capable of feeding the engine cylinders, even at very small loads. This feed takes place over a rinsing and charging air receiver 9.
15 Fig. 3, 4 og 5 viser en tolvcylindret dieselmotor af prin cipielt samme opbygning som dieselmotoren ifølge fig. 1 og 2, men efter at være ombygget fra impulsdrift til jævntryksdrift af turboladerne ved hjælp af fremgangsmåden ifølge den foreliggende opfindelse.FIG. 3, 4 and 5 show a twelve-cylinder diesel engine of substantially the same construction as the diesel engine of FIG. 1 and 2, but after being converted from pulse operation to direct pressure operation of the turbochargers by the method of the present invention.
20 Som det vil ses ved sammenligning af de to motorer, er de direkte forbindelser mellem udstødsåbningerne til hver cylindergruppe med tre cylindre og den tilhørende turbolader, henholdsvis 11, 12, 13 og 14, erstattet med en for hver turbine separat udstødsgassamlebeholder, henholdsvis 15, 16, 17 og 18, 25 som ved hjælp af et enkelt udløb, henholdsvis 20, 21, 22 og 23, er sluttet til den tilhørende turboladers turbineudløb, henholdsvis 25,26,27 og 28, og endvidere er hver udstødsgassamlebeholder forbundet med den tilhørende gruppe cylindres udstødsåbninger ved hjælp af tre korte rørbøjninger, henholdsvis 30a,30b, 30 30c og 30d. Som disse forbindelser 30a,30b,30c og 30d kan der i og for sig udmærket anvendes dele af de rørforbindelser,som oprindeligt forbandt de pågældende turboladere direkte med de pågældende cylindre, nemlig den i forhold til den pågældende cylinder nærmeste del af de pågældende ledninger, jfr. den 35 nedadgående bøjning i fig. 1 og 2, som i fig. 4 er drejet 190° efter at være gennemskåret et passende sted.As will be seen when comparing the two engines, the direct connections between the exhaust openings for each three-cylinder cylinder group and the associated turbocharger, 11, 12, 13 and 14, respectively, are replaced with a separate exhaust gas collector tank, 15 for each turbine, respectively. 16, 17 and 18, 25 connected by a single outlet, 20, 21, 22 and 23, respectively, to the turbocharger outlet of the associated turbocharger, 25,26,27 and 28 respectively, and furthermore each exhaust gas collector container is connected to the associated exhaust cylinders of group cylinders by means of three short tube bends, 30a, 30b, 30 30c and 30d, respectively. As these connections 30a, 30b, 30c and 30d, parts of the pipe connections which originally connected the turbochargers in question directly to the cylinders in question can be used in their own right, namely the part closest to the relevant lines in relation to the cylinder concerned. cf. the downward bend of FIG. 1 and 2, as in FIG. 4 is turned 190 ° after being cut in a suitable location.
Hver af de enkelte cylindergruppers individuelle udstøds-gassamlebeholdere 15,16,17 og 18 fødes således af tre cylin- 5 1A 6 7 A 5 dre, der er faseforskudt 120° i forhold til hinanden..Udstødsgas-samlebeholderne 15,16,17,18 har et sådant volumen, at trykket deri ikke kommer til at overstige middeltrykket i motorens skylle- og ladeluftreceiver 31.Thus, each of the individual cylinder groups of individual exhaust gas collector containers 15,16,17 and 18 is fed by three cylinders 5 1A 6 7 A 5 which are phase-displaced 120 ° with respect to each other .. Exhaust gas collector containers 15,16,17, 18 has such a volume that the pressure therein will not exceed the mean pressure in the flushing and charging air receivers of the engine 31.
5 Ved motorer med grupper på hver fire cylindre forsynes hver gruppe med en udstødsgassamlebeholder som. forklaret i det foregående .5 For engines with groups on every four cylinders, each group is equipped with an exhaust gas collector container which. explained above.
Ved ombygningen af den i fig. 3, 4 og 5 viste motor er der yderligere foretaget en justering af de kamme, der aktiverer moto-10 rens udstødsventiler, nemlig til forsinkelse af disses åbning og svarende til den påtænkte drift af turbinerne som jævntryks-drevne. Herunder har en forøgelse af forsinkelsen af udstødsåbningernes åbning svarende til ca. 1° krumtapvinkel for hver 10%, den maksimale fremtidige motorbelastning nedsættes, vist 15 sig at give optimalt resultat.In the conversion of the embodiment of FIG. 3, 4 and 5, further adjustments have been made to the cams which actuate the exhaust valves of the engine 10, namely to delay their opening and corresponding to the intended operation of the turbines as direct pressure drives. Including an increase in the delay of the outlet openings corresponding to approx. 1 ° crank angle for every 10%, the maximum future engine load is reduced, found 15 to give optimum result.
Ved den på tegningen viste udførelsesform er volumenet af hver af udstødsgassamlebeholderne 15,16,17 og 18 inklusive deres forbindelser 25,26,27 og 28 samt 30a,30b,30c og 30d valgt svarende til ca. 2,3 gange det samlede slagvolumen af de til hver ud-20 stødsgassamlebeholder sluttede cylindre.In the embodiment shown in the drawing, the volume of each of the exhaust gas collecting containers 15,16,17 and 18 including their compounds 25,26,27 and 28 and 30a, 30b, 30c and 30d is selected corresponding to approx. 2.3 times the total stroke volume of the cylinders connected to each exhaust gas collector tank.
I kraft af ombygningen opnås der så store oliebesparelser, at disse mere end opvejer de i forbindelse med ombygningen ifølge opfindelsen forbundne omkostninger set over motorens levetid.Due to the conversion the oil savings are so large that they more than offset the costs associated with the conversion according to the invention over the life of the engine.
Som det fremgår af det foregående, foregår ombygningen endvidere 25 forholdsvis simpelt, idet udstødsgassamlebeholderne takket være deres forholdsvis lille længde let lader sig anbringe på en allerede installeret motor, og desuden kan de oprindelige turboladere indgå i det ombyggede ladesystem efter tilpasning til den ønskede kapacitet og det ønskede tryk.Furthermore, as can be seen from the foregoing, the conversion is relatively simple in that the exhaust gas collecting containers can easily be placed on an already installed engine thanks to their relatively small length, and in addition the original turbochargers can be included in the rebuilt charging system after adapting to the desired capacity and the desired pressure.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DK444380A DK146745C (en) | 1980-10-20 | 1980-10-20 | METHOD OF USING THE CONVERSION OF TURBOLED DIESEL ENGINES |
| JP56503498A JPS57501686A (en) | 1980-10-20 | 1981-10-20 | |
| PCT/DK1981/000091 WO1982001394A1 (en) | 1980-10-20 | 1981-10-20 | Method for use in the conversion of turbocharged diesel engines,and engines converted according to the method |
| EP81903019A EP0062677A1 (en) | 1980-10-20 | 1981-10-20 | Method for use in the conversion of turbocharged diesel engines, and engines converted according to the method |
| NO821894A NO821894L (en) | 1980-10-20 | 1982-06-07 | PROCEDURE FOR USE BY REVERSING TURBOLED DIESEL ENGINES, AND ENGINES REVERSED ACCORDING TO THE PROCEDURE |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DK444380A DK146745C (en) | 1980-10-20 | 1980-10-20 | METHOD OF USING THE CONVERSION OF TURBOLED DIESEL ENGINES |
| DK444380 | 1980-10-20 |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| DK444380A DK444380A (en) | 1982-04-21 |
| DK146745B true DK146745B (en) | 1983-12-19 |
| DK146745C DK146745C (en) | 1984-05-28 |
Family
ID=8133560
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| DK444380A DK146745C (en) | 1980-10-20 | 1980-10-20 | METHOD OF USING THE CONVERSION OF TURBOLED DIESEL ENGINES |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP0062677A1 (en) |
| JP (1) | JPS57501686A (en) |
| DK (1) | DK146745C (en) |
| NO (1) | NO821894L (en) |
| WO (1) | WO1982001394A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100613637B1 (en) * | 2002-05-21 | 2006-08-21 | 맨 비 앤드 더블유 디젤 에이/에스 | Large two-stroke engine of the crosshead type |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2889682A (en) * | 1956-11-20 | 1959-06-09 | Worthington Corp | Two-cycle internal combustion engine |
| SE315439B (en) * | 1963-09-03 | 1969-09-29 | Maschf Augsburg Nuernberg Ag | |
| FR1397178A (en) * | 1963-11-14 | 1965-04-30 | Nordberg Manufacturing Co | Highly supercharged internal combustion engine |
| BE758638A (en) * | 1969-11-08 | 1971-04-16 | Maschf Augsburg Nuernberg Ag | EXHAUST GAS TURBOCHARGER SUPERCHARGED COMBUSTION ENGINE |
| AT330506B (en) * | 1971-09-28 | 1976-07-12 | Autoipari Kutato Intezet | PISTON ENGINE WITH EXHAUST GAS TURBOCHARGING |
-
1980
- 1980-10-20 DK DK444380A patent/DK146745C/en not_active IP Right Cessation
-
1981
- 1981-10-20 WO PCT/DK1981/000091 patent/WO1982001394A1/en not_active Application Discontinuation
- 1981-10-20 EP EP81903019A patent/EP0062677A1/en not_active Withdrawn
- 1981-10-20 JP JP56503498A patent/JPS57501686A/ja active Pending
-
1982
- 1982-06-07 NO NO821894A patent/NO821894L/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| JPS57501686A (en) | 1982-09-16 |
| NO821894L (en) | 1982-06-07 |
| WO1982001394A1 (en) | 1982-04-29 |
| EP0062677A1 (en) | 1982-10-20 |
| DK146745C (en) | 1984-05-28 |
| DK444380A (en) | 1982-04-21 |
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