WO1986000665A1 - Turbocompound engine having power turbine output connected to the timing gear - Google Patents

Turbocompound engine having power turbine output connected to the timing gear Download PDF

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Publication number
WO1986000665A1
WO1986000665A1 PCT/US1984/001465 US8401465W WO8600665A1 WO 1986000665 A1 WO1986000665 A1 WO 1986000665A1 US 8401465 W US8401465 W US 8401465W WO 8600665 A1 WO8600665 A1 WO 8600665A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
gear
fluid coupler
turbine
timing gears
Prior art date
Application number
PCT/US1984/001465
Other languages
French (fr)
Inventor
Donald E. Wilson
Original Assignee
Caterpillar Tractor Co.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Caterpillar Tractor Co. filed Critical Caterpillar Tractor Co.
Priority to CA000482703A priority Critical patent/CA1248766A/en
Priority to EP85303987A priority patent/EP0171882B1/en
Priority to DE8585303987T priority patent/DE3567938D1/en
Publication of WO1986000665A1 publication Critical patent/WO1986000665A1/en

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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
    • F02B37/005—Exhaust driven pumps being combined with an exhaust driven auxiliary apparatus, e.g. a ventilator
    • 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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/10—Engines with prolonged expansion in exhaust turbines
    • 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
    • F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
    • F02B67/10—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of charging or scavenging apparatus
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This invention relates generally to engines and more particularly to turbocompound engines.
  • the present invention is directed to overcoming one or more of the problems as set forth above.
  • an engine in one aspect of the present invention, includes a crankshaft, a camshaft, a plurality of timing gears drivingly connecting the crankshaft with the camshaft, a turbocharger driven by exhaust from the engine, and a turbine positioned in the flow path of the exhaust exiting the turbocharger to be driven thereby.
  • a means is provided for transmitting power from the turbine to the crankshaft by driving connection with one of the plurality of timing gears.
  • the turbocompound engine of the present invention overcomes the problem of inadequate gear design by feeding the recovered power from the exhaust back into the existing and structurally sound timing gears. Unlike conventional turbocompound engines which feed recovered exhaust energy into the flywheel at the back of the engine, the components of this invention are near the front of the engine and above the center allowing for ease of service and maintenance.
  • Fig. 1 is a side elevational view of one embodiment of the turbocompound engine of the present
  • Fig. 2 is a sectionalized view of the bearing arrangement of the driving mechanism as shown in Fig. 1;
  • Fig. 3 is a diagrammatic portion of the side elevational view of another embodiment of the turbocompound engine of the present invention.
  • the primary portion of the engine 10 is of conventional design and includes a crankshaft 12, a camshaft 14, and a plurality of timing gears 16, 18, 20.
  • the timing gears 16, 18, 20 drivingly connect the crankshaft 12 with the camshaft 14.
  • Gears 16 and 18 are used to drive accessory equipment such as, a water pump or a hydraulic pump.
  • the gear 20 is an idler gear for transmitting power between the accessory gears 16, 18 and the crankshaft 12.
  • a turbocharger 22 is driven by the exhaust from the engine 10.
  • the exhaust from the turbocharger 22 flows through a passage 24 within a duct 26 and is directed to a turbine 28 positioned in the flow path of the exhaust exiting the turbocharger 22.
  • the exhaust exiting the turbine 28 is emitted to the atmosphere.
  • the turbine 28 as disclosed in this embodiment is an axial turbine 23, however, as an alternative the turbine 28 could be of the radial design.
  • the turbine 28 is connected to a means 30 for transmitting power to one gear 16 of the plurality of timing gears.
  • the transmitting means 30 includes a driving mechanism 32 connected to the turbine 28, a fluid coupler mechanism 34 connected to the driving mechanism 32, and a means 36 for connecting the fluid coupler mechanism 34 to the gear 16.
  • the driving mechanism 32 includes a shaft 38 connected at one end to the turbine 28, a gear 40 attached to the other end of the shaft 38 and connected to the fluid coupler mechanism 34, a housing 42 and a means 44 for supporting the shaft in the housing 42.
  • the supporting means 44 includes a pair of roller bearings 46,48 located in the housing 42 and surrounding the shaft 38.
  • One bearing 46 of the pair of bearings 46,48 is located near the turbine 28 and the other bearing 48 is located near the gear'40.
  • the one bearing 46 is supported in the housing 42 by the squeeze film method and the other bearing 48 is secured by the more conventional tolerance fit with respect to the housing 42.
  • a wave washer 50 is located between the bearing 48 and the housing 42.
  • a space or an annulus 52 is provided between an outer race 54 and the housing 42. Oil is directed into the annulus 52 through a passage 56 and squeezes past the outer race 54 and the housing 42 draining back to the source.
  • the fluid coupler mechanism 34 includes a fluid coupler 58 of conventional design, a gear 60 attached to one end of the fluid coupler 58 and meshing with the gear 40 of the driving mechanism 32.
  • a housing 62 surrounds the fluid coupler 58 and the gear 60.
  • a pair of bearings 64 located in the housing 62 support the fluid coupler 58 and the gear 60.
  • the means 36 for connecting the fluid coupler mechanism 34 to the gear 16 includes a shaft 66 connected to the fluid coupler mechanism 34 and a gear 68 attaches to the shaft 66 at the end opposite the fluid coupler mechanism 34.
  • the gear 68 meshes with the water pump accessory drive gear 16.
  • the means 36 for connecting the fluid coupler mechanism 34 includes a clutch mechanism 70-located between the fluid coupler mechanism 34 and the gear 16.
  • the clutch mechanism 70 is a one way clutch.
  • a mechanical or electrical clutch can be used.
  • the clutch mechanism 70 is connected to the output end of the fluid coupler 58.
  • a shaft 72 is attached to the output end of the clutch mechanism 70, and the gear 68 attaches to the shaft 72 at the end opposite the clutch mechanism 70.
  • the output end of the clutch mechanism 70 could be attached to the gear 68 and the shaft 72 could attach the input end of the clutch mechanism 70 to the fluid coupler 58.
  • the turbocompound engine 10 can be substituted for any conventional engine application such as for use in earthmoving equipment, generator sets, marine applications and on highway trucks.
  • the internal combustion engine exhaust is used to drive a standard turbocharger 22.
  • the heat energy of the exhaust exiting the turbocharger 22 is directed through the passage 24 in the duct 26 to the turbine 28.
  • the exhaust flows through the axial turbine 28 causing the shaft 38 to rotate at a high rate of speed.
  • the rotating shaft 38 transmits the power to the gear 40 which in turn transmits power to the gear 60 attached
  • the fluid coupler 58 From the fluid coupler 58, the rotational energy is transmitted through the shaft 66 to the gear 68 and to the gear 16 and back through the plurality of timing gears 16,18,20 to the crankshaft 12. Thus, the heat energy of the exhaust which would otherwise be lost is converted to mechanical energy directed back into the timing gears. After the energy has been extracted from the exhaust, the exhaust is discharged to the atmosphere.
  • the ratio of the shaft gear 38 to the fluid coupler gear 60 causes a speed reduction to occur.
  • the one bearing 46 of the supporting means 40 absorbs transverse vibrations or oscillations of the shaft 38.
  • the wave washer 50 located between the other bearing 48 and the housing 42 establishes a continual preload on the bearings 46,48 and permits snug assembly without the necessity of holding the parts to very close tolerance.
  • the fluid coupler 58 compensates for speed differential and reduces the affect of the torsional vibrations from the engine 10 back to the turbine 28. Under normal operating conditions of the engine 10, a high amount of exhaust is emitted and drives the turbine 28. Under low speed conditions of the engine 10, the amount of exhaust may not suffice to drive the turbine 28 at a high rate of speed. The engine 10 under these low speed conditions could drive the connecting means 36 through the timing gear 16, feedback through the fluid coupler mechanism 34 and results in driving the turbine 28.
  • the one-way clutch 70 is added to the connecting means 36.
  • the engine 10 and turbocompound components will be disengaged from each other by the one-way clutch 70 and under the aforementioned conditions the engine 10 will not feed back through the fluid coupler mechanism 34 and- result in driving the turbine 28.
  • the turbocompound engine of this invention uses the existing timing gears 16,18,20 which are already machined and designed for continual load carrying capacity.
  • the compound portion of the turbocompound engine 10 is located near the front and top of the engine 10 allowing for excellent maintenance and serviceability.

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

Abstract

Turbocompound engines recover power from the exhaust exiting a turbocharger. Turbocompounding of known engines feed the power back into the flywheel at the rear of the engine requiring new and expensive regearing of the starter gear or ring gear on the flywheel. Maintenance or servicing of the compound components at the rear of the engines is difficult. The invention comprises a turbocompound engine (10) in which power is fed into the timing gears (16, 18, 20) of the engine (10). The mechanism for transmitting power (30) includes a driving mechanism (32), a fluid coupler mechanism (34) and a connecting mechanism (36) attached to the timing gears (16, 18, 20). Thus the disclosed invention uses existing timing gears (16, 18, 20) which are already machined and designed for continual load carrying capacity. The compound portion of the turbocompound engine (10) is located near the front and top of the engine allowing for excellenty maintenance and serviceability.

Description

Description
Turbocompound Engine Having Power Turbine Output Connected to the Timing Gear
Technical Field
This invention relates generally to engines and more particularly to turbocompound engines.
Background Art
The struggle to increase efficiency of internal combustion engines is a constant endeavor of engineers. Turbocompound e'ngines have been known for many years. The turbocompound engines of the past have recovered power from the exhaust and transmitted this power back into the engine through the flywheel. The flywheel normally has a pressed on starter gear or ring gear which is used to transmit power from the starter to the crankshaft of the engine enabling rotation of the crankshaft and consequent starting of the engine. The loads and forces inputed into this gear are low and infrequent in nature, and therefore do not require a strong gear or accurate tooth profile. The backlash and tooth contact surface of the starter and ring gear are of a low quality due to their short contact times and infrequent load requirements. Analysis has shown that failure would occur causing the engine to malfunction if the power was transmitted through the existing gear teeth on the flywheel starter gear. For this reason the ring gear requires a new tooth design. This new tooth design is more costly and requires a major change.
Another drawback of feeding power back into the flywheel or rear of the engine comes into play when servicing of the components is required. The flywheel
Figure imgf000003_0001
and connecting components are buried under structural members and difficult to service. For example, in an on highway truck the rear of the engine is located under the cab and in many cases above the axle and front suspension system. Power take-offs and other accessories are also in this immediate area further restricting accessibility to the power input from the turbocompound portion of. the engine.
The present invention is directed to overcoming one or more of the problems as set forth above.
Disclosure of th'e Invention
In one aspect of the present invention, an engine includes a crankshaft, a camshaft, a plurality of timing gears drivingly connecting the crankshaft with the camshaft, a turbocharger driven by exhaust from the engine, and a turbine positioned in the flow path of the exhaust exiting the turbocharger to be driven thereby. A means is provided for transmitting power from the turbine to the crankshaft by driving connection with one of the plurality of timing gears.
The turbocompound engine of the present invention overcomes the problem of inadequate gear design by feeding the recovered power from the exhaust back into the existing and structurally sound timing gears. Unlike conventional turbocompound engines which feed recovered exhaust energy into the flywheel at the back of the engine, the components of this invention are near the front of the engine and above the center allowing for ease of service and maintenance.
Brief Description of the Drawings
Fig. 1 is a side elevational view of one embodiment of the turbocompound engine of the present
Figure imgf000004_0001
- f> invention and having portions broken out for illustrative convenience;
Fig. 2 is a sectionalized view of the bearing arrangement of the driving mechanism as shown in Fig. 1; and
Fig. 3 is a diagrammatic portion of the side elevational view of another embodiment of the turbocompound engine of the present invention;
Best Mode for Carrying Out the Invention
Referring initially to Fig. 1 an engine 10 is illustrated. The primary portion of the engine 10 is of conventional design and includes a crankshaft 12, a camshaft 14, and a plurality of timing gears 16, 18, 20. The timing gears 16, 18, 20 drivingly connect the crankshaft 12 with the camshaft 14. Gears 16 and 18 are used to drive accessory equipment such as, a water pump or a hydraulic pump. The gear 20 is an idler gear for transmitting power between the accessory gears 16, 18 and the crankshaft 12. A turbocharger 22 is driven by the exhaust from the engine 10. The exhaust from the turbocharger 22 flows through a passage 24 within a duct 26 and is directed to a turbine 28 positioned in the flow path of the exhaust exiting the turbocharger 22. The exhaust exiting the turbine 28 is emitted to the atmosphere. The turbine 28 as disclosed in this embodiment is an axial turbine 23, however, as an alternative the turbine 28 could be of the radial design. The turbine 28 is connected to a means 30 for transmitting power to one gear 16 of the plurality of timing gears. The transmitting means 30 includes a driving mechanism 32 connected to the turbine 28, a fluid coupler mechanism 34 connected to the driving mechanism 32, and a means 36 for connecting the fluid coupler mechanism 34 to the gear 16.
OMPI cΛry, WIPO ? As shown in Fig. 2, the driving mechanism 32 includes a shaft 38 connected at one end to the turbine 28, a gear 40 attached to the other end of the shaft 38 and connected to the fluid coupler mechanism 34, a housing 42 and a means 44 for supporting the shaft in the housing 42. The supporting means 44 includes a pair of roller bearings 46,48 located in the housing 42 and surrounding the shaft 38. One bearing 46 of the pair of bearings 46,48 is located near the turbine 28 and the other bearing 48 is located near the gear'40. The one bearing 46 is supported in the housing 42 by the squeeze film method and the other bearing 48 is secured by the more conventional tolerance fit with respect to the housing 42. A wave washer 50 is located between the bearing 48 and the housing 42.
In the squeeze film method of mounting the one bearing 46 in the housing 42, a space or an annulus 52 is provided between an outer race 54 and the housing 42. Oil is directed into the annulus 52 through a passage 56 and squeezes past the outer race 54 and the housing 42 draining back to the source.
The fluid coupler mechanism 34 includes a fluid coupler 58 of conventional design, a gear 60 attached to one end of the fluid coupler 58 and meshing with the gear 40 of the driving mechanism 32. A housing 62 surrounds the fluid coupler 58 and the gear 60. A pair of bearings 64 located in the housing 62 support the fluid coupler 58 and the gear 60.
The means 36 for connecting the fluid coupler mechanism 34 to the gear 16 includes a shaft 66 connected to the fluid coupler mechanism 34 and a gear 68 attaches to the shaft 66 at the end opposite the fluid coupler mechanism 34. The gear 68 meshes with the water pump accessory drive gear 16.
Figure imgf000006_0001
An alternate embodiment of a turbocompound engine 10 having the power feed into the timing gear 16 of the present invention is disclosed in Fig. 3. It is noted that the same reference numerals of the first embodiment are used to designate similarly constructed counterpart elements of this embodiment. In this embodiment, however, the means 36 for connecting the fluid coupler mechanism 34 includes a clutch mechanism 70-located between the fluid coupler mechanism 34 and the gear 16. The clutch mechanism 70 is a one way clutch. As an alternative to the one way clutch arrangements, a mechanical or electrical clutch can be used. The clutch mechanism 70 is connected to the output end of the fluid coupler 58. A shaft 72 is attached to the output end of the clutch mechanism 70, and the gear 68 attaches to the shaft 72 at the end opposite the clutch mechanism 70. As an alternate to the disclosed embodiment, the output end of the clutch mechanism 70 could be attached to the gear 68 and the shaft 72 could attach the input end of the clutch mechanism 70 to the fluid coupler 58.
Industrial Applicability
The turbocompound engine 10 can be substituted for any conventional engine application such as for use in earthmoving equipment, generator sets, marine applications and on highway trucks. The internal combustion engine exhaust is used to drive a standard turbocharger 22. The heat energy of the exhaust exiting the turbocharger 22 is directed through the passage 24 in the duct 26 to the turbine 28. The exhaust flows through the axial turbine 28 causing the shaft 38 to rotate at a high rate of speed. The rotating shaft 38 transmits the power to the gear 40 which in turn transmits power to the gear 60 attached
Figure imgf000007_0001
to the fluid coupler 58. From the fluid coupler 58, the rotational energy is transmitted through the shaft 66 to the gear 68 and to the gear 16 and back through the plurality of timing gears 16,18,20 to the crankshaft 12. Thus, the heat energy of the exhaust which would otherwise be lost is converted to mechanical energy directed back into the timing gears. After the energy has been extracted from the exhaust, the exhaust is discharged to the atmosphere. The ratio of the shaft gear 38 to the fluid coupler gear 60 causes a speed reduction to occur. The one bearing 46 of the supporting means 40 absorbs transverse vibrations or oscillations of the shaft 38. The wave washer 50 located between the other bearing 48 and the housing 42 establishes a continual preload on the bearings 46,48 and permits snug assembly without the necessity of holding the parts to very close tolerance. The fluid coupler 58 compensates for speed differential and reduces the affect of the torsional vibrations from the engine 10 back to the turbine 28. Under normal operating conditions of the engine 10, a high amount of exhaust is emitted and drives the turbine 28. Under low speed conditions of the engine 10, the amount of exhaust may not suffice to drive the turbine 28 at a high rate of speed. The engine 10 under these low speed conditions could drive the connecting means 36 through the timing gear 16, feedback through the fluid coupler mechanism 34 and results in driving the turbine 28. As an alternate embodiment to overcome this shortcoming of this low speed operation, the one-way clutch 70 is added to the connecting means 36. The engine 10 and turbocompound components will be disengaged from each other by the one-way clutch 70 and under the aforementioned conditions the engine 10 will not feed back through the fluid coupler mechanism 34 and- result in driving the turbine 28.
The turbocompound engine of this invention uses the existing timing gears 16,18,20 which are already machined and designed for continual load carrying capacity. The compound portion of the turbocompound engine 10 is located near the front and top of the engine 10 allowing for excellent maintenance and serviceability.
Other aspects, objects and advantages of this invention can be obtained from a study of the drawings, the disclosure and the appended claims.
Figure imgf000009_0001

Claims

Clai s
1. In an engine (10) including a crankshaft (12), a camshaft (14), a plurality of timing gears (16,18,20) drivingly connecting the crankshaft (12) with the camshaft (14), a turbocharger (22) driven by exhaust from the engine (10) , and a turbine (28) positioned in the flow path of the exhaust exiting the turbocharger (22) to be driven thereby, the improvement comprising: means (30) for transmitting power from the turbine (28) to the crankshaft by driving connection with one of the ^plurality of timing gears (16,18,20) .
2. The engine (10) of claim 1 wherein said turbine (28> is an axial turbine (30) .
3. The engine (10) of claim 1 wherein said means (30) for transmitting power includes a driving mechanism (32) connected to the turbine (28) , a fluid coupler mechanism (34) connected to the driving mechanism (32) and means (36) for connecting the fluid coupler mechanism (38) to said one of the plurality of timing gears (16,18,20).
4. The engine (10) of claim 3 wherein said means (36) for connecting includes a shaft (66) connected to the fluid coupler mechanism (34), and a gear (68) attached to the shaft (66) at the end opposite the fluid coupler mechanism (34) , said gear (68) meshing with said one of the plurality of timing gears (16,18,20) .
O PI
5. The engine (10) of claim 3 wherein said means (36) for connecting includes a clutch mechanism (70) located between the fluid coupler mechanism (34) and said one of the plurality of timing gears (16,18,20).
*
6. The engine (10) of claim 5 wherein said clutch mechanism .(70) is a one-way clutch.
7. The engine (10) of claim 3 wherein said driving mechanism (32) includes a shaft (38) connected at one end to the turbine (28), a gear (40) attached to the other end of the shaft (38) , a housing (42) , and means (44) for supporting the shaft (38) in the housing (42).
8. The engine (10) of claim 7 wherein said means (44) for supporting the shaft (38) in the housing
(42) includes a pair of roller bearings (46,49j .
9. The engine (10) of claim 8 wherein one (46) of said pair of bearings is located near the turbine (28) and the other bearing (48) is located near the gear (40) , said one bearing (46) being supported in the housing (42) by the squeeze film method, and said supporting means (44) includes a wave washer (50) located between the other bearing (48) and the housing (42) .
Figure imgf000011_0001
10. The engine (10) of claim 3 wherein said fluid coupler mechanism (34) includes a fluid coupler (58), a gear (60) attached to one end of the fluid coupler (58) and connected to the driving mechanism (32), a housing (62) surrounding the fluid coupler (58) and the gear (60) , and a pair of bearings (64) located in the housing (62) supporting the fluid coupler (58) and the gear (60) .
* ° 11. The engine (10) of claim 3 wherein said one of the plurality of timing gears is an accessory water pump gear (16) .
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PCT/US1984/001465 1984-07-13 1984-09-14 Turbocompound engine having power turbine output connected to the timing gear WO1986000665A1 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CA000482703A CA1248766A (en) 1984-07-13 1985-05-29 Turbocompound engine having power turbine output connected to the timing gear
EP85303987A EP0171882B1 (en) 1984-07-13 1985-06-05 Turbocompound engine having power turbine output connected to the timing gear
DE8585303987T DE3567938D1 (en) 1984-07-13 1985-06-05 Turbocompound engine having power turbine output connected to the timing gear

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US63056584A 1984-07-13 1984-07-13
US630,565 1984-07-13

Publications (1)

Publication Number Publication Date
WO1986000665A1 true WO1986000665A1 (en) 1986-01-30

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PCT/US1984/001465 WO1986000665A1 (en) 1984-07-13 1984-09-14 Turbocompound engine having power turbine output connected to the timing gear

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JP (1) JPS61502692A (en)
AU (1) AU571015B2 (en)
DE (1) DE3567938D1 (en)
WO (1) WO1986000665A1 (en)

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WO1991010076A1 (en) * 1989-12-29 1991-07-11 Saab-Scania Aktiebolag Arrangement for bearing lubrication and cooling of a hydrodynamic coupling
WO1991010049A1 (en) * 1989-12-28 1991-07-11 Saab-Scania Aktiebolag Flywheel attachment
WO1992001147A1 (en) * 1990-07-10 1992-01-23 Saab-Scania Aktiebolag A monitoring arrangement for a turbo compound engine system
DE19522753A1 (en) * 1995-06-26 1997-01-02 Voith Turbo Kg Arrangement of a hydrodynamic clutch in a drive system
DE102008026033A1 (en) 2008-05-30 2009-12-10 Voith Patent Gmbh Hydrodynamic machine, particularly hydrodynamic clutch for drive train, particularly motor vehicle drive train, has primary wheel and secondary wheel, which together form torus-shaped working chamber
CN102421992A (en) * 2009-08-27 2012-04-18 沃依特专利有限责任公司 Exhaust-gas power-recovery turbine for a turbo compound system
DE102011110205A1 (en) * 2011-08-16 2013-02-21 Voith Patent Gmbh Power train for motor car, has exhaust gas utilizable turbine staying in drive connection with power take-off shaft of internal combustion engine or switched into take-off shaft for feeding driving power into power train
CN103003144A (en) * 2010-08-10 2013-03-27 川崎重工业株式会社 Engine system and ship
US9273564B2 (en) 2010-05-14 2016-03-01 Bayerische Motoren Werke Aktiengesellschaft Device for driving an auxiliary unit

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JP5612959B2 (en) * 2010-08-10 2014-10-22 川崎重工業株式会社 Marine prime mover system
JP5702582B2 (en) * 2010-11-29 2015-04-15 川崎重工業株式会社 Marine prime mover system
JP6442226B2 (en) * 2014-10-24 2018-12-19 川崎重工業株式会社 Floating bush bearing and marine exhaust turbine
KR20180023164A (en) 2016-08-25 2018-03-07 현대자동차주식회사 Lubricating apparatus for turbo compound sysstem

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FR471200A (en) * 1913-07-03 1914-10-17 Gratien Elie Nicolas Michaux Explosion engine with exhaust gas work recovery and automatic start
US1520942A (en) * 1922-12-16 1924-12-30 Garrett John Harding Raymond Internal-combustion engine
DE952851C (en) * 1954-02-13 1956-11-22 Nsu Werke Ag Rotary vane-controlled internal combustion engine with downstream exhaust gas turbine
GB866017A (en) * 1956-11-09 1961-04-26 Kloeckner Humboldt Deutz Ag Four-stroke internal combustion engine having an exhaust gas turbo-charger
US3050932A (en) * 1958-01-18 1962-08-28 Daimler Benz Ag Auxiliary turbine drive arrangement for supercharged internal combustion engines
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WO1991010049A1 (en) * 1989-12-28 1991-07-11 Saab-Scania Aktiebolag Flywheel attachment
US5222355A (en) * 1989-12-28 1993-06-29 Saab-Scania Aktiebolag Flywheel attachment for an internal combustion engine having an exhaust gas turbine geared to the crankshaft
WO1991010076A1 (en) * 1989-12-29 1991-07-11 Saab-Scania Aktiebolag Arrangement for bearing lubrication and cooling of a hydrodynamic coupling
US5323610A (en) * 1989-12-29 1994-06-28 Saab-Scania Aktiebolag Arrangement for bearing lubrication and cooling of a hydrodynamic coupling
WO1992001147A1 (en) * 1990-07-10 1992-01-23 Saab-Scania Aktiebolag A monitoring arrangement for a turbo compound engine system
DE19522753A1 (en) * 1995-06-26 1997-01-02 Voith Turbo Kg Arrangement of a hydrodynamic clutch in a drive system
US5778668A (en) * 1995-06-26 1998-07-14 Voith Turbo Gmbh Hydrodynamic clutch arrangement in a drive system
DE19522753C2 (en) * 1995-06-26 1999-08-12 Voith Turbo Kg Arrangement of a hydrodynamic clutch in a drive system
DE102008026033A1 (en) 2008-05-30 2009-12-10 Voith Patent Gmbh Hydrodynamic machine, particularly hydrodynamic clutch for drive train, particularly motor vehicle drive train, has primary wheel and secondary wheel, which together form torus-shaped working chamber
DE102008026033B4 (en) * 2008-05-30 2017-08-24 Voith Patent Gmbh Powertrain with a hydrodynamic machine
CN102421992A (en) * 2009-08-27 2012-04-18 沃依特专利有限责任公司 Exhaust-gas power-recovery turbine for a turbo compound system
US9273564B2 (en) 2010-05-14 2016-03-01 Bayerische Motoren Werke Aktiengesellschaft Device for driving an auxiliary unit
CN103003144A (en) * 2010-08-10 2013-03-27 川崎重工业株式会社 Engine system and ship
EP2604506A1 (en) * 2010-08-10 2013-06-19 Kawasaki Jukogyo Kabushiki Kaisha Engine system and ship
EP2604506A4 (en) * 2010-08-10 2014-01-08 Kawasaki Heavy Ind Ltd Engine system and ship
CN103003144B (en) * 2010-08-10 2016-05-18 川崎重工业株式会社 Prime mover system and boats and ships
DE102011110205A1 (en) * 2011-08-16 2013-02-21 Voith Patent Gmbh Power train for motor car, has exhaust gas utilizable turbine staying in drive connection with power take-off shaft of internal combustion engine or switched into take-off shaft for feeding driving power into power train

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DE3567938D1 (en) 1989-03-02
AU3432484A (en) 1986-02-10
AU571015B2 (en) 1988-03-31
JPS61502692A (en) 1986-11-20

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