EP2140118A1 - Agencement de turbocompresseur à suralimentation et moteur à combustion interne pouvant être suralimenté par turbosoufflante - Google Patents

Agencement de turbocompresseur à suralimentation et moteur à combustion interne pouvant être suralimenté par turbosoufflante

Info

Publication number
EP2140118A1
EP2140118A1 EP08735962A EP08735962A EP2140118A1 EP 2140118 A1 EP2140118 A1 EP 2140118A1 EP 08735962 A EP08735962 A EP 08735962A EP 08735962 A EP08735962 A EP 08735962A EP 2140118 A1 EP2140118 A1 EP 2140118A1
Authority
EP
European Patent Office
Prior art keywords
turbocharger
compressor
turbine
generator
internal combustion
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.)
Withdrawn
Application number
EP08735962A
Other languages
German (de)
English (en)
Inventor
Dick Amos
Ulrich Bast
Andre Kaufmann
Udo Schwerdel
Francis Heyes
Norbert Huber
Achim Koch
Georg Mehne
Gerhard Schopp
Markus Teiner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Automotive GmbH
Original Assignee
Continental Automotive GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Continental Automotive GmbH filed Critical Continental Automotive GmbH
Publication of EP2140118A1 publication Critical patent/EP2140118A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • 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
    • F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven 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

Definitions

  • the invention relates to a turbocharger arrangement, in particular in or for a motor vehicle, as well as a turbochargeable internal combustion engine with such a turbocharger arrangement.
  • Turbocharger is a charging system for an internal combustion engine, by means of which the cylinders of the internal combustion engine are subjected to an increased charge air pressure.
  • the turbocharger consists of an exhaust gas turbine in the exhaust gas flow (discharge path), which is typically mechanically connected to a compressor in the intake tract via a common shaft.
  • the turbine is set in rotation by the exhaust gas flow of the engine and thus drives the compressor.
  • the compressor increases the pressure in the intake tract (intake path) of the engine, so that through this compression during the intake stroke, a larger amount of air enters the cylinders of the internal combustion engine than in a conventional naturally aspirated engine. This provides more oxygen for combustion.
  • This increases the mean pressure of the engine and its torque, which significantly increases the power output.
  • the supply of a larger amount of fresh air associated with the compression process is called charging.
  • variable turbine geometry VVTG
  • these systems are expensive in terms of manufacturing and construction engineering.
  • turbocharger Another possibility is the use of a two- or multi-stage turbocharger.
  • Each of these turbocharger stages has its own turbine and its own compressor, which are coupled together via a shaft.
  • the problem of a turbo lag is indeed reduced in such turbochargers, but still present. This is due to the still existing rigid mechanical coupling of turbine and compressor.
  • modern Turbochargers use a two-stage supercharging system, but has a turbocharger stage only ei ⁇ NEN compressor on, which takes from a turbine of a switchable to ⁇ electric motor (so-called e-booster) is driven. Again, however, a rigid mechanical coupling is present.
  • turbocharger housing This is u.a. on the rigid mechanical coupling between compressor and turbine.
  • turbocharger is disposed either on the side of the intake manifold or on the side of the exhaust manifold of the engine.
  • more or less long pipes are available for connecting the turbocharger to the engine.
  • this is disadvantageous for reasons of current engineering.
  • very long pipelines result in a reduced, available space within the engine compartment.
  • turbocharger the Anstrom- path and Abstrompfad can be ⁇ largely independent of ⁇ sets.
  • Another object is to provide a turbocharger, the connecting pipes to the exhaust manifold and intake manifold of the internal combustion engine as short as possible ⁇ is formed.
  • Another object is to reduce the undesirable effect of the turbo lag in a turbocharger.
  • a further object is to provide a turbocharger whose construction is adapted and optimized to the circuit of the working media of an internal combustion engine.
  • At least one of said objects is achieved by a turbocharger having the features of patent claim 1 and / or by an internal combustion engine having the features of patent claim 17.
  • a turbocharger arrangement in particular in or for a
  • At least one turbocharger stage which has a turbine and a compressor, which are mechanically decoupled from each other.
  • a turbo-superchargeable internal combustion engine comprising an engine having a crankshaft and an intake manifold and an exhaust manifold, with a turbocharger assembly according to the invention, which is connected with its Anströmpfad to the intake manifold via respective intake manifolds and which is connected with its discharge path to the exhaust manifold via exhaust pipes.
  • the present invention is based the idea is to decouple at a turbocharger or of a correspondingly turboemployed- charged internal combustion engine, the downstream side and the on ⁇ strömseite the turbocharger mechanically from one another. Due to this mechanical decoupling, the turbocharger has an additional degree of freedom, in particular can be used in the design and layout of the downstream and upstream side of the turbocharger housing.
  • turbocharger turbine and compressor no longer need to be very close together to provide a compact turbocharger.
  • the turbine of the turbocharger can be mounted as close to the Abgaskrum ⁇ mer and at the same time the compressor of the turbocharger can also be arranged close to the intake manifold of the engine.
  • Em further advantage of the mechanical decoupling is that the compressor and turbine of a turbocharger bes ⁇ ser can now be adapted to the design of the engine, while the intake manifold and exhaust manifold.
  • Another requirement with a turbocharger is that the fresh air compressed by the compressor be as cool as possible to thereby provide the highest possible efficiency in the combustion of fuel in the engine.
  • hot exhaust gas is generated which drives the turbocharger's turbines while at the same time heating the turbine-side elements of the turbocharger.
  • the common shaft acts as a heat bridge to some extent and contributes to undesirably transferring the turbine-side heat to the compressor, which leads to an undesired heating of the air supplied to the air flow side.
  • the turbine and the compressor of a turbocharger stage are coupled to each other electromechanically. Electromechanical in the sense that no direct mechanical connection between the turbine and the corresponding compressor is present, but only an electrical connection or coupling device is present.
  • the turbine has a first shaft and the compressor has a second shaft that is mechanically decoupled from the first shaft.
  • the first shaft and the two TE wave are merely coupled to one another by an electrical Koppeleinrich ⁇ processing.
  • u- is coupled via the first wave directly to a generator where ⁇ is designed in the generator therefor, of the movement Sener ⁇ energy of the turbine wheel, which anget ⁇ e- from the hot exhaust gas is ben, electric power to produce.
  • the turbine is coupled to the generator via a first transmission.
  • the use of a ⁇ Ver Koch- or step-down gear is expedient to adjust the optimal generator to its rated speed and data with the best efficiency of the generator.
  • the compressor is mechanically coupled via the second shaft with an electric motor.
  • the electric motor is designed to drive the compressor and in particular its compressor wheel from the electrical energy supplied to it.
  • a second transmission may be provided, via which the electric motor is coupled to the compressor.
  • the second gearbox provides for providing a corresponding speed for the compressor wheel.
  • a preferred embodiment provides that the generator is connected to the electric motor via an electrical coupling device, for example a supply line.
  • the generator is designed to supply the electric motor via this coupling device or supply line with electrical energy.
  • the generator is designed as a synchronous machine or as an asynchronous machine.
  • the generator can act as a controllable generator.
  • the electric motor is designed as an asynchronous motor or as a synchronous motor.
  • the electric motor can both be used as a drive motor for driving the compressor zoom used as a braking device.
  • the electric motor can decelerate the compressor, so that the compressor acts as a kind of throttle valve and thus contributes to the braking of the engine.
  • the compressor was not generated in this case, the desired boost pressure for the engine, so that the engine of the internal combustion engine is no longer supplied with sufficient fresh air, which ultimately leads to deceleration of the engine.
  • the compressor has a higher speed than conventional electric motors provide.
  • the second (E- lektromotor-) transmission is designed as a transmission gear to produce the high speeds of the compressor.
  • the turbine usually has a higher speed than conventional generators can handle.
  • the first (generator) transmission is designed as a reduction gear.
  • the first and the second gear are matched to the respectively associated generator or electric motor and in particular to their rated speeds and rated power. In this way, the efficiency of the generator or the E can be Tar ⁇ true to the respective rotational speeds of the turbine wheel or the compressor wheel lektromotors optimal.
  • an energy storage - as part of the electrical coupling device - provided.
  • the energy storage is fed in this case by the generator.
  • this energy store can supply the electric motor with electrical energy via a supply line provided for this purpose and thus enable the compressor to be driven by the electric motor.
  • the compressor can be supplied with energy just when the compressor has to provide the desired compressor capacity.
  • a Ent ⁇ coupling of the rotational speeds of the turbine and the compressor is implemented, which also leads inter alia to minimize the adverse effect of the turbo lag.
  • It also prevents the turbine and thus also the compressor from turning ever higher and, due to a feedback of the rotational speed of the compressor to the compressor turbine, reaching its delivery limit and exceeding the mechanical and thermal limits of the engine.
  • an excessive turbine power is stored temporarily in the energy store. This energy is retrieved by the electric motor when the compressor is to provide the desired compressor performance.
  • the energy store is designed as an accumulator ⁇ tor, supercap capacitor (or short supercap) and / or high performance capacitor.
  • a supercap is particularly preferred since it is able to store large electrical energies in a short time. The lifetime of such a supercap is significantly higher than that of a corresponding accumulator.
  • the turbine and the compressor mechanically decoupled with this turbine are integrated in a common turbocharger housing. This embodiment allows a very compact implementation of the turbocharger.
  • a first turbocharger housing is provided, in which the compressor is arranged.
  • a second, different from the first turbocharger housing and typically separate turbocharger housing is provided, within which the turbine is arranged.
  • the electric motor and in the second housing the generator is arranged.
  • the turbine and the compressor are coupled to each other via electrical connection line.
  • the compressor of the turbocharger can be positioned in relative proximity to the intake manifold of the internal combustion engine.
  • the turbine of the turbocharger can be positioned in relative proximity to the Abgaskrummer.
  • the piping between compressor and Ansaugkrummer or between exhaust manifold and turbine very short, making flow losses are minimal.
  • the efficiency of a sol ⁇ Chen turbocharger is thereby optimized. This embodiment allows for a construction of the engine optimized and compact design of the turbocharger.
  • no wastegate bypass arrangement is required for the flow path of the turbocharger.
  • a waste gate is required in conventional turbochargers to prevent an excessive increase in the turbine speed, to prevent - as stated above - that the turbine and thus the compressor of the turbocharger rotate higher and higher, due to their mechanical coupling to it can cause the motor to go beyond its mechanical and thermal limits. Since now the turbine and the compressor are mechanically decoupled from each other, this danger no longer exists.
  • the turbocharger is deran himself-stage, wherein a first turbocharger stage is designed as a high pressure stage with a high pressure turbine and a high pressure compressor.
  • the second turbocharger stage is designed as a low-pressure stage with a low-pressure turbine and a low-pressure compressor.
  • the turbine and the compressor of the same turbocharger stage are at least partially pneumatically and / or hydraulically coupled to each other. At least partially in this context means that mechanical elements are provided, but that the turbine and the compressor of a respective turbocharging stage are not exclusively mechanically coupled to each other.
  • the generator of the turbocharger arrangement is part of the generator. In this way, you can rely on your own NEN generator for the turbine of the turbocharger assembly can be omitted.
  • the internal combustion engine has an integrated starter generator, which is connected to the crankshaft or the drive shaft of the engine.
  • a Starterge ⁇ generator is a three-phase asynchronous machine that can work both as a starter as well as a generator.
  • the generator and / or the electric motor of the turbocharger assembly are connected via respective supply lines to the starter generator.
  • the starter generator if it acts as a starter, are supplied via the supply line to the generator of the turbocharger of this with electrical energy.
  • the starter generator if it acts as a generator in this case, supply the electric motor via a further supply line to the electric motor of the turbocharger as it were with energy. In this case, can be dispensed with a dedicated energy storage.
  • an intelligent energy management which includes the starter generator, the power supply, the generator of the turbocharger and / or the electric motor of the turbocharger with each other, this being preferably controlled by a dedicated control device.
  • the turbo-superchargeable internal combustion engine also includes an additional electric drive for driving the crankshaft and is thus designed as a hybrid engine.
  • FIG. 2 shows a simplified representation of a second exemplary embodiment of a turbocharger according to the invention
  • FIG. 3 is a schematic representation of a first embodiment of an exemplary embodiment of an internal combustion engine according to the invention.
  • FIG. 4 is a schematic illustration of a second embodiment of an exemplary embodiment of an internal combustion engine according to the invention.
  • FIG. 5 shows a schematic illustration of a third exemplary embodiment of an inventive internal combustion engine
  • FIG. 6 is a schematic representation of a fourth embodiment of an exemplary embodiment of an internal combustion engine according to the invention.
  • FIG. 1 shows a schematic representation of a first exemplary embodiment of an inventive, greatly simplified turbocharger, which has only the essential components of a turbocharger.
  • the turbocharger 10, designated by reference numeral 10 has a compressor 11 and a turbine 12.
  • the turbocharger 10 in Fig. 1 is formed in one stage, that is, it has only one turbocharger stage 13.
  • the compressor 11 is arranged in a Anstrompfad 14 and the turbine 12 in a Abstrompfad 15.
  • the Anstrompfad 14 of the turbocharger 10 is defined between a fresh air inlet 16, sucked on the fresh air is, and a fresh air outlet 17, on the compressed by the compressor 11 fresh air from the turbocharger 10 simplyge ⁇ provides. This discharged, compressed fresh air is fed to a fresh air inlet side of an internal combustion engine (not shown in FIG. 1).
  • the Abstrompfad 15 of the turbocharger 10 is defined between a Abgasemlass 18 via the by the internal ⁇ combustion engine (in Fig. 1 not shown), exhaust gas generated m the turbocharger 10 is introduced, and an exhaust gas outlet 19 through which can flow the exhaust gas Removing ,
  • the Anstrompfad 14 is often referred to as intake ⁇ tract, fresh air side, compressor side or charge air side.
  • the Abstrompfad 15 is often referred to as exhaust path or exhaust gas side.
  • a respective compressor 11 has an inlet on the outlet side and an outlet on the outlet side.
  • the flow direction is determined in the Anstrompfad 14 and Abstrompfad 15 by the flow of air fresh air 20 and the exhaust gas 21.
  • the flow direction of the fresh air 20 and the exhaust gas 21 is shown by corresponding arrows.
  • a first pipe 20a is provided between the fresh air inlet 16 and the inlet of the compressor 11. Further, another pipe 20 b is provided between the outlet of the compressor 11 and the fresh air outlet 17. In the same way, a pipeline 21b is provided between the exhaust gas inlet 18 and the turbine 12, and a second pipeline 21a is provided between the turbine 12 and the exhaust gas outlet 19.
  • the turbine 12 or its turbine wheel is fixedly coupled to a first shaft 22.
  • the turbine wheel thus drives the first shaft 22.
  • the compressor 11 or its compressor wheel is fixedly coupled to a second shaft 23.
  • the compressor 11 is driven via the second shaft 23.
  • the first shaft 22 of the turbine 12 is thus completely mechanically decoupled from the second shaft 23 of the compressor 11.
  • the turbine 12 and the compressor 11 are electrically coupled to one another via an electrical coupling device 24.
  • the configuration of this coupling device 24 will be described in more detail below with reference to FIGS. 3-6.
  • the compressor 11 and the turbine 12 and preferably also the coupling device 24 are completely integrated in a common turbocharger housing 25.
  • the compressor 11 and the second shaft 23 are arranged in a first turbocharger housing 26.
  • the turbine 12 with the first shaft 22 is arranged in a second turbocharger housing 27, which is different therefrom and may also be separate from the first turbocharger housing 26.
  • the electrical coupling device 24 may, as in the example shown, be arranged outside the first and second turbocharger housings 26, 27 or alternatively in the first housing 26 and / or the second housing 27.
  • FIG. 3 shows a schematic representation of a first exemplary embodiment of an internal combustion engine according to the invention.
  • Fig. 1 is in the exemplary embodiment in
  • Fig. 3 in addition to the internal combustion engine 30 shown.
  • the motor 31 has a drive shaft 35, the so-called crank ⁇ shaft 35.
  • the engine block 31 or short engine 31 of the internal combustion engine 30 has four cylinders 34 in the present exemplary embodiment, which, however, is only to be understood as an example. Also, the internal combustion engine 30 and the coupling to the turbocharger 10 is shown here greatly simplified.
  • the motor 31 of the engine 30 has an air inlet 32 ⁇ outlet side (intake manifold) and an exhaust gas outlet 33 (exhaust manifold).
  • the air inlet side 32 is here connected to the fresh air outlet 17 of the turbocharger 10 and the exhaust Gas outlet side 33 is connected to the exhaust gas inlet 18 of the turbocharger 10.
  • a generator 40 is provided in the discharge path 15 (eg as part of the turbocharger or else outside the housing, which is mechanically rigidly connected to the turbine 12 via the first shaft 22.) the exhaust gas flow 21 is driven, then this turbine wheel drives the generator 40 via the first shaft 22. The generator 40 generates electrical energy from this kinetic energy.
  • the generator 40 may also be, for example, the generator of an alternator already present in a motor vehicle. In this case, it is possible to dispense with a generator provided specifically for the turbine 12.
  • an electric motor 41 is provided in the Anstrompfad 14.
  • the electric motor 41 is mechanically connected to the compressor wheel of the compressor 11 via the second shaft 23.
  • the electric motor 41 is designed to drive the compressor wheel via the second shaft 23, which subsequently compresses the fresh air 20 supplied to the compressor 11 and supplies it to the engine 31 of the internal combustion engine 30.
  • the electrical energy required by the electric motor 41 for this purpose, is in the
  • Exemplary embodiment of FIG. 3 is supplied via a supply line 42 directly from the generator 40.
  • ⁇ generator 40 a current 43 which is supplied to the electric motor 41 via the supply line 42 and which drives the electric motor 41 and thus the compressor wheel.
  • the internal combustion engine in FIG. 4 additionally has a rechargeable energy store 44.
  • the energy store 44 is formed in FIG. 4 as a supercap, which is designed to deliver the stored energy very quickly again.
  • the energy store 44 is connected to the generator 40 on the supply side via a first supply line 42a. Further is the rechargeable energy store 44 on the output side connected via a second supply line 42 b to the electric motor 41.
  • the energy accumulator 44 is thus on the supply line 42a ⁇ a stream 43a and / or a voltage 43a conces- leads, via which the energy storage device 44 charged. Via the supply line 42b, the energy store 44 outputs a current or a voltage 43b to the electric motor 41.
  • control device 50 also shows a control device 50.
  • the control device 50 can be part of the turbocharger 10 or the internal combustion engine 30 or can also be designed as a control device independent therefrom, for example as part of the engine control.
  • the control device 50 is configured to control the electric motor 41, the generator 40 and the power supply 44 via control signals S 1 -S 3, so that optimal efficiency is achieved by the generator 40 and the electric motor 41.
  • a first transmission 45 is provided in the exemplary embodiment in FIG. 5 between the generator 40 and the turbine 12.
  • This transmission 45 is designed to convert the rotations of the door ⁇ binenrades to a desired nominal revolution of the generator 40th
  • a coupling can also be provided here, via which, for example, different rotational speeds of the turbine 12 can be implemented.
  • a second gear 46 is provided between the compressor 11 and the electric motor 41.
  • the transmission 46 is adapted to one of the Electric motor 41 provided rotational speed to a desired rotational speed of the compressor wheel 11 implement.
  • the turbine typically has a very high rotation speed, for example 50 - 200,000 Flip Cellphone ⁇ relations per minute, while gangige generators to nominal ⁇ speeds in the range of several 10,000 revolutions per minute are designed.
  • the first gear 45 is preferably designed as a reduction gear.
  • the second gear 46 is preferably designed as a translating belt.
  • an additional motor 47 is provided, which is coupled via the crankshaft 35.
  • the additional motor is designed as an integrated starter generator 47, which can act both as a starter and as a generator.
  • the starter generator 47 is connected to the generator 40 via a supply line 48. If the starter generator acts as a starter, then it can be energized to start the engine 31 via the generator 40 and the supply line 48.
  • the integrated starter generator 47 is further connected via a second supply ⁇ line 49 to the electric motor 41. If the starter generator acts as a generator, then it can feed the generated electrical energy via the supply line 49 to the electric motor 41.
  • a turbocharger on the exhaust side a so-called waste gate valve, which is part of a corresponding Bypassein ⁇ chtung have, over which in a conventional manner zmmdest one of the turbines is überbruckbar, even if this, as described above, here is not essential.
  • a Bypassein ⁇ chtung be provided in the Anstrompfad, which serves as the bridging at least one compressor.
  • FIGS. 3 to 6 can of course also be combined with one another. Also, the above figures are to be understood as exemplary only. Although a control device is shown only in FIG. 4, it goes without saying that control devices for controlling the turbocharger arrangement as well as the internal combustion engine can also be provided in FIGS. 3, 5 and 6.
  • Turbocharger arrangements is expandable.
  • all turbines and compressors could be mechanically decoupled from each other.
  • the turbine and the compressor of at least the first turbocharger stage are mechanically coupled together and the turbine and the compressor of at least the second turbocharger stage mechanically - as shown in Figures 1 to 6 - are decoupled from each other.
  • the invention has been explained above on the basis of a mechanical Ent ⁇ coupling the turbine and compressor same Turbola ⁇ dernote by these mechanical decoupling is implemented with- means of an electromechanical coupling.
  • This electromechanical coupling sees on the turbine side in front of a generator and on the compressor side a Elektromo ⁇ tor as mechanical elements coupled to each other by an electrical coupling.
  • this electro-mechanical coupling would also be (at least partially) of pneumatic, hydraulic or other types of inconceivable from ⁇ finally mechanical coupling.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)

Abstract

L'invention concerne un agencement de turbocompresseur à suralimentation, en particulier dans ou pour un moteur à combustion interne, comportant au moins un étage de turbocompresseur à suralimentation, lequel comprend une turbine et un compresseur découplés mécaniquement l'un de l'autre. L'invention concerne en outre un moteur à combustion interne pouvant être suralimenté par turbosoufflante comportant un tel agencement de turbocompresseur à suralimentation.
EP08735962A 2007-04-16 2008-04-08 Agencement de turbocompresseur à suralimentation et moteur à combustion interne pouvant être suralimenté par turbosoufflante Withdrawn EP2140118A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007017777A DE102007017777B4 (de) 2007-04-16 2007-04-16 Turboladeranordnung und turboaufladbare Brennkraftmaschine
PCT/EP2008/054236 WO2008125552A1 (fr) 2007-04-16 2008-04-08 Agencement de turbocompresseur à suralimentation et moteur à combustion interne pouvant être suralimenté par turbosoufflante

Publications (1)

Publication Number Publication Date
EP2140118A1 true EP2140118A1 (fr) 2010-01-06

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EP08735962A Withdrawn EP2140118A1 (fr) 2007-04-16 2008-04-08 Agencement de turbocompresseur à suralimentation et moteur à combustion interne pouvant être suralimenté par turbosoufflante

Country Status (4)

Country Link
US (1) US20100170245A1 (fr)
EP (1) EP2140118A1 (fr)
DE (1) DE102007017777B4 (fr)
WO (1) WO2008125552A1 (fr)

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