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WO2009018896A1 - Moteur à combustion interne pour un véhicule automobile avec un premier et un deuxième turbocompresseurs à gaz d'échappement - Google Patents

Moteur à combustion interne pour un véhicule automobile avec un premier et un deuxième turbocompresseurs à gaz d'échappement Download PDF

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Publication number
WO2009018896A1
WO2009018896A1 PCT/EP2008/005759 EP2008005759W WO2009018896A1 WO 2009018896 A1 WO2009018896 A1 WO 2009018896A1 EP 2008005759 W EP2008005759 W EP 2008005759W WO 2009018896 A1 WO2009018896 A1 WO 2009018896A1
Authority
WO
WIPO (PCT)
Prior art keywords
exhaust gas
internal combustion
combustion engine
gas turbocharger
compressor
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/EP2008/005759
Other languages
German (de)
English (en)
Inventor
Wolfram Schmid
Siegfried Sumser
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
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 Daimler AG filed Critical Daimler AG
Publication of WO2009018896A1 publication Critical patent/WO2009018896A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • 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
    • F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives 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
    • F02B37/007—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
    • 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
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • F02B37/183—Arrangements of bypass valves or actuators therefor
    • 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
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the 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
    • F02M26/02—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
    • 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 a gasoline and / or a diesel engine, for a motor vehicle with a first and a second exhaust gas turbocharger specified in the preamble of claim 1.
  • Such an internal combustion engine is for example already known from DE 10 2005 046 507 Al as known and comprises a first and a second exhaust gas turbocharger for pre-compression of a feasible through an intake tract of the internal combustion engine air flow.
  • the running gear of the two exhaust gas turbochargers each comprises a compressor in the intake tract and a non-rotatably coupled to the respective compressor exhaust gas turbine in an exhaust gas tract of the internal combustion engine.
  • the two exhaust gas turbochargers are connected in series, wherein the first, remote engine exhaust turbocharger is designed as a large-scale low-pressure stage and the second, close to the engine arranged exhaust gas turbocharger as a small-sized high-pressure stage.
  • the compressor of the first of the compressor of the second is thus upstream in the intake of the compressor, whereas in the exhaust system, the exhaust gas turbine of the first of the exhaust gas turbine of the second exhaust gas turbocharger is downstream.
  • the internal combustion engine additionally comprises an electronic charge pressure control. Object of the present invention is to provide an internal combustion engine of the type mentioned, which allows an improved overall efficiency.
  • An internal combustion engine which allows an improved overall efficiency, according to the invention created by the fact that a switching device is provided in the intake tract, which between a
  • Two-staged mode of operation in which the air flow is serially routable through the compressor of the first and the compressor of the second exhaust gas turbocharger, and a register operating mode in which the air flow in parallel through the compressors of the first and the second exhaust gas turbocharger is to be switched.
  • a switching device is provided, by means of which can be switched between serially connected compressors and compressors connected in parallel, so that the charging system of the internal combustion engine can be used either as a two-stage or as a register-charging system. This allows a significant improvement in the overall efficiency and significantly increased variability to increase the engine throughput capability of the two compressors.
  • the register operating mode is advantageous, for example, in internal combustion engines designed as gasoline engines, since these enable comparatively high rotational speeds and require correspondingly high throughput spreads, which, however, in the case of one or two-stage supercharging systems only by concessions at the torque maximum of the internal combustion engine possible are.
  • a two-stage charge in the two-speed operating mode is still possible, so that correspondingly high specific powers of the internal combustion engine can be achieved on account of the high charge pressures made possible thereby.
  • the power supply characteristics of the internal combustion engine are significantly improved due to the optimal adaptability of the operating mode to the respective operating situation.
  • the switching device for receiving control signals is coupled to an engine control device of the internal combustion engine and to be switched in dependence on the control signals. This allows an optimally adaptable to the respective operating condition of the internal combustion engine switching the switching device between the Zweistuftechniks- and the register operating mode, taking into account all relevant operating parameters of the internal combustion engine.
  • the first exhaust gas turbocharger is designed as a low pressure stage and the second exhaust gas turbocharger as a high pressure stage. This makes it possible to minimize the so-called turbocharger, since the second, smaller exhaust gas turbocharger, due to its lower mass inertia, rotates up quickly and can therefore be used for low rotational speeds of the internal combustion engine.
  • first exhaust gas turbocharger From a certain speed is also for the larger-building, first exhaust gas turbocharger enough air mass and pressure available, so that the required for higher speeds high air volume can be provided.
  • the two exhaust gas turbochargers can thus be optimally adapted to different engine speed ranges.
  • To avoid excessive boost pressures or rotational speeds of the exhaust gas turbocharger it is possible to provide corresponding charge pressure control systems known to the person skilled in the art.
  • the exhaust gas turbine of the second exhaust gas turbocharger is arranged upstream of the exhaust gas turbine of the first exhaust gas turbocharger in the exhaust system.
  • the exhaust gas under high pressure can be used to drive the smaller exhaust gas turbine of the second exhaust gas turbocharger, so that a spontaneous response of the internal combustion engine is ensured due to the low mass inertia of the power tool.
  • a valve device is provided in the exhaust tract, by means of which a respective power consumption of the exhaust gas turbines of the first and second exhaust gas turbocharger is to be adjusted continuously. Since in the two-stage operating mode the narrowest cross-section of the compressors connected in series, but in the register operating mode the sum of the narrowest Cross sections of both compressors the maximum
  • the switching device comprises a rotary slide device.
  • Rotary slide devices represent a structurally simple and robust adjustment and offer various advantages such as small footprint, rapid closing and switching ability, low flow losses and a simple design as a multi-way cock.
  • the rotary slide device via a first, the compressor of the first exhaust gas turbocharger bridging line to the intake, via a second line to the compressor of the first exhaust gas turbocharger, via a third line to the compressor of the second exhaust gas turbocharger and a fourth, the compressor of the second exhaust gas turbocharger bridging line is coupled to the intake manifold.
  • the first line comprises a check valve by means of which a passage of the air flow through the first line against a predetermined flow direction of the intake tract is impossible.
  • This check valve thus provides a structurally simple way to maintain the predetermined flow direction of an air filter to the engine.
  • it can be ensured by means of the check valve that the compressor of the second exhaust gas turbocharger is switched on only after reaching an operating state in which he the pressure level of the compressor of the first turbocharger can be supported automatically.
  • the second line comprises a charge air cooler, by means of which a temperature of the pre-compressed by means of the compressor of the first exhaust gas turbocharger air flow is to be lowered.
  • Two-stage operation mode to be cooled before it is further pre-compressed by the compressor of the second exhaust gas turbocharger.
  • the resulting increased air mass allows the injection of a correspondingly larger amount of fuel in the internal combustion engine, whereby their performance is increased accordingly.
  • the two exhaust gas turbochargers downstream intercooler may be provided in order to cool the compressed air from the compressor of the second exhaust gas turbocharger advantageous.
  • the first and the third line and the second and the fourth line are coupled together. This allows in combination with a
  • Rotary shifter means a simultaneous opening and closing of the various lines, so that very fast switching times are ensured when switching between the Zweistuftechniksund the register operating mode.
  • the rotary slide valve comprises three concentrically mounted rotary valve units, wherein by means of the first rotary valve unit, the second and third line, by means of the second rotary valve unit, the first and third line and by means of the third rotary valve unit, the second and the fourth Line can be coupled together. Due to the concentric mounting of the rotary valve units, the switching between the two-stage and the register operating mode can be performed by simply rotating the bearing axis.
  • first rotary valve unit as a 180 ° valve and / or the second rotary valve unit is designed as a 90 ° valve and / or the third rotary valve unit is designed as a 90 ° valve or are.
  • Fig. 1 is a schematic representation of a
  • Fig. 2 is a schematic sectional side view of a rotary slide device of the SehaltVoroplasty shown in Figure 1;
  • Fig. 3a is a schematic plan view of a first
  • Rotary valve unit of the rotary valve device along the sectional plane A-A shown in Figure 2, wherein the switching device is switched to a two-speed operation mode.
  • Fig. 3b is a schematic plan view of a second
  • Fig. 3c is a schematic plan view of a third
  • Fig. 4a is a schematic plan view of the first
  • Fig. 4b is a schematic plan view of the second
  • Fig. 4c is a schematic plan view of the third
  • FIG. 1 shows a schematic representation of a trained as Ottooder diesel engine internal combustion engine 10 for a motor vehicle - a commercial vehicle or a passenger car - with a first exhaust gas turbocharger 12 a and a second exhaust gas turbocharger 12 b for precompressing a feasible through an intake tract 14 of the internal combustion engine 10 air flow
  • the first and the second exhaust gas turbocharger 12a, 12b each one Compressor 16a, 16b in the intake manifold 14 and a rotatably coupled to the respective compressor 16a, 16b exhaust gas turbine 18a, 18b in an exhaust tract 20 of the internal combustion engine 10 include.
  • the compressors 16a, 16 are rotatably connected via respective shafts 22a, 22b with their associated exhaust gas turbines 18a, 18b and thus form the running gear of the exhaust gas turbocharger 12a, 12b.
  • the first exhaust gas turbocharger 12a is designed as a large-build low-pressure stage
  • the second exhaust gas turbocharger 12b is designed as a small-sized high-pressure stage.
  • the exhaust tract 20 the exhaust gas coming from the internal combustion engine 10 thus first flows through the exhaust gas turbine 18b of the second exhaust gas turbocharger 12b, is supplied to the exhaust gas turbine 18a of the first exhaust gas turbocharger 12a after leaving the reduced pressure and drives it with the remaining energy potential. After complete expansion, the exhaust gas is finally discharged via an exhaust gas purification system 24.
  • a bypass line 19 is provided, by means of which the air flow to the exhaust gas turbine 18b is to be passed to the exhaust gas turbine 18a of the first exhaust gas turbocharger 12a.
  • a switching device 26 is provided between the first and the second exhaust gas turbocharger 12 a, 12 b, which is arranged between a
  • Two-speed operation mode and a register operating mode is to be switched and their structure and operation will be explained in more detail below.
  • the air flow is first routed serially through the compressor 16a of the first exhaust gas turbocharger 12a and then through the compressor 16b of the second exhaust gas turbocharger 12b.
  • register operation mode the air flow, however, in parallel through the compressor 16a, 16b of the first and second exhaust gas turbocharger 12a, 12b out.
  • the switching device 26 is coupled to a motor control device 28 and is switched by the latter via corresponding control signals S between the two-state and the register operating mode.
  • a check valve 30 of an exhaust gas recirculation device 32 can also be controlled in the present exemplary embodiment and engine operating points M of the internal combustion engine 10 and a boost pressure p in the intake tract 14 located downstream of the compressors 16a, 16b can be determined.
  • the construction, the mode of operation and the achievable advantages of the valve device 34 can be found in DE 10 2005 046 507 A1, the disclosure of which is considered to be taken along.
  • the switching device 26 comprises a rotary slide device 36, which is coupled via a first, the compressor 16a of the first exhaust gas turbocharger 12a bridging line 38a with the intake manifold 14 upstream of the compressor 16a. Furthermore, the rotary slide device 36 via a second line 38b to the compressor 16a of the first exhaust gas turbocharger 12a, via a third line 38c to the compressor 16b of the second exhaust gas turbocharger 12b and via a fourth, the compressor 16b of the second exhaust gas turbocharger 12b bridging line 38d with the intake 14 downstream of the compressors 16a, 16b coupled.
  • the first conduit 38a comprises a check valve 40, by means of which a passage of the air flow through the first conduit 38a against the predetermined direction of flow to the internal combustion engine 10 is impossible to.
  • the check valve 40 also opens when switching the switching device 26 only when the compressor 16b has reached an operating state in which it can support the pressure level of the compressor 16a automatically or as soon as a flow of the compressor 16b adjusts to a pressure state in which the Pressure within line 38e exiting compressor 16b is equal to the pressure within line 38d.
  • the second line 38b in turn comprises a first intercooler 42a, by means of which a temperature of the pre-compressed by means of the compressor 16a air flow is to be lowered independently of the respective operating mode of the switching device 26. Downstream is located in the intake 14 a larger-sized, second intercooler 42 b, by means of which both the pre-compressed air flow of the compressor 16 a and 16 b of the compressor to be cooled.
  • a third charge air cooler 42 c is located within the exhaust gas recirculation device 32 and cools the hot exhaust gas from the exhaust tract 20.
  • FIG. 2 shows a schematic side sectional view of the rotary slide device 36 of the switching device 26 shown in FIG. 1, which comprises three concentrically mounted rotary valve units 44a-c which can be rotated about a common axis of rotation II.
  • the first rotary valve unit 44a by means of the first rotary valve unit 44a, the second and the third line 38b, 38c, by means of the second rotary valve unit 44b the first and third line 38a, 38c and by means of the third rotary valve unit 44c, the second and the fourth line 38b, 38d coupled to each other.
  • the three rotary valve units 44a-c are assigned by means of Piston rings 46 sealed against each other. It should be emphasized that, in practice, the dimensions of the individual rotary valve units 44a-c for realizing optimum flow ranges may differ significantly from one another.
  • FIG. 3a to 3c which are explained in conjunction, respectively show schematic plan views of the rotary valve units 44a-c of the rotary slide device 36 along the respective, shown in Fig. 2 sectional planes A- A, BB and CC wherein the switching device 26 and the rotary slide device 36 present in the
  • the first rotary valve unit 44a is designed as a 180 ° valve
  • the second and third rotary valve units 44b, 44c are each designed as 90 ° valves.
  • the air is supplied via the first compressor 16a through the second line 38b to the first charge air cooler 42a and cooled there.
  • the air is passed serially through the first rotary valve unit 44a into the third passage 38c, the second compressor 16b and via the passage 38e to the second charge air cooler 42b and finally into the engine 10.
  • An air passage through the first line 38 a against the flow direction is made impossible via the check valve 40.
  • FIGS. 4 a to 4 c which are also explained in conjunction, respectively show schematic plan views of the rotary valve units 44 a - c of the rotary slide device 36 along the respective sectional planes A-A, BB and CC shown in FIG.
  • the switching device 26 or the rotary slide device 36 is switched to the register operating mode by jointly rotating the rotary valve units 44 a - c about the axis of rotation II.
  • the passage from the second to the third line 38b, 38c is blocked by means of the first rotary valve unit 44a.
  • first and third lines 38a, 38c and the second and fourth lines 38b, 38d are coupled together by means of the rotary valve units 44b, 44c.
  • the air is guided via the first compressor 16a and the second line 38b through the second rotary valve unit 44b into the fourth line 38d.
  • the air is additionally fed via the first line 38a directly through the third rotary valve unit 44c and without flow of the first compressor 16a to the second compressor 16b, which thus sucks at the same inlet pressure level as the first compressor 16a.
  • the compressed air is then passed to the second intercooler 42b, wherein the line 38e and the fourth line 38d with the air compressed by the first compressor 16a previously reunite.

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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 moteur à combustion interne (10), en particulier un moteur à essence et/ou un moteur diesel, pour un véhicule automobile, avec un premier et un deuxième turbocompresseurs à gaz d'échappement (12a, 12b) pour précomprimer un courant d'air à conduire à travers une ligne d'aspiration (14) du moteur à combustion interne (10). Le premier et le deuxième turbocompresseurs à gaz d'échappement (12a, 12b) comprennent chacun un compresseur (16a, 16b) dans la ligne d'aspiration (14) ainsi qu'une turbine à gaz d'échappement (18a, 18b), couplée au compresseur respectif (16a, 16b) et solidaire en rotation de celui-ci, dans une ligne de gaz d'échappement (20) du moteur à combustion interne (10). Il est prévu dans la ligne d'aspiration (14) un dispositif de commutation (26), qui peut être commuté entre un mode de fonctionnement à deux étages, dans lequel le courant d'air peut être conduit en série à travers le compresseur (16a) du premier turbocompresseur à gaz d'échappement (12a) et le compresseur (16b) du deuxième turbocompresseur à gaz d'échappement (12b), et un mode de fonctionnement à registre, dans lequel le courant d'air peut être conduit en parallèle à travers les compresseurs (16a, 16b) du premier et du deuxième turbocompresseurs à gaz d'échappement (12a, 12b).
PCT/EP2008/005759 2007-08-04 2008-07-15 Moteur à combustion interne pour un véhicule automobile avec un premier et un deuxième turbocompresseurs à gaz d'échappement Ceased WO2009018896A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007036933A DE102007036933A1 (de) 2007-08-04 2007-08-04 Brennkraftmaschine für ein Kraftfahrzeug mit einem ersten und zweiten Abgasturbolader
DE102007036933.8 2007-08-04

Publications (1)

Publication Number Publication Date
WO2009018896A1 true WO2009018896A1 (fr) 2009-02-12

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2008/005759 Ceased WO2009018896A1 (fr) 2007-08-04 2008-07-15 Moteur à combustion interne pour un véhicule automobile avec un premier et un deuxième turbocompresseurs à gaz d'échappement

Country Status (2)

Country Link
DE (1) DE102007036933A1 (fr)
WO (1) WO2009018896A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010046585A1 (de) * 2010-09-25 2012-03-29 Audi Ag Vorrichtung zum Betreiben einer Brennkraftmaschine mit Registeraufladung
DE102010047821A1 (de) * 2010-10-07 2012-04-12 Daimler Ag Luftverdichtungseinrichtung für einen Kraftwagen sowie Verfahren zum Betreiben einer solchen Luftverdichtungseinrichtung
DE102012012730B4 (de) * 2012-06-26 2025-12-18 Volkswagen Aktiengesellschaft Brennkraftmaschine und Verfahren zum Betrieb einer solchen Brennkraftmaschine

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62247125A (ja) * 1986-04-21 1987-10-28 Toyota Motor Corp 内燃機関の過給制御装置
DE10222919A1 (de) * 2002-05-24 2003-12-24 Man Nutzfahrzeuge Ag Zweistufig aufgeladene Brennkraftmaschine
EP1619366A1 (fr) * 2004-07-21 2006-01-25 Bayerische Motoren Werke Aktiengesellschaft Commutation d'un turbocompresseur à plusieurs étages
DE102005046507A1 (de) 2005-09-29 2007-04-05 Daimlerchrysler Ag Brennkraftmaschine mit zwei hintereinander geschalteten Abgasturboladern
EP1777387A1 (fr) * 2005-10-19 2007-04-25 Ford Global Technologies, LLC Moteur à combustion interne suralimenté et procédé de commande d'un tel moteur
DE102005053977A1 (de) * 2005-11-11 2007-05-16 Volkswagen Ag Brennkraftmaschine und Verfahren zum Betreiben einer Brennkraftmaschine
EP1801383A2 (fr) * 2005-12-22 2007-06-27 Volkswagen Aktiengesellschaft Moteur à combustion interne doté d'un chargement de registre

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62247125A (ja) * 1986-04-21 1987-10-28 Toyota Motor Corp 内燃機関の過給制御装置
DE10222919A1 (de) * 2002-05-24 2003-12-24 Man Nutzfahrzeuge Ag Zweistufig aufgeladene Brennkraftmaschine
EP1619366A1 (fr) * 2004-07-21 2006-01-25 Bayerische Motoren Werke Aktiengesellschaft Commutation d'un turbocompresseur à plusieurs étages
DE102005046507A1 (de) 2005-09-29 2007-04-05 Daimlerchrysler Ag Brennkraftmaschine mit zwei hintereinander geschalteten Abgasturboladern
EP1777387A1 (fr) * 2005-10-19 2007-04-25 Ford Global Technologies, LLC Moteur à combustion interne suralimenté et procédé de commande d'un tel moteur
DE102005053977A1 (de) * 2005-11-11 2007-05-16 Volkswagen Ag Brennkraftmaschine und Verfahren zum Betreiben einer Brennkraftmaschine
EP1801383A2 (fr) * 2005-12-22 2007-06-27 Volkswagen Aktiengesellschaft Moteur à combustion interne doté d'un chargement de registre

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