WO2007035972A2 - Moteur a combustion interne a suralimentation a deux etages - Google Patents

Moteur a combustion interne a suralimentation a deux etages Download PDF

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Publication number
WO2007035972A2
WO2007035972A2 PCT/AT2006/000385 AT2006000385W WO2007035972A2 WO 2007035972 A2 WO2007035972 A2 WO 2007035972A2 AT 2006000385 W AT2006000385 W AT 2006000385W WO 2007035972 A2 WO2007035972 A2 WO 2007035972A2
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WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
inlet
exhaust gas
compressor
Prior art date
Application number
PCT/AT2006/000385
Other languages
German (de)
English (en)
Other versions
WO2007035972A3 (fr
Inventor
Kurt Prevedel
Paul Kapus
Ludwig Bürgler
Klemens Neunteufl
Original Assignee
Avl List Gmbh
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
Priority claimed from AT0158505A external-priority patent/AT500458B1/de
Priority claimed from AT0171505A external-priority patent/AT500541B1/de
Priority claimed from AT18602005A external-priority patent/AT500661B1/de
Priority claimed from AT5522006A external-priority patent/AT501234B1/de
Priority claimed from AT0070806A external-priority patent/AT501417B1/de
Application filed by Avl List Gmbh filed Critical Avl List Gmbh
Priority to DE112006002448T priority Critical patent/DE112006002448A5/de
Publication of WO2007035972A2 publication Critical patent/WO2007035972A2/fr
Publication of WO2007035972A3 publication Critical patent/WO2007035972A3/fr

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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
    • F02B37/007—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in parallel, e.g. at least one pump supplying alternatively
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F01N13/107—More than one exhaust manifold or exhaust collector
    • 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
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
    • F02B27/021—Resonance charging
    • 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
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0242—Fluid communication passages between intake ducts, runners or chambers
    • 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
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0247—Plenum chambers; Resonance chambers or resonance pipes
    • F02B27/0252—Multiple plenum chambers or plenum chambers having inner separation walls, e.g. comprising valves for the same group of cylinders
    • 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
    • F02B29/0406—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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
    • F02B37/025—Multiple scrolls or multiple gas passages guiding the gas to the pump drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/16—Control of the pumps by bypassing charging air
    • 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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/08—EGR systems specially adapted for supercharged engines for engines having two or more intake charge compressors or exhaust gas turbines, e.g. a turbocharger combined with an additional compressor
    • 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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/42—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders
    • 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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • 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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/38—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with two or more EGR valves disposed in parallel
    • 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 invention relates to an internal combustion engine, in particular with at least two cylinder groups, with two-stage supercharging with at least a first exhaust gas turbocharger with a first compressor and a second exhaust gas turbocharger with a second compressor, wherein the first and second compressor are connected in series in an inlet strand, wherein between the first and second Compressor, a first intercooler and downstream of the second compressor, at least a second intercooler is arranged.
  • the invention relates to an internal combustion engine having a crankcase and a crankcase ventilation system, wherein an inlet line, preferably in the region of an air filter, is connected via a vent line to the crankcase and wherein the crankcase via an oil separator having a vent line with the inlet strand, preferably downstream of the air filter, is connected.
  • the invention also relates to an internal combustion engine having at least two, preferably V-shaped arranged cylinder banks, each cylinder bank is associated with at least one inlet collecting space, and wherein the inlet collecting chambers are flow-connected with preferably a common fresh air line.
  • the invention relates to an internal combustion engine, in particular Otto internal combustion engine, with at least a first and a second group of cylinders, wherein the first group is connected to a first exhaust collector and the second group to a second exhaust collector, and wherein a first exhaust manifold from the first Exhaust passage to a first primary stage and a second exhaust manifold outgoing second exhaust pipe leads to a second primary stage and wherein downstream of the primary stages, a secondary stage is arranged.
  • an internal combustion engine in particular Otto internal combustion engine, with at least a first and a second group of cylinders, wherein the first group is connected to a first exhaust collector and the second group to a second exhaust collector, and wherein a first exhaust manifold from the first Exhaust passage to a first primary stage and a second exhaust manifold outgoing second exhaust pipe leads to a second primary stage and wherein downstream of the primary stages, a secondary stage is arranged.
  • the invention relates to an exhaust gas turbine for an internal combustion engine, with a double-spiral housing with a first and a second inlet spiral and a rotatable about an axis impeller, wherein between the two inlet spirals, at least one partition wall is arranged.
  • cooling of the charge air is carried out not only between the last compressor stage and the internal combustion engine but also between the two compressor stages in order, for example, to avoid impermissibly high compression end temperatures in a compression stage and / or to lower the required drive power of the downstream compressor, or to operate this in a respect to the efficiency and possibly limiting operating limits more favorable map area.
  • the cooling networks are rigidly their intended assigned functions and must be sized according to their size, the respective expenses.
  • WO 99/01656 A1 describes an internal combustion engine with a bypassable mechanical compressor, which is arranged upstream of the compressor of an exhaust gas turbocharger in the inlet line. Downstream of the compressor of the exhaust gas turbocharger, a charge air cooler is arranged downstream of the compressor of the exhaust gas turbocharger.
  • DE 10 2004 051 486 A1 discloses a multi-cylinder internal combustion engine with two exhaust gas turbochargers, each consisting of a turbine and a compressor, wherein at least temporarily the second exhaust gas turbocharger is operated during operation in addition to the first exhaust gas turbocharger.
  • the second exhaust gas turbocharger is switched off when the contribution of its compressor to the boost pressure falls below a predetermined limit.
  • the charge air cooler is arranged downstream of the compressor of the second exhaust gas turbocharger.
  • Emission legislation provides that the blow-by gases escaping from the combustion chamber into the crankcase must not be released into the atmosphere and must be returned to combustion.
  • the volume flow of the blow-by gas to be returned is generally increased by a certain amount of fresh air, which is supplied to the crankcase defined for reasons of ventilation.
  • a constant low vacuum of ideally 5 mbar to 10 mbar is set in the crankcase, which in naturally aspirated engines today turbo engines by using the negative pressure in the intake manifold for the throttled part-load operation, as well as for full-load operation by using the is reached after the air filter with increasing air passage adjusting negative pressure.
  • turbine housings are usually implemented in a twin-flow design.
  • Exhaust gas turbines with double-flow spiral housings are known for example from the publications US 6,715,288, JP 63-134815 A and WO 00/73630 Al.
  • the inlet spirals are partly designed with different geometries, the heat dissipation is problematic especially in the region of the partition wall between the two inlet spirals.
  • the object of the invention is to achieve high cooling rates at low pressure losses and shortest flow paths in an internal combustion engine of the type mentioned. It is also an object of the invention to provide an icing tolerant venting system for an internal combustion engine, with which a negative pressure in the crankcase can be provided in all engine operating ranges. Another object of the invention is to avoid a charge inequality distribution of the cylinder banks. The object of the invention is further to increase the torque especially in the lower speed range. It is another object of the invention to improve the thermal component stress in an exhaust gas turbine with a double-flow spiral housing to allow operation with high exhaust gas temperature.
  • the second compressor is bypassable, preferably a bypass flow path between the first deluftkühler and the second compressor branches off the inlet branch and opens between the second compressor and the second intercooler in the inlet branch.
  • first and second intercooler can be connected differently.
  • the flow switching valve connects the distance between the outlet of the first charge air cooler and the inlet of the second compressor with the distance between the outlet of the second compressor and the inlet of the second charge air cooler. It can be provided that per cylinder group, a second charge air cooler is provided, preferably per cylinder group, a second compressor is provided.
  • the second charge air coolers are respectively arranged in an intake manifold, wherein preferably the intake manifolds are connected to each other in a switchable manner by at least one resonance flap.
  • the flow switching valve can be opened briefly so that the suction and pressure side of the second compressor are short-circuited ,
  • first and / or second intercoolers are arranged in the V-space between the cylinder groups, wherein preferably the second intercooler are arranged above the first intercooler. It is particularly advantageous if the first and second intercoolers and preferably also at least one flow switching valve are combined in a common housing and / or in a contiguous assembly. Alternatively, it is also possible that first and second intercoolers are arranged in separate modules. In order to keep the flow paths as short as possible, it is further provided in the context of the invention that the inlet and outlet of the second compressor directly on the first and / or second intercooler, preferably with the interposition of at least one - -
  • Flow switching valve is connected, and that the first compressor via at least one pipe to the first intercooler is connected.
  • the outlet of the first compressor is connected directly to the first intercooler and that at least a second compressor via at least one pipe to the first and / or second intercooler, preferably with the interposition of at least one flow switching valve is connected.
  • the second charge air cooler is preferably connected downstream of at least one gas-dynamically active pipeline of the intake line.
  • An icing tolerant venting system for all engine operating ranges can be achieved when the vent line opens into the inlet string via a constant pressure control valve, wherein preferably the constant pressure control valve has a slide displaceable transversely to the flow direction in the inlet leg, which controls the inlet cross section of the vent line mouth into the inlet leg ,
  • the mouth of the vent line is arranged in the region of the narrowest cross-section of a cross-sectional constriction of the flow cross-section in the inlet leg caused by the slide.
  • the slide is urged by a spring into a closed position in which the opening cross-section of the vent line is blocked or reduced to the minimum in the entry branch.
  • the slide adjoins a vacuum chamber, which is connected via a bore with the inlet strand, wherein the bore in the region of the narrowest cross section opens into the inlet strand, wherein preferably the bore in the region of an end face projecting into the inlet strand the slider is arranged.
  • the vacuum chamber adjoins a compensating chamber via a membrane fixedly connected to the slide, which is acted upon by the static pressure in the inlet line via a compensating line, wherein preferably the equalizing line opens into the inlet line upstream of the cross-sectional constriction.
  • the control valve is designed as a constant pressure valve with a slider, which automatically releases such a smallest cross-section of the line of the inlet strand, which is required to cause at the bottleneck a certain drop in the static pressure of that size, to overcome the flow losses of the oil separator, as well a negative pressure in the crankcase of at least 5 mbar is needed.
  • a negative pressure in the crankcase of at least 5 mbar is needed.
  • the adjustment of the slide and consequently of the free pipe cross-section is effected by the equilibrium of forces between the spring, which loads the slide in the closed position, and the vacuum chamber above the membrane, which receives the static pressure at the bottleneck via a bore at the lower end of the slide.
  • the static pressure above all causes the slider to lift against the spring force, so that the pressure drop at the outlet of the vent line remains substantially constant from idling to rated power.
  • the diameter of the vacuum hole is dimensioned both with regard to a rapid response, as well as with regard to the avoidance of any lifting oscillations.
  • the slide can be actuated by an actuator controlled via a control unit.
  • the actuator is controlled, for example, by the engine control or by another control device as a function of the air volume supplied to the internal combustion engine.
  • the working range of the constant pressure control valve covers the entire throttled operating range and large parts of the charged partial load range, with the aim of keeping the crankcase vacuum between 5 mbar and 10 mbar in these areas. Therefore, a single vent line is sufficient to ensure sufficient negative pressure in the crankcase over the entire operating range of the internal combustion engine.
  • an adjusting means for equal distribution of fresh air is provided to the inlet collecting chambers, preferably per cylinder bank as a measure of the charge inequality distribution serving parameter is detected and wherein particularly preferably due to the difference of the parameter values the charge inequality distribution compensating actuator is pressed.
  • a first embodiment variant of the invention provides that the adjusting means has at least one metering element designed as a flap or slide, which is preferably arranged in the branching region of the inlet collecting chambers of the common fresh air line, wherein an exhaust gas recirculation line can open into the fresh air line upstream of the metering element.
  • About the Zumessorgan and the exhaust gas recirculation valve can be made a control intervention for a bank-wise charge metering. Since the recirculated exhaust gas is still metered in the common intake, can be an ideal mixing - - The recirculated exhaust gases are reached with the fresh air before dividing into the cylinder banks. A possibly uneven distribution of the mass flows is compensated by means of the Zumessorgans, so that the charge inequality distribution is reduced to zero.
  • the adjusting means has a metering line opening into the respective inlet collecting space with a metering element, preferably at least one metering line, preferably all metering lines, being flow-connected to an exhaust gas recirculation line. It is particularly advantageous if at least one metering element is designed as an exhaust gas recirculation valve.
  • the control intervention takes place via two bank-separated exhaust gas recirculation valves. It is assumed that the uniform distribution of the fresh air is largely ensured by constructive design, so that essentially only relatively small deviations, e.g. due to wear and tolerance influences must be compensated.
  • the exhaust gas is metered via the respective exhaust gas recirculation valve in such a way that identical combustion positions are established at the same start of injection, the difference in the required start of injection serving as a measure of the unequal distribution.
  • the actuating means is adjustable in dependence on a sensor signal which is a measure of the charge inequality distribution in the cylinder banks, wherein at least one detection means for at least one parameter preferably for measuring the charge inequality distribution per cylinder bank is intended for the charge inequality.
  • the parameter for the charge inequality distribution can be the different start of injection, furthermore the NO x content in the exhaust gas or the ⁇ value in the exhaust gas. In this way, over the engine life, an improvement in the emission stability can be achieved by regulating tolerances and wear influences.
  • the exhaust gas guide of successive in the firing sequence cylinders are assigned to different groups, preferably the exhaust gas flow paths of the two groups are formed separately at least until they enter the secondary stage.
  • the first primary stage is formed by a first exhaust gas turbine and the second primary stage by a second exhaust gas turbine.
  • the secondary stage may be formed by a preferably double-flow third exhaust gas turbine.
  • the first and / or second exhaust gas turbine, preferably also the third exhaust gas turbine are bypassable, wherein in each case a control valve can be arranged in the bypass line.
  • the exhaust gas trains of the internal combustion engines are thus divided into at least two groups according to the firing order, wherein successive cylinders in the firing sequence belong to different groups.
  • Each group of cylinders feed individual small primary stages via relatively small exhaust pipes.
  • Small first and second primary exhaust gas turbines also have the advantage that the wheels have smaller mass moments of inertia and thus show a favorable response.
  • the exhaust gas collector of the first and second cylinder group are connected directly to the secondary stage.
  • the cylinders of the first group are connected to a first intake manifold and the cylinders of the second group are connected to a second intake manifold, wherein at least between the compressors of the first and second primary exhaust gas turbocharger and the first and second intake manifold Inlet pipes are guided separately.
  • gas-dynamic effects can also be used on the inlet side to increase the efficiency, as well as any impairment of the operating behavior of the compressor of the primary charging stage can be prevented by mutual pressure pulsations.
  • the inlet spirals are arranged rotated relative to one another with respect to the rotational axis of the impeller, wherein preferably the two inlet spirals have separate inlet flanges.
  • the spiral housing preferably has at least one cooling channel for a cooling medium in the region of a dividing wall between the two inlet spirals.
  • cooling water jacket is chosen such that the use of light metal instead of high temperature materials is possible.
  • the inlet spirals are rotated relative to one another at such an angle that at least one region with a greater radial width of one inlet spiral is arranged next to at least one region with a smaller radial width of the other inlet spiral.
  • the usually critical partition wall between the inlet spirals is no longer exposed on both sides to the hot exhaust gas on essential areas of its surface.
  • the radial extent of the partition wall which is heated on both sides is substantially lower and the cooling surfaces facing the surroundings or actively cooled with water passages are larger.
  • the separate design of the inlet flanges has the advantage that thermomechanically critical double kidney-shaped inlet flanges can be avoided.
  • the inlets to the individual inlet spirals can be made aerodynamic according to the structural conditions of the engine and taking into account the Zünd mergetrennung. It when the inlet spirals are arranged rotated by an angle of at least 90 °, preferably at least 120 °, more preferably 180 ° with respect to the axis of rotation of the impeller is particularly advantageous.
  • a first inlet to the first inlet spiral is shorter than a second inlet to the second inlet spiral, wherein preferably the first inlet with the outermost cylinders and the second inlet with the between the outermost cylinders arranged inner cylinders is connected.
  • FIGS. show schematically:
  • FIG 1 shows an inlet branch of an internal combustion engine according to the invention
  • FIG. 2 shows an internal combustion engine in a section transverse to the crankshaft axis.
  • FIGS. 3 to 6 show the internal combustion engine in plan views; 7 shows an internal combustion engine with a conventional venting system according to the prior art;
  • Fig. 8 is a medium pressure speed diagram using the known venting system
  • FIG. 9 shows an internal combustion engine according to the invention with a ventilation system in a first embodiment
  • FIG. 10 shows a ventilation system of an internal combustion engine according to the invention in a second embodiment variant
  • Fig. 11 is a constant pressure control valve in a longitudinal section
  • FIG. 12 shows the constant-pressure control valve in a section according to the line XII-XII in FIG. 11;
  • FIG. 13 shows a medium-pressure speed diagram for the internal combustion engine according to the invention
  • Fig. 15 shows the detail XV of Fig. 14;
  • FIG. 17 shows an internal combustion engine according to the invention in a first embodiment variant
  • FIG. 18 shows an internal combustion engine according to the invention in a second embodiment variant
  • FIG. 20 shows an internal combustion engine according to the invention in a fourth embodiment variant
  • 21 shows the inlet spirals of an exhaust gas turbine according to the invention in a first embodiment variant for a V-type internal combustion engine
  • 22 shows the inlet spirals of an exhaust gas turbine according to the invention in a second embodiment variant for a series internal combustion engine with Zünd mergetrennung.
  • FIG. 23 shows the exhaust gas turbine in a section according to the lines XXIII-XXIII in FIG. 21 or FIG. 22; FIG. and
  • FIG. 23 a shows a variant of the exhaust gas turbine shown in FIG.
  • An internal combustion engine 1 with cylinder groups Ia, Ib arranged in a V-shape has at least one first exhaust gas turbocharger 2 and at least one second exhaust gas turbocharger 3, wherein the first compressor 4 of the first exhaust gas turbocharger 2 and the second compressor 5 of the second exhaust gas turbocharger 3 are connected in series in the intake train. Between the first compressor 4 and the second compressor 5, a first intercooler 7 is arranged. Downstream of the second compressor 5 there is at least one second charge air cooler 8 in the intake branch 6.
  • a bypass flow path 9 branches off a first line section 6a of the inlet branch 6 and opens between the outlet 5b of the compressor 5 and the second intercooler 8 in a second line section 6b of the inlet strand 6 a.
  • the second compressor 5 can be bypassed, at least one flow switching valve 10 is provided for bypassing.
  • the flow switching valve 10 has two switching flaps 10a, 10b in the region of the inlet 9a and outlet 9b of the bypass flow path 9, which can be actuated jointly via an actuator 10c.
  • First and second intercooler 7, 8 can in a common housing
  • the first and second intercoolers 7, 8 can be arranged in a particularly space-saving manner in the V-space 14 of the internal combustion engine 1, it being possible to provide a second intercooler 8 per cylinder group 1a, 1b.
  • the second charge air cooler 8 can be accommodated in suction collectors 15a, 15b, which - particularly advantageous - by a resonance flap
  • the arrangement of the second intercooler is followed by a gas-dynamic pipe downstream, so that a re-cooling of the resulting from the gas-dynamic compression temperature increase is effected.
  • FIG. 3 shows individual phases of the air inflow of an embodiment variant of the internal combustion engine 1.
  • the air indicated by the arrows L flows via an air filter 13 in the region of the V space of the V internal combustion engine first compressor 4 of the first exhaust gas turbocharger 2.
  • the arrows A the flow path of the exhaust gas is indicated.
  • the compressed air leaves the first compressor 4 and enters the first charge air cooler 7, as shown in Fig. 4. Thereafter, the air L flows into the second compressor 5 of the second exhaust gas turbocharger 3, is further compressed and enters the second intercooler 8 shown schematically in Fig. 5. After passing through the second intercooler 8, the air L is supplied to the individual cylinders 16, as in FIGS. 5 and 6 can be seen.
  • the two inlet headers 15a, 15b can be flow-connected to one another via the resonance flaps 12.
  • the air L is guided past the second compressor 5 when the flow switching valves 10 are open and fed directly from the first charge air cooler 7 to the second charge air cooler 8.
  • the embodiment described allows a compact and cost-effective design and improved cooling of the charge air. Especially when operating with high air flow rates, the flow lengths and consequently the pressure losses are reduced to a minimum.
  • FIG. 7 shows an internal combustion engine 101 with a ventilation system 102 according to the prior art.
  • a ventilation line 105 goes out, which leads to the crankcase 106 of the combustion line.
  • motor 101 leads.
  • the crankcase 106 is connected to the intake manifold 104 via a first full load vent line 107 and a second partial load vent line 108.
  • the first vent line 107 in this case opens into the inlet line 104 between the air filter 103 and the compressor 109, wherein a check valve 110 is arranged in the first vent line 107.
  • the second vent line 108 opens via a check valve 111 into the intake manifold 112 of the intake manifold 104 downstream of the compressor 109, the intercooler 113 and the throttle valve 114.
  • an oil separator and crankcase pressure control valve 115 is arranged in the region of the outlet from the crankcase.
  • the disadvantage is that for full load and part load separate vent lines 107, 108 must be provided.
  • Another disadvantage is that the check valves 110, 111 are relatively susceptible to icing.
  • FIG. 8 shows a mean-pressure p m -speed n-diagram for the internal combustion engine shown in FIG. 7.
  • reference numeral 119 of the map range of a conventional internal combustion engine occurs in the temporary overpressure in the crankcase.
  • the indicated with the field 116 overpressure range for the crankcase is limited only to a limited, not the main driving range corresponding map area, which is just acceptable. For future supercharged engines, however, a strong expansion of this overpressure range is to be expected.
  • Dashed line 117 shows the mean pressure p m of future supercharged engines.
  • the reference numeral 118 designates the overpressure region in the crankcase, which would also affect the main driving range. Such an expansion of the overpressure range in the crankcase would have the consequence that leaks at the shaft passages, a disabled oil return from the turbocharger in the crankcase and an incorrect function of the facilities for oil separation occur and the statutory requirements would not be met.
  • FIG. 9 shows an internal combustion engine 201 according to the invention with a ventilation system 202.
  • an air line 203 of an inlet line 204 is preceded by a ventilation line 205 leading to the crankcase 206 of the internal combustion engine 201.
  • a single ventilation line is provided between the crankcase 206 and the inlet line 204 207, which opens into the inlet strand 204 between the air filter 203 and the compressor 209.
  • a constant-pressure control valve 210 is provided, which controls the return flow from the crankcase 206 into the inlet branch 204.
  • the reference numeral 212 designates the intake manifold, reference numeral 213 the intercooler and reference numeral 214 a throttle valve.
  • an oil separator 215 is arranged in the area of Outlet of the vent line 207 from the crankcase 206.
  • the constant-pressure control valve 210 is controlled automatically.
  • Fig. 11 shows a constant pressure control valve 210 in section.
  • the constant pressure control valve 210 has a spool 220 whose spool stroke is designated h. In the area of the narrowest cross-section of the inlet line 204 caused by the slide 220, the mouth 208 of the vent line 207 is arranged.
  • the slider 220 is pressed by a spring 221 into a position in which the cross section of the mouth 208 is blocked by the slider 220 or greatly reduced.
  • a membrane 222 is connected, which on the one hand adjacent to a pressure chamber 223 and on the other hand to a compensation chamber 224.
  • To the vacuum chamber 223 performs a arranged in the region of the end face 225 of the slider 220 bore 226, which is located approximately in the region of the narrowest cross-section.
  • the equalization chamber 224 is connected to the inlet string 204 via a equalization line 227, with the equalization line 227 being spaced from the narrowest cross section of the inlet string formed by the spool 220. Due to the balance of forces between the spring 221 and the static pressure in the vacuum chamber 223 of the slider is actuated automatically. With S E , the flow in the inlet line, with S 6, the flow in the vent line 207 indicated.
  • the constant pressure control valve 210 can also be actuated by a separate actuator 230, which is controlled by a control unit 231 (FIG. 10).
  • Fig. 12 the constant pressure control valve 210 is shown in a section across the inlet leg 204.
  • Reference numeral 229 denotes lateral guides for the slider 220.
  • the operating range of the constant-pressure control valve 210 for the crankcase pressure control is shown in a mean-pressure p m -speed n-diagram.
  • Line 219 shows the mean pressure p m for a typical naturally aspirated engine at full load.
  • the throttled operating range B D wherein the crankcase vacuum is between 5 mbar and 10 mbar.
  • the charged part load operating range B L Above the line 219 is the charged part load operating range B L , with a crankcase vacuum between 5 mbar and 10 mbar.
  • Numeral 217 denotes the full load line for the supercharged engine.
  • the working range of the constant pressure control valve 210 comprises the entire throttled operating range B D and large parts of the charged partial load range B L , with the aim of keeping the crankcase vacuum between 5 mbar and 10 mbar in these areas.
  • the working range can end and the promotion of the blow-by gas in a known Mode (full load ventilation) carried out, with crankcase vacuum pressures should be maintained by about a maximum of 25 mbar.
  • the area of full load ventilation is designated B v .
  • the dot-dash line 218 indicates the limit of the control range of the constant pressure control valve 210. Below the line 218 is set by the control of the constant pressure control valve 210, the negative pressure in the crankcase 206, above the line 218 is the area of full load ventilation, in which the Constant pressure control valve 210 is open and in the intake line, a sufficiently high negative pressure is pronounced.
  • the internal combustion engine 301 has a first and a second cylinder bank 302, 303 with a plurality of cylinders 304, 305.
  • Each cylinder bank 302, 303 is connected to an inlet header 306, 307 via inlet lines 308, 309, respectively.
  • the intake plenums 306, 307 exit from a common fresh air duct 311 via a common plenum 310.
  • each cylinder bank 302, 303 is connected on the outlet side via outlet manifolds 312, 313 to an exhaust line 314.
  • Reference symbol 315 designates an exhaust gas turbine of an exhaust gas turbocharger arranged in the exhaust line 314.
  • sensors 316, 317 may be used on the exhaust side, which detect characteristic parameters, such as NO x , ⁇ value in the exhaust partial section 312, 313, of each cylinder bank 302, 303.
  • the difference in the start of injection in cylinders 304, 305 of different cylinder banks 302, 303 can be used as a measure of the charge inequality distribution of the two cylinder banks 302, 303, in particular in combustion position control.
  • an adjusting means S is used on the inlet side in order to achieve a charge equal distribution in the inlet receiving chambers 306, 307.
  • the adjusting means S consists of a metering element 316, which divides the charge air flow from the inlet pipe 311 into the inlet collecting chambers 306, 307, respectively.
  • the metering member 316 may be formed by a flap (FIG. 14) or a pusher (FIG. 15).
  • an exhaust gas recirculation line AGR opens into the fresh air line 311 upstream of the metering element 316.
  • an exhaust gas recirculation cooler 319 and an exhaust gas recirculation valve 320 are disposed.
  • the control intervention for the charge equalization takes place via the exhaust gas recirculation valve 320 and the metering element 318. Via the metering element 318, a bank-wise charge metering of a fresh air / exhaust gas mixture is achieved. Since the exhaust gas metering is still carried out in the common intake section of the fresh air line 311, an ideal mixing of the recirculated exhaust gas with the fresh air before distribution can be achieved. Any existing uneven distribution of the total mass flows of fresh air and exhaust gas is adjusted by means of the metering 318, in each case the flow is throttled to an intake plenum 306, 307.
  • the metering element S has metering lines 321, 322 with metering valves 323, 324.
  • the metering lines 321, 322 start from the exhaust gas recirculation line AGR and can be designed as conventional exhaust gas recirculation valves.
  • the exhaust gas from the exhaust gas recirculation line AGR is metered via the respective metering valve 323, 324 such that a charge equal distribution in the inlet collecting chambers 306, 307 is achieved.
  • a control variable can be used, for example, the difference of the combustion positions at the same start of injection, and thus the same ignition delay, different cylinder banks.
  • an operating point-dependent charge equalization control in the characteristic field can be carried out by bank. Furthermore, it is possible to compensate for tolerance and wear influences and thereby improve the emission stability over the service life.
  • the internal combustion engine 401 has a plurality of cylinders 402, the exhaust lines 402a, 402b, 402c, 402d of which are combined into two groups A, B, the exhaust pipes 402a, 402d; 402b, 402c of non-sequential in the firing sequence cylinders 402 in each case an exhaust collector 403, 404 open.
  • the exhaust manifolds 403, 404 communicate with a primary stage 405a, 405b and a secondary stage 406, respectively. From the first exhaust gas collector 403, a first exhaust pipe 407 leads to the exhaust gas turbine 408a of a first exhaust gas turbocharger 408.
  • a second exhaust gas line 409 leads to the exhaust gas turbine 410a of a second exhaust gas turbocharger 410. Downstream of the exhaust gas turbines 408a, 410a, first and second exhaust gas lines 407, 409 continue to Exhaust gas turbine 411a of a third exhaust gas turbocharger 411, which forms the secondary stage.
  • first exhaust gas collector 403 or second exhaust gas collector 404 can be connected directly to the third exhaust gas turbine 411a, bypassing the first and second exhaust gas turbines 408a, 410a, the flow rate being controlled via at least one control element 414, 414a, 414b can be controlled.
  • the cross section of the first exhaust pipe 407 and the second exhaust pipe 409 is smaller than the cross section of the first and second bypass pipes 412, 413, respectively.
  • the third exhaust gas turbine 411a is bypassed by a third bypass line 415, wherein in the third bypass line 415, a control member 416 is arranged.
  • the common inlet line 417 Downstream of the compressor part 411b of the third exhaust gas turbocharger 411, the common inlet line 417 splits into a first inlet line 418 and a second inlet line 419, wherein the first inlet line 418 to the compressor part 8b of the first exhaust gas turbocharger and the second inlet line 419 opens into the compressor part 410b of the second exhaust gas turbocharger 410.
  • the first and second inlet lines 418, 419 are continued downstream of the compressor sections 408b, 410b in separate charge air lines 421a, 421b.
  • the charge air lines 421a, 421b lead into a common intercooler 420.
  • a common charge air line 421 in which a throttle flap 422 is arranged, leads to an intake manifold 423 common to all cylinders 402.
  • a single control member 414 is provided, wherein the bypass lines 412, 413 are combined to form a common bypass line 424.
  • the first and second exhaust pipes 407, 409 are summarized downstream of the exhaust gas turbines 408a, 410a to a common exhaust pipe 425, which opens into the third exhaust gas turbine 411a.
  • the exhaust gas strands of each group A, B are designed to be completely separate from the cylinders 402 until they enter the third exhaust gas turbine 411a.
  • the third exhaust gas turbine 411a is thus designed to be double-flowed.
  • a control member 414a, 414b is arranged in each of the bypass lines 412, 413.
  • the first and second exhaust pipes 407, 409 are also downstream of the first and second exhaust gas turbines, respectively _
  • the charge air lines 421a, 421b are also completely separate up to the separate intake collectors 423a, 423b, wherein an intercooler 420a, 420b and a throttle flap 422a, 422b are arranged in each of the two charge air lines 421a, 421b is.
  • Each of the two charge air lines 421a, 421b leads to a separate intake manifold 423a, 423b, wherein the two intake manifolds 423a, 423b are connectable to each other via a control flap 424. Via the flap 424 can be done a vote of the two inlet strands.
  • FIG. 18 shows an internal combustion engine 401 with four cylinders 402
  • FIG. 19 shows an internal combustion engine 401 with six cylinders 402 arranged in series.
  • FIG. 20 schematically shows a cylinder bank of a V6 internal combustion engine which forms a group A of cylinders 402.
  • the cylinder bank is associated with a first exhaust gas turbocharger 408, a first bypass line 412 and a first control member 414a.
  • the not further apparent second cylinder bank forms the second group B of cylinders 402, wherein this group B of cylinders 402 of the second exhaust gas turbocharger 410 including the second bypass line 413 and control valve 414b is assigned.
  • FIG. 21 shows an exhaust gas turbine 510 for an internal combustion engine having a double-flow spiral housing 512 with a first and a second inlet spiral 514, 516.
  • the two inlet spirals 514, 516 are at an angle .alpha. Of approximately .alpha. With respect to the axis of rotation 534a of an impeller 534 180 ° twisted to each other.
  • the exhaust gas flow of a first cylinder bank A indicated by the arrow 518 and the exhaust gas flow 520 of a second cylinder bank B flow into the first inlet spiral 514.
  • the inlet flanges 522, 524 separated and arranged on different sides of the exhaust turbine 510, which may be particularly for V-type internal combustion engines with central arrangement of the exhaust gas turbocharger of advantage for the gas flow.
  • waste gate channels for bypassing the impeller 534 are indicated.
  • the partition wall 530 between the two inlet spirals 514, 516, as well as the waste gate channels 526, 528 are cooled by means of in Fig. 21 indicated by dashed lines cooling water channels 532.
  • FIG. 22 shows an exemplary embodiment of an exhaust gas turbine 510 for a row internal combustion engine with four cylinders 501, 502, 503, 504 arranged in series.
  • Reference symbols 538, 540, 542, 544 designate exhaust gas streams which discharge into the first and second intake spirals 514, 516, respectively , wherein a Zünd mergetrennung the exhaust gas streams is performed. Again, the two inlet spirals 514, 516 against each other by an angle ⁇ of about 120 ° to 180 ° rotated to indemnify the partition 530.
  • the inlet part 516c of the inlet spiral 516 is designed so that the inlet flanges 522, 524 of the two turbine outlets 522a, 524a come to rest so that an advantageous design of the exhaust manifold results.
  • the interconnection of the inlet spirals 514, 516 with the cylinder groups is preferably carried out in such a way that the very short running inlet 514c is connected to the outer cylinders 501, 504 and the comparatively long inlet 516c is connected to the inner cylinders 502, 503.
  • the inlets 514c, 516c to the individual inlet spirals 514, 516 aerodynamically and taking into account the Zünd mergetrennung constructively simple and space-saving.
  • the inlet flanges 522, 524 are formed separately from one another, whereby a thermomechanically critical cracking critical double-inlet flange can be avoided.
  • the two spirals 514, 516 are rotated by an angle ⁇ such that regions 516a, 514a of greater radial width W of one inlet spiral 516, 514 can be positioned adjacent to regions 514b, 516b of small radial width w of the other inlet spiral 514, 516.
  • This causes the thermally critical partition wall 530 is no longer exposed on both sides of the hot exhaust gases between the two inlet spirals 514, 516 on essential areas of their area and the radial extent of the remaining partition 30 heated on both sides is substantially lower.
  • the inlet spirals 514, 516 may be provided with a cooling water jacket formed by cooling passages 532, especially in the area of the dividing wall 530.
  • the design of the cooling water jacket is selected so that light metal can be used instead of expensive high-temperature Werwer materials as material for the spiral housing 512.

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  • 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

L'invention concerne un moteur à combustion interne (1) comprenant notamment au moins deux groupes cylindre (1a, 1b), à suralimentation à deux étages, présentant au moins un premier turbocompresseur à gaz d'échappement (2) avec un premier compresseur (4) et un second turbocompresseur à gaz d'échappement (3) avec un second compresseur (5). Le premier et le second compresseur (4, 5) sont couplés en série dans une chaîne d'admission (6). Un premier refroidisseur d'air de suralimentation (8) est monté entre le premier et le second compresseur (4, 5) et au moins un second refroidisseur d'air de suralimentation (8) est monté en aval du second compresseur (5). Afin d'améliorer le refroidissement de l'air de suralimentation, de réduire l'encombrement et de permettre une fabrication économique, il est prévu que le second compresseur (5) puisse être contourné.
PCT/AT2006/000385 2005-09-27 2006-09-21 Moteur a combustion interne a suralimentation a deux etages WO2007035972A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112006002448T DE112006002448A5 (de) 2005-09-27 2006-09-21 Brennkraftmaschine mit zweistufiger Aufladung

Applications Claiming Priority (10)

Application Number Priority Date Filing Date Title
ATA1585/2005 2005-09-27
AT0158505A AT500458B1 (de) 2005-09-27 2005-09-27 Brennkraftmaschine, insbesondere otto-brennkraftmaschine
ATA1715/2005 2005-10-20
AT0171505A AT500541B1 (de) 2005-10-20 2005-10-20 Brennkraftmaschine
AT18602005A AT500661B1 (de) 2005-11-15 2005-11-15 Brennkraftmaschine mit einem kurbelgehäuse
ATA1860/2005 2005-11-15
AT5522006A AT501234B1 (de) 2006-03-30 2006-03-30 Abgasturbine für eine brennkraftmaschine
ATA552/2006 2006-03-30
ATA708/2006 2006-04-26
AT0070806A AT501417B1 (de) 2006-04-26 2006-04-26 Brennkraftmaschine mit zweistufiger aufladung

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WO2007035972A3 WO2007035972A3 (fr) 2007-06-14

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WO2009156572A1 (fr) * 2008-06-26 2009-12-30 Wärtsilä Finland Oy Moteur à combustion
EP2146072A1 (fr) * 2008-06-27 2010-01-20 Ford Global Technologies, LLC Moteur à combustion interne comportant une culasse et une turbine
DE102008046596A1 (de) * 2008-07-18 2010-01-21 Mahle International Gmbh Frischluftanlage
DE102008032388A1 (de) * 2008-07-09 2010-01-21 Audi Ag Ladeluftkühler
EP2166211A1 (fr) * 2008-09-19 2010-03-24 MAN Nutzfahrzeuge Aktiengesellschaft Moteur à combustion interne avec recirculation des gaz d'échappement
WO2010051876A3 (fr) * 2008-11-07 2011-03-24 Bayerische Motoren Werke Aktiengesellschaft Turbocompresseur à double entrée
US8186159B2 (en) * 2005-05-31 2012-05-29 Valeo Systemes Thermiques Intake air cooler for dual-state turbocharging turbocompressed heat engine and corresponding air circuit
CN102797555A (zh) * 2012-09-07 2012-11-28 三一重机有限公司 一种发动机进气量控制系统及其控制方法及其工程机械
US20140298799A1 (en) * 2013-04-04 2014-10-09 GM Global Technology Operations LLC Exhaust manifold
CN104114836A (zh) * 2012-02-13 2014-10-22 五十铃自动车株式会社 柴油发动机
DE102013021662A1 (de) * 2013-12-19 2015-06-25 Daimler Ag Aufgeladene Brennkraftmaschine
CN106917668A (zh) * 2017-04-21 2017-07-04 奇瑞汽车股份有限公司 一种汽车发动机中冷器及具有其的发动机进气系统
FR3066784A1 (fr) * 2017-05-29 2018-11-30 Valeo Systemes De Controle Moteur Compresseur electrique avec vanne de contournement
DE102010036592B4 (de) 2010-07-23 2022-06-09 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Vorrichtung zur Ladeluftkühlung

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DE102014000450B4 (de) * 2013-02-18 2016-02-18 Modine Manufacturing Company Einlasskrümmer mit Ladeluftkühler

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Cited By (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8186159B2 (en) * 2005-05-31 2012-05-29 Valeo Systemes Thermiques Intake air cooler for dual-state turbocharging turbocompressed heat engine and corresponding air circuit
WO2009156572A1 (fr) * 2008-06-26 2009-12-30 Wärtsilä Finland Oy Moteur à combustion
EP2146072A1 (fr) * 2008-06-27 2010-01-20 Ford Global Technologies, LLC Moteur à combustion interne comportant une culasse et une turbine
DE102008032388A1 (de) * 2008-07-09 2010-01-21 Audi Ag Ladeluftkühler
US9328653B2 (en) 2008-07-09 2016-05-03 Audi Ag Intercooler
DE102008032388B4 (de) * 2008-07-09 2011-07-07 Audi Ag, 85057 Ladeluftkühler
CN101624934B (zh) * 2008-07-09 2012-02-01 奥迪股份公司 增压空气冷却器
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EP2166211A1 (fr) * 2008-09-19 2010-03-24 MAN Nutzfahrzeuge Aktiengesellschaft Moteur à combustion interne avec recirculation des gaz d'échappement
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WO2010051876A3 (fr) * 2008-11-07 2011-03-24 Bayerische Motoren Werke Aktiengesellschaft Turbocompresseur à double entrée
DE102010036592B4 (de) 2010-07-23 2022-06-09 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Vorrichtung zur Ladeluftkühlung
CN104114836A (zh) * 2012-02-13 2014-10-22 五十铃自动车株式会社 柴油发动机
EP2816210A4 (fr) * 2012-02-13 2016-01-20 Isuzu Motors Ltd Moteur diesel
CN102797555A (zh) * 2012-09-07 2012-11-28 三一重机有限公司 一种发动机进气量控制系统及其控制方法及其工程机械
US20140298799A1 (en) * 2013-04-04 2014-10-09 GM Global Technology Operations LLC Exhaust manifold
US9303555B2 (en) * 2013-04-04 2016-04-05 GM Global Technology Operations LLC Exhaust manifold
DE102013021662A1 (de) * 2013-12-19 2015-06-25 Daimler Ag Aufgeladene Brennkraftmaschine
CN106917668A (zh) * 2017-04-21 2017-07-04 奇瑞汽车股份有限公司 一种汽车发动机中冷器及具有其的发动机进气系统
FR3066784A1 (fr) * 2017-05-29 2018-11-30 Valeo Systemes De Controle Moteur Compresseur electrique avec vanne de contournement

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DE112006002448A5 (de) 2008-08-07

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