GB2079380A - Exhaust bypass for dual-entry exhaust turbine supercharger - Google Patents
Exhaust bypass for dual-entry exhaust turbine supercharger Download PDFInfo
- Publication number
- GB2079380A GB2079380A GB8115662A GB8115662A GB2079380A GB 2079380 A GB2079380 A GB 2079380A GB 8115662 A GB8115662 A GB 8115662A GB 8115662 A GB8115662 A GB 8115662A GB 2079380 A GB2079380 A GB 2079380A
- Authority
- GB
- United Kingdom
- Prior art keywords
- exhaust
- turbine
- bypass
- engine
- passageway
- 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.)
- Granted
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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
- F02B37/025—Multiple scrolls or multiple gas passages guiding the gas to the pump drive
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D17/00—Regulating or controlling by varying flow
- F01D17/10—Final actuators
- F01D17/105—Final actuators by passing part of the fluid
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Supercharger (AREA)
Abstract
A dual-entry exhaust turbine supercharger for an internal combustion engine, comprises a turbine housing structure (21) formed with a rotor chamber, a turbine rotor (25) rotatably accommodated in the rotor chamber, two exhaust inlet passageways (23, 24) leading respectively from two groups of power cylinders of the engine, an exhaust outlet passageway (29) open to and located downstream of the rotor chamber and an exhaust bypass passageway (30) leading from one of the exhaust inlet passageways (23, 24) to the exhaust outlet passageway (29), and a bypass valve (31) operative to selectively open and close the exhaust bypass passageway (30) depending upon the pressure of the compressed air delivered from the compressor unit to the air induction pipe of the engine. <IMAGE>
Description
SPECIFICATION
Dual-entry exhaust turbine supercharger
The present invention relates to superchargers for internal combustion engines and, more particularly, to a dual-entry exhaust turbine supercharger or turbocharger for an internal combustion engine.
In accordance with the present invention, there is provided an exhaust turbine supercharger for an internal combustion engine including an air induction pipe and two groups of power cylinders, comprising a compressor unit having a highpressure side communicating with the air induction pipe of the engine and a turbine unit drivingly connected to the compressor unit, the turbine unit comprising a turbine housing structure formed with a rotor chamber, two exhaust inlet passageways separate from each other and respectively communicating with the two groups of power cylinders of the engine, an exhaust outlet passageway open to, and located downstream of, the rotor chamber and an exhaust bypass passageway for providing communication between one ofthe exhaust inlet passageways and the exhaust outlet passageway, a turbine rotor rotatable within the rotor chamber, and a bypass valve responsive to the pressure of air in the air induction pipe of the engine and arranged to selectively open and close the exhaust bypass passageway, the bypass valve being operative to open the exhaust bypass passageway when the pressure in the air induction pipe is higher than a predetermined value.
Drawbacks of a prior-art dual-entry exhaust turbine supercharger and the features of an exhaust turbine supercharger proposed by the present invention as being advantageous or the prior-art turbine supercharger will be clearly understood from the following description taken in conjunction with the accompanying drawings, in which:
Figure l is a schematic plan view showing an example of prior-art dual-entry exhaust turbine superchargers; and
Figure 2 is a fragmentary sectional view showing the turbine unitofan exhaust turbine supercharger embodying the present invention.
Various types of internal combustion engines are known which are equipped with exhaust turbine superchargers. An exhaust turbine supercharger used for such an internal combustion engine includes an exhaust turbine to be driven by the thrust energy of the exhaust gases discharged from the power cylinders of the engine. The turbine in turn drives an art compressor provided in a passageway leading to the air induction pipe of the engine so as to supercharge the engine with air. Among such turbine driven superchargers, a turbo-charger of the dual-entry type having two exhaust gas inlets respectively leading from two groups of power cyliners of a multiple cylinder internal combustion engine is presently attracting the attention of the automotive industry.The dual-entry turbocharger is thus adapted to be driven by the alternately pulsating surges of the exhaust gases discharged from the two groups of power cylinders of the engine and is useful for achieving an increased driving torque from the engine particularly under low-speed driving conditions of the engine.
In Figure 1 of the drawings, an engine system using a known dual-entry turbocharger is shown comprising a four-cylinder internal combustion engine 1 having an air induction pipe 2 and two siamesed exhaust discharge pipes 3 and 3'. One siamesed exhaust discharge pipe 3 leads from the exhaust ports of the first and fourth power cylinders of the engine 1 and the other siamesed exhaust discharge pipe 3' leads from the exhaust ports of the second and third power cylinders of the engine 1.
The first, second, third and fourth power cylinders herein referred are numbered in a sequence corresponding to the firing order of the cylinders.
The internal combustion engine 1 thus arranged generally is equipped with a dual-entry turbocharger 4 mainly consisting of a turbine unit including a scroll housing 5 and a turbine rotor 6 rotatable within the scroll housing 6 and a compressor unit including compressor housing 7 and a compressor rotor 8 rotatable within the compressor housing 7.
The compressor rotor 8 is connected to the turbine rotor 6 by means of a compressor drive shaft 9 as indicated in broken lines and is thus coaxially rotatable with the turbine rotor 6. The scroll housing 5 has two exhaust gas inlet ports which communicate with thetwo siamesed exhaust discharge pipes 3 and 3', respectively, and one exhaust gas outlet port 10 which is open to the atmosphere. On the other hand, the compressor housing 7 has a low pressure side open to the atmosphere and a high pressure side communicating with the air induction pipe 2 of the internal combustion engine 1.
When the internal combustion engine 1 is in operation, the exhaust gases delivered from the power cylinders of the engine 1 enter the scroll housing 5 of the turbine unit and drive the turbine rotor 6 for rotation within the scroll housing 5. The turbine rotor 6 in turn drives the compressor rotor 8 by the drive shaft 9 so that air is sucked into the compressor housing 7 from the atmosphere and is compressed in the housing 7. Air under pressure is in this manner constantly fed to the air at a higher rate than the normal air aspiration rate of the engine 1.
One of the outstanding features of the internal combustion engine 1 equipped with the dual-entry turbocharger 4 thus constructed and arranged basically is the increased air intake and charge efficiency and accordingly the increased power output efficiency of the engine which is supplied with fresh air by the compressor rotor 8 which is rotated by the turbine rotor 6 through the thrust energy of the exhaust gases passed through the scroll housing 5.
By virtue, furthermore, of the arrangement in which the exhaust gas discharge pipes 3 and 3' are separate from each other, interference among the pulsating surges of the exhaust gases discharged from the individual power cylinders of the engine can be precluded so that the turbine unit of the turbo-charger 4 is enabled to operate efficiently at low speeds of the engine.
In order to prevent the dual-entry turbocharger 4 from supercharging the engine 1 with excess air under high-speed, high-load operating conditions of the engine, it has been proposed and put into practice to have exhaust flow control means provided in association with the exhaust gas discharge pipes 3 and 3' of the engine 1. Such exhaust flow control means comprises exhaust bypass valves 11 and 11' which are arranged to open and close exhaust bypass passageways 12 and 12' leading from the exhaust gas discharge pipes 3 and 3', respectively, to the above-mentioned exhaust gas outlet port 10 provided downstream of the turbine unit of the turbocharger 4. The bypass valves 11 and 11' have valve heads mechanically connected to diaphragm-operated valve actuators 13 and 13', respectively.Each of these valve actuators 13 and 13' has a diaphragm which is responsive to the pressure of the compressed air to be delivered from the compressor unit of the turbocharger 4to the air induction pipe 2 of the engine 1. Thus, when the pressure of the compressed air delivered from the compressor unit of the turbocharger 4 is lowerthan a predetermined value, both of the diaphragmoperated valve actuators 13 and 13' respond to such an air pressure and cause the associated exhaust bypass valves 11 and 11' to close the exhaust bypass passageways 12 and 12', respectively. Under these conditions, the exhaust gases discharged from the individual power cylinders of the engine 1 to the exhaust discharge pipes 3 and 3' are totally passed through the scroll housing 5 of the turbine unit of the turbo-charger 4.If the pressure of the compressed air delivered from the compressor unit of the turbocharger 4 is increased and reaches the predetermined value, the diaphragm-operated valve actuators 13 and 13' are made operative to cause the associated exhaust bypass valves 11 and 11' to open the exhaust bypass passageways 12 and 12', respectively. Under these conditions, the exhaust gases discharged from the power cylinders of the engine 1 to the exhaust discharge pipes 3 and 3' are passed partially to the scroll housing 5 and partially to the exhaust bypass passageways 12 and 12' past the bypass valves 11 and 11', respectively. The exhaust gases passed to the bypass passageways 12 and 12' are discharged to the atmosphere by way of the exhaust gas outlet port 10 without working on the turbine rotor 6 of the turbocharger 4.Only a portion of the thrust energy possessed by the exhaust gases discharged from the engine 1 to the exhaust discharge pipes 3 and 3' is thus utilized by the turbocharger 4 when the pressure of the compressed air to be supplied to the induction pipe 2 of the engine 1 is higher than the predetermined valve.
One of the drawbacks inherent in an engine system using a prior-art dual-entry supercharger of the type hereinbefore described results from the provision of the two exhaust bypass valves 11 and 11' respectively in association with the exhaust discharge pipes 3 and 3' of the engine system. With the two exhaust bypass valves 11 and 11- operated by the diaphragm-operated valve actuators 13 and 13', respectively, which are arranged independently of each other, difficulties are encountered in adjusting the valves 11 and 11' to open at correctly concurrent timings.Because, furthermore, of the limitation in the space available for the installation of the turbocharger 4 in conjunction with the internal combustion engine 1, difficulties are experienced in fitting the diaphragm-operated valve actuators 13 and 13' and the piping for the exhaust bypass passageways 12 and 12' on the exhaust system of the engine system. The object of the present invention is to eliminate these difficulties which have been encountered in engine systems using dual-entry turbine-driven superchargers of the general type hereinbefore described.
Referring to Figure 2 of the drawings, there is illustrated the turbine unit of a dual-entry exhaust turbine supercharger embodying the present invention. The exhaust turbine supercharger including the turbine unit herein shown is assumed, by way of example, to be generally constructed and arranged similarly to the prior-art turbocharger forming part of the engine system illustrated in Figure 1 except four the arrangement of the exhaust flow control means provided in the engine system of Figure 1.
In Figure 2, the turbine unit of the dual-entry exhaust turbine supercharger is shown comprising a scroll housing 21 having formed therein a central rotor chamber and an annular exhaust inlet chamber coaxially encircling the rotor chamber. The scroll housing 21 further has an annular partition wall portion 22 projecting into the exhaust inlet chamber and thereby dividing the inlet chamber into the separate exhaust inlet passageways 23 and 24.
Though not shown in Figure 2, these exhaust inlet passageways 23 and 24 communicate with the two exhaust discharge pipes or passageways, respectively, leading from two groups of power cylinders of an internal combustion engine similarlyto the exhaust discharge pipes 3 and 3' in the arrangement illustrated in Figure 1.
Within the rotor chamber in the scroll housing 21 is provided a turbine rotor 25 having a plurality of vanes 26 and rotatable about the center axis of the rotor chamber. The turbine rotor 25 is connected to, and rotatable with, a compressor rotor (not shown) through a compressor drive shaft 27 only a portion of which is shown in Figure 2. Though not shown in the drawings, the above mentioned compressor rotor forms part of the compressor unit of the supercharger embodying the present invention and is enclosed within a compressor housing having a low-pressure side open to the atmosphere and a high-pressure side communicating with the air induction pipe ofthe engine as in the arrangement illustrated in Figure 1.
The scroll housing 21 is secured to, or integral with, an exhaust outlet housing 28 formed with an exhaust outlet passageway 29 which is open to, and located downstream of, the rotor chamber in the scroll housing 21. The exhaust outlet passageway 29 and one of the above mentioned exhaust inlet passageways 23 and 24 bypass the rotor chamber in the scroll housing 21 through an exhaust bypass passageway 30 which is formed in the scroll housing 21. In the turbine unit illustrated in Figure 2, the exhaust bypass passageway 30 is arranged in such a manner as to be capable of providing communica tion between the exhaust inlet passageway 23 and the exhaust outlet passageway 29. The scroll housing 21 and the exhaust outlet housing 28 constitute in combination a turbine housing structure of the tubine unit in the shown embodiment of the turbine supercharger.
In the exhaust outlet passageway 29 is provided a bypass valve 31 operative to open and close the exhaust bypass passageway 30. Though not shown in Figure 2, the bypass valve 31 is provided in combination with suitable pressure-responsive valve actuating means which may be constituted, by way of example, by a diaphragm-operated valve actuator arranged similarly to each of the valve actuators 13 and 13' in the prior-art turbocharger illustrated in Figure 1. The bypass valve 31 is pivotally movable on and about a valve shaft 32 secured to the exhaust outlet housing 28 and is adapted to open the exhaust bypass passageway 30 when the pressure of the compressed air directed to the above mentioned valve actuating means is higher than a predetermined value.If the pressure of the compressed air delivered from the compressor unit of the turbine supercharger is decreased and reaches the predetermined value, the bypass valve31 is held in a position closing the exhaust bypass passageway 30.
When the exhaust bypass passageway 30 is thus closed by the bypass valve 31, the exhaust gases discharged from the power cylinders of the engine to the exhaust inlet passageways 23 and 24 of the turbine unit are totally admitted into the rotor chamber in the scroll housing 21. In this instance, exhaust gases flow in each of the exhaust inlet passageways 23 and 24 independently of the stream of the exhaust gases in the other of the passageways 23 and 24 so that the pulsating streams of exhaust gases in the two passageways 23 and 24 are not subject to interference by each other until the streams reach the turbine unit. The turbine rotor 25 is rotated by the thrust energy of such streams of exhaust gases with satisfactory efficiencies not only under high-load conditions but also during low-load conditions of the engine.The engine operating under low-load conditions is therefore able to deliver adequate driving torque.
As the pressure of the compressed air supplied from the compressor unit of the supercharger increases under high-load conditions of the engine and is higher than the predetermined value, the previously mentioned pressure-responsive valve actuating means causes the bypass valve 31 to open the exhaust bypass passageway 30. The exhaust inlet passageway 23 is now allowed to communicate not only with the rotor chamber in the scroll housing 21 but also with the exhaust passageway 29 through the bypass passageway 30 and past the bypass valve 31.Because, in this instance, of the fact that the flow of the exhaust gases entering the exhaust outlet passageway 29 through the bypass passageway 30 is subjected to resistance less than the resistance to the flow of the exhaust gases entering the rotor chamber in the scroll housing 21 from the passageway 23, the exhaust gases in the exhaust inlet passageway 23 are directed in a major proportion into the exhaust outlet passageway 29 by way of the exhaust bypass passageway 30. As a consequence, the turbine rotor 25 is rotated mostly by the thrust energy of the exhaust gases admitted into the rotor chamber of the scroll housing 21 from the exhaust inlet passageway 24 and is thus caused to slow down its operation to drive the compressor unit.
An exhaust turbine supercharger for an internal combustion engine can be prevented from supercharging the engine with excess air when approximately 30 to 40 per cent of the total flow of exhaust gases emitted from the engine is relieved from the turbine rotor 25 during high-load conditions of the engine. The exhaust turbine supercharger embodying the present invention can be for this reason reliably prevented from supercharging the engine with excess air since the flow of exhaust gases in one of the two exhaust inlet passageways 23 and 24 is relieved from the turbine rotor 25.
Claims (3)
1. An exhaust turbine supercharger for an internal combustion engine including an air induction pipe and two groups of power cyliners, comprising a compressor unit having a high-pressure side communicating with said air induction pipe and a turbine unit drivingly connected to the compressor unit, the turbine unit comprising a turbine housing structure formed with a rotor chamber, two exhaust inlet passageways separate from each other and respectively communicating with said two groups of power cylinders, an exhaust outlet passageway open to-, and located downstream of, said rotor chamber and an exhaust bypass passageway for providing communication between one of said exhaust inlet passageways and said exhaust outlet passageway, a turbine rotor rotatable in said rotor chamber, and a bypass valve responsive to the pressure of air in said induction pipe and arranged to selectively open and close said exhaust bypass passageway, said bypass valve being operative to open the exhaust bypass passageway when the pressure in said air induction pipe is higherthan a predetermined valve.
2. An exhaust turbine supercharger as set forth in claim 1, in which said bypass valve is positioned in said exhaust outlet passageway.
3. An exhaust turbine supercharger for an internal combustion engine substantially as described with reference to, and as illustrated in, Figure 2 of the accompanying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1980070632U JPS56171630U (en) | 1980-05-22 | 1980-05-22 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB2079380A true GB2079380A (en) | 1982-01-20 |
| GB2079380B GB2079380B (en) | 1984-04-26 |
Family
ID=13437202
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8115662A Expired GB2079380B (en) | 1980-05-22 | 1981-05-21 | Dual-entry exhaust turbine supercharger |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JPS56171630U (en) |
| DE (1) | DE3119922A1 (en) |
| GB (1) | GB2079380B (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2119860A (en) * | 1982-05-10 | 1983-11-23 | Roto Master | Turbocharger method of operation and turbine housing therefor |
| GB2151700A (en) * | 1983-11-11 | 1985-07-24 | Elford Turbo Limited | IC engine turbocharger and exhaust gas by-pass valve arrangement |
| EP2539564A1 (en) * | 2010-02-26 | 2013-01-02 | International Engine Intellectual Property Company, LLC | Exhaust gas flow divider for turbocharger turbine housing |
| DE102011115206A1 (en) * | 2011-09-28 | 2013-03-28 | Daimler Ag | Exhaust gas turbocharger for internal combustion engine, has two valves that are formed such that respective opening states of valves are set differently depending on the state of engine for optimized adjustment of operating parameters |
| US20180171845A1 (en) * | 2015-06-02 | 2018-06-21 | Psa Automobiles S.A. | Turbocharged Engine Assembly With Two Exhaust Pipes And Regulating Valve |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4530640A (en) * | 1982-09-29 | 1985-07-23 | Roto-Master, Inc. | Method and apparatus for wastegating turbocharged engine with divided exhaust system |
| JPS613929U (en) * | 1984-06-14 | 1986-01-11 | トヨタ自動車株式会社 | Turbocharger exhaust bypass device |
| DE3602615C1 (en) * | 1986-01-29 | 1987-08-06 | Audi Ag | Multi-cylinder internal combustion engine with exhaust gas turbocharger |
| CN110735673B (en) * | 2019-11-18 | 2021-10-26 | 大连海事大学 | Double-channel volute |
-
1980
- 1980-05-22 JP JP1980070632U patent/JPS56171630U/ja active Pending
-
1981
- 1981-05-19 DE DE19813119922 patent/DE3119922A1/en not_active Withdrawn
- 1981-05-21 GB GB8115662A patent/GB2079380B/en not_active Expired
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2119860A (en) * | 1982-05-10 | 1983-11-23 | Roto Master | Turbocharger method of operation and turbine housing therefor |
| GB2151700A (en) * | 1983-11-11 | 1985-07-24 | Elford Turbo Limited | IC engine turbocharger and exhaust gas by-pass valve arrangement |
| EP2539564A1 (en) * | 2010-02-26 | 2013-01-02 | International Engine Intellectual Property Company, LLC | Exhaust gas flow divider for turbocharger turbine housing |
| EP2539564A4 (en) * | 2010-02-26 | 2013-08-14 | Int Engine Intellectual Prop | Exhaust gas flow divider for turbocharger turbine housing |
| DE102011115206A1 (en) * | 2011-09-28 | 2013-03-28 | Daimler Ag | Exhaust gas turbocharger for internal combustion engine, has two valves that are formed such that respective opening states of valves are set differently depending on the state of engine for optimized adjustment of operating parameters |
| US20180171845A1 (en) * | 2015-06-02 | 2018-06-21 | Psa Automobiles S.A. | Turbocharged Engine Assembly With Two Exhaust Pipes And Regulating Valve |
Also Published As
| Publication number | Publication date |
|---|---|
| GB2079380B (en) | 1984-04-26 |
| JPS56171630U (en) | 1981-12-18 |
| DE3119922A1 (en) | 1982-04-08 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4339922A (en) | Dual turbine turbo-supercharger | |
| US3941104A (en) | Multiple turbocharger apparatus and system | |
| US6250079B1 (en) | Turbo-charged internal combustion engine | |
| US6694735B2 (en) | Internal combustion engine with an exhaust turbocharger and an exhaust-gas recirculation device | |
| US2773348A (en) | Turbo-charger system, involving plural turbine driven superchargers | |
| US4428192A (en) | Turbocharged internal combustion engine | |
| US4617799A (en) | Plural turbine inlet passage turbo-supercharger with inlet passage shut-off valve | |
| JP2003065061A (en) | Method for driving internal combustion engine, and internal combustion engine | |
| US4566422A (en) | Fuel intake system for a supercharged engine | |
| JPS61164039A (en) | Multistage turbo supercharged engine | |
| GB2156429A (en) | Control of i.c. engine plural turbocharger systems | |
| EP2376757B1 (en) | Two- stage turbocharger assembly | |
| US6381960B1 (en) | Turbocharger housing with exhaust gas recycling | |
| US4406126A (en) | Secondary air supply system for automobile engine having superchager | |
| GB2244094A (en) | I.C. engine with three exhaust-driven turbochargers | |
| US4207742A (en) | Engine with shuntable turbocharger | |
| JPS5982526A (en) | Supercharger for internal-combustion engine | |
| GB2079380A (en) | Exhaust bypass for dual-entry exhaust turbine supercharger | |
| JPS6345492B2 (en) | ||
| GB2088964A (en) | Dual Turbine Turbo Charger | |
| JPS591332B2 (en) | Turbine compartment for turbocharger | |
| EP0215754A1 (en) | An arrangement for supercharging a multi-cylinder internal combustion engine | |
| SU958674A1 (en) | Apparatus for supercharing i.c. engine | |
| JPH0571356A (en) | Control device for exhaust gas flow to turbo-charger | |
| JPH033923A (en) | Intake device of combined supercharge engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 19940521 |