FI119072B - Device arrangement for improving combustion engine exhaust compression - Google Patents

Description

1 119072

Device arrangement for improving combustion engine exhaust compression

The invention relates to a device arrangement 5 of the type defined in the preamble of claim 1 for improving exhaust gas compression.

Equipment deployment involves the use of so-called exhaust gas energy. turbocompound-like and securing supercharging at partial loads.

Background of the Invention

The known turbocompound technology utilizes the thermal energy of the exhaust gas normally transferred directly from the engine to the environment after the turbocharger turbine, by allowing the exhaust gases to rotate an additional turbine, i.e. voimaturbiinia. This can be known to be achieved, for example, by connecting the turbines in series so that the turbine of the turbocharger precedes the second turbine, which is a so-called separate unit. voimaturbiinia. In such a solution, for example, at full load conditions of an average diesel engine, a suitable pressure ratio of a turbocharger turbine is proposed to be 2: 1-2.5: 1 and a power turbine to 1.5: 1-2: 1. This information is presented in “Turbocompound Technology. diesel engines ”(Jukka Havento, Harry Helminen) at the University of Technology • · · *; 20 Department of Mechanical Engineering Progress Report 13 of 1993. The said publication also states that the operation of two successive turbines in the exhaust mass flow stream; is less expensive than a single turbine, and that of the first, that is, · ·:. the pressure ratio of the turbocharger turbine decreases more slowly than that of a single turbine.

• · · ·· * ·. * · ·. The higher the pressure ratio of the power turbine, the slower the pressure drop. In this case, also ··· * 25 the air produced by the compressor is higher at low revs, which results in: Y: air / fuel ratio. Thus, torque can be increased and fuel consumption reduced. The Turbocompound method thus improves efficiency: not only through the additional power it produces, but also by positively influencing the turbocharger ··· · • * * *; activities. Due to the shape of the pressure evolution curve, the pressure ratio develops rapidly at very low mass flows, which improves acceleration.

• · · · ♦ · • · · • · • ♦ 2 119072

The benefits of the Turbocompound method in general

Turbocompound operation generally increases engine power and torque and reduces fuel consumption. The probable amount of power increase is more than 10% and the torque increase is about 15%, and the reduction of fuel consumption by suitable 5 constructions is at least about 10-15%. These relatively conservative estimates are based on the research and test results of some of the conventional turbocompound solutions investigated in the above-mentioned TKK serial 13, e.g., on pages 10 and 14. In addition, the torque curve of, for example, one of the turbocompound engines described on page 10 of the above-mentioned publication showed clearly improved runnability and 10 significant reductions in fuel consumption when mounted on a heavy-duty truck production engine. Also the so-called. the turbo delay is reduced (TKK cited above, p. 15). The so-called turbo-compound solution also proved to be advantageous. in the development of the super-engine for the United States Army (cited in TKK p. 8, 9).

15 Disadvantages of a conventional turbocompound system

The downside of a conventional turbocompound system is its cost, as it requires both the actual supercharger with turbines and a separate power turbine. According to the above-mentioned publication, a less expensive solution is known as a single turbine solution in which a single turbine not only drives the compressor but also provides additional power to the crankshaft. The biggest problem with the waste system is the dependence of the supercharging pressure on the engine speed. At high speeds, high speeds, but too low, there is too much supercharging pressure at low speeds.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a solution to, inter alia, all of the foregoing: such that the necessary back pressure to the supercharger turbine is achieved. ·. ***. As quickly as possible, and to maximize the utilization of the exhaust gas pressure energy, • some solutions of the present invention provide means to · · further increase the supercharging pressure, which, in turn, allows • ·. 30 increase the engine combustion pressure and / or rotational speed, which increases the engine power density • · · • · ·! It is also possible to increase the compressor pressure, for example, at low rotation speeds and at least partially independent of load.

3, 119072

Known Japanese Patent Publication No. 02157423 (MITSUBISHI HEAVY IND LTD; Inventor Hamada Toshikazu, Application No. 6331067) discloses a solution utilizing one parallel switch (2) and one, apparently electrical, on / off switch (1) to provide three compression modes. The solution provides, at least in principle, functions similar to, or nearly similar to, those of the methods and apparatuses of the present invention using a single supercharger, namely, turbocharging, mechanical supercharging, and turbocombound operation. However, in the solution of said known device, the apparatus is more complex and more susceptible to breakage than the apparatus of the present invention. This is because the on / off switch 10 in the Japanese invention, which is mounted entirely on its own axis, than the parallel switch (2) which is also completely on its own axis, can be actuated at the same time, for example by an electrical fault or electrical control system. in the event of a failure.

In the present invention, the susceptibility to breakage is reduced and no electrical components or control systems are required at all. Further, the installation of the couplings according to the present invention is best done sequentially on the same shaft, which at the same time acts as a transmission shaft between the supercharger and the crankshaft, which further simplifies the construction. Still further, some embodiments of the present invention provide stepped or stepped supercharging by means of two superposed or parallel superchargers or additional supercharger blades. If necessary, at least one or two wings also participate in turbocompound operation, a potential which is apparently not described in the Japanese invention. In the apparatus of the present invention, the exhaust backpressure can also be adjusted, if necessary, which is apparently not described in the Japanese invention.

The present invention is applicable, due to its low manufacturing costs and simplicity, not only to large and high reliability marine or power plant engines, but also to smaller mass production engines, for example land vehicle such as passenger and truck engines, and watercraft engines, for example. The present invention may utilize a much larger variety of parallel switches shown, which are suitable for any motor size class, since the shown switches are selected in the description of the present invention e.g. because they are very illustrative in their structure of the basic operation of the invention.

4, 119072

Preferred embodiments of the invention are set forth in the dependent claims 2-14. Purpose and embodiments of the invention

The aims of the invention are summarized, e.g. such that the supercharger shaft is disengaged 5 or disengaged to an engine shaft, such as a crankshaft, through two alternate gear ratios depending on engine speed and load, and that: - a turbine mounted on the same shaft with the compressor transmits power through the transmission, when the compressor speed exceeds a certain value greater than the product of the higher gear ratio transmitted from the crankshaft to the supercharger shaft and the engine speed (turbocompound operation).

2 - The compressor is mechanically driven from the crankshaft when the impeller speed of the compressor is less than a certain value less than the product of the lower gear ratio and engine speed transmitted from the crankshaft to the throttle shaft (eg at low engine speeds).

3 - The exhaust pressure after the supercharger turbine is increased by reducing the flow paths in the exhaust gas outlet e · · *; * 20, e.g. by means of a spring loaded flap or • · · * * * · * ". The lower the pressure in the duct and / or lower • * mass flow in the channel in question.

• · • · • · · · ♦ · ··· ·, ···. 4 - For example, at high revs of the internal combustion engine but at low load, the supercharging pressure is reduced, if necessary, by directing the exhaust gas through a bypass valve past the turbine.

***: 5 - Two-stage supercharging is accomplished by internal arrangements of the supercharger, eg in a single-supercharger or two-supercharger system, without the need for a separate power turbine for turbocompound operation.

• · 30 • · · · · · ··· · ·

Two-stage supercharging

This supercharger may be the only supercharger that is in the system, or, for example, one of the superchargers in the system, for example, • best connected in series or alternatively. For example, when coupling to a saw, such a supercharger may be constructed in a so-called. high pressure compressor. Thus, large and expensive engines, such as marine and power plant engines, miss the opportunity to generate additional supercharging pressure to increase engine power density when the so-called. there is no compressor connected to the power turbine.

References to drawings:

The invention will now be described in more detail by means of preferred embodiments with reference to the accompanying drawings in which:

Fig. 1A is a schematic diagram of an embodiment of the inventive system with its transmission and control means. Figure 1B shows a similar system in which exhaust gas outflow from a turbine can be controlled in a more versatile manner. Fig. 2A shows a freewheel which disengages transmission of power to the compressor through the crankshaft as the speed of the supercharger rises above a certain value dependent on the speed of rotation of the internal combustion engine. Figure 2B shows a freewheel which turns on the turbocompound operation when the turbine speed exceeds a certain value dependent on the speed of the internal combustion engine. Figure 2C shows the gears and freewheels on the crankshaft operating on the oil bath.

• * * * * 20 Figure 2D shows a solution proportional to Figure 2C without oil lubrication.

* «· • · * ** '. Figure 2E shows e.g. more details on the page. Figure 2F shows Tables • · 1 and 2 illustrating the disengagement and engagement of the idle clutches relative to engine and * ·: supercharger RPM. Figure 3 shows a suitable brace • · · • · ·. ***. voimansiirtojärjestelyineen. Figures 4A and 4B show one suitable «· 25 transmission system, in a system with two superchargers, one connected to: •: *: turbocompound operation. Figures 5A-5C show the exhaust backpressure: an effective throttle spring mechanism and a throttle valve. Figures 6A and 6B show some free couplings that are suitable for use when not very high ·, ··· forces are transmitted and the speed of rotation does not exceed certain limits set by, for example, tooth chain or belt drive or the like: 30. Fig. 7 is a schematic view of another transmission mechanism in which the principles of the invention can be applied. Figure 8A shows a supercharger with a built-in auxiliary pre-supercharger that supplies additional air to the compressor. Figure 8B shows a supercharger where the built-in pre-supercharger supplies all air to the compressor, i.e.

6 119072 internal arrangements of the supercharger provide two-stage supercharging with one device. Power transmission arrangements in Figure 1

In the system of Figure 1A, an internal combustion engine 20 having a supercharger 1a is shown. The impeller 3 of the supercharger la 5 and the impeller 5 of the turbine 4 are on the same shaft 6. The shaft 6 of the supercharger la is connected to a gear 7 which transmits mechanical force between the crankshaft 8 and the shaft 6 of the supercharger la. The transmission of force takes place via the idler gear 9a and the gear wheel 11 associated with the fluid coupler 10. The shaft 9b of the idler gear 9a is bearing in the housing 12 with bearings 73 and the gear 11 at least at the end 10 of the shaft 12 in the housing 12 by the bearing 74. The fluid clutch 10 not only compensates for variations in speed 1a and engine 20, but also dampens torque transmission. Said gears are best housed in a common oil-tight housing 12. Preferably, they are lubricated by the oil 20 of the engine. The fluid switch 10 is not described in more detail, but may be any fluid switch 15 which is best suited to the prior art, depending on the characteristics of the internal combustion engine as understood by one skilled in the art. Alternatively, the fluid coupling 10 may be mounted at an end of the flywheel (14), e.g., immediately adjacent to the supercharger 1a of the gearwheel 16, if considered to be a better location for torsional vibrations. Alternatively, any known solutions such as • ♦ * • · · *** may be used in the transmission, for example, to provide a suitable transmission ratio and / or good vibration damping. gears with a smaller diameter, and multiple gears • «. a reduction gear. Examples of such solutions, which may also be applied in the context of the present invention, are seen as the description of the invention progresses, and in the conventional power turbine mentioned in the TKK publication mentioned above. ·· 25 eg on pages 10.11 and 16.

9 9 • · · • t 9 · 9: Location of gear wheel 7 (Figure 1)

Alternatively, the gear wheel 7 on the shaft 6 of the supercharger la may be mounted at either end of the shaft 6 of the supercharger la, e.g. after the impeller 3 of the compressor 2, or; \ · '30 after turbine 4 impeller 5. In this case, the elongated shaft 6 is passed, for example, through the air intake duct 39 of the compressor, and the gear wheel 7 is mounted outside it, e.g., at position 39x shown in Figure 1. An example of this is shown in connection with another type of supercharger in Figure 8A. The free clutch shown in Figures 6A and 6B, which preferably has a gear wheel for a tooth chain, or a pulley for a toothed or V-belt, may also be entered here. An example of this is shown in Figure 8B. On the other hand, the central location of the gear wheel 7 shown is advantageous in the sense that the lateral throws of the shaft 6 of the supercharger 1a are small in the middle.

5

Slow and fast transmission

In the embodiment shown in Fig. 1A of the internal combustion engine 20, two crankshaft 14 and 15 are connected to crankshaft 8, for example, engine sizes. This is the case, for example, of the motors of vehicles and machinery, where, for example, the use of an electric starter is possible. In the solution described in more detail below, the smaller gear 15 is preferably secured to said flywheel 15 and 15 on the crankshaft flange, for example by means of through screws.

Oil tight housing (Figure IA)

Preferably, the gears 14-16 are mounted in an oil-tight housing 38 surrounding them, through which, for example, a crankshaft 8 and / or a shaft 18a can be passed for a power take-off. The parts of their lubrication inside the housing 38 are thereby obtained, for example, with gear oil.

t · * • · · * * *. Alternatively, the engine oil included in the oil cycle of the engine 20 is connected to said • · housing 38, and the housing 38 is open e.g. to the oil sump of the engine 20 (not shown). cylinder group side. If a motor coupling is provided with a switch, so-called "coupling" can be used.

* * · ··· ·. ···. wet, eg oil bath coupling type, inserted into housing 38 (not * * ··· 25 shown). As the description of the invention progresses, a solution will be more clearly seen, in which e.g.

• The coupling elements 29a and 29b are lubricated with oil and the solution where they are lubricated: ***: with grease.

·· * • ·

Direction of rotation. \ t 30 When looking at the engine, 20 so-called. from the rear end of the flywheel (14), the flywheel (14) • · »seems to rotate counterclockwise as the motor 20 rotates clockwise.

In this case, the gears 16 and 17 and the associated free clutches 29a and 29b appear to rotate clockwise, and from this direction of view, that is, from the rear, also the 119072 free clutches 29a and 29b are illustrated in Figures 2A and 2B.

Operation as load and RPM increase, Figure IA and Figure 2A

Next, the transmission of power, as well as the increase in supercharging pressure, will be described in terms of the operating regression 5 which follows, for example, when the vehicle or ship accelerates at its speed, thereby increasing the supercharging pressure and RPM. Naturally, the rotation speed of the crankshaft 8 of the internal combustion engine 20 and the shaft 6 of the supercharger 1a also increases. In this situation, the force is initially transmitted mechanically from the crankshaft 8 to the supercharger la to increase the supercharging pressure at low revs. Here, the force is transmitted from the gear wheel 15 to the gear wheel 17, and further through the groove (not shown) between the gear wheel 17 and the sleeve-like part 26a or via a free-wheel wedge 28a mounted in the keyway 29a.

15 Free coupling 29a, Fig. 2A

From this sleeve-like part 26a, the force is further transmitted through the ball 25 (alternatively the roll 25b moving in the oblong groove 33a) and the abutment surface 25a acting as the transmission member and the bore 33 to the transmission shaft 13. The free coupling * 20 well illustrates the operating principle of the invention. However, this free switch may be replaced by another type of switching device, such as a free switch, for example • ·. when the forces to be transmitted are so great that a stronger structure is considered • *. ^ necessary. It will be obvious to one skilled in the art which coupling device he will select, depending on the • · ·. ··· [mm. engine design and the products available on the market. In this case, for example, the ship's engine may alternatively use, for example, two hydraulic free clutches, or alternatively, for example, a gearbox. By means of said devices · "*: and, for example, based on the input data received from the various sources of the control unit CU 81 and the control unit shown in Fig. IA, two different transmission ratios are available. .

. \ 30 ♦ · · · · · · ..., · Throttle flap 21 operation • ·

Ex. a spring-loaded throttle flap 21a mounted at the turbocharger outlet duct 30 itself or in the exhaust duct 31 9 119072 after the turbine 4 to reduce turbine delay and accelerate the increase in supercharging pressure. The more the exhaust duct 30 is closed by said throttle flap 21, the lower the exhaust gas pressure and mass flow. This is necessary, for example, at a stage where the vehicle is just starting out, or in any engine at partial power. This throttling provides a suitable back pressure in the exhaust duct 5 22 and the turbine 4 impeller 5 in the chamber 23a. In this case, the exhaust gas is compressed and slightly compressed when compressed. In addition, the condensed exhaust gas is directed past the throttle flap 21a through a narrow slot on either side thereof. Thus, the exhaust gas flow through the blades of the turbine 4 impeller 5 and the chamber 23a passes at certain points at a higher speed and density. Hereby the exhaust gas rotates the impeller 5 of the turbine 4, and thus also the impeller 3 of the compressor 2 via the shaft 6 of the supercharger, the flow velocity at said specific points is further increased if the throttle flap 21a is brought closer to the impeller 5 of the turbine 4, e.g. is introduced to the other side of the throttle valve 31, the throttle valve 21a. An example of this approximation is shown in Figure 3. Due to the above-mentioned compaction phenomenon, the pressure ratio of the turbine 4 does not decrease as rapidly with the decrease of mass flow as with, for example, a completely conventional turbocharger design.

Exhaust Gas Recirculation (EGR)

The spring 100 shown in Fig. 5 may be adjusted in such a way that it does not normally cause • 1 1 * · 20 exhaust gas pressure to cause exhaust backflow * 1 t * «· ***, through the exhaust valve 22 in Fig. 1A from the exhaust duct 22 37.

. However, an exception to this basic idea can be made, for example, by dimensioning the spring so that, under certain conditions, internal exhaust gas recirculation, the so-called exhaust gas recirculation, is achieved.

• · m ··· ·. ···, EGR. This allows harmful oxygen compounds in the exhaust fumes, eg. Nox values can be reduced by ··· 1 25. In this case, the exhaust gas backflow from the exhaust duct 22 to the combustion chamber 37 (EGR), · 1 · is best controlled by means other than spring 100 only.

··· 1 119072 ίο such that the back pressure exerted by the throttle flap 21a and said throttle flap spring 100, in conjunction with the partial suction action provided by the piston 71, improves and controls exhaust gas recirculation. The exhaust valve 36 is then open, optionally up to 40, or 60, or even 80 degrees JYK, depending on the load and the desired degree of recycling. The shut-off time of the exhaust valve then depends on the program code stored in the memory of the control unit CU 81 and the input data (80, 83, 84) describing the operating state of the motor 20.

The free clutch 29a detaches Figures 1A and 2A

10 As engine speed 20 and / or load continue to increase, the freewheel clutch 29a associated with gear wheel 17 shown in Fig. 2A is disengaged, whereby turbine 4 rotates compressor impeller 5 solely by exhaust gas. Removal is due to the fact that the toothed wheel 17 a gear 15 movable in figure 2A, seen from the direction of the arrow 35b, the power of the crankshaft 8 is reduced, because 13 of 15 active transmission axis direction of arrow 35a from the power turbine 4 starts to rotate the transmission shaft 13 faster than the gear 17 rotates. Thus, the bevelled surface 37a of the sleeve-like portion 26a presses the ball 25a into the bore 33. In this case, the speed of rotation of the transmission shaft 13 becomes greater than the speed of rotation of the sleeve-like part 26a transmitted from the gear 17. This is because exhaust gas pressure and / or M · • · ·: · * 20 mass flow have increased. In this case, the toothed wheel 17 twists the sleeve-like portion * * · of the clutch 29a, in a sort of anticlockwise direction with respect to the transmission shaft 13, so that the ball 25a • ·. compresses the spring 27a with the bevel 37a. The ball 25a will then be pushed deeper • φ. . It follows that the internal combustion engine 20 and its supercharger la begin to operate without an effective mechanical connection to each other, thereby increasing the rotation speed of the shaft 6 of the supercharger la, regardless of the engine's 20 engine speed and engine engine speed:. *. faster. At this stage, the exhaust throttle 21a has also opened more.

• · · ·. ***. This is because the throttle flap 21a engages through or away from the supercharger la body ···

the spring loaded lever 24a introduced into the exhaust duct 31 is pivotable in Figure 5A

• *

with visible spring 100 compressed. 5A and 5B

• ·. *. 30 will return in more detail as the description of the invention progresses.

• · · ♦ * · tti ·

Neither of the freewheel switches 29a or 29b is engaged, the charger la acting on its own, Figures IA and 2B

π 119072

The operation of the second free clutch 29b will now be described. When the revolution transmitted by the supercharger 1a via the gears 7,9,11 to the transmission shaft 13 is lower than the rpm transmitted from the crankshaft 8 through the gear 14 larger to the gear wheel 15, the free clutch 29b of Fig. 2B is disengaged. This is because the ball 25b is pressed into its bore 33b by the oblique shape 37b. In this mode, the free clutch 29b is also present when the first free clutch 29a described above is still engaged. In this mode, that is, when disengaged, the free clutch 29b is still present when the exhaust energy is already sufficient to generate a relatively high charge pressure, but there is no force left over for the turbocompound-10 operation, and the free clutch 29a has also disengaged. Thus, the two forced areas of the supercharger 1a remain a free range area of the supercharger 1a. The free clutch 29b may in principle be otherwise similar to the free clutch 29a of Figure 2A, but mounted on the shaft 13 in the opposite direction. However, the free clutch 29b of Figure 2B differs from the free clutch of Figure 2A in that, to save space, the sleeve-like portion 26a is completely omitted and the bevelled surface 37b of the free clutch 29b and the abutment surface 36b of the Thus, the free clutch 29b fits into the gear wheel 17 into the gear wheel 16 of smaller diameter. The free couplings 29a and 29b work best in the oil bath and may include lubrication grooves (51a and 51b) and bores, as well as shaft 13 against sliding bearing parts such as a ball or roll 25a, 25b on both sides. · * 20 located bearing strips (bearing strips not shown).

• Turbocompound operation begins. . As the exhaust pressure and mass flow continue to increase the rotation speed of the turbine 4 impeller 5 φ φ · "· · #, the gearwheel 16 tends to rotate faster than that of the crankshaft 8 rotated by the transmission shaft φ φ φ φ · 25 13: 35d parallel to the power of the number of other words, the drive shaft of the arrow 35c 13-way power tends to rotate φ · # 13 voimansiirtoakseliaselia faster than the outer periphery of the pinion impressive 16 • # ....:... the arrow 3 5d force parallel to this case, the clutch 29b engages with the ball 25b, a ball * 30 by means of the abutment face 36b and bore 33b, and so-called turbo-compound operation begins, in which case • φ exhaust pressure and mass flow help to rotate the crankshaft 20 of the internal combustion engine by the 8 φ · so-called turbocompound method. 19072

The shaft 6 of the supercharger 1a, the gear wheel 7 located in the middle of the shaft of the supercharger 1a, the intermediate gear 9a, the gear wheel 11 connected to the transmission shaft 13 and the fluid switch 10, the fluid clutch 10

5

The engine 20 operates by means of a supercharger

This turbocompound operation now increases engine power and torque by assisting the engine to rotate as previously described, thereby also reducing fuel consumption.

10

Throttle flap 21a operation during turbocompound operation, air ratio or air / mixture ratio and emissions

During the turbocompound operation of the present invention, the exhaust throttle 21a has already been opened, or at most, even almost completely or completely. Namely, with the high exhaust mass flow rate, the required back pressure of the turbine 15 can be sufficiently achieved by the exhaust silencers and exhaust duct dimensioning. Since the RPM of the supercharger 1a is now connected via a mechanical transmission line to the RPM of the internal combustion engine in a certain coefficient, the supercharged pressure does not easily exceed the calculated values for it, e.g. rpm and • * ♦: f 20 load-dependent clear and accurate values calculated from gear.

This is because the shaft 6 of the supercharger la and thus the impeller 3 of the compressor 2 ____. RPM never “rushes” to an unnecessarily high level. This also saves e.g.

• ·: bearings of the shaft 6 of the supercharger la. By limiting air coefficient growth to unnecessarily high, • · • · * ·. ···. if desired, the formation of certain harmful oxygen compounds, e.g. NOx 25 emissions. The exact speed of the supercharger la from gear transmission also helps to design, for example, a gasoline engine so that the air / mixture ratio is kept within the desired range. Hereby, e.g. low fuel consumption and low ....: emissions, as well as optimal catalyst performance.

m • · • 30 Freewheel clutches 29a and 29b operate with engine 20 and supercharger 1 RPM varying · · · · · · ·. (Table 1, Figure 2F) • a

The operation of a supercharger in relation to the speed of a high-speed diesel engine will now be considered. The gear ratios correspond approximately to those of Figure IA

13 119072 for the ratio of the relative diameters of the gears of the exemplary internal combustion engine 20 and the supercharger 1a. However, the principle applies, for example, to engines 450 or 500 and to any of the superchargers or superchargers described below. Table 1 shows the speed of the supercharger la corresponding to that of the motor 20, above which the free clutch 29a of Figure 2A (or the free clutch 400b of Figure 6A) disengages and the bracket 1a operates relative to that freewheel. According to an exemplary calculation (1200 x 14.8 = 17760), the freewheel switch 29a disengages, for example, the motor 20 (or the motor 450 or 500) at 1200 rpm when and if the speed of the supercharger la exceeds 17760 rpm. Similarly, at engine speed 2000 rpm 10, the freewheel 29a is only released when and if the speed of the supercharger 1a exceeds 29600 rpm.

(Table 2, Figure 2F)

Table 2 shows the engine RPM and the corresponding supercharger 1a speed at which the turbocompound function is engaged. Thus, it is seen that the 15 turbocompound function is activated, for example, at an engine speed of 1600 rpm when and if the supercharger speed exceeds 51360 rpm according to the following calculation example: 1600 x 32.1 = 51360. Similarly, the turbocompound function is activated at 2000 rpm. only when and if the supercharger speed exceeds 64200 rpm. Thus, the turbine 4 impeller 5 RPMs can thus be limited by selecting the gear ratio • · · * · * 20 transmission at maximum engine speed if desired, e.g. just S * * to 51360 rpm and designing the turbine 4 impeller 5, and the compressor 2 t *. · • ·. impeller 3 with this in mind. In this case, it is observed that the turbocompound operation. t. " gear ratio 32.1: 1 is suitable for use, for example, in an engine with a maximum speed of about 1600 rpm. If the gear ratio or the bearings, for example, bear no restrictions • · * * * 25 increases the speed, the specified ratio 32.1: 1 can still be used in such ί. *. for an engine with a higher speed, eg up to 3200 rpm. If the engine has a higher engine speed but does not want the supercharger speed to increase, a lower gear ratio will be used. If, for example, the engine 20 RPM • · 1600r / min is desired to have the supercharger RPM higher than 51360rpm, use. *. 30 higher gear ratios than 32.1: 1. The table will be examined in more detail as the explanation • · φ progresses.

• · 1 1 9072 14

As an example, there are two transmission ratios (roughly shown in Figure 1) for the supercharging stages:

The speed at which the slow transmission shifts the supercharger 1 to independent operation.

5 Tooth Gear Ratio 14.8 x rpm TABLE 1

Engine RPM: 100 200 400 600 800 1200 1600

Supercharger RPM: Supercharger RPM: 10 1480 2960 5920 8880 11840 17760 23680

To be designed with higher coefficient Equivalent supercharger RPM:

Engine RPM 2000 2400 2800 3200 3600 4000 4 4 0 0

Supercharger RPM: Supercharger RPM: 15 29600 35520 41440 47360 53280 59200 65120

Designed with a smaller coefficient

Speed at which fast transmission engages the turbocharger for turbocompound operation.

* * * • · • l 20 Tooth Gear Ratio 32.1 x rpm • a TABLE 2 •

Engine RPM: • ·:. ·. 100 200 400 600 800 1200 1600 • · · • ta ·. * · *. Equivalent supercharger RPM: Equivalent supercharger RPM: 25 3210 6420 12840 19260 25680 38520 51360 • · *: Designed with higher coefficient «aa · • · • · · .... ....: Engine RPM 2000 2400 2800 3200 3600 4000 4400: '·. 30 Corresponding Charger RPM: Corresponding Charger RPM: * · · III .: 64200 72040 89880 102720 115560 128400 141240 • ·

To be designed with a lower coefficient j5 1 19072

These Tables 1 and 2 can be used to aid in a fundamental understanding of the features of the supercharger of the present invention and the design requirements for a particular engine type.

5 Overview of Table 1

Initially, the speed of the supercharger 1 at some engine speeds that causes the end of the forced thrust is seen. It can be seen from the table that this 14.8: 1 gear ratio is too low for use in low-speed diesel engines with speeds below 300 rpm, as the guaranteed forced engine RPM would be very low. 10 Suitability for medium speed (300-1200 rpm) engines is still relatively poor.

As a result, a higher gear ratio, i.e. a higher gear ratio of 14.8, must be designed for said motors. Instead, a high-speed diesel engine with a maximum RPM of about 3200 rpm, for example, a gear ratio of 14.8: 1 is quite suitable. If a higher forced, i.e. 15 gear rpm, ratio is desired, the gear ratio is increased. For example, with engine 20 rotating at 600 rpm, supercharger 1 rotates at 8880 rpm. With the engine 20 rotating at 800 rpm, the forced rotation speed of the supercharger is 11840 rpm and so on. Even though the exhaust gas pressure and mass flow would not yet be able to increase the speed of the supercharger 1a by, for example, the engine 20 at 800 rpm above said mechanically achievable rpm of 11840 rpm, 11 «•; Rotating a 20-supercharger la does not require as much energy as another type of • f • 1 · ** '. it would be costly to rotate a heavier rotary fully mechanical supercharger under similar • · 'conditions. This is due to e.g. typically due to the delicate structure of the exhaust • • •. ·, and the fact that the energy of the exhaust helps the rotation. Therefore, there is no • i 2 ··· «. ···. it is probably a good idea, for example, to disengage mechanical transmission of power at low speeds, * · «25 as has been done in some fully mechanical supercharging systems. However, if desired, this can be done e.g. mechanical supercharging in a known manner, e.g. electromagnetically.

2 ··· i 16 1 19072 compressor 2, because the exhaust mass flow rate is too low, there is a possibility that the mechanically driven turbine 4 and its impeller 5, as well as suction, will slightly reduce back pressure in the exhaust duct 22. As a result, the exhaust stage is enhanced. Said low pressure in the exhaust duct 22 also improves gas exchange by the simultaneous opening of the suction valve 40 and the exhaust valve 36, i.e. the so-called. 37 during the overlap. even a slight overpressure in the intake duct 70 will more easily provide flow to the exhaust duct 22, which is already subject to very low pressures e.g. in engine braking with the fuel supply cut off or low, even underpressure. When the impellers of the turbine 4 impeller 5 are designed with particular reference to the suction work, it is likely possible to further improve the suction output somewhat without substantially impairing the actual function of said impeller 5, namely the rotation and turbocompound operation of the impeller 2.

If the significance of this suction effect proves to be sufficiently large, for example, through practical experiments, it is also advisable to construct an automatic means for throttle flap 21a to open it in the presence of the phenomenon, or even to exclude the entire throttle flap from the structure. However, this phenomenon is likely to be of minor importance compared to the advantage obtained by the throttle flap 21a, whereby the supercharging itself is also enhanced by a low load on the motor 20. The operation of the throttle flap 21a can be controlled e.g.

*.!. * in a similar manner to the bypass valve 54 (not shown) shown in Figure IA.

The bypass valve 54, in turn, can be controlled electrically and pneumatically, for example, as described in EP 0657 636 A3 and described in the prior art relating to the bypass valve. The bypass valve is controlled by the CU81 • • • · 25 (Electronic Control Unit 81) along the control lines 55 mm. the status of the input data 57b provided by the motor 20 • the speed sensor 57a and other motor operating modes • »· ···». based on the multiplication input data (80, 84, 83). In this case, the exhaust gas bypass • * • · · * in the bypass passage 53 may be controlled by a bypass valve 54. Preferably, a so-called "inlet" is connected to the input data received by the electronic control unit • ·, CU81. input data from electronic accelerator 87 or • · 30, respectively, 83. For example, when the motor 20 is a positive-ignition engine, * * «; such as, for example, a petrol or gas engine, motor 20 is also provided with a knock sensor 82 to provide input data to the wires 84. Also in the diesel engine, the corresponding knock detector 82 can be used, for example, to perform a fuel feed advance, 7 119072 Reduction. Also, the throttling means corresponding to the valve V85 or the throttle flap 21a mounted in the exhaust duct 30 of the supercharger 1a, or the exhaust duct 31 of the motor 20, can be pneumatically controlled, e.g., by atmospheric pressure, in a manner known in the prior art. In this case, the control unit CU81 electrically controls the air pressure of the valve assembly (V85), which is obtained, for example, from the pressure side of the supercharger 1a, by means of electrical messages conducted along the control line 88. When and how the valve V85 is opened or closed depends on the input data received from the motor 20 via the supply lines 80, 84, 83, 57b and the program code programmed in the CU81.

10

Coupling shaft problem, Figure IA

The oil-tight housing 38 shown in Figure IA has problems in some cases. This is the case, for example, when it would be desirable to use a dry single-disc switch or the like, the other switch surface of which contacts the plane of the flywheel. In many cases, the shaft 18a would be 15, for example in a vehicle, a gearbox shaft which is grooved for the clutch. The end of the crankshaft 8, in turn, typically has, for example, a flange to which the flywheel is fastened and a so-called center pin on the crankshaft end. bearing eye. For example, in a vehicle operation, the flywheel 14 or its associated gear wheel 15 cannot, preferably, form a conventional so-called. the flat surface required by the dry coupling assembly, • · 20 since oil sealing between the housing 38 and the coupling would be difficult to perform reliably.

• · · • · *

If the oil-tight housing 38 is again omitted, the coupling members 29a, 29b, for example, must be lubricated by other means. These problems are solved by the drawings 2C, 2D and 2E and their · ·; . ·. with explanations.

t · · ··· · ·· • · · · «

25 Oil tight housing, Figures 1A and 2C

j | * | Preferably, the gears 14-16 are mounted in the surrounding Oil-tight housing M ... · ... * 38 shown in Figures 1A and 2C. The lubricating parts of the housing 38 are then lubricated by, for example, the gear oil in that housing. Alternatively, the oil in the oil circulation of the engine 20 ·: ··· is connected to said housing 38, and the housing 38 is e.g. 30 engines on 20 oil sumps from cylinder group side (not shown). Through the housing 38 there is

·· «S

.... can be carried, eg, clutch shaft 18B for power take-off. If the motor construction involves a switch, it can be used as an alternative to the solution shown in Figure 2C. wet, e.g., a type of coupling operating in an oil bath, which is inserted into housing 38 (not shown).

is 1 1 9072

Figure 2C Enclosed structure

Figure 2C shows one embodiment where oil sealing problems have been overcome. The coupling planar surface (41) is provided on a U-shaped coupling part 52 consisting of a flange portion 44, a tubular portion 43 and a plate portion 41 which forms a planar surface on the coupling plate 5 (not shown). The coupling part 52 is fastened between the gears 14 and 15 by bolts 46 passing through the holes in the flange-like part 44 in said coupling part. The bolts 46 also attach to the flange 47 at the end of the crankshaft 8 through the gears 14, 15. an eye bearing 45 by means of which the clutch shaft 18b is mounted e.g. when the switch is disconnected. The tubular intermediate member 43 of the coupling member 52 is sealed in a known manner with a seal 42 relative to the housing 38. The housing 38 can be split in half at the seal 42, preferably horizontally (not shown), to allow the mounting of the coupling member 52 with the housing 38 partially or completely removed. The housing 38 is preferably of such a robust design and firmly secured to the motor body 20 that a clutch housing 15 (not shown) can be attached to it by means of threaded holes 48a surrounding the flange portion 41. The coupling pressure assembly, in turn, is secured to the flange-like member 41 by bolts secured to the threaded holes 48b (not shown). The coupling shaft 18b is smooth at its end, so that it can be inserted into the eye bearing 45, and is provided with a longer groove for the center of the coupling plate (groove not shown).

·· ·

• »I

• · * 20 Oil duct and shaft 13 support Figure 2C

In addition, Fig. 2C shows the transmission shaft 13 [support bearing 49 attached to the body of the motor 20 and the transmission shaft 13 from the bores of the free clutches 29a, 29b • a. . extending lubrication oil channel 51a. Support bearing 49 or the like may alternatively, or in addition to the shown support bearing 49, be provided to the transmission shaft lubricating oil end of channel 51a (not shown) when attaching said support bearing: the required mounting member or projection is tracked e.g.

«·· · ··· • · *

Non-enclosed structure, Figure 2D

• a „., I Figure 2D shows gears 14-17 that have not been introduced into an oil space such as housing 38.

. *. 30 The plane surface 60 required by the coupling plate can then be machined directly on the gear 15

• · S

and the said plane surface 60 is thus dry in oil already structurally. The pressure assembly of the clutch • * is fixed to the gear wheel 15 e.g. by bolts through threaded holes 62 and e.g. the clutch housing and gearbox possibly associated with the clutch housing e.g. bolts (not shown) Grease lubricated free couplings 29a, 29b

Fig. 2D further shows a support bearing 49 for the transmission shaft 13 5 attached to the frame of the motor 20. Also shown is the grease nipple 61 of the free couplings 29a, 29b and the lubricating grease channel 51b from the end of the transmission shaft 13. The support bearing 49 or the like may be located in addition to or instead of the shown support bearing 49 at the bore 51b of the transmission shaft 13 when the mounting element or projection 10 required for said support bearing is located at that location e.g. However, the gear 15 does not transfer as much force to the supercharger 1a as to said supercharger 14 during the turbocompound operation, so that sufficient rigidity of the shaft 13 may be sufficient to replace said second support bearing. The support bearing 49 or support bearings (49) may be lubricated, for example, by means of a lubricating grease through the grease nipple 15 63 shown in more detail 2E.

Shaft 13 and free clutch 29a, Fig. 2E

Partial view 2E shows in more detail the longitudinal section of the transmission shaft 13, in which e.g. the aforementioned bearing nipple 63 of bearing 49 is visible. In addition, gear wheel 99 9: * 20 17 shows a freewheel clutch 29a with a ball 25a in its bore (33a). The freewheel switch 9 9 9 9 * ·! · * 29a is shown in Fig. 2E in a mode in which the switch is disengaged, e.g., during operation, i.e., the ball is always depressed in its bore without causing / / the freewheel switch 29a to engage. In addition, there is seen a contact surface 36a of the ball 25a and a sleeve-like portion 26a between the transmission shaft 13 and the gear wheel 17.

S 25

•, ·, Shaft 13 and free clutch 29b, Fig. 2E

• · · ···, ·· *. At gear 16, the ball 25b is seen half (or partly) in its bore (33b),> · »*. in a mode in which the free clutch 29a is engaged with the gear wheel 16 during turbocompound operation. Further, there is seen a thinning zone A of the transmission shaft • · t * t 30 13, whereby the diameter of said shaft is slightly reduced, which holds the gear wheel 16 in the other direction. Further, a second dilution zone B of the transmission shaft 13 is seen, whereby the diameter of said shaft again decreases slightly, which holds the gear wheel 17 in the other direction. In addition, locking discs 119072 20 64 and associated sliding discs 65 are also seen. These discs hold the gears 16 and 17 and the sleeve-like portion 26a preferably in at least one or alternatively both directions to maintain maximum rigidity of shaft 13 and not to dilute shaft 13 position A / B as described above 5

Charging le picture 3

Figure 3 shows the brace le. The impeller 3b of the compressor le compressor 2b and the impeller 5b of the turbine 4b are on the same shaft 6b. Said shaft 6b is provided with bearings 72 which are lubricated through oil channels 71 from the oil circulation of the engine 20. Attached to shaft 6b of supercharger 10 le is a gear wheel 7b which transmits mechanical force between crankshaft 8 of engine 20 or other rotary shaft of engine 20 and shaft 6b of supercharger le. The transmission of force takes place via the idler gear 9c. The shaft 9d of the idler gear 9c is mounted in an oil-tight housing 12b by bearings 73b. Preferably, said bearings 73b are lubricated by the oil circulation of the engine 20, e.g., by splashing and / or spilling 15, e.g., by means of parts controlling the said spout, such as collectors and channels (not shown). The shaft 9d is secured to the idler gear 9d by means of, for example, a part-circle wedge 73d. The shaft 9d holds the locking plates 73c secured to the grooves of the shaft 9d with respect to the bearings 73b and the idler gear 9c. The oil-tight housing 12b is secured to the body 73e of the supercharger le .., intermediate wheel 9c by bolts 74a. The bearings 73b of the intermediate gear shaft 9d • ♦ · · · '20 are secured to the oil-tight housing 12b by means of support members 74c and bolts 74b associated with support members.

• · φ • ·:. ·. The heat insulating part 75 of the supercharger le and the throttle flap 21b · «· ·. ***. In the same oil-tight housing 12b is located a gear corresponding to the gear 11 * ·· 25 shown in Fig. 1A, with a fluid switch corresponding to the fluid switch 10 (not shown).

: In addition, drawing 3 shows the compressor 2b from the rest of the superstructure le, the separating member 75, which may include a heat insulating material (not shown), or contain only air. The thermal insulating member 75 reduces heat conduction through metal surfaces from the rest of the supercharger le. The meaning of the thermal insulation part 75 is: I *. 30 even larger in conventional superchargers without, e.g., a transmission means, such as the gear 7b and the space required by that gear or the like between the compressor 2b and the turbine 4b, and the turbine and the compressor are well close together. The exhaust throttle flap 21b is almost enclosed in the turbine 4b impeller 21 1 9072 5b, which increases the exhaust gas flow rate at certain points in the turbine 4b impeller chamber 5b as previously described. The throttle flap 21b is provided with a lever 24b whose end forms a fork with a hole for engaging the pin. The lever 24b is secured to the throttle flap 21b by e.g. a groove in the flap 21b or e.g. by a flat shape 5 and / or by screws or rivets between the brass alloy dampers, or by any other means known from the corresponding gas flaps associated with gasoline engines.

4A and 4B dual-supercharger system 149, exhaust flow

Figure 4A shows a two-supercharger assembly 149 which shows an example of how the supercharger pressure 10 can be increased by using a second supercharger 121 which operates as a power turbine. The power turbine 124 is located in the exhaust flow direction ABC on the exhaust gas flow passage B following the impeller 145 of the turbine 146 of the first supercharger 140. further to the exhaust outlet duct C. The supercharger 140 is conventional while the supercharger 121 is, for example, supercharger, Ib or Le, or alternatively, supercharger 501 or 455.

4A and 4B dual-supercharger system 149, air flow • · · * · '20 Purified air flows to the first supercharger 140 through a flow path, or flow channel 151, e.g., from an air purifier (air purifier not shown). First Supercharger 140 «•• ti • ·. air flows from the impeller 143 of the compressor 141 along the flow passage 152 to the motor •, ·, 150. This flow passage 152 is joined by the flow passage 153 from the supercharger 121. Thus, the compressed air pressure flowing through the flow passage 153 increases · · 25 pressures of flowing supercharged air and / or increases and replenishes the amount of filing air.

• Alternatively, flow channel 153 joins flow channel 151 prior to supercharger 140 and ··· · impeller 143 of compressor 141 of that supercharger. In the latter case, therefore, already charged air flows into flow channel 151 when it enters impeller 143 of compressor 141 (not shown). However, the present invention is not limited to supercharging. \ # 30 in the examples mentioned above, but the supercharging can be done in the flow channels 151,152, • · · 153 in any order, e.g. in series, or alternatively connected in parallel.

• · 22 1 1 9072

Compressor 122 in section 4B

The impeller 123 of the supercharger 122 connected to the so-called turbocompound operation via the shaft 126 and the gear 127 is shown separately in part view 4B. e.g. from the air purifier (air purifier not shown) and the compressed air exits along the flow passage 153, e.g. as generally seen in Figure 4A.

10 Power transmission line, Figure 4A

The transmission line includes a gear wheel 127, e.g. preferably the free clutch 29a. The gear wheel 137 is preferably associated with a free clutch 29b. In addition, the transmission line includes at least one of the best mounted crankshaft sprockets 154, 155. The gears 154 and 155 are secured by a hub 157 through bolts passing through, e.g., a flange at the end of the crankshaft (compare crank shaft 8 in FIG. 2D).

·· · • · · · * 20 Figure 2D). Further, there is preferably a baffle 156 between the gears 154 and 155, which provides a certain suitable distance between said gears.

• · • · ... Figure 4A transmission system, turbocompound operation • · ·. ···. 4A, two gear wheels 154 and 155 are associated with the shaft 150 of the engine 150, such as the crankshaft (not shown). The said gears 154,155 are of size j. *. in another embodiment than the gears 14,15 e.g. in Figure IA. In this case, the larger gear 154 outboard relative to the motor 150 • · · ·: ***: ·

tooth gear 137. Gear wheel 137 and its internal structure can be compared to Figure 2B

gear 16, which includes a free clutch 29b, by means of which. 30 turbocompound operation can be switched on and off. The power transmission can be compared to the power transmission associated with the crankshaft 8 (Fig. IA), and also to the free clutch 29b shown in Figs. 2B and 2E. Turbocompound operation may be engaged, for example, at engine speeds of 121 • · 23 119072 at 150 engine speeds as shown in Table 2.

4A transmission system, gear-driven supercharging

Thus, in the waste system 149 of Figure 4A, two gear wheels 154 and 155 are associated with an engine shaft such as a crankshaft (not shown), said gears 154,155 being in a different order of size than the gears 14,15 e.g. in Figure 1A. In this case, the smaller toothed wheel 155, which is inferior to the motor 150, is in contact with the gear 136. The gear 136 and its internal structure can be compared to the gear wheel 17 described with reference to Fig. 2A which includes a freewheel 29a for engaging and disengaging the gear. The transmission can be compared to the transmission relating to the crankshaft 8 (Fig. 1A, 2D), and also to the free clutch 29a shown in Fig. 2E. The gear transmission may be deactivated, for example, at the engine speed 150 of the supercharger 121 described in Table 1.

15

Alternatively to the foregoing: - a fixed transmission, or alternatively a transmission having only one transmission ratio and one turbocompound free coupling 29b

Alternatively, the gear wheel 137 is a fixed conventional gear wheel, whereby the transmission • · · •; * 20 from the supercharger 121 to the crankshaft (cf. e.g. crankshaft 8 in FIG. 1A) is always operational.

In this case, no free clutch 29a, 29b may be required, including a smaller gear wheel 155 or associated gear wheel 136; need. Alternatively, either of the freewheel clutches 29a or 29b is constructed by the gear wheel. 137 in. In this case, if the freewheel clutch 29b is used, the supercharger 121 will only be engaged with the turbocharger operation when the supercharger RPM increases with respect to a specific gear ratio and engine RPM, ··· ♦: ***: e.g. as shown in Table 2. Ts. turbocompound operation begins when ♦ ·· turbine impeller 120 of the supercharger 121 engages the transmission line 127,129, 131, 130 through gears .... i to cause shaft 133 to rotate over gear 154 • * ·. 30 gears 137 transmitted to the gear wheel.

«· * ··· * • ·

Alternatively, e.g., as described above: - a second fixed gear representing a different gear ratio, or a gear having only one 24 1 1 9072 gear ratio and one gear-free interlock 29a

Alternatively, the gearwheel 136 is a fixed conventional gearwheel, whereby the transmission from the supercharger 121 to the crankshaft (cf. crankshaft 8) is always active. In this case, no free clutches 29a, 29b are necessarily required, nor is the larger gear wheel 154 or associated gear wheel 137 to be touched. Alternatively, either of the freewheel clutches 29a or 29b is built into the gear wheel 137. In this case, if the freewheel clutch 29a is used, the supercharger 121 will only operate engaged in gear-driven supercharging when the speed of the supercharger 121 is below, e.g., the engine speed (150) shown in Table 1. Ts. the forced supercharging ends when the impeller 120 of the turbine 124 of the supercharger 121, by means of transmissions of the transmission line 127, 129, 131, 130, produces a rotation of the shaft 133 which exceeds the rotational speed transmitted by the gear 155 to the gear 136.

15 Summary of Alternatives to the Transmission Arrangements of System 149 of Figure 4A Thus, it can be summarized that any supercharger associated with a compressor and a power turbine for turbocompound operation can be used as the second supercharger. Preferred embodiments in system 149 are represented by the possibility of using a free clutch 29b, or alternatively a centrifugal clutch (not shown) to start and exit operation of the turbocompound-· * * * 20. Inexpensive expression • · 9 ♦ · · ***. also represents the ability to use the idle switch 29a for forced operation • · ti> #; to initiate gear - driven supercharging and to perform the above operation. exit. In this case, the latter function can be accomplished, for example, without • ♦ φ • M ·. * * ·. the ability to switch to turbocharging, as a fully autonomous operation.

«« «25

:: *: Spring mechanism 108 of throttle flap 21a or 21b, Figures 5A and 5B, 5C

Figure 5A and 5B show a spring mechanism 108 which loads e.g. in Figure IA

* a visible throttle flap 21a, a throttle flap 21b shown in Figure 3, or an eccentric throttle flap 21c shown in Figure 5C with a force of a spring 100. For example, in Figure 3: 1 *. The throttle flap 21b has a fork-like lever 24b which can be connected to the loop 107 by a pin. The press member 102 presses the spring 100 through the arm 101 associated with the loop 107. The spring 100 is located within the cylindrical housing 106 between said circular press member 102 and the circular adjusting plate 105. The spring mechanism 108 further comprises a loop 103 with a threaded portion 104 251 1 9072, which is secured to the body of the supercharger la, Ib of Figure IA, IB or the body 76 of the supercharger le of Figure 3, e.g. by means of a pin or screw.

Exhaust Resistance Adjustment 5 Said threaded portion 104 may be rotated relative to the cylindrical housing 106 such that the adjusting plate 105 extends deeper into the cylinder 109 and the cylindrical housing 106. surrounding said cylinder by means of said adjustment. Thus, the total escape resistance can also be adjusted. Hereby, the bias and tension of the spring 100 desired by the designer of the motor 20, 150, 455 can be determined e.g.

10 by pressing the loop 107 e.g. against the horizontal and measuring the weight indicated by the balance at which the stem 101 begins to project into the cylinder 109 and the weight indicated by the balance e.g. in grams at various depths of that projection. In Figure 5B, the exhaust throttle valve 21c is clearly made eccentric. In this case, the exhaust flow will open the throttle flap 21c by itself the more the pressure applied to said throttle flap 21c. Also, the exhaust gas flow 15, e.g. in the chamber 23b of the turbine 4b impeller 5b shown in Figure 3, is clearly directed more towards the other edge. This can be advantageous, for example at partial loads, because the exhaust gas flow rate at that peripheral area increases. This increased flow rate causes the impeller 5b of the turbine 4b to rotate faster, which increases the charge pressure, or transmits more force to the impeller 5b e.g.

• · · • i 20 for turboeompound operation when turboeompound operation is engaged.

• · i • # t # * · • ·

Fig. 6a, 6b, 6C the free switches 400a, 400b • t; Alternatively, for example, some smaller motors may use the * * t ··· ·. ···, including the chain-operated freewheels 400a, 400b shown in Figures 6A and 6B. The freewheel switches 400a, 400b shown in these figures f, as shown in Fig. 6C have a chain drive | The gear drive 456 and 457 and the gear 410a and 410b from the engine 450. This ··· ·: “* · chain drive transmits power from the larger crankshaft or auxiliary shaft 454,453 directly to the supercharger 455. The supercharger 455 is shown schematically and includes a turbocharger 451. Chain drive is suitable when eg turboeompound transmission. \ t 30 forces do not grow very high, and when the RPM can be limited, for example due to the design of the compressor * ·· * compressor, such as the wing design, it is relatively low according to the requirements of chain drive. Here, for example, as an alternative to the turbocharger 455 shown in Fig. 8B, for example, a supercharger assembly (452) • · 26 119072 can be used to rotate a known supercharger (451), such as a Lysholm supercharger (not shown). Alternatively, these free couplings 400b, 400a may be used for a tooth chain, e.g. There is also nothing to prevent this free clutch 400a, 400b from being inserted into the gear wheel instead of the gear 410a, 5 410b (not shown). Such a free coupling 400a, 400b is known from US 2002/0139631 A1. The said patent specification further elucidates the operation of the free coupling in question, and is therefore not fully explained by the present invention. It is essential to the present invention that the free couplings 400a and 400b are operated in accordance with the same basic principles, and to a large extent 10, to achieve the same purposes as the previously described free couplings 29a, 29b of British Patent No. 1,395,950.

Turbocompound operation on and off with neutral 400a (Figure 6b)

The free switch 400a of Fig. 6B is used in the so-called. to turn on turbocompound.

The power to the turbocompound operation is transmitted from the pinion 454 shown in Fig. 6C, e.g. through the tooth chain 456, to the free clutch 400a. Alternatively, the transmission with the sprockets or pulleys is e.g. via a V-belt or a toothed belt, or a combination thereof. When power is transmitted to the overrunning 400a (motor running) substantially parallel to the direction of the arrow 402a, a gear 410a, that is, the outer circumference of the clutch 400a to remove. This is because the gear 410 then rotates with the power of the gear chain 456 faster than the shaft 404a of the supercharger 455 in the center of the freewheel 400a. The locking members 415a then release their grips on the gear 410a. 411a, •., and internal • · *, ···., toothed members 406a locked to the shaft 404a by means of a wedge 407a and a sleeve-like part 408a. The inner toothed members 406a are associated with a sleeve-like part · by welding or The spring member (not shown) on the back of the retaining plate 415a of the locking members 415a (not shown) · * · ·: "*: Tends to twist the locking members 415a into the position shown, as explained in the above-mentioned US 2002 / 0139631 AI. It follows that, when • · the shaft of the arrow 404a 403a-directional speed tends to become greater than. 30 pinion 410a 402a of the arrow directional speed, the locking elements 415a-adhesive • · · Figure 6B position to be seen. In this case, the ends 412a, 414a of the locking member 415a engage the drive from the shaft 404a to the gear 410a and thereby activate the turbocompound operation.

• · 27 119072

Mechanical Mediated Charging On and Off with Freewheel Clutch 400b (Figures 6A, 6C)

The free switch 400b of Fig. 6A is used in the so-called. for switching on or off mechanical, or in other words forced, chain-driven, or alternatively belt or gear-based supercharging. This idle switch 400b operates in the opposite way as the idle switch 400a. The change of function is most easily accomplished by installing said free coupling 400b identical to the free coupling 400a, unlike the free coupling 400a on the shaft 404a, at the position reserved for the free coupling 400b on said shaft 404a. However, for ease of understanding of the principle of operation, said free coupling is depicted in the same direction as the free coupling 400a and its structure is reversed with that of the free coupling 400a in Fig. 6A 10. Thus, in the actual installation situation, the visible parts, such as the locking members 415b, would be on the back of the mounting plate 405b, since the free clutch 400b would be the other way around. Thus, for example, the structure of the spring (not shown) on the back of the mounting plate 405b does not really need to be mirrored if the structure were to be changed instead of turning the free clutch (6B). When power is transmitted to the overrunning 400b (6C image engine 450 is running) substantially parallel to the direction of the arrow 402b, a gear 410b, that is, the outer circumference of the clutch 400b to catch up. This is because the gear 410b then rotates faster than the shaft 404a of the supercharger 455 as shown in FIG. 6C, e.g., as shown in FIG. 6C, by the tooth chain 457 and crankshaft 453 and the gear 453. The locking member 415b securing plate • · · • · * ". The spring member (not shown) on the back of the 405b tends to twist the locking members 415b t · 1141 into the position shown in Fig. 6A. This causes the locking member 415b to pivot into the position the locking member ends 414b, 412b are locked to the toothed members 406b and the gear 410b to the toothed members 411b.

* ·

• M

25 · 1; About the structure of the free coupling and the supercharger • · · ·: | ": The inner gear members 406b are connected to the sleeve-like part 408b, e.g. by welding, or are the same e.g. with a molded part. The outer gear members 411b are connected to the gear 410b, e.g. ·, 30 e.g. cast pieces. when the axis 404a direction of the arrow 403b directional speed tends Φ · * 1 1 1 become greater than that of the pinion 410b of the arrow 402b directional speed, • ♦ locking members 415b disengage Figure 6A out of the visible position. In this case, force acting supercharging mechanical transmission means terminates when the supercharger 455 is driven by the exhaust gas 28 119072 and rotated by the impeller of the turbine 452. The supercharger 455 may be other than, for example, the supercharger la, Ib or Figure 3, but without the gear wheel 7. In this case, the shaft 6, 6b is also best extended to the air intake duct 3 shown in Figures IA and IB 9, 39X is provided with bearings (not shown) for export through axis 6 5. On the other side of this lead-through, the free switches 400a, 400b shown in Figure 6C are mounted. An example of the described solution is shown in Figure 8B, with the supercharger 455, in which the solution is also explained.

System 511 in Fig. 7, turning on and off mechanically mediated supercharging Fig. 7 shows a rigid system 511, and another transmission transmission. In the waste system 511, the gear 504 is associated, for example, with a freewheel type 29A of the type 2A or a type 400b of the type 6A, but also with a gear wheel instead of a gear. Each of said alternate free switches 29a, 400b provides a so-called. switching on and off the forced mechanically driven 15 supercharging. The gear 504 is powered by a gear 510 mounted e.g. on the crankshaft and rotating the shaft 507a, 507b, 507c and gears 502, 503 with the throttle 501 engaged with the free clutch 29a or alternatively the free clutch 400b engaged. The gears 505, 506 are connected to the gear gear 502 by an axis 507a.

The gear gear 502 is connected to the gear gear 503 by an axis 507b. Ahtimen 501 • · · • · · '**. the end gear 530 is connected to the gear gear directly on the shaft 507c of the supercharger 501.

System 511 in Figure 7, turning the turboeompound function on and off.

The gear wheel 505 is associated, for example, with a free clutch 29b of the type shown in Figure 2B, or • · *. alternatively, a free switch similar to the free switch 400a of Figure 6B, but • · · ·: * * *; also in the latter case equipped with a gear instead of a gear.

· · ·

Each of said alternatively used free switches 29b or 400a provides a so-called.

• · Turn the turboeompound function on and off. Exhaust compressor 501 is connected. 30 engines 500 through gearboxes 503 and 502. Each tooth gear 502, · 50 · 503 operates in its respective oil tight housing 507, 508. Similarly, the gears e · 504, 505, 509, 510 and associated free clutches 29a, 29b (or alternatively the free clutches 400a, 400b) are in their respective oil seals. in its housing 506. The engagement of the bracket 501 to which the transmission is associated and the engagement of the gear 530 with the supercharger 501 and the gear unit 503 is, for example, as shown in Figure 8A.

Figure 8A Turbocharger 501 5 Figure 8A shows a more detailed view of the turbocharger 501 shown in the system of Figure 7. The said turbocharger 501 is internally configured to provide some form of at least partially two-stage supercharging. Said turbocharger 501 has impellers 512a belonging to a propeller-like impeller 512b, whose elevation or, i.e., the helical or oblique shape, for example, produces a relatively low pressure first stage of blowers and fans 10 in a known manner. There are, for example, 2 to 5 blades 512a, preferably four, and are symmetrically disposed relative to one another on the circumference of the circle, thereby obtaining a good balance of rotational motion. The material of the wings 512a may be, for example, a relatively hard plastic material which is relatively light, or e.g.

light metal. The pre-charge pressure achieved depends on e.g. the number of blades 512a and 15 of said ascent, and the respective revolutions of the shaft 507c of the supercharger 501.

The properties required depend on e.g. engine type 500 and engine speeds.

Sucked by said blades 512a, the supercharger 501 draws air through the annular apertures 513b of the supercharger body 509 and the annular filter 513a into the chamber ... 516. The filter 513a may be, for example, foam for filtration purposes, or. the paper filter. The filter 513a is mounted in an annular filter housing 514, e.g. made of tinplate or wire mesh. The annular filter housing 514 and the housing 515 of the impeller 512b surrounding the chamber 516 are fixed by screws 518. 501 to the body 519. The air flowing around the supercharger 501 and the housing 515 which forms the base 517 of the compressor 524a, for example, in the chamber 516, cools the compressor 524a and thus compensates for the heating of the supercharged air to the engine 500.

Lubrication of bearings 520,521 ·: ··· The annular filter housing 514 and filter 513a are best distributed by cutting:. 30 into two parts around the body 519 of the supercharger 501. The annularity is left incomplete • M · as required for passing bearings 520 or bearing 520 through lubrication channels and / or lubrication tubes (not shown). The bearings 520 between the impeller 523 of the turbine 522 and the impeller 512b, as well as the bearing 521 at the end of the shaft 507c, are best lubricated by 30 1 1 9072 engine 500 oil circuits through lubricating oil piping 520b as shown in Figure 7. The lubrication can be compared to the lubrication 72 of bearings 72 of the supercharger Ib through the channels 71. The impeller 512b is secured to the shaft 507c, e.g. by means of a crescent-shaped wedge, with respect to the rotational movement, and with respect to the axial movement, e.g., by the locking plates 520.

5

Air supply to compressor

From chamber 516, air is led through a tubular passage 526a, 526b to the inlet side of the compressor 524a in connection with the inlet channel 527 of that compressor. Preferably, the tubular conduit 526a or portion of said conduit is brought, e.g., by a tubular portion or projection-like wall 526b, near impeller 525 of compressor 524a to project under pressure between said impeller blades at a convenient position, including at the periphery of the circle. Thus, the additional pressurized air provided by said channel 526a, 526b interferes least with other airflow and suction by compressor 524a impeller 525 in suction channel 527 of compressor 524a. The tubular channel 526a, 526b of the suction passage 527a of the compressor 524a is connected, e.g., during the manufacturing step, by casting the parts in question, or, e.g. Alternatively, a curved tube, such as tube 526a, 526b tm, is inserted into channel 527, and is provided with, e.g., a stop that prevents it from being pushed too far • * · • · '; 20 eliminations as flanges, as well as necessary and sealing eliminations (not shown). Gaskets * *, *,, *, known in the art (not shown) are used between all channels 526a, 526b, 527 and supercharger body 519 and housings 515,532.

Installing the compressor impeller 525 For example, when installing the impeller 512b with its housings using the aforementioned •: *: locking plates and wedge, install the compressor impeller 525, e.g. with a locking plate and a wedge on the shaft 507c. The housing 532 of the compressor 524a is then mounted, using screws 518c, preferably using a copper seal between the housings 515, 532 (no seal; ··· shown) .Then a tubular conduit 526a, 526b is secured .

: 30 simultaneously the suction channel 527 of the compressor 524a. The body portion »· · · · · 529 of the compressor suction channel 527 is fastened by means of a clamping band 533 and e.g. a screw so that the suction channel 529 in question is slightly contracted. Like the thread, the oblique raised elevation member 534 engages a groove in the body 529 of said suction duct 3i 119072, suitably locking said suction duct 529 in place so that the groove in the body 529 engages the bottom of the housing 532. The tubular duct 528a helically impeller 512b to housing 515.

5

Installation in gear unit

At the end of the shaft 507c is a gear wheel 530 secured by a nut 531 which is inserted into the gear gear 503 shown in Fig. 7. , or alternatively a throttle flap 21b whose operation is comparable to that of the corresponding throttle valve 85a or throttle flap 21a, 21b described above.

15 The turbocharger 455 of Figure 8B

Figures 8A and 8B differ only in some respects, which partly results in the same numbering being used. The turbocharger 455 of Figure 8B is more fully internally two-stage than the turbocharger 501 of Figure 8A, since all the air to the compressor 524b enters the chamber 516. blown through impeller 512b. Ts. the impeller 451 of compressor 524b does not draw any air through the channel 536. In addition, the supercharger 455 is specifically adapted to a chain drive

* * S

the free clutches 400a, 400b, and the speed of that supercharger does not need to be · · higher than that of a conventional turbocharger to achieve the required supercharging pressure.

* *:. ·. Thus, the speed of rotation of the supercharger 455 may remain at a level where chain drive is possible.

· · · · · • · • · • · • · φ 25 Internal esiahdin

Said turbocharger 455 has impellers 512a of the propeller-like impeller 512b which, by means of a pitch or, i.e., a helical or oblique shape, provide a relatively low pressure first stage in a manner known from, for example, fans. Thus, the supercharger 455 *: ··· contains a kind of so-called. internal pre-supercharger, i.e. impeller 512b. Wings 512a are, for example, 2-5:. 30 pieces, perhaps four at best, and located symmetrically to each other on the circumference of the circle * · · ·, thus providing a good balance of rotation. The material of the wings 512a may be, for example, a plastic material which is relatively light or, for example, a light metal. Suctioned by said blades 512a, the supercharger 455 draws air annularly through openings 513b on the body 519 of the supercharger 455 and through the annular filter 538 into the chamber 516. The filter 538 may be e.g. a foam for filtration purposes, or e.g. the paper filter. The filter 538 is mounted in an annular filter housing 539 made, for example, of partially torn sheet metal. The tear 5 is best not located immediately near the openings 513b, but only further away e.g. This will require air to pass through the filter better using the entire filter 538. The annular filter housing 539, as well as the housing 515 of the impeller 512b surrounding the chamber 516, are fastened by screws 518, 518b to the body 519 of the supercharger 455. The filter housing is surrounded by a clamp 543 which screws the second end 455 of the filter housing. Air flowing around supercharger 455 and e.g. the housing 515 forming the base 517 of the compressor 452b in the space 516 facing the chamber 516 cools the compressor 524b even though the air itself is warming. Thus, the heat of the supercharged air entering the engine 450 does not increase at least substantially more than what is caused by the compressing of air in the supercharger 455.

15

Lubrication of bearings 520,521

The annular filter housing 539 and the filter 538 are preferably cleaved in two parts around the body 519 of the supercharger 455. The annularity is left incomplete for passing bearings 520 through the lubrication channels and / or lubricating tubes (not shown), as required by the filter components 539,538. Bearings 520 between impeller 452 of turbine 544 and impeller 512b, and impeller 451 · ii> f of compressor 524b. side shaft end bearing 521 is best lubricated as shown in Figure 6C •:. engine oil 450 rpm through lubricating oil pipelines (not shown). Lubrication can be • · «·· i. ···. compare, for example, the lubrication of bearings 72 of the supercharger Ib of Figure 3 through the passages 71. The impeller ··· 25 512b is fixed to the shaft 404a by means of, for example, a crescent-shaped wedge with respect to the rotational movement j: * ·, and with respect to the axial movement with e.g.

The air from the chamber 516 is led through the tubular passage 536 by the compressor 524b • * ·. 30 on the suction side. The body portion 542 of the tubular channel 536 is inserted so that the screw 518b is secured through the superstructure body 519 and said tubular channel and threaded into the thread of the body 540 of the compressor 524b. When the body portion 542 of said channel 536 comes into position, the cam 541 of the body 532 of the compressor 524b also extends the annular mouth portion 542 of the body 542 of the body 536 over the slits in that portion so that said bump 541 the recess. This mouthpiece is clamped using a clamping screw in clamping band 533 (clamping screw not shown). 5 Gaskets in any known manner (not shown) are used between all channels and housings, and the casing portion 519 of the supercharger 455, and the casing 515 of the impeller 512b.

Installation sequence 10 In the installation step, when, for example, the impeller 512b with its casing 515 is mounted by the aforementioned locking plates and the wedge, the compressor impeller 525 is mounted, for example, by a locking plate and a wedge on the shaft 404a. The casing 540 of the compressor 524b is then fitted with screws 518c 518b. Preferably, a copper seal is used between the housings 515, 532. The throttle flap 21b is mounted in the outlet passage 545 of the supercharger 455 together with the lever 24b. 15

Gear-related chain-operated freewheel clutches 400a, 400b on shaft 404a

At the end of the shaft 404a are the free couplings 400a, 400b associated with the gearwheels 410a, 410b, which are illustrated in more detail in Figures 6A and 6B. The turbine 544. on the discharge side of impeller 452 there is a throttling member, such as a throttle flap 21b, or alternatively a throttle valve V85. The operation of the said throttling means has already been described in connection with, for example, the description of Figures IA and IB and 3, and the operation referred to herein is e.g.

· ·, .., · similar to that described above.

• · • · • · t t · · ··· ·

8A and 8B, for example, the impeller 525, 451 and impeller 512b of the compressor 521a, 524b shown in FIGS. 8A and 45B may be replaced by a turbine 522, 544 or alternatively turbine: in any known manner (not shown).

In this case, the electric motor (not shown) is mounted on the same shaft 507c or 404a, for example, ·; · · · instead of turbine 522, 544.

It is understood that the invention is not limited to the embodiments shown, but that many modifications are possible to implement all control systems and / or control methods and positioning means and / or methods disclosed in this specification and the following claims. different combinations of devices.

Claims (14)

34 Claims ^ 19072 An apparatus arrangement for improving single-stage or two-stage exhaust gas thrusting, wherein the combustion engine (20, 150, 450, 500, 149) is located at the rear of the supercharger (1a, Ib, le, 121, 140, 455, 501), turbine (4, 124, 522) impeller. (5, 5b, 120, 523) or other similar impeller outlet side of said supercharger outlet duct (30) or of an aftermarket internal combustion engine exhaust duct (31) or exhaust pipe (31) associated with said supercharger compressor (2, 2b, 141, 524a, 524a); a pressure ratio increasing means for raising the pressure ratio of said compressor of said supercharger or of the impeller (3, 3b, 143, 525, 451) or impeller (512a) associated with said supercharger to said impeller 150 of the compressor of said supercharger , 500, 149), especially at relatively low combustion engine (20, 150, 450, 500) , 149) at rotational speeds and / or partial loads, characterized in that said counter-pressure generating device 15 is a flap (21a, 21b, 21c) or a throttle valve (V85), or alternatively another supercharging or turbocompound device (121, (525, 451)). ), and that when said pressure ratio raising device is said second supercharger or turbocompound device, then the first supercharger or turbocompound device (140,512a) in the air or exhaust flow direction or the second supercharger or turbocompound device in the air or exhaust flow direction ( 121, (525, ... 20 451)) or both of said supercharging or turbocompound devices, preferably at least the mentioned * ·. the second supercharging or turbocompound device (121, (525, 451)) being engageable by a rotary shaft (126, (507c, • · · 404a)) with the rotary shaft (8) of the internal combustion engine (20,150,450, 500,149), and - or turbocompound units (121,140, (501,455)) are connected in parallel or in series with flow channels (151, • 152, 153 (526a, 527, 536), and either or ** · # 25, preferably at least air or exhaust) in the downstream direction, the second supercharging or * · * turbocompound device (121) is provided with a mechanical forced thrust transmission, preferably a gear (136) with a free clutch (29a), which enables ··· gear-driven mechanical supercharging, or *: * · *: Transmission associated with turboeompound operation, or turboeompound supercharging, such as 30 gears (137) with a clutch (29b) that allows that turboeompound operation or turboeompound supercharging can be switched on and off for · * · *. said, preferably second supercharging or turbocompound device (121) achieving at least two of the following three supercharging states; 35 1: - mechanical supercharging mode 1 1 9072 2: turbocharging mode 3: - combined turbocompound and supercharging mode, or alternatively at least both turbocharged engine rotation (4, 4b, 124, 524a, 524b) 5 and transmission (with gears, 8, 15, 17, 29a, 13, 10, 11, 9a, 7, 6, (5)) (with pulleys or gears 453, 457, 400b, 404a, 451), (with gears ( 5), 6, 7, 9a, 11,10,13, 29b, 16, 14, 8) (pulleys or sprockets 452, 404a, 400a, 454) operating mode of mechanical supercharging in at least one of the combustion engine (20,150,450,500,149) loading range, or 10 speed range. Device arrangement according to claim 1, characterized in that, during the combined turbocompound and supercharging mode, mechanical transmission (137, 29b) limits the rotation speed of said second supercharger (121) and the turbine (124) impeller (120) assists the internal combustion engine (149, 450, 450). 500)) in rotation by means of exhaust gas pressure and kinetic energy. Device arrangement according to Claim 1, characterized in that a throttling element (21a, 21b, 21c) is provided in the exhaust duct (30) after the turbine (4) or in the exhaust duct (31) or exhaust pipe (31) of the engine (20). , V85), which allows the exhaust to be throttled at low engine speeds • · · ··· and at partial loads. Device arrangement according to Claim 1 or 3, characterized in that the flap (21a, 21b, 21c) or the throttle valve (V85) is connected to a movement means such as a lever (24b) and / or a spring (100) that opposes the opening of the flap (21c) or the throttle valve (V85). * · * · · • * «• · ··· Device arrangement according to one of Claims 1, 3 or 4, characterized in that a valve (V85) or a throttle flap (21a) mounted in the exhaust duct (30) of the supercharger (1a) or the exhaust duct of the engine (20) or the exhaust pipe (31). , 21b, 21c) corresponding ·: ··: the throttle means can be controlled, for example, by pneumatic pressure. · · * · * * • · 3S 1 19072 Device arrangement according to one of Claims 1, 3, 4, or 5, characterized in that the air pressure of the valve assembly (V85), obtained for example from the pressure side (30) between the supercharger (1a) and said valve assembly, is , is controllable, and / or when and how the throttle valve 5 (V85) or the throttle flap (21a, 21b, 21c) is opened or closed depends on the input data provided along the supply lines (80, 84, 83, 57b) from the motor (20) (CU81) of program code. A device arrangement according to claim 1 or 2, characterized in that the superchargers 10 (121, 140) are connected in series such that the supercharged air flow channel (153) from said second supercharger (121) coincides with the inlet flow channel (151) to the first supercharger (140), upstream of the first supercharger (140) and the impeller (143) of the compressor (141) of said first supercharger to increase pressure and widen the pressure range of the pressure curve in the flow passage (152) between the first supercharger 15 (140) and the combustion engine. A device arrangement according to claim 1 or 2, characterized in that the superchargers (121, 140) are connected in parallel such that the supercharging air flow channel (153) from the second supercharger (121) is connected to the first supercharger (140) to the combustion engine (149): ** *: To 20 upstream flow channels (152), primarily to expand the pressure range of the pressure curve in said latter flow channel (152) to said internal combustion engine (149). • · A device arrangement according to any one of claims 1, 2, 7, or 8, characterized in that: • The supercharger (455, 501) has impellers (512a) belonging to the impeller (512b), which ··· 25 propeller-like pitch or helical or oblique shape provides the first step of supercharging, and that the impeller (512b) is on the same axis (507c, 404a) of the compressor (524a) of the supercharger * · · * * * (501,455), 524b) with the impeller · • · ** '(525, 451) associated with the second stage of supercharging, and that the supercharger (501, 455) is thus internally two-stage, since all air in the supercharger (455) comes from the impeller (512b). ) blown by blades (512a) • · *; ** 30 compressor (524b), impeller (451), or alternatively another supercharger (501) * * some of the air comes blown by blade (512b) blades (512a) • · · • ♦ ·; · * To the impeller (525), and, in a second step, is displaced by the compressor (524a, 524b) to the internal combustion engine (450). 37 119072 Arrangement according to one of Claims 1,2, 7,8 or 9, characterized in that the impeller (3, 3b) of the compressor (2,2b, 524a, 524b) of the compressor (1a, Ib, le, (121, 455, 501)), (525, 451)), in order to rotate slower than the mechanical transmission means (15, 17, (126, 127)), the first free clutch (29a, 400b) 5 engages the transmission to the supercharger (1a, Ib, le, (121, 455, 501)). ) to operate via a first transmission line (containing gears, 8,15,17,29a, 13,10,11,9a, 7,6, (5)) (453,457, 400b, 404a, 451 with belt or sprockets), a supercharger compressor for the impeller (3,3b, (525,451)) of a given internal combustion engine (20, 149,450,500) and a transmission (including gears, 8,15,17,29a, 13,10,11, 9a, 7, 10 6, (5)) ) (453,457,400b, 404a, 451 with belt or sprocket) depending on gear ratio. Device arrangement according to one of Claims 1, 2, 7, 8, 9 or 10, characterized in that the impeller (5) of the turbine (4) tends to rotate more rapidly with the exhaust energy 15 than the second transmission line (20) between the combustion engine (20) and the supercharger (1a). with gears (5), 6, 7, 9a, 11, 10, 13, 29b, 16, 14, 8) (452, 404a, 400a, 454 with belt or sprockets) for transmission means (14,16, 454, 410a) the transmission ratio and the speed of rotation of the internal combustion engine (20) determine that the coupling means (29b, 400a) engages the transmission from the supercharger (1a) to the internal combustion engine (20) to operate the combined supercharging. With 20 turbocompound operation and a certain speed dependent on the speed of the internal combustion engine (20) and • * · * ^ transmission line ((5), 6, 7, 9a, 11, 10, 13, 29b, 16, 14, 8) • · · φ · · At maximum speed. • · m A device arrangement according to any one of claims 1,2, 10 or 11, characterized in that: In the region between mechanical supercharging and combined turbo and turboeompound supercharging or mechanical supercharging and turbocharging operation, the supercharger (la, Ib, le, 121, * «ν, ϊ 455,501) acts as a free transmission (with gears, 8,15,17, 29a). , 13,10, • · · · ... · * 11,9a, 7,6, (5)) (453,457,400b, 404a, 451 with belt or sprockets), (with gears: * · *: (5) ), 6,7,9a, 11,10,13,29b, 16,14, 8) (with belt or sprocket 452,404a,: 30,400a, 454) as a turbocharger because both coupling devices (29a, 29b, 400a, 400b) ) have been disengaged and the supercharger (la, Ib, le, 121, 140,455,501) is not in mechanical ** · *: transmission with the internal combustion engine (20,150,450,500,149). 119072 38 Fitting arrangement according to Claim 1, characterized in that the internal combustion engine (149) is provided with two superchargers (121, 140), one of which, preferably the second supercharger (121), has a rotary shaft (126) engageable with the transmission (126, 129, 131, 130). , 133,136,137, 156,155, 154, 157) to the rotary shaft (8) of the internal combustion engine (149), preferably the first supercharger (140) functions as a supercharger which can be coupled to the rotary shaft (8) of the internal combustion engine (149). Device arrangement according to one of Claims 1 to 13, characterized in that the impeller (524a, 524b, 2, 2b) of the compressor (524a, 524b, 2, 2b) of the supercharger (501, 455, 1a, le, 140, 121), ) and / or the impeller (512a) is rotated by an electric motor associated with the shaft (507c) or (404a, 6b, 146, 126) of the supercharger, which electric motor is connected to said shaft (507c, 404a, 6b, 146, 126); , 124, 146, 4) or in addition to the turbine in question. · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · • »» • · / · »· • · ♦ ·« · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · to sh · 2 (39