WO1995008704A1 - Supercharged internal combustion engine - Google Patents

Supercharged internal combustion engine Download PDF

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Publication number
WO1995008704A1
WO1995008704A1 PCT/SE1994/000842 SE9400842W WO9508704A1 WO 1995008704 A1 WO1995008704 A1 WO 1995008704A1 SE 9400842 W SE9400842 W SE 9400842W WO 9508704 A1 WO9508704 A1 WO 9508704A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
compressor
turbo compressor
valve
screw rotor
Prior art date
Application number
PCT/SE1994/000842
Other languages
French (fr)
Inventor
Johnny Oscarsson
Original Assignee
Opcon Autorotor Ab
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 Opcon Autorotor Ab filed Critical Opcon Autorotor Ab
Publication of WO1995008704A1 publication Critical patent/WO1995008704A1/en

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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0418—Layout of the intake air cooling or coolant circuit the intake air cooler having a bypass or multiple flow paths within the heat exchanger to vary the effective heat transfer surface
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0412—Multiple heat exchangers arranged in parallel or in series
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0481—Intake air cooling by means others than heat exchangers, e.g. by rotating drum regenerators, cooling by expansion or by electrical means
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/44—Passages conducting the charge from the pump to the engine inlet, 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
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0283—Throttle in the form of an expander
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a supercharged internal combustion engine of the kind set forth in the preamble of the attached claim 1.
  • Such a combination of a mechanical compressor and a turbo compressor is priorly known from the Swedish patent specification 9002849-9.
  • an essentially increased power is achieved at low speed of the engine, and, at the same time, an improved combustion at this engine speed that eliminates the clouds of soot which usually are formed by diesel engines at heavy load and low engine speed.
  • the drawback of this arrangement is mainly that a mechanical compressor provided with a clutch is a complication that is especially evident here, because the compressor normally is connected at engine speeds up to 1,500 - 3,000 rp or even less.
  • a sudden start occurs when the clutch is being connected, and an electronic control means is requested for regulating the interaction between the two types of compressors.
  • the object of the invention is to achieve an improvement of the internal combustion engine set forth in the introduction and an essentially improved utilization of the included devices.
  • FIG. 1 is a diagram of a first embodiment
  • Figure 2 is a diagram of a second embodiment with feedback of air via the expander to the turbo compressor
  • Figure 3 is preferred embodiment of the regulating valve of the compressor/expander.
  • Fig.l discloses an engine 1, preferably a diesel engine, by reasons that will obvious in the following description, provided with inlet manifold 2 and exhaust pipe 3.
  • a turbo compressor turbo
  • a compressor 5 that sucks combustion air and feeds compressed air via a pipe 6 including an intercooler 7 to the inlet 8 of a screw rotor machine 9 having an inlet end wall provided with a valve device 10, known per se, by means of which the area of an inlet port can be adjusted such, that the machine 9 can be driven alternately as compressor or expander.
  • the machine 9 is connected via a belt to a pulley 18 attached to the crankshaft of the engine.
  • valve 10 is arranged by means of a pressure operated-piston device 12 to change between two end positions in which the machine is working alternately as compressor or expander, for instance as shown in the Swedish patent specification 9302397-6.
  • a pressure operated-piston device 12 For the control of the piston device 12 it is connected via a pressure pipe 13 to the pipe 6.
  • the screw rotor machine 9 is provided with an outlet 14, that is connected to the inlet manifold 2, and if the engine is intended to be driven with low speed for a long time, in which case the machine 9 is working as compressor, an additional intercooler 15 may be connected between the outlet 14 and the inlet manifold 2.
  • a by-pass pipe 16 is connecting the inlet 8 with the inlet manifold 2 of the engine, which pipe 16 is closed by a spring actuated valve 17, which opens only when the pressure in pipe 6 exceeds a predetermined value.
  • the shown engine operates in the following way.
  • a low speed combustion air is sucked into the pipe 6 and intercooler 7 by the screw rotor machine 9, which at engine speeds up to 1,500 - 3,000 rpm is more efficient as compressor than the turbo compressor 5.
  • the turbo compressor becomes more and more efficient, and at a predetermined pressure in the pipes 6 and 13 the valve 10 reduces the area of the inlet port of the compressor 9, which then changes to work as an expander with a predetermined expansion rate.
  • the expander 9 is retarded by transmitting power to the crankshaft of the engine via the belt 11, whereby the air from the outlet 14 becomes chilled by the expander and the possible additional intercooler 15 prior to being fed together with fuel from an injection system not shown to the combustion chambers of the engine.
  • Afc e further increased pressure in the pipe 6, which can occur a.o. in connection with the control of the valve device 10 of the machine 9, air can by-pass via the by-pass pipe 16 and the valve 17 directly from the inlet of the machine 9 to the inlet of the engine 1.
  • the compressor/expander fulfils an important purpose also at high speed of the engine 1, which is in contrast to the mechanical compressor disclosed in the abovementioned SE 9002849-9.
  • the engine design in accordance to Fig.2 differs from that in accordance to Fig.l by a by-pass pipe 20 connected to the inlet 8 of the combined compressor/expander 9 and communicating with the inlet manifold 2 of the engine. Also the machine 9 is provided with an outlet pipe 21 directing air from the outlet 14 of the machine 9 to the inlet manifold 2 of the engine. Pipes 20 and 21 are connected to a valve 22 which on the outlet side changes 'between the pressure of the turbo compressor 5 via pipe 20, and the pressure of the compressor/expander 9 via pipe 21.
  • valve 22 When the pressure in the pipe 6 has reached a certain level the valve 22 is automatically changed such, that the connection between the turbo compressor 5 and the engine 1 is opened and the connection between the machine 9 and the engine 1 is closed.
  • the outlet 14 from the machine 9 is provided with a valve 23, which is in closed position under the influence of a spring and which is operated by means of a control piston 24 operated via a pipe 25 from the pressure pipe 13.
  • a valve 23 which is in closed position under the influence of a spring and which is operated by means of a control piston 24 operated via a pipe 25 from the pressure pipe 13.
  • the screw rotor machine can have either a valve device of the on- off type or a valve device provided with a continuous control, for example of the type described in the above-mentioned SE 9302397-6.
  • the valve device 10 can also be used for choosing the pressure in the inlet manifold 2 of the engine - from the chosen maximum pressure down to a pressure below atmospheric pressure.
  • the valve device of the continuous control type mentioned above is shown in Fig.3, and is in that case connected to a gas pedal 30, and is controlled at the same time as a control rod 31 connected to the injection system (not shown) of the engine.
  • the valve device 10 is - as described in the above-mentioned SE 9302397-6 - provided with two regulating plates 32,33 which cover the inlet port of the machine 9 and are simultaneously pivotally in two opposite directions by means of for instance a control wire 34, which is connected to the control rod 31 via a resilient non-rigid device 35, and is extended around hubs of the respective plates 32,33 and finally is connected to a piston device 36 provided with a built-in resilience that keeps the wire 34 stretched.
  • the piston device 36 is connected to the pressure side 6 of the turbo compressor and is designed to pull the wire 34 a predetermined distance at a predetermined pressure such, that the plates 32,33 are turned an angular displacement in closing direction till a predetermined capacity of the compressor/expander 9 is obtained. This is possible also when the gas pedal is kept in a constant position due to the fact that the movement of the wire 34 is absorbed by the resilient non-rigid device 35.
  • the screw rotor machine may for instance be connected as an alternative to the suction side of the turbo compressor.

Landscapes

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

Abstract

The invention relates to a supercharged internal combustion engine, preferably a diesel engine, provided with a series connection of a compressor (9) of screw rotor type and a turbo compressor (5). The screw rotor compressor (9) is connected to the pressure side (6) of the turbo compressor and is provided with a capacity regulating means (10) actuated at a predetermined working condition to change the screw rotor compressor (9) to work as an expander for cooling the combustion air of the engine (1) at high engine speed.

Description

Supercharged Internal Combustion Engine.
The present invention relates to a supercharged internal combustion engine of the kind set forth in the preamble of the attached claim 1.
Such a combination of a mechanical compressor and a turbo compressor is priorly known from the Swedish patent specification 9002849-9. By this combination an essentially increased power is achieved at low speed of the engine, and, at the same time, an improved combustion at this engine speed that eliminates the clouds of soot which usually are formed by diesel engines at heavy load and low engine speed. The drawback of this arrangement is mainly that a mechanical compressor provided with a clutch is a complication that is especially evident here, because the compressor normally is connected at engine speeds up to 1,500 - 3,000 rp or even less. At low load, a sudden start occurs when the clutch is being connected, and an electronic control means is requested for regulating the interaction between the two types of compressors.
The object of the invention is to achieve an improvement of the internal combustion engine set forth in the introduction and an essentially improved utilization of the included devices.
This object is achieved in accordance with the invention by means of the supercharged internal combustion engine having the characteristic features set forth in the attached claims. Instead of being disconnected at higher engine speeds, the used compressor is operated to work as an expansion machine, an expander. Due to the fact that the turbo compressor now has to work only at higher engine speeds it can be optimized such that it utilizes more of the exhaust energy. Hence, the increased output of exhaust energy via the turbo compressor at higher engine speeds then can be utilized for an increase of the expander power, that via the connection between the compressor/expander and the crankshaft of the engine feeds back a possible power excess to the crankshaft. Since the expander then performs a work, the temperature of the air fed to the engine is decreased, and, as a consequence, the pressure ratio over the expander is increased.
The invention will now be described in more detail with reference to the accompanying schematic drawings, showing two exemplifying embodiments of a supercharged internal combustion engine, in which drawings Figure 1 is a diagram of a first embodiment, Figure 2 is a diagram of a second embodiment with feedback of air via the expander to the turbo compressor, and Figure 3 is preferred embodiment of the regulating valve of the compressor/expander.
Fig.l discloses an engine 1, preferably a diesel engine, by reasons that will obvious in the following description, provided with inlet manifold 2 and exhaust pipe 3. To the exhaust pipe is connected a turbo compressor (turbo) with a compressor 5 that sucks combustion air and feeds compressed air via a pipe 6 including an intercooler 7 to the inlet 8 of a screw rotor machine 9 having an inlet end wall provided with a valve device 10, known per se, by means of which the area of an inlet port can be adjusted such, that the machine 9 can be driven alternately as compressor or expander. For this purpose the machine 9 is connected via a belt to a pulley 18 attached to the crankshaft of the engine. Further, the valve 10 is arranged by means of a pressure operated-piston device 12 to change between two end positions in which the machine is working alternately as compressor or expander, for instance as shown in the Swedish patent specification 9302397-6. For the control of the piston device 12 it is connected via a pressure pipe 13 to the pipe 6.
The screw rotor machine 9 is provided with an outlet 14, that is connected to the inlet manifold 2, and if the engine is intended to be driven with low speed for a long time, in which case the machine 9 is working as compressor, an additional intercooler 15 may be connected between the outlet 14 and the inlet manifold 2. Moreover, a by-pass pipe 16 is connecting the inlet 8 with the inlet manifold 2 of the engine, which pipe 16 is closed by a spring actuated valve 17, which opens only when the pressure in pipe 6 exceeds a predetermined value.
The shown engine operates in the following way. At start with a low speed combustion air is sucked into the pipe 6 and intercooler 7 by the screw rotor machine 9, which at engine speeds up to 1,500 - 3,000 rpm is more efficient as compressor than the turbo compressor 5. When the engine speed increases the turbo compressor becomes more and more efficient, and at a predetermined pressure in the pipes 6 and 13 the valve 10 reduces the area of the inlet port of the compressor 9, which then changes to work as an expander with a predetermined expansion rate. The expander 9 is retarded by transmitting power to the crankshaft of the engine via the belt 11, whereby the air from the outlet 14 becomes chilled by the expander and the possible additional intercooler 15 prior to being fed together with fuel from an injection system not shown to the combustion chambers of the engine.
Supply of chilled air to an internal combustion engine is always suitable. This applies especially for a diesel engine, because a reduced combustion temperature gives rise to a reduced NO emission, and it is important to keep this as low as possible, which is an advantage associated with the engine according to the invention.
Afc e further increased pressure in the pipe 6, which can occur a.o. in connection with the control of the valve device 10 of the machine 9, air can by-pass via the by-pass pipe 16 and the valve 17 directly from the inlet of the machine 9 to the inlet of the engine 1.
Consequently, the compressor/expander fulfils an important purpose also at high speed of the engine 1, which is in contrast to the mechanical compressor disclosed in the abovementioned SE 9002849-9.
The engine design in accordance to Fig.2 differs from that in accordance to Fig.l by a by-pass pipe 20 connected to the inlet 8 of the combined compressor/expander 9 and communicating with the inlet manifold 2 of the engine. Also the machine 9 is provided with an outlet pipe 21 directing air from the outlet 14 of the machine 9 to the inlet manifold 2 of the engine. Pipes 20 and 21 are connected to a valve 22 which on the outlet side changes 'between the pressure of the turbo compressor 5 via pipe 20, and the pressure of the compressor/expander 9 via pipe 21.
When the pressure in the pipe 6 has reached a certain level the valve 22 is automatically changed such, that the connection between the turbo compressor 5 and the engine 1 is opened and the connection between the machine 9 and the engine 1 is closed.
Moreover, the outlet 14 from the machine 9 is provided with a valve 23, which is in closed position under the influence of a spring and which is operated by means of a control piston 24 operated via a pipe 25 from the pressure pipe 13. When the valve 10 by the pressure in pipe 13 causes the compressor 9 to start working as expander, the pressure in pipe 25 causes the piston 24 to open the valve 23, and via a pipe 26 feed air, chilled by the expander 9, to the inlet of the turbo compressor 5.
Hence, an expansion is achieved from the pressure in the pipe 6 to atmospheric pressure, and it is possible to utilize a rather small amount of air for obtaining an expander working giving rise to an excess that is fed back to the crankshaft of the engine.
The screw rotor machine can have either a valve device of the on- off type or a valve device provided with a continuous control, for example of the type described in the above-mentioned SE 9302397-6.
The valve device 10 can also be used for choosing the pressure in the inlet manifold 2 of the engine - from the chosen maximum pressure down to a pressure below atmospheric pressure. The valve device of the continuous control type mentioned above is shown in Fig.3, and is in that case connected to a gas pedal 30, and is controlled at the same time as a control rod 31 connected to the injection system (not shown) of the engine. When the engine runs partial loaded - about 1 bar abs in the inlet manifold 2 - the area of the inlet port of the compressor/expander 9 is reduced by the valve device 10, which gives rise to an expansion and a recompression to the decided pressure. The driving power is thus reduced to almost a value corresponding to the mechanical losses. The valve device 10 is - as described in the above-mentioned SE 9302397-6 - provided with two regulating plates 32,33 which cover the inlet port of the machine 9 and are simultaneously pivotally in two opposite directions by means of for instance a control wire 34, which is connected to the control rod 31 via a resilient non-rigid device 35, and is extended around hubs of the respective plates 32,33 and finally is connected to a piston device 36 provided with a built-in resilience that keeps the wire 34 stretched. The piston device 36 is connected to the pressure side 6 of the turbo compressor and is designed to pull the wire 34 a predetermined distance at a predetermined pressure such, that the plates 32,33 are turned an angular displacement in closing direction till a predetermined capacity of the compressor/expander 9 is obtained. This is possible also when the gas pedal is kept in a constant position due to the fact that the movement of the wire 34 is absorbed by the resilient non-rigid device 35.
The invention is of course not limited to the shown and described embodiments but can be modified in different ways within the scope of the inventive idea defined by the claims. Hence, the screw rotor machine may for instance be connected as an alternative to the suction side of the turbo compressor.

Claims

C L A I M S
1. A supercharged internal combustion engine provided with a mechanical compressor (9) connected to the crankshaft of the engine (1) and in series connection with a turbo compressor (5) driven by the exhaust flow of the engine, the mechanical compressor (9) being intended for additional super¬ charging at low speed of the engine, characterized in that thδ mechanical compressor (9) is a screw rotor machine connected to the turbo compressor, preferably via an intercooler (7) , and provided with a capacity regulating means (10) designed to change the screw rotor machine between compressor operation and expander operation.
2. An internal combustion engine as claimed in claim 1, characterized in that a conduit provided with a valve (17) connects the inlet side (8) of the screw rotor machine to its outlet side (14) , the valve (17) being arranged to open when the pressure at the inlet side (8) of the screw rotor machine exceeds the pressur at its outlet side (14) .
3. An internal combustion engine as claimed in claim 1 or 2, characterized in that a conduit (26) provided with a valve (23) connects the outlet side (14) of the screw rotor machine to the inlet of the turbo compressor (5) , which valve is arranged to open at a predetermined turbo compressor pressure.
4. An internal combustion engine as claimed in any of claims
1-3,characterized in that the change of the capacity regulating means (10) is arranged to take place at a predetermined turbo compressor pressure.
5. An internal cc bustion engine as claimed in claims 3 and 4, characterized in that the valve (23) of the conduit connected to the inlet of the turbo compressor (5) and the capacity regulating means (10) are arranged to be actuated by one and the same turbo compressor pressure.
6. An internal ccmbustion engine as claimed in any of claims 1-5, characterized in that the capacity regulating means (10) is influenced partly in capacity increasing direction by means of a gas pedal (30) via a resilient member (35), which normally is inactive, partly in capacity decreasing direction by means of a piston (36) operated by the turbo compressor pressure (6) and creating an actuating force exceeding the spring force of the resilient member (35)
PCT/SE1994/000842 1993-09-23 1994-09-12 Supercharged internal combustion engine WO1995008704A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE9303109-4 1993-09-23
SE9303109A SE501556C2 (en) 1993-09-23 1993-09-23 Supercharged internal combustion engine

Publications (1)

Publication Number Publication Date
WO1995008704A1 true WO1995008704A1 (en) 1995-03-30

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PCT/SE1994/000842 WO1995008704A1 (en) 1993-09-23 1994-09-12 Supercharged internal combustion engine

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SE (1) SE501556C2 (en)
WO (1) WO1995008704A1 (en)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1536115A1 (en) * 2003-11-27 2005-06-01 Renault s.a.s. Method for supercharging an engine with cold gases
WO2006051299A1 (en) * 2004-11-10 2006-05-18 Lotus Cars Limited A pressure-charged gasoline internal combustion engine
DE102005004122A1 (en) * 2005-01-28 2006-08-03 Volkswagen Ag Dual-charged internal combustion engine, especially for vehicle, has charger pressure outlet connected to intake inlet and to intake pipe via butterfly valves; charge cooler is integrated into intake pipe to give intake/charge cooler module
GB2435902A (en) * 2006-03-09 2007-09-12 Peter John Bayram Air-cycle refrigerated boosted intercooling of i.c. engines
WO2007119072A1 (en) * 2006-04-19 2007-10-25 Peter John Bayram Variable speed positive displacement superchargers plus air-cycle refrigerated boosted intercooling
EP1867848A2 (en) * 2006-06-12 2007-12-19 Mann+Hummel Gmbh Combustion machine with secondary air injection system

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1003505B (en) * 1954-09-10 1957-02-28 Henschel & Sohn Gmbh Supercharged internal combustion engine with an expansion turbine
GB1262138A (en) * 1968-02-07 1972-02-02 Saviem Compression-ignition engines supercharged with compensation for different engine speed and load conditions
SE351262B (en) * 1971-05-05 1972-11-20 Stal Refrigeration Ab
US4502283A (en) * 1982-09-24 1985-03-05 General Motors Corporation Turbocharged engine driven positive displacement blower having a bypass passage
SE467269B (en) * 1990-09-06 1992-06-22 Volvo Penta Ab OVERLOADED COMBUSTION ENGINE

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1003505B (en) * 1954-09-10 1957-02-28 Henschel & Sohn Gmbh Supercharged internal combustion engine with an expansion turbine
GB1262138A (en) * 1968-02-07 1972-02-02 Saviem Compression-ignition engines supercharged with compensation for different engine speed and load conditions
SE351262B (en) * 1971-05-05 1972-11-20 Stal Refrigeration Ab
US4502283A (en) * 1982-09-24 1985-03-05 General Motors Corporation Turbocharged engine driven positive displacement blower having a bypass passage
SE467269B (en) * 1990-09-06 1992-06-22 Volvo Penta Ab OVERLOADED COMBUSTION ENGINE

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1536115A1 (en) * 2003-11-27 2005-06-01 Renault s.a.s. Method for supercharging an engine with cold gases
FR2863011A1 (en) * 2003-11-27 2005-06-03 Renault Sas METHOD FOR SUPERVOLVING A COLD GAS ENGINE
WO2006051299A1 (en) * 2004-11-10 2006-05-18 Lotus Cars Limited A pressure-charged gasoline internal combustion engine
DE102005004122A1 (en) * 2005-01-28 2006-08-03 Volkswagen Ag Dual-charged internal combustion engine, especially for vehicle, has charger pressure outlet connected to intake inlet and to intake pipe via butterfly valves; charge cooler is integrated into intake pipe to give intake/charge cooler module
GB2435902A (en) * 2006-03-09 2007-09-12 Peter John Bayram Air-cycle refrigerated boosted intercooling of i.c. engines
WO2007119072A1 (en) * 2006-04-19 2007-10-25 Peter John Bayram Variable speed positive displacement superchargers plus air-cycle refrigerated boosted intercooling
EP1867848A2 (en) * 2006-06-12 2007-12-19 Mann+Hummel Gmbh Combustion machine with secondary air injection system
EP1867848A3 (en) * 2006-06-12 2008-06-25 Mann+Hummel Gmbh Combustion machine with secondary air injection system
US7913488B2 (en) 2006-06-12 2011-03-29 Mann+Hummel Gmbh Internal combustion engine with secondary air injection system

Also Published As

Publication number Publication date
SE9303109D0 (en) 1993-09-23
SE9303109L (en) 1995-03-13
SE501556C2 (en) 1995-03-13

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