Multiple Superchargers Patents (Class 123/562)
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Publication number: 20030196436Abstract: The invention concerns a charged internal combustion engine (1) with at least one stage of charging by a turbocharger (3).Type: ApplicationFiled: June 5, 2003Publication date: October 23, 2003Inventors: Patric Hoecker, Stefan Munz, Jens-Wolf Jaisle
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Publication number: 20030192313Abstract: The invention concerns a charged internal combustion engine (1) with at least one stage of charging by a turbocharger (3). The invention is characterized by the fact that at least one supplemental compressor (4) is connected parallel to or in series with the turbocharger, where the supplemental compressor (4) has a drive independent form the working medium cycle of the internal combustion engine.Type: ApplicationFiled: June 5, 2003Publication date: October 16, 2003Inventors: Patric Hoecker, Stefan Munz, Jens-Wolf Jaisle
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Publication number: 20030192312Abstract: The invention concerns a charged internal combustion engine (1) with at least one stage of charging by a turbocharger (3).Type: ApplicationFiled: June 5, 2003Publication date: October 16, 2003Inventors: Patric Hoecker, Stefan Munz, Jens-Wolf Jaisle
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Patent number: 6564783Abstract: A air supplying structure for multi-cylinder engine comprising six pieces of high-pressure stage superchargers 51, six pieces of low-pressure stage superchargers 52, two pieces of intercoolers 63 arranged between the high-pressure stage and low-pressure stage superchargers, and six pieces of aftercoolers 62 arranged between the high-pressure stage superchargers and cylinders, in which each high-pressure stage supercharger 51 is connected with three pieces of cylinders, each aftercooler 62 is connected with each high-pressure stage supercharger 51, the two pieces of intercoolers 63 are arranged at opposite sides of the engine body 2 along the arranging direction of the cylinders, each intercooler 63 is connected with three pieces of low-pressure stage superchargers 52, and the three pieces of the low-pressure stage superchargers 52 are connected to the three pieces of cylinders in the right bank and the six pieces of cylinders in the left bank, which cylinders are arranged near the associated intercooler 63.Type: GrantFiled: October 3, 2001Date of Patent: May 20, 2003Assignee: Komatsu Ltd.Inventors: Etsuo Chou, Rie Katayama
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Patent number: 6484499Abstract: An internal combustion engine, particularly suitable for a vehicle, is provided with a plurality of combustion cylinders, at least a first exhaust manifold and a second exhaust manifold and at least one intake manifold. Each exhaust manifold is coupled with a plurality of the combustion cylinders. Each intake manifold is coupled with a plurality of the combustion cylinders. A first turbocharger includes a first turbine having at least one inlet and an outlet, and a first compressor having an inlet and an outlet. Then at least one first turbine inlet has a controllable, variable intake nozzle fluidly coupled with the first exhaust manifold. A second turbocharger includes a second turbine having an inlet and an outlet, and a second compressor having an inlet and an outlet. The second turbine inlet has a controllable, variable intake nozzle fluidly coupled with the second exhaust manifold. The first compressor outlet is fluidly coupled with the second compressor inlet.Type: GrantFiled: January 5, 2001Date of Patent: November 26, 2002Assignee: Caterpillar, IncInventors: Gerald N. Coleman, James J. Faletti, Dennis D. Feucht, David A. Pierpont
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Patent number: 6460337Abstract: A turbo-fed internal combustion engine has a first and a second exhaust-gas valve per cylinder, these exhaust-gas valves each being connected to their respective exhaust manifold. One exhaust manifold conducts exhaust gases to an exhaust-gas turbine and the other exhaust manifold conducts subsequent exhaust gases past this exhaust-gas turbine which drives a compressor for charge air. The intake valve of the cylinder is arranged so as, as the engine speed increases, to close either earlier, before the piston reaches its bottom dead center, or later, after the piston has passed its bottom dead center. In this way, the temperature increase resulting from compression in the cylinder is reduced. Cooled air from the compressor can be taken in so as to obtain an adequate degree of filling in the cylinder, with a lower final temperature.Type: GrantFiled: April 2, 2001Date of Patent: October 8, 2002Assignee: SAAB Automobile ABInventor: Eric Olofsson
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Publication number: 20020139350Abstract: A method of controlling a hydraulic system is preferably applied to common rail fuel injection systems. The problem in these systems is to control pressure in the common rail while at the same time maintaining the fluid supply to the rail in a way that precisely meets the dynamically changing consumption demands on the hydraulic system. In order to control the hydraulic system, the present invention contemplates the combination of a standard feedback controller with observer models of the various hardware items that make up the hydraulic system. Using this strategy, the system can generally be thought of as controlling fluid supply in an open loop type fashion based upon the consumption rates estimated by the various observer models, and utilizing a conventional feedback controller to make the slight pump adjustments needed to control pressure and to correct for any errors between the actual hardware performance and that predicted by the observer models.Type: ApplicationFiled: April 3, 2001Publication date: October 3, 2002Inventors: Travis E. Barnes, Michael S. Lukich, David Milam, George M. Matta, Douglas E. Handly, Denis El Darazi, Meixing Lu, Nolan W. Wartick
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Patent number: 6442936Abstract: A turbocharger for an internal combustion engine has a compressor operable as a single stage or multi-stage compressor. A first compressor stage includes a first compressor wheel carried by a shaft, an axially extending first inlet and a radially extending first outlet. A second compressor stage includes a second compressor wheel carried by the shaft and axially extending second inlet and a radially extending second outlet. An interstage duct fluidly connects in series the first outlet of the first compressor with the second inlet of the second compressor. The interstage duct includes a bypass opening includes in communication with an ambient environment. A valve is positioned within the interstage duct. The valve is moveable to and between a first position to close the interstage duct and a second position to close the bypass opening.Type: GrantFiled: December 14, 2000Date of Patent: September 3, 2002Assignee: Caterpillar Inc.Inventor: Phillip J. Houtz
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Patent number: 6438956Abstract: In an internal-combustion engine (1) of the Otto type, in which exhaust gases are used in order to drive a turbocompressor (14, 15) for supercharging the engine, the engine is designed in such a manner that it can, at high load, be run with a lean mixture during supercharging, the air/fuel ratio being at least 19:1. The lean mixture is brought about by virtue of the fact that the charging pressure increases while the fuel quantity is maintained. The engine is advantageously provided with a divided exhaust-gas discharge in order to improve the operating characteristics.Type: GrantFiled: April 20, 2001Date of Patent: August 27, 2002Assignee: Saab Automobile ABInventor: Eric Olofsson
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Patent number: 6397598Abstract: An internal combustion engine is provided with a plurality of combustion cylinders, at least one exhaust manifold and at least one intake manifold. Each exhaust manifold is coupled with a plurality of the combustion cylinders. Each intake manifold is coupled with a plurality of the combustion cylinders. A first turbocharger includes a first turbine having at least one inlet and an outlet, and a first compressor having an inlet and an outlet. The at least one first turbine inlet is fluidly coupled with a corresponding exhaust manifold, and the first compressor outlet is fluidly coupled with the intake manifold. A second turbocharger includes a second turbine having at least one inlet and an outlet, and a second compressor having an inlet and an outlet. The at least one second turbine inlet is fluidly coupled with the first turbine outlet and with a corresponding exhaust manifold. The second compressor outlet is fluidly coupled with the first compressor inlet.Type: GrantFiled: October 4, 2000Date of Patent: June 4, 2002Assignee: Caterpillar Inc.Inventor: David A. Pierpont
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Publication number: 20020056444Abstract: A air supplying structure for multi-cylinder engine comprising six pieces of high-pressure stage superchargers 51, six pieces of low-pressure stage superchargers 52, two pieces of inter coolers 63 arranged between the high-pressure stage and low-pressure stage superchargers, and six pieces of after coolers 62 arranged between the high-pressure stage superchargers and cylinders, in which each high-pressure stage supercharger 51 is connected with three pieces of cylinders, each after cooler 62 is connected with each high-pressure stage supercharger 51, the two pieces of inter coolers 63 are arranged at opposite sides of the engine body 2 along the arranging direction of the cylinders, each inter cooler 63 is connected with three pieces of low-pressure stage superchargers 52, and these three pieces of the low-pressure stage superchargers 52 are connected to those three pieces of cylinders in the right bank and those six pieces of cylinders in the left bank, which cylinders are arranged near the associated interType: ApplicationFiled: October 3, 2001Publication date: May 16, 2002Inventors: Etsuo Chou, Rie Katayama
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Patent number: 6378309Abstract: A single air inlet for a pair of turbochargers has a duct portion with a circular inlet, a converging bifurcated portion having a pair of circular outlets, which are in fluid communication with inlet portions of compressor portions of the turbochargers and evenly distribute the incoming air to the compressor inlet portions, a baffle disposed in the bifurcated portion separating the outlet portions to prevent pulses generated in one compressor portion from affecting the other compressor portion and an elbow portion that registers with the circular inlet.Type: GrantFiled: December 19, 2000Date of Patent: April 30, 2002Assignee: Caterpillar Inc.Inventors: Devang D. Divecha, James D. Peltier
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Patent number: 6378308Abstract: A turbocharged internal-combustion engine (10), with at least one high-pressure stage (20), with at least one low-pressure stage (30), which is arranged downstream of the high-pressure stage, with bypass piping (24a, 24b) having pipe switch(es) (70, 71), and which connect the exhaust side (12) of the engine with the inlet side of the low-pressure turbine (31) with sensors for detection of the operating parameters of the engine.Type: GrantFiled: October 16, 2000Date of Patent: April 30, 2002Assignee: 3K Warner Turbosystems GmbHInventor: Frank Pflüger
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Patent number: 6347618Abstract: Disclosed is an intercooler system which uses an air conditioner evaporator coil or other mechanical refrigeration device to cool air flowing therethrough prior to intake of the air by an internal combustion engine. The invention thereby reduces the temperature of the air entering the engine well beyond the temperature reduction provided by a conventional intercooler. The invention may be used to chill the air to a point cooler than ambient temperature or even down to below freezing. In some embodiments, a conventional intercooler may be used to partially cool the air before it enters the intercooler of the invention. In other embodiments, the intercooler may be used in combination with a novel engine-driven supercharger having a variable-speed drive. The engine-driven supercharger of the invention may alternatively be used independently of the disclosed intercooler.Type: GrantFiled: July 28, 2000Date of Patent: February 19, 2002Assignee: Klem Flying Boats, L.P.Inventor: Richard H. Klem
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Patent number: 6338250Abstract: A turbocharger system for an internal combustion engine comprises two turbochargers each having a turbine (5, 6) drivably connected to a compressor (7, 8). Temperature sensors (19, 20) are disposed to sense the temperature at the compressor outputs. The temperature are monitored to give an indication of an imbalance condition for which corrective action may be taken. The arrangement provides for reliable and inexpensive monitoring.Type: GrantFiled: September 5, 2000Date of Patent: January 15, 2002Assignee: Rolls-Royce & Bentley Motor Cars LimitedInventor: Stewart Alexander Mackay
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Publication number: 20010054287Abstract: The invention concerns a charged internal combustion engine with at least one stage of charging by a turbocharger.Type: ApplicationFiled: April 17, 2001Publication date: December 27, 2001Inventors: Patric Hoecker, Stefan Munz, Jens-Wolf Jaisle
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Patent number: 6279550Abstract: The invention is concerned with a method of deriving mechanical work from a combustion gas in internal combustion engines and reciprocating internal combustion engines for carrying out the method. The invention includes methods and apparatuses for managing combustion charge densities, temperatures, pressures and turbulence in order to produce a true mastery within the power cylinder in order to increase fuel economy, power, and torque while minimizing polluting emissions.Type: GrantFiled: May 23, 1997Date of Patent: August 28, 2001Inventor: Clyde C. Bryant
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Patent number: 6273076Abstract: The performance of a compression ignition internal combustion engine is improved by optimizing excess air ratio (lambda) and/or intake air charge temperature (ACT) on a full time, full range basis. The basic procedure is to first determine the desired or optimum lambda and then to control ACT and intake manifold absolute pressure (MAP) to maintain them at the optimum values for the fuel quantity required at a particular operating point. This approach allows control of both temperature and pressure of the air entering the engine. Full range control requires that lambda and ACT be controlled both upward and downward to achieve optimal engine performance. Control of both lambda and ACT is further enhanced through the use of a supercharger with adjustable input power installed in series with a standard turbocharger compressor of the engine.Type: GrantFiled: December 16, 1997Date of Patent: August 14, 2001Assignee: Servojet Products InternationalInventors: Niel Lenannes Beck, Kresimir Gebert, Hoi Ching Wong
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Patent number: 6263673Abstract: In order to increase the operating reliability by means of simple measures in a method for operating a supercharged internal combustion engine which has two exhaust-gas turbochargers arranged in parallel, in each case only one exhaust-gas turbocharger is actively put into operation, the actual value of a characteristic quantity is measured and is compared with a predeterminable desired value, and, in the event of an inadmissible deviation of the actual value from the desired value, a change-over is made between the exhaust-gas turbochargers by means of the control signal.Type: GrantFiled: November 2, 1999Date of Patent: July 24, 2001Assignee: DaimlerChrysler AGInventors: Erwin Schmidt, Siegfried Sumser
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Patent number: 5992357Abstract: Piston driven axial cylinder engine is composed of the flange (1) with the cylinders (10) in a circular disposition, the support (16) of the motor main shaft (2), and the carrier (20) supporting the central pivot (7). Around this central pivot (7), the disc (6) has a mutating motion. The extremity (4) of the shaft describing a circle drives the shaft (2) in rotation. The disc (6) pivots the extremity of the connecting rods (8). The distribution disc(17) with the lobes (18), placed coaxially in the motor main shaft (2) whence it takes its rotation, actuates the valves (12) and (13) placed in the cylinder heads (11). The auxiliary (21), which too takes its rotations from the motor main shaft (2), serves to set in motion the auxiliary equipments. When the pistons are set in motion, as in the case of internal combustion motors, their alternative straight-line motion is transformed in rotative motion of the motor main shaft (2); and vice-versa as in the case of compressors and hydraulic pumps.Type: GrantFiled: March 3, 1998Date of Patent: November 30, 1999Inventor: Ylli Tasi
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Patent number: 5950580Abstract: An internal combustion engine (12) having a rotating crankplate (33) mounted underneath the cylinders (45) and connected to the pistons (54) by connecting rods (72) that are constrained to move in a straight line up and down according to the movement of the pistons (54). The crankcase (15) has a cylindrical inner wall (18) and a cylindrical outer wall (21) that each have opposing guide rails (108) defined therein. The guide rails (108) constrain the motion of the connecting rods (72) to motion in a single plane. The cylinders (45) are stationary and the connecting rods (72) can only move up and down. The force of the connecting rods (72) on an inclined cam surface on the cam lobe (90) during the power stroke causes the crankplate (33) to rotate.Type: GrantFiled: March 27, 1998Date of Patent: September 14, 1999Assignee: Birckbichler Engine Research, Inc.Inventor: Richard C. Birckbichler
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Patent number: 5890462Abstract: A tangential driven rotary engine (10) comprising an engine block (12) having a plurality of cylinder combustion chambers (14) radially positioned therein. A plurality of pistons (16) are each movable and disposed within each cylinder combustion chamber (14) in the engine block (12). A plurality of spark plugs (18) are each radially positioned on the engine block (12) to extend into one cylinder combustion chamber (14). A plurality of intake valves (20) are each radially positioned on the engine block (12) to extend into one cylinder combustion chamber (14). A plurality of exhaust valves (22) are each radially positioned on the engine block (12) to extend into one cylinder combustion chamber (14). A main motor shaft (24) extends centrally through the engine block (12) with the cylinder combustion chambers (14) and the pistons (16) radially positioned thereabout. A facility (26) is for changing the reciprocating motion of the pistons (16) into a rotary motion for the main motor shaft (24).Type: GrantFiled: June 2, 1997Date of Patent: April 6, 1999Inventor: Wladimir A Bassett
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Patent number: 5749337Abstract: A barrel type engine with two-stroke cycle of operation. The engine of the present invention comprises two engine halves, each half having a plurality of pumping cylinders and a matching number of power cylinders. Double-ended pistons impart rotational motion to the engine shaft by a cam. The cylinder arrangement of the present invention facilitates efficient communication of intake air between the pumping cylinders and the power cylinders contained within each engine half, and further establishes a natural and beneficial timing relationship between the action of the pumping cylinders and the action of the corresponding power cylinders. In operation, intake air is drawn into the pumping cylinders and then transferred to the power cylinders by a transfer duct system.Type: GrantFiled: March 31, 1997Date of Patent: May 12, 1998Inventor: Dennis Palatov
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Patent number: 5718194Abstract: An environmental accommodating, reduced NOx, spark or plasma ignited, reciprocating, multi-fuel engine utilizing direct, in-cylinder water injection and an optional oxygen enriched air supply is able to operate as an ultra-lean burn, high compression ratio engine for notable power output and increased efficiency. The in-cylinder low-temperature water injection promotes numerous desirable effects. One, the in-cylinder water injection during compression stroke significantly lowers compression temperatures through the latent heat of vaporization of the liquid water to the gaseous form. The lower temperature of compression permits increased compression ratios while avoiding pre-ignition. As well, the low-temperature water injected air/fuel or enriched O.sub.2 /air/fuel mass demands less work in the compression stroke thereby increasing overall engine efficiency. The low-temperature water injection promotes increased mass flow through the engine for increased power output and efficiency.Type: GrantFiled: May 28, 1996Date of Patent: February 17, 1998Inventor: W. Sidney Binion
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Patent number: 5647308Abstract: The present invention relates to a crank system for the transformation of reciprocating linear motion into rotary motion, particularly suitable for reciprocating endothermic engines, comprising a wheel or rotating connection rod (2), idly provided on the engine piston (5) pin (3), and a cam (1), provided on the output shaft (6), having a perimetric profile made up of at least two segments or cam arches for the optimisation of the engine cycle strokes, said wheel (2) rotating along the profile of said cam (1) with a coupling characterized by the absence of friction or by a minimum friction.Type: GrantFiled: September 7, 1995Date of Patent: July 15, 1997Assignee: Pomezia S.R.L.Inventor: Livio Biagini
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Patent number: 5586540Abstract: A multiple stage supercharging system is disclosed suitable for both two-stroke cycle and four-stroke cycle internal combustion engines. Ambient air, which is propelled by the forward velocity of the engine, enters an air cleaner housing (11) through an air filter. The air cleaner housing (11) attaches to the air intake (32) of a centrifugal compressor (12). The centrifugal compressor (12) mounts directly to the magnetic flywheel on the crankshaft of the engine. The centrifugal compressor wheel (22) pressurizes the ambient air for use in the combustion process. The outlet of the centrifugal compressor housing mates with a secondary plenum chamber (17). The outlet of the secondary plenum chamber (17) mates with a d.c. motor driven axial compressor (28). The axial compressor (28) operates on current derived from a motor driven alternator (38). The outlet of the axial compressor connects to a primary plenum chamber (18) which connects to the air intake snorkel on the carburetor.Type: GrantFiled: August 29, 1995Date of Patent: December 24, 1996Inventors: Steven E. Marzec, Willy Marzec
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Patent number: 5517953Abstract: A highly pressurized internal combustion engine, wherein arrangements to balance the intake flow of air that passes from the turbochargers to a windchest, through spring valves to compressor cylinders, that force the charge into a pressure chamber to supply an equally divided amount of charge air to the power cylinder ports that are controlled by the movements of the power pistons, with provisions to cool the air charge within the engine block coolant jacket. The bottom of the compressor pistons are employed to pump oil mist into and out of the bottom of the compressor cylinders to cool and lubricate the power pistons. A simple oil cooler surrounds the engine shaft where it passes through the cylinder block coolant jacket.Type: GrantFiled: November 7, 1994Date of Patent: May 21, 1996Inventor: Bernard Wiesen
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Patent number: 5452689Abstract: A rotary valve cam engine of the type described in U.S. Pat. No. 3,456,630 and No. 4,610,223, where the bearing area to take the rotational forces of the cams and the thrust forces of the pistons are improved. Also an improved means of sealing the compression and power strokes of the pistons without inducing friction forces against the rotary valve. Also an improved cam structure which shortens the length of the engine.Type: GrantFiled: May 2, 1994Date of Patent: September 26, 1995Inventor: Paul Karlan
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Patent number: 5408979Abstract: The present invention relates to a device regulation of turbo-charging in an internal combustion engine. The turbo-charging regulation includes a first turbo unit and a second turbo unit each including appropriate turbines and compressors arranged sequentially on the exhaust and the intake sides of the engine. An engine rotational speed sensor is provided issuing a signal indicating the rotational speed of the engine. In addition, at least one pressure sensor issuing a signal indicative of an engine pressure level on the intake side of the engine is also provided. A first valve is associated with the first turbo unit and arranged to direct the engine combustion gases toward the turbine of the first turbo unit in a closed state and to direct the engine combustion gases past the turbine of the first turbo unit in an open state.Type: GrantFiled: January 15, 1993Date of Patent: April 25, 1995Assignee: AB VolvoInventors: Ove Backlund, Mats Dahlgren, Jan-Erling Rydquist, Lars Sandberg
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Patent number: 5133188Abstract: An engine having a turbocharger is supercharged by an air compressor and decelerated by another air compressor. These two air compressors are connected with the crankshaft of the engine. The former air compressor possesses a capacity smaller than the latter. Clutches are provided between the air compressors and crankshaft. When the engine is operated at a low speed and the supercharging to the turbocharger is insufficient, the supercharging air compressor is activated whereas when the engine is operated at an intermediate or high speed an a large brake force is required, the brake air compressor is activated to ensure a safe deceleration of the vehicle.Type: GrantFiled: September 10, 1990Date of Patent: July 28, 1992Assignee: Isuzu Motors LimitedInventor: Masaki Okada
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Patent number: 5090204Abstract: An arrangement for boost control either has a pressure sensor and a differential-pressure sensor, the pressure sensor being connected to one of two suction paths of an internal combustion engine and the differential-pressure sensor being located between the two suction paths, or the device possesses a single pressure sensor 18 which is switched alternately to the first suction path 11.1 and to the second suction path 11.2 by means of a change-over valve 24.These arrangements and the associated methods make it possible to control to the same predetermined pressure in the two suction paths with a high degree of accuracy. This is because there is no possibility of a systematic error which, in previous arrangements and methods, arose from the fact that the pressures in the two suction paths were measured by separate pressure sensors. However, different pressure sensors in a simple version indicate different values at the same pressures.Type: GrantFiled: April 30, 1990Date of Patent: February 25, 1992Assignee: Robert Bosch GmbHInventors: Jorg Bonitz, Siegfried Rohde, Bernhard Miller, Walter Kunzel
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Patent number: 4738110Abstract: A diesel engine comprising an intake passage in which a turbocharger and a mechanically driven charger are arranged. A bypass passage bypassing the mechanically driven charger is provided, and a bypass valve is arranged in the bypass passage. When the engine is started, the mechanically driven charger is operated and the bypass valve is closed. When the engine is operating under a partial load after completion of the warm-up of the engine, the operation of the mechanically driven charger is stopped and the bypass valve is opened.Type: GrantFiled: March 26, 1987Date of Patent: April 19, 1988Assignee: Toyota Jidosha Kabushiki KaishaInventor: Hidenori Tateno
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Patent number: 4550568Abstract: In a turbocharged diesel internal combustion engine (10) with low compression ratio, at least one cylinder (11) operating as an engine cylinder is charged during starting and at partial load operation by several cylinders (18, 21, 28) operating as compressors. The pistons of the compressor cylinders (18, 21, 28) lead the piston of the engine cylinder (11). As a result thereof, the engine cylinder can be charged during its compression stroke. The compressor cylinder (28) which by reason of its large angular ignition spacing to the engine cylinder cannot feed directly into the engine cylinder, delivers its supplied air at first to another compressor cylinder (18) which is located more favorably. Only thereafter, the air of the two compressor cylinders (18 and 28) is fed in common and in parallel with a further, possibly also favorably located compressor cylinder (21), to the engine cylinder (11).Type: GrantFiled: March 12, 1984Date of Patent: November 5, 1985Assignee: MTU-Motoren-und Turbinen-Union Friedrichshafen GmbHInventors: Herbert Deutschmann, Gerd-Michael Wolters
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Patent number: 4538574Abstract: The present invention relates to a supercharged internal combustion engine having two or more cylinders, with a cylinder head having four valves per cylinder and provided with at least two turbo-compressor units, in which, with each combustion chamber separated by an imaginary line along the longitudinal axis of the cylinder head, an exhaust valve and an induction valve provided with the associated ducts connected to the first of the two turbo-compressor units are located on a first side of the imaginary line, while the other two valves lie in the half of the combustion chamber on the other side of the imaginary line and are connected to the second of the two turbo-compressor units.Type: GrantFiled: March 20, 1984Date of Patent: September 3, 1985Assignee: Fiat Auto S.p.A.Inventor: Claudio Lombardi
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Patent number: 4232521Abstract: A system for starting internal combustion engines which increases the kinetic energy of the molecules of air in the interior of the cylinders of the engine by introducing more air molecules from the exterior. Previous to and during starting, the final temperature of the compressed air within the cylinders of the engine is increased by means of an initial precompression of the air within the intake manifold. During the admission of such air into the cylinders of the engine, precompression within the intake manifold is caused by the injection of compressed air from the exterior.Type: GrantFiled: March 28, 1978Date of Patent: November 11, 1980Inventor: Salvador Gali Mallofre
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Patent number: 4228774Abstract: A control apparatus is proposed for supercharged fuel injection engines, particularly for diesel engines having a V-type configuration that include two induction tubes, which apparatus enables the adjustment of the controller output range or the limitation of the full-load position of the delivery-amount adjusting member in the fuel measurement apparatus, depending upon which induction tube has the lower prevalent charge-air pressure. The control apparatus comprises a switch valve arranged in the control line to a pressure chamber of a correcting element which acts on the delivery-amount adjusting member; said correcting element has a valve member, controlled by the charge-air pressure, connecting the pressure chamber with an intake pressure line leading to the area of lower prevalent charge-air pressure.Type: GrantFiled: July 6, 1978Date of Patent: October 21, 1980Assignee: Robert Bosch GmbHInventors: Ernst Ritter, Josef Trui, Manfred Kramer