WO2009090075A1 - Système turbocompresseur-turborécupérateur - Google Patents

Système turbocompresseur-turborécupérateur Download PDF

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Publication number
WO2009090075A1
WO2009090075A1 PCT/EP2009/000238 EP2009000238W WO2009090075A1 WO 2009090075 A1 WO2009090075 A1 WO 2009090075A1 EP 2009000238 W EP2009000238 W EP 2009000238W WO 2009090075 A1 WO2009090075 A1 WO 2009090075A1
Authority
WO
WIPO (PCT)
Prior art keywords
turbocharger
hydrodynamic
power
drive connection
exhaust gas
Prior art date
Application number
PCT/EP2009/000238
Other languages
German (de)
English (en)
Inventor
Jürgen Berger
Markus Kley
Stephan Bartosch
Original Assignee
Voith Patent 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
Application filed by Voith Patent Gmbh filed Critical Voith Patent Gmbh
Publication of WO2009090075A1 publication Critical patent/WO2009090075A1/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
    • F02B37/005—Exhaust driven pumps being combined with an exhaust driven auxiliary apparatus, e.g. a ventilator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • 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
    • F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
    • F02B37/105—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump exhaust drive and pump being both connected through gearing to engine-driven shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/10—Engines with prolonged expansion in exhaust turbines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2700/00—Measures relating to the combustion process without indication of the kind of fuel or with more than one fuel
    • F02B2700/02—Four stroke engines
    • F02B2700/026—Four stroke engines with measures for increasing the part of the heat transferred to power, compound engines
    • 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 turbocharger turbocompound system, that is to say a drive train, in particular motor vehicle drive train with an internal combustion engine, which is charged by means of a turbocharger and on the output shaft, in particular crankshaft, additional drive energy can be transmitted mechanically, which in an exhaust gas turbine, which arranged in the exhaust stream is obtained from the exhaust gas of the internal combustion engine.
  • turbo-turbocompound systems in which in the exhaust stream of the internal combustion engine initially a first exhaust gas turbine is arranged, which drives as a component of the turbocharger an air compressor, which compresses the internal combustion engine supplied fresh air, and downstream of the exhaust gas flow is provided a second exhaust gas turbine, the is in a drive connection with the crankshaft of the internal combustion engine in order to convert energy remaining in the exhaust gas into mechanical energy and to supply it to the crankshaft, see, for example, DE 42 31 474 C1.
  • turbocharger Turbocompoundsysteme in which the turbocharger and the turbo compound have a common exhaust gas turbine, which converts the energy contained in the exhaust gas of the internal combustion engine into mechanical energy, which is then used both to drive the air compressor of the turbocharger and to drive the crankshaft of the internal combustion engine See, for example, DE 44 29 855 Cl
  • the present invention relates to the second type of turbocharger
  • Turbocompoundsystemen in which one and the same exhaust gas turbine serves to selectively or simultaneously drive the compressor of the turbocharger and the output shaft, usually crankshaft, of the internal combustion engine.
  • the compressor of the turbocharger serves to selectively or simultaneously drive the compressor of the turbocharger and the output shaft, usually crankshaft, of the internal combustion engine.
  • further exhaust gas turbines in front of this common exhaust gas turbine or behind it in the exhaust gas stream, by means of these additional units or the compressor or a compressor stage
  • BESTATIGUNGSKOPIE to drive in a multi-stage turbocharger system or the output shaft of the engine.
  • turbocharger turbocompound systems are already available, particularly for propulsion of a motor vehicle, such as a truck or a rail vehicle, there is a continuing need for further improvements based on the fuel consumption of the vehicle Combustion engine beneficial effect.
  • changes to existing systems do not affect the reliability and the design effort and the manufacturing and maintenance costs are minimized as possible.
  • the present invention has for its object to further develop the known turbocharger Turbocompoundsysteme with a common exhaust gas turbine for the turbocharger and the turbo compound such that the fuel consumption of the engine in the usual load collectives is further reduced, while reliability and low manufacturing and maintenance costs of the system ,
  • turbocharger-turbo compound system having the features of claim 1.
  • turbocharger-turbo compound system having the features of claim 1.
  • the present invention is based on the finding that in operating states in which the compressor of the turbocharger is mechanically driven by the output shaft of the internal combustion engine, therefore usually in operating states in which insufficient exhaust gas energy is available, the means of the exhaust gas turbine into mechanical energy could be converted, a different speed ratio between the speed of the compressor and the speed of the output shaft of the internal combustion engine to an optimum than in an operating state in which excess exhaust energy, converted by the exhaust gas turbine into mechanical energy, which are not used to drive the compressor meaningful can be transmitted to the output shaft of the internal combustion engine.
  • two mutually parallel power branches are provided in the drive connection between the output shaft, in particular crankshaft, the internal combustion engine and the drive connection or the drive train between the exhaust gas turbine and the compressor, which have different translations to each other or in which at least optionally mutually different translations are adjustable to change the speed ratio between the drive connection between the exhaust gas turbine and the compressor and the engine output shaft by switching the drive power flow from the one power branch to the other power branch.
  • turbocharger drive connection the drive connection between the exhaust gas turbine and the compressor, which can be produced for example solely by a turbocharger shaft, in particular as a rigid one-piece shaft, referred to as turbocharger drive connection, and the drive connection between this turbocharger drive connection and the output shaft of the internal combustion engine is
  • a freewheel switchable for example, characterized in that a separating clutch is opened in one or each of the two power branches or a hydrodynamic coupling is emptied.
  • turbocharger drive connection By providing a variable-speed connection between the turbocharger drive connection and the engine output shaft by means of two parallel power branches can be both in the operating range of the power surplus of the exhaust gas turbine, a return of the excess power to the output of the internal combustion engine, for example as a diesel engine or other piston engine realized, as well as in the field the lack of power at the compressor enable a high speed turning of the compressor with mechanical power of the internal combustion engine, wherein the speed ratios between the exhaust gas turbine and the output shaft of the engine or between the Output shaft of the engine and the compressor are optimally adjustable or preset.
  • the power transfer from one power branch to the other power branch can be switched over very quickly.
  • a simultaneous power transmission via both parallel power branches is possible, wherein the proportions of the power transmitted by each power branch power can be set particularly advantageous variable.
  • a slip clutch in the form of a hydrodynamic coupling or a hydrodynamic converter is provided in each of the two power branches, which is designed in particular switchable, that is, the power transmission is switched on and off.
  • Such a slip clutch is in one embodiment as a hydrodynamic coupling a clutch with two bladed paddle wheels - impeller and turbine - together form one, in particular toroidal, working space in which by means of a circulation flow of a working fluid, such as oil, water or a mixture, torque or drive power from the impeller to the turbine wheel or driven turbine wheel can also be transmitted from the turbine wheel to the impeller.
  • a working fluid such as oil, water or a mixture
  • the hydrodynamic coupling can be designed as a constant filling coupling or as a controllable coupling.
  • the degree of filling in the working space is not optionally adjustable, but results as a function of the rotational speed or is always kept constant.
  • the power transmission of a controllable hydrodynamic coupling can be changed by a filling control by the degree of filling of the working space is selectively increased or decreased.
  • at least one throttle element can optionally be introduced into the working medium circuit flow in the working space in order to reduce the power transmission more or less by more or less disturbing the circulation flow.
  • the hydrodynamic clutches in the two power branches are connected to each other or a control of filling and emptying of the two working spaces designed such that by mutual filling and emptying or partial filling of the working spaces of the clutches different speed ratios between the turbocharger drive connection and the output shaft of the internal combustion engine be achieved.
  • the degree of filling of the working space of the first hydrodynamic coupling is automatically increased with decreasing degree of filling of the working space of the second hydrodynamic coupling and automatically reduced with increasing degree of filling of the working space of the second hydrodynamic coupling.
  • Another advantage of providing one or more hydrodynamic clutches is that torsional vibration damping is achieved between the drive connection between the exhaust gas turbine and the compressor, the latter usually being a turbomachine, on one side and the engine output shaft on the other side.
  • each power branch in addition to a shiftable clutch or slip clutch, in particular hydrodynamic clutch, a mechanical transmission, wherein the translation of the two mechanical transmission in the different power branches is designed to deviate from each other.
  • Turbomachines also be provided separately from each other on different shafts and in particular with mutually different speed rotating or rotating at the same speed.
  • a transmission may be provided, or it is in each case a transmission between the exhaust gas turbine or the
  • Compressor and a common shaft or a common gear provided.
  • the one hydrodynamic clutch or the plurality of hydrodynamic clutches can be provided on the common shaft of the exhaust gas turbine and of the compressor or on another shaft, which in particular rotates at a different rotational speed than the compressor or the exhaust gas turbine.
  • Show it: 1 shows a first embodiment of a turbocharger according to the invention
  • Turbocompoundsystems in which in the two parallel power branches mechanical gear with mutually different translations are provided, and in series with each gear each having a hydrodynamic coupling is provided;
  • Figure 2 shows an alternative embodiment in which the various translations are made directly by different embodiments of the hydrodynamic couplings in the two power branches;
  • Figure 3 shows a first embodiment of a turbocharger turbocompound system according to the invention with two hydrodynamic transducers
  • Figure 4 shows an embodiment according to the figure 3, but another
  • FIG. 1 shows an internal combustion engine 1, in whose exhaust gas stream 2 an exhaust gas turbine 4 is arranged, which is set into rotary motion by the exhaust gas stream 2 and thus, as is known, converts exhaust gas energy into drive power.
  • the driving power of the exhaust gas turbine 4 is transmitted to a compressor 5 via a turbocharger shaft 17, whereby the compressor 5 compresses fresh air (or other medium) supplied to the engine 1 for combustion together with a fuel.
  • the internal combustion engine 1 has an output shaft 3, which through the
  • Combustion is driven and which is in a drive connection with a transmission, not shown here, via which, at a Vehicle, drive power is transmitted to the drive wheels of the vehicle.
  • the internal combustion engine it is possible for the internal combustion engine to drive a unit other than a transmission, for example, a generator in a diesel-electric drive (or, more generally, a combination of an internal combustion engine and a generator) or a propeller in a marine propulsion system.
  • the output shaft 3 of the internal combustion engine is further connected via a mechanical gear train and two hydrodynamic coupling in a drive connection with the turbocharger shaft 17.
  • This drive connection is referred to herein as Turbocompoundtriebthetic 7.
  • the turbocharger drive connection 6 is produced by the turbocharger shaft 17.
  • the turbo compound drive connection has two mutually parallel
  • Power branches 7.1 and 7.2 each of which comprises a mechanical transmission 18, 19, in each case consisting of a gear pair, and a hydrodynamic coupling 8.
  • the mechanical transmission 18 in the first power branch 7.1 has a different ratio than the second mechanical transmission 19 in the second power branch 7.2. Therefore, but not necessarily, the hydrodynamic couplings 8 may be made identical in their transmission behavior.
  • each hydrodynamic coupling 8 is in a mechanical drive connection with the respective mechanical transmission 18, 19.
  • the two turbine wheels of the two hydrodynamic clutches 8 are in direct mechanical drive connection with the turbocharger shaft 17 or are supported by it.
  • the hydrodynamic clutches 8 and their working spaces can be alternately filled with working fluid to either a
  • FIG. 2 shows details which according to alternative embodiments may be provided individually or jointly. It can thus be seen that the two parallel power branches 7.1, 7.2 are formed exclusively by the two working spaces 9 of the two hydrodynamic couplings 8.
  • the two hydrodynamic clutches 8 have a common paddle wheel 10 with a back-to-back blading, which in each case forms a part, in the present case half, of each work space 9.
  • the common paddle wheel 10 is in mechanical drive connection with the output shaft 3 of the internal combustion engine 1, for example, as shown by a
  • External teeth carries, which meshes with a gear on the output shaft 3.
  • gears or translations may be provided in this drive connection.
  • the two hydrodynamic couplings 8 each have a second one
  • the two second paddle wheels 11, 12 are in a drive connection with the turbocharger drive connection 6 and are presently supported by the turbocharger shaft 17, which mechanically connects the exhaust gas utilization turbine 4 to the compressor 5.
  • the two hydrodynamic couplings 8 have a relatively different transmission behavior, which can be achieved for example by different diameters, different number of blades, different angles of attack of the blades, different working media, different blading geometries and the like.
  • FIG. 2 also shows a possibility of how the two hydrodynamic couplings 8 can be mutually activated without it being necessary to empty one of the two working spaces 9 partially or completely from working medium. So is the common paddle wheel 10 in
  • a first blading 13 of the common impeller 10 of the blading 14 of the second impeller 11 of the first hydrodynamic coupling 8 is close, whereas a second blading 15 of the common impeller 10 with a comparatively larger, in particular substantially greater distance from the blading 16 of second impeller 12 of the second hydrodynamic coupling 8 is arranged.
  • the second blading 15 of the common impeller 10 of the blading 16 of the second impeller 12 of the second hydrodynamic coupling is close, whereas the first
  • Blading 13 of the common impeller 10 away from the blading 14 of the second impeller 11 of the first hydrodynamic coupling 8 is arranged. This achieves the following:
  • a particularly simple way of axially displacing the common blade wheel 10 can be achieved by supporting the common blade wheel 10 by means of a thread on the turbocharger shaft 17 or another shaft, so that it can be rotationally displaced on this shaft.
  • the Abgascoreurbine 4 and thus the shaft, in particular turbocharger shaft 17, of which the common impeller 10 is supported rotates at a greater speed than the common impeller 10, because a corresponding large exhaust stream or correspondingly much
  • the embodiment according to FIG. 2 can also be modified in such a way that the different ratios of the power transmission by means of the two hydrodynamic clutches 8 are achieved alternatively or additionally to the deviating configuration of the two hydrodynamic clutches 8 in that the two second blade wheels 11, 12 in a relatively different drive connection with different translations with the turbocharger drive connection 6, for example, the turbocharger shaft 17 are.
  • FIGS 3 and 4 each show an embodiment of the invention, in which in the two parallel power branches 7.1 and 7.2 of the turbo compound drive connection 7 each have a hydrodynamic converter, which is designed in particular as a variable converter, that is with adjustable vane ring arranged.
  • the hydrodynamic converter 20 in the first power branch 7.1 has a bladed impeller 20.1, which is in mechanical drive connection with the turbine wheel 21.2 of the hydrodynamic converter 21 in the second power branch 7.2, preferably in a torsionally rigid connection, so that both impellers rotate at the same speed.
  • the impeller 20.1 and thus also the turbine wheel 21.2 are in a mechanical drive connection with the turbocharger drive connection 6, which in the present case is again formed by the turbocharger shaft 17.
  • the bladed turbine wheel 20.2 of the hydrodynamic converter 20 in the first power branch 7.1 is in a mechanical drive connection with the bladed impeller 21.1 of the hydrodynamic converter 21 in the second power branch 7.2 and is preferably again rotationally fixed connected to this. Furthermore, the two paddle wheels - turbine wheel 20.2 and impeller 21.1 - are in mechanical drive connection with the output shaft 3
  • each hydrodynamic converter 20, 21 has a guide vane ring 20.3 or 21.3, which - as is known - is identifiable and releasable against rotation when executed as a Trilok converter, or is always kept stationary.
  • the drive power is mechanically transmitted from the exhaust gas turbine 4 via the illustrated transmission (FIG. 3) to the impeller 20.1 of the converter 20 in the first power branch 7.1. From the impeller 20.1 the drive power is hydrodynamically transmitted to the turbine wheel 20.2. From the turbine wheel 20.2, the drive power is transmitted mechanically via the gearbox shown to the engine output shaft 3.
  • drive power is transmitted mechanically from the engine output shaft 3 via the illustrated transmission to the impeller 21.1 of the hydrodynamic converter 21 in the second power branch 7.2. From the impeller 21.1, the drive power is transmitted hydrodynamically to the turbine wheel 21.2. From the turbine wheel 21.2, the drive power is mechanically transmitted to the compressor 5 optionally via the illustrated transmission (FIG. 3).
  • the two hydrodynamic transducers 20 and 21 are arranged on an intermediate shaft 22, which rotates more slowly than the turbocharger shaft 17 and faster than the engine output shaft 3, see the intended translations in the drive connections between the shafts.
  • the two hydrodynamic transducers 20, 21 are arranged on the turbocharger shaft 17, wherein the impeller 20.1 of the converter 20 is rotationally rigidly connected to the turbocharger shaft 17 or carried by the first power branch 7.1, and likewise the turbine wheel 21.2 of the hydrodynamic Converter 21 in the second power branch 7.2.
  • the impeller 20.1 and the turbine 21.2 run with the speed of the turbocharger shaft 17 to.
  • the turbine wheel 20.2 of the first converter 20 or the pump 21.1 of the second converter 21 are connected via a transmission with one or more gear stages in a drive connection with the output shaft 3 of the internal combustion engine 1. Accordingly, the paddle wheels of the two converters 20, 21 in the embodiment according to the 4 with a higher rotational speed than in the embodiment according to FIG. 3.
  • the two transducers 20, 21 can, as explained, be designed as an adjusting converter, for example with a guide wheel adjustment.
  • a fixed mechanical gear ratio as shown, via which the two transducers 20, 21 are in drive connection with the output shaft 3 or the turbocharger drive connection 6, it is possible to adjust the power transmission via the two power branches 7.1 and 7.2 variably and in particular steplessly ,

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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 système turbocompresseur-turborécupérateur, en particulier pour un véhicule automobile, qui comporte un moteur à combustion interne produisant un flux de gaz d'échappement et présentant un arbre de sortie; une turbine à gaz d'échappement disposée dans le flux de gaz d'échappement pour transformer l'énergie des gaz d'échappement en énergie mécanique; un compresseur, qui peut être entraîné au moyen de la turbine à gaz d'échappement via une première liaison d'entraînement - liaison d'entraînement de turbocompresseur - et qui comprime un fluide apporté au moteur à combustion interne pour la combustion. (a) La liaison d'entraînement de turbocompresseur et donc le compresseur se trouve ou peut être commuté dans une deuxième liaison d'entraînement - liaison d'entraînement de turborécupérateur - avec l'arbre de sortie du moteur à combustion interne. (b) La liaison d'entraînement de turborécupérateur comporte au moins deux branches de puissance parallèles qui présentent des démultiplications différentes ou dans lesquelles peuvent être réglées des démultiplications différentes, afin de faire varier le rapport de vitesse de rotation entre la liaison d'entraînement de turbocompresseur et l'arbre de sortie du moteur à combustion interne. Selon l'invention, un embrayage hydrodynamique (8) ou un convertisseur hydrodynamique (20, 21) est placé dans les deux branches de puissance (7.1, 7.2).
PCT/EP2009/000238 2008-01-18 2009-01-16 Système turbocompresseur-turborécupérateur WO2009090075A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008005201.9 2008-01-18
DE102008005201A DE102008005201A1 (de) 2008-01-18 2008-01-18 Turbolader-Turbocompoundsystem

Publications (1)

Publication Number Publication Date
WO2009090075A1 true WO2009090075A1 (fr) 2009-07-23

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Application Number Title Priority Date Filing Date
PCT/EP2009/000238 WO2009090075A1 (fr) 2008-01-18 2009-01-16 Système turbocompresseur-turborécupérateur

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WO (1) WO2009090075A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015176710A1 (fr) 2014-05-20 2015-11-26 Harald Wenzel Installation de compression à plusieurs étages et à accouplement d'écoulement hydrodynamique

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WO2012003880A1 (fr) * 2010-07-09 2012-01-12 KASI FöRVALTNING I GöTEBORG AB Système de suralimentation pour moteur à combustion interne
DE102017110854B4 (de) 2017-05-18 2020-01-23 Mtu Friedrichshafen Gmbh Brennkraftmaschine mit einem Motor und einer Laderanordnung, Verfahren zum Betrieb einer Brennkraftmaschine
DE102017110855B4 (de) * 2017-05-18 2019-10-17 Mtu Friedrichshafen Gmbh Verfahren zum Betreiben einer Brennkraftmaschine, Einrichtung, Brennkraftmaschine
DE102020214068A1 (de) 2020-11-10 2022-05-12 Volkswagen Aktiengesellschaft Abgasturboladersystem mit mehreren Verdichtern und Abgasturbinen und mindestens einem Getriebe
DE102020214071A1 (de) 2020-11-10 2022-05-12 Volkswagen Aktiengesellschaft Abgasturboladersystem mit Kupplung

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US4748812A (en) * 1986-08-29 1988-06-07 Isuzu Motors Limited Turbo compound engine
US4894992A (en) * 1987-10-28 1990-01-23 Isuzu Motors Limited Turbo compound engine
JPH02157423A (ja) * 1988-12-09 1990-06-18 Mitsubishi Heavy Ind Ltd ターボコンパウンドエンジン
JP2000204959A (ja) * 1999-01-14 2000-07-25 Mitsubishi Heavy Ind Ltd タ―ボコンパウンド機関
WO2005068800A1 (fr) * 2004-01-15 2005-07-28 Voith Turbo Gmbh & Co. Kg Dispositif de transfert d'une puissance motrice a accouplement en sens contraire hydrodynamique
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DE4231474C1 (de) 1992-09-19 1994-01-20 Mtu Friedrichshafen Gmbh Aufgeladene Brennkraftmaschine mit einer Nutzturbine
DE4429855C1 (de) 1994-08-23 1995-08-17 Daimler Benz Ag Aufgeladene Brennkraftmaschine mit mechanischer Hochtriebsmöglichkeit eines Abgasturboladers
DE102005025272A1 (de) * 2005-06-02 2006-12-07 Daimlerchrysler Ag Antriebsstrang mit einem Dieselmotor
DE102006013003B3 (de) * 2006-03-22 2007-09-20 Voith Turbo Gmbh & Co. Kg Hydrodynamische Baugruppe mit einem Retarder und einer hydrodynamischen Kupplung

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US4748812A (en) * 1986-08-29 1988-06-07 Isuzu Motors Limited Turbo compound engine
US4894992A (en) * 1987-10-28 1990-01-23 Isuzu Motors Limited Turbo compound engine
JPH02157423A (ja) * 1988-12-09 1990-06-18 Mitsubishi Heavy Ind Ltd ターボコンパウンドエンジン
JP2000204959A (ja) * 1999-01-14 2000-07-25 Mitsubishi Heavy Ind Ltd タ―ボコンパウンド機関
WO2005068800A1 (fr) * 2004-01-15 2005-07-28 Voith Turbo Gmbh & Co. Kg Dispositif de transfert d'une puissance motrice a accouplement en sens contraire hydrodynamique
DE102007022042A1 (de) * 2007-05-08 2008-11-13 Voith Patent Gmbh Antriebsstrang, insbesondere für Kraftfahrzeuge

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015176710A1 (fr) 2014-05-20 2015-11-26 Harald Wenzel Installation de compression à plusieurs étages et à accouplement d'écoulement hydrodynamique
DE102014107126A1 (de) 2014-05-20 2015-11-26 Harald Wenzel Mehrstufige Verdichteranlage zur Erzeugung eines komprimierten Gase
DE212015000133U1 (de) 2014-05-20 2017-05-04 Harald Wenzel Mehrstufige Verdichteranlage zur Erzeugung eines komprimierten Gases

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