WO2000073639A1 - Compresseur pour moteur thermique - Google Patents

Compresseur pour moteur thermique Download PDF

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Publication number
WO2000073639A1
WO2000073639A1 PCT/GB2000/001530 GB0001530W WO0073639A1 WO 2000073639 A1 WO2000073639 A1 WO 2000073639A1 GB 0001530 W GB0001530 W GB 0001530W WO 0073639 A1 WO0073639 A1 WO 0073639A1
Authority
WO
WIPO (PCT)
Prior art keywords
screw
engine
displacer
forced
induction apparatus
Prior art date
Application number
PCT/GB2000/001530
Other languages
English (en)
Inventor
Mark Conrad Wilksch
Original Assignee
Seneca Technology Limited
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 Seneca Technology Limited filed Critical Seneca Technology Limited
Priority to AU41313/00A priority Critical patent/AU4131300A/en
Publication of WO2000073639A1 publication Critical patent/WO2000073639A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/06—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series the valves being furnished at seated ends with pintle or plug shaped extensions
    • 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
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • F02B33/36—Engines with pumps other than of reciprocating-piston type with rotary pumps of positive-displacement type
    • 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
    • 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 forced-induction apparatus and is particularly, but not exclusively, concerned with a super-charger, and derivative variants, and combinants, such as turbo-superchargers, for an internal combustion (i.e.) engine.
  • 'super-charger' is used, for convenience herein, to embrace any form of fluid, in particular gas, flow-booster, assister, enhancer, promoter - whether with, or without, fluid compression (internally of the device) .
  • a prime super-charger use is for (rein) forced or ram flow of a combustion gas component - such as air - into the intake of an i.e. engine.
  • the objective is to introduce a greater charge mass into a combustion chamber upon, or rather preparatory to, each combustion cycle - than the engine could otherwise achieve on its own (unassisted) account.
  • turbo-charger implies a mechanical drive - typically directly, or indirectly, from an engine output shaft, or alternatively by an independent ancillary (say, electric) motor.
  • turbo- chargmg broadly-speaking ' turbo-superchargmgl, uses surplus
  • Boost or enhancement measures such as superchargers, to re-mforce, or supplement the intake air flow - i.e. engines are reliant upon their inherent 'suction', or pressure differential, pumping ability.
  • Engine output reflects the pressure and density of the combustion charge - and, absent supplementary boost measures, such as achieved by a super-charger in an intake path - is constrained by the engine 'self-charge' ability.
  • Engines can thus benefit from super-charging, primarily because of the additional power that can be produced - for a given engine size (capacity) and speed - by a ⁇ ditional airflow through the engine.
  • Screw compressor similar to a Rootes blower, but with a complementary angular twist introduced into intermeshing, complementary profile male/female rotors - and ports suitably dimensioned to achieve flow compression, as the fluid (le air) passes therebetween and alongside the rotor axes.
  • the process of raising the pressure involves some temperature rise, and screw compressors can impart less heat than Rootes type blowers - and so deliver a denser air mass and concomitantly greater charge per unit volume.
  • Rootes super-chargers were popular in early automobile gasoline engine development.
  • the overall objective is to increase both charge pressure and density.
  • the working fluid - le air - is entrapped between the rotors and the surroun ⁇ mg housing.
  • the rotors rotate, m opposite directions, drawing the working fluid, or air, longitudinally therebetween, and alongside the rotor axes - and trapping it in closed chambers, which gradually reduce m volume .
  • an inlet port typically at one rotor end
  • an outlet port typically m the housing circumference, at an opposite end from the inlet
  • an internal pressure differential - specifically a pressure rise or gain - is created, together with an enhanced (air) through-flow.
  • Rotors are enmeshed with minimal clearance between instantaneous 'contact points', or points of closest proximity, allowing for any marginal working clearance between them.
  • Any rotor contact is desirably through an intervening lubricant film - in order to minimise leakage between the rotors.
  • leakage may prove less of a factor with increased rotor speed.
  • the 'internal compression' attendant a conventional screw compressor can increase efficiency compared with a Rootes type blower .
  • the temperature of the compressed a r is sufficient to degrade any mineral oil mist or other organic luoricant present.
  • Compressors for high pressure ratios either have to be run oil- free to ensure deposits do not accumulate, or be "flooded" with oil (or other fluid) where one of the primary duties of the oil (or other fluid) is to cool the compressed gas (air) to prevent the above mentioned degradation and fouling.
  • a continuously driven, mechanically coupled (conventional) screw compressor shares a disadvantage of a Rootes blower - namely, of compressing the charge (through the engine) - regardless of whether or not increased charge pressure is required.
  • the resulting heavy units would offset much of the improvement in 'power density', that would otherwise be expected to occur - if applied to engines as super-chargers.
  • screw compressors have been produced that use light alloy rotors and housings, but tnese have not been widely used in automotive applications.
  • Some aspects of the present invention address forced induction systems, suitable for aircraft engines, employing variants of screw compressor super-charger technology.
  • embodiments of the invention embrace lower internal pressure ratios than a conventional screw compressor - even to the extent, in certain circumstances, of no, or at least minimal, significant internal compression.
  • a screw compressor According to one aspect of the present invention, a screw compressor
  • an i.e. engine incorporates complementary intermeshing, but otherwise non-mechanically coupled, helical rotors, with an active (driving) rotor, and a passive (driven) rotor, with intake and outlet ports configured to achieve an internal 'pressure ratio', in 'normal' operation, of between unity (representing no significant compression) , and some desired valued - for example, of less than 3:1
  • the internal pressure ratio is less than 1.5:1 in 'normal' operation.
  • the rotors could employ low density, and so light-weight, metal alloys, synthetic plastics or composites.
  • the super-charger housings could feature low-density, and so light-weight, metal alloys, synthetic plastics, or composites .
  • the resulting light rotors and housings reduce the weight of the unit considerably.
  • this weight reduction makes a screw compressor viable as a supercharger.
  • a forced-induction apparatus for an i.e. engine, incorporates a screw-compressor, according to one aspect of the invention, as a 'primary', or first-stage, super-charger.
  • a multi-stage screw-compressor variant could be feasible - with successive stages in tandem - either as discrete devices or integrated within a common housing.
  • a secondary 'turbo-super-charger' (or simply turbo-charger) can be located upstream (as a pre-boost) , or downstream (as a post-boost) of a primary supercharger.
  • the forced-induction system may incorporate an inter- cooler and/or an after-cooler.
  • Some embodiments of the invention are applicable to two-stroke engines .
  • a two-stoke diesel engine would be a case in point.
  • a two-stroke engine requires a positive pressure gradient across it at all times, in order to ensure:
  • turbo-charger can provide this pressure gradient over part of an engine's operating range, but generally cannot provide it at part load, or for starting. Since turbo-chargers do not nave the characteristics required of a super-charger such as minimal lag characteristics - in order to ensure reliable two-stroke engine operation, turbo-chargers have not generally been adopted nitherto on two-stroke engines, as a sole means of supercharging,
  • a mechanically-driven radial compressor could be used, but, m order to provide sufficient pressure at starting, it would need to be very large, or be rotated at many times crankshaft speed.
  • a 'gearless' screw super-charger is envisaged as operational with either unity, or a relatively low pressure ratio, compared with conventional geared compressors .
  • the relevant pressure ratio is less then 3:1- and often, for aircraft engines, less than 1.5:1.
  • a super-charger configured according to the invention would be capable of operation at higher pressure ratios, for short periods.
  • a (gearless) super-charger so configured according to the invention could meet the temporary demand.
  • the (gearless) super-charger is generally only operating at a low pressure ratio - with relatively little power consumption.
  • the rotors and housings can be produced as light-weight components, using suitable low-density alloy, plastic or composite, with adequate strength ana stiffness.
  • a forced-induction apparatus can be used with a two-stroke diesel aircraft engine.
  • the turbocharger In 'normal' operation, the turbocharger thus positioned will provide additional airflow hence increasing the engine power, as designed.
  • the turbocharger may be of any conventional type - such as radial compressor and turbine; radial compressor with axial turbine; radial compressor and mixed flow turbine; etc., available as proprietary products, such as, for example Garret/ Allied Signal, Holset, KKK, Mitsubishi, and Brown Boveri.
  • a forced-induction apparatus for an i.e. engine, incorporates a super-charger, configured as a 'gearless A low, minimal or zero, internal pressure ratio (or gain) , screw-compressor, together with a turbocharger.
  • a one-way (eg sprag type) clutch might be incorporated into the super-charger drive.
  • Such a clutch could allow the super-charger rotors to rotate faster than they would have done, if driven by the engine via a solid coupling.
  • the super-charger would to some extent operate as a turbine - 'expanding' the charge, and using the power thus produced to increase its speed of rotation.
  • a one-way clutch would also provide some degree of de-coupling of the supercharger, from torsional crankshaft resonances.
  • One or more by-passes may be provided, from the super-charger inlet to the outlet. These may include valves, that allow charge air to flow only from inlet to outlet - if the inlet pressure is higher than the outlet pressure, by more than a predetermined amount.
  • valves and by-passes may also advantageously be arranged to allow flow, from the outlet, back to the inlet of the supercharger, or to the inlet of the turbo-super-charger, or to atmosphere (advantageously via the engine exhaust system) , if the pressures, or pressure differences, rise above other predetermined amounts .
  • the turbocharger may also include a turbine by-pass, or wastegate - which would also help to guard against excessive engine boost.
  • the forced induction apparatus may comprise more than one supercharger and/or turbocharger - in series and/or parallel.
  • the apparatus may also include inter-coolers and/or after-coolers, as required, between various components.
  • Compressors, or blowers, in parallel may be used to improve packaging, or to allow de-clutchmg of individual compressors/ blowers - as dictated by operational requirements.
  • turbocharger compressor could be located downstream (rather than upstream) of a screw compressor.
  • Figure 1 shows an overall layout of an i.e. engine and air intake system, with provision for super-charger boost m a (combustion air) intake or induction path;
  • Figure 2 shows a part-sectione ⁇ , part cut-away, perspective view of a 'gearless' screw compressor super-charger for the i.e. engine layout of Figure 1 ;
  • Figure 3 shows a sectional v ew of the 'gearless' screw compressor of Figure 2;
  • Figure 4 shows the screw compressor, and attendant i.e. engine configuration of Figures 1 through 3, with provision for lubricant feed by a controlled bleed of (lubricant) fuel (such as diesel oil) from a fuel injector and/or fuel pump;
  • Figure 5 shows a fuel injector (internal working clearance) bleed, divertable for lubrication of a target component, such as a screw- compressor, of Figures 2 and 3; and
  • Figure 6 shows suitable rotors for use in a screw compressor such as depicted m Figure 2 & 3.
  • a piston-m-cylmder type i.e. engine 10 has a generally conventional construction of crankshaft, cylinders, pistons, timing gear etc. (not shown).
  • An intake manifold 12 configured as a plenum chamber, or air- chest, connects with cylinder intake ports - and provides a single, common entry point for combustion air intake.
  • a super-charger 20 feeds air to the intake manifold 12 - and is driven directly from the crankshaft (not shown) , or by an independent ⁇ rive, such as a dedicated electric motor.
  • the super-cr.arger 20 may m turn oe fed by an upstream supercharger 40, m this case, tne compressor (stage) of a turbo-supercharger, driven by engine exnaust flow.
  • An mter-cooler (heat-exchanger) -2 and an after-cooler (heat- exchanger) 44 are disposed between the various compressors and the engine 10, as required.
  • ne rotor "N" profiles disclosed in UK Patent Application 9610289.2 are particularly suitable for operation without external synchronising means.
  • UK Patent Application 9923522.8 discloses a specific design (& profile) that enhances this still further and m particular by using two male and three female lobes as shown at Figure 6.
  • the construction of the super-charger 20 is shown in more detail m Figure 2 and comprises a housing 22, with intermeshing rotors 26, 28.
  • An inlet port 23 is located m the lower or underside casing, and an outlet port 24 at the other axial end.
  • the rotors 26, 28 are mounted on respective shafts 27, 29, supported by bearings 30, with seals 32 and a drive connection 34.
  • the construction is "geariess" m that there is no (ancillary) synchronising or timing gear, or other mechanical entramment or mter-couplmg, between the two rotor shafts 27, 29 - as with a conventional screw compressor.
  • the rotors 26, 28 have complementary helical, marginally-spaced, mter-meshmg profiles or forms, in close proximity - or (lightly) contacting, with an intervening lubricant film and/or surface coating (s) (not shown).
  • the prevailing internal (intervening) air pressure forces upon one rotor - in this case a 'passive' female driven rotor 28 - are substantially balanced about its axis.
  • the rotor profile is substantially 'involute', at points of (inter-rotor) 'contact', or closest proximity.
  • the helix (or twist) angle and the length of rotor provide close intermeshing, over substantially all rotor (relative angular) positions.
  • timing gear or other drive entrainment, inter- coupling, relative phasing or synchronising mechanism of conventional screw compressor configurations
  • Omission of timing gear or other drive entrainment, inter- coupling, relative phasing or synchronising mechanism of conventional screw compressor configurations
  • the rotors and housing are configured for zero (or minimal significant) internal compression.
  • the device can strictly no longer appropriately be called a 'compressor'.
  • This novel screw compressor ⁇ erivative exhibits certain similar (fluid-dynamic) characteristics to a Rootes blower - in that it displaces the working fluid, without internal compression.
  • Such a screw blower would use a housing with a much larger exhaust port 24 than a (conventional) screw compressor - m order to achieve zero (or minimal significant) internal compression - and thus a pressure ratio of unity.
  • the angle of 'wrap' of the rotor's helixes (le the helix angle and rotor length) can oe chosen so that the blower will function with inlet and exhaust ports which extend (all) around the respective ends of the rotors.
  • housing 22 which encloses the 'intermeshing' rotors, can simply be extended somewhat beyond the rotor span - m order to provide an end space, that will serve as an inlet port 23, or outlet port 24- that is 'end space ports'.
  • any of the various other features disclosed elsewhere herein can still be used - le gearless rotors, with minimal torque transfer, lubrication, by provision of fluid from injector back-leakage 'discussed later) and light alloy, or composite, rotors, with suitable coatings.
  • the super-charger housing 22 can be integrated with other engine components, such as the crankcase, cylinder head, water pump nousmg - m order to reduce, still further, overall engine complexity.
  • a further variant, depicte ⁇ m Figure 4, includes a facility for rotor lubrication, in order to reduce wear rates and help sealing - thereby improving super-cnarger efficiency.
  • the lubricant may be ingested into the airstream upstream of the super-charger whether or not a turbocnarger is present - or may be conducted into the supercharger, via its bearings, thus lubricating them also, or by any other convenient method.
  • the lubricant helps prevent 'dry' mter-rotor contact, that would otherwise inevitably lead to some wear, during acceleration and deceleration, in addition to 'normal' operation.
  • a 'very small' - and controlled - quantity of diesel fuel could be diverted, (or bled) , from a fuel supply, such from as a fuel injector, or fuel pump, as (super-charger) lubricant.
  • Diesel fuel would be available in those applications where the engine uses this as its main fuel - so would require no additional maintenance, supply or storage provision.
  • Diesel is an effective lubricant ana has a relatively high boiling point - so would be suitable and effective for such super-charger lubrication duty.
  • Diesel fuel could be provided by routing the 'injector leakage', or (controlled) 'bleed', from one or more of the fuel injectors, or indeed the fuel pump itself, of a diesel engine (or gas or gasoline engine, with diesel fuel pilot injection) - thus ensuring an accurately metered source of -.ub ⁇ cant, with no additional components or systems.
  • fuel injection systems particularly diesel
  • the leakage is usually collecte ⁇ ana returned to the fuel tank (or elsewhere m the fuel system) oy ⁇ edicated return pipes, or fed back to the pump inlet; fuel is not allowed to escape into the environment .
  • Such lubricant fuel leakage could also be used for some other component lubrication.
  • One embodiment of this invention uses injector leakage to provide a small, metered supply of a suitaole lubricant ( ⁇ iesel fuel) to a supercharger.
  • a suitaole lubricant ⁇ iesel fuel
  • Figure 5 shows an example of (inherent) fuel injector leakage, which can be used to advantage to provide lubricant fuel for another component - such as a screw displacer, configured as a supercharger, of Figures 2 and 3.
  • an injector pintle 58 has a tapered nose 62, interacting with a tapered seat 63, in a housing body 80.
  • the pintle outlet 66 communicates with an i.e. engine combustion chamber or precombustion chamber.
  • the pintle nose 62 is immersed in the chamber 67, which is in turn supplied with fuel, under pressure, by a feed passage 72, from a fuel injector pump (not shown) .
  • the pintle 58 as a whole is oiased towards the tapered seat 63, by a spring 76 at its opposite (back) end from the nose 62.
  • the body of the pintle 58 is configured as a pintle stem 77, with a generally cylindrical shank, located m a complementary bore 78, m the body of the injector housing 80.
  • Injection pressure (from the injector pump) lifts the pintle 58 against the spring 76 thereby opening the fluid tight seal 62, 63 and allowing fuel to flow though the annular gap 66.
  • a close-tolerance ⁇ mter-fit is provided between the pintle stem 77 and bore 78, some bypass 'leakage' of lubricant fuel is allowed.
  • an internal 'oack leakage' path 83 is inherent - from the head chamber 67, between the pintle stem 77 and the walls of the bore 78, to the 'back' end of the pintle 58.
  • This (controlled) 'leakage' 83, of lubricant fuel, is 'captured', by an appropriately adapte ⁇ internal configuration - albeit not detailed, but indicated generally by reference 85, and is returned to the fuel tank or other part of the fuel system.
  • this inherent leakage is advantageously transferred to the screw blower/displacer to provide a useful lubrication function.
  • Some supplementary cooling action may arise - which may be beneficial m lowering working gas temperatures and so raising charge density.
  • fluids are intentionally introduced for various such purposes - and subseguently extracted downstream. In that case, the improvement in efficiency is sufficient to offset the extra cost and complexity involved m supplying and removing the fluid.
  • clearances may oe increased, in order to reduce costs - if fluids can be introduced to effect or promote sealing, without loss in performance.
  • the back leakage fuel quantity is so small that it will make an insignificant difference to engine performance, and because it is the same as the engine's main fuel, its combustion m the engine will produce the same products and thus cause no significant additional environmental problems.
  • the lubricant may be fed into the intake of the supercharger, or it may be beneficial to pass it through the rotor bearings, in order to lubricate them also, on its way into the supercharger, or via any other suitable route.
  • Figure 4 shows an embodiment of this for an i.e. engine as in Figure 1- although the principle is applicable to other configurations of positive displacement i.e. engine, such as rotary types.
  • a primary supercharger 20 configured as a screw compressor according to one aspect of the invention, is fed by an upstream supercharger 40, in this case the compressor of a turbo- supercharger.
  • the forced induction system may be provided with as many stages of compression as necessary.
  • a fuel injection system controls the amount of fuel supplied to the engine and comprises a pump 50, injector supply pipes 52, injectors 54 and injector leakage-return lines 56.
  • the supercharger 20 is provi ⁇ ed, via line 56, with a metered supply of diesel fuel, to act as a lubricant.
  • the leakage is usually collected and returned - either to the upstream side of the injector pump, or to an engine fuel tank.
  • At least some of the leakage is instead directed, via feed line 56, to a primary supercharger 20, as descrioed - and/or to lubricate some other engine componentry.

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

Abstract

L'invention concerne un piston auxiliaire à vis, ou soufflante (20), servant de compresseur, pour un moteur (10) thermique volumétrique. Cette soufflante est pourvue d'une paire de rotors (26, 28) de forme hélicoïdale, contrarotatifs, mécaniquement actionnés depuis l'intérieur et s'engrenant l'un dans l'autre, placés à l'intérieur d'un boîtier (22) commun. Eventuellement la soufflante est pourvue d'orifices élargis d'alimentation (23) d'air et d'orifices élargis de sortie (24) permettant de réaliser un rapport de pression interne entre une unité intermédiaire, représentant zéro ou un gain en pression interne significatif minimum et une valeur souhaitée inférieure, par exemple, à 3:1; et cette soufflante peut être lubrifiée au moyen d'un écoulement régulé d'un carburant lubrifiant, tel que le diesel, provenant d'un injecteur (54) de carburant ou d'une pompe (50) d'injection.
PCT/GB2000/001530 1999-05-28 2000-04-19 Compresseur pour moteur thermique WO2000073639A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU41313/00A AU4131300A (en) 1999-05-28 2000-04-19 Super-charger for i.c. engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GBGB9912645.0A GB9912645D0 (en) 1999-05-28 1999-05-28 Super-charger for i.c. engine
GB9912645.0 1999-05-28

Publications (1)

Publication Number Publication Date
WO2000073639A1 true WO2000073639A1 (fr) 2000-12-07

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AU (1) AU4131300A (fr)
GB (1) GB9912645D0 (fr)
WO (1) WO2000073639A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109854502A (zh) * 2017-10-04 2019-06-07 英格索尔-兰德公司 具有以多个体积比的油喷射的螺杆式压缩机
WO2020001788A1 (fr) * 2018-06-29 2020-01-02 Volvo Truck Corporation Procédé de commande d'un système de moteur à combustion interne à quatre temps

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4193749A (en) * 1977-01-27 1980-03-18 Honda Giken Kogyo Kabushiki Kaisha Screw blower
WO1987002417A1 (fr) * 1985-10-14 1987-04-23 Svenska Rotor Maskiner Ab Agencement dans un moteur a combustion interne pourvu d'un surcompresseur
DE3803044A1 (de) * 1988-02-02 1989-08-10 Gutehoffnungshuette Man Schiebergeregelte schraubenrotormaschine und damit ausgeruesteter aufgeladener verbrennungsmotor
US4932211A (en) * 1987-09-04 1990-06-12 Man Gutehoffnungshutte Gmbh Internal combustion engine charging unit

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4193749A (en) * 1977-01-27 1980-03-18 Honda Giken Kogyo Kabushiki Kaisha Screw blower
WO1987002417A1 (fr) * 1985-10-14 1987-04-23 Svenska Rotor Maskiner Ab Agencement dans un moteur a combustion interne pourvu d'un surcompresseur
US4932211A (en) * 1987-09-04 1990-06-12 Man Gutehoffnungshutte Gmbh Internal combustion engine charging unit
DE3803044A1 (de) * 1988-02-02 1989-08-10 Gutehoffnungshuette Man Schiebergeregelte schraubenrotormaschine und damit ausgeruesteter aufgeladener verbrennungsmotor

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109854502A (zh) * 2017-10-04 2019-06-07 英格索尔-兰德公司 具有以多个体积比的油喷射的螺杆式压缩机
CN109854502B (zh) * 2017-10-04 2022-07-12 英格索兰工业美国公司 具有以多个体积比的油喷射的螺杆式压缩机
WO2020001788A1 (fr) * 2018-06-29 2020-01-02 Volvo Truck Corporation Procédé de commande d'un système de moteur à combustion interne à quatre temps
US11408330B2 (en) 2018-06-29 2022-08-09 Volvo Truck Corporation Method of operating a four stroke internal combustion engine system

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GB9912645D0 (en) 1999-07-28
AU4131300A (en) 2000-12-18

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