JPS61210224A - Engine with exhaust turbosupercharger - Google Patents
Engine with exhaust turbosuperchargerInfo
- Publication number
- JPS61210224A JPS61210224A JP60050971A JP5097185A JPS61210224A JP S61210224 A JPS61210224 A JP S61210224A JP 60050971 A JP60050971 A JP 60050971A JP 5097185 A JP5097185 A JP 5097185A JP S61210224 A JPS61210224 A JP S61210224A
- Authority
- JP
- Japan
- Prior art keywords
- exhaust
- intake
- port
- valve
- suction
- 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.)
- Pending
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
- F02B37/007—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
- F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
-
- 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
-
- 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
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、排気ターボ過給機付エンジンで、詳しくは、
低速域から高速域に亘る全域において出力を向上するた
めに、排気により駆動されて過給可能な２つの排気ター
ボ過給機を並列に設けてある排気ターボ過給機付エンジ
ンに関する。DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to an engine with an exhaust turbo supercharger.
The present invention relates to an engine equipped with an exhaust turbo supercharger, in which two exhaust turbo superchargers driven by exhaust gas and capable of supercharging are provided in parallel in order to improve output in the entire range from low speed range to high speed range.
（従来の技術）
従来のかかる排気ターボ過給機付エンジンにおいては、
排気通路を２つに分岐させ、各排気通路それぞれに排気
ターボ過給機を設けるとともに、一方の排気通路を過給
圧やエンジン回転数によって開閉するバルブを設け、も
って、低速域においては、一方の排気通路を閉塞して、
他方の排気通路側の排気ターボ過給機のみを駆動させる
ことにより、レスポンスおよびトルクを向上させ、高速
域においては、一方の排気通路を開放して、両排気ター
ボ過給機を駆動させることにより、排圧の上昇および吸
気温度の上昇を抑制して、出力を向上させるようにして
いた（例えば、実開昭５６−１５７３２５号公報）。(Prior art) In a conventional engine with an exhaust turbo supercharger,
The exhaust passage is branched into two, each exhaust passage is equipped with an exhaust turbo supercharger, and one exhaust passage is equipped with a valve that opens and closes depending on boost pressure and engine speed. by blocking the exhaust passage of
Response and torque are improved by driving only the exhaust turbocharger on the other exhaust passage side, and in high-speed ranges, one exhaust passage is opened and both exhaust turbochargers are driven. The output was improved by suppressing the increase in exhaust pressure and intake temperature (for example, Japanese Utility Model Application No. 157325/1983).
しかしながら、前記従来の排気ターボ過給機付エンジン
によるときは、一方の排気通路を開閉するためのバルブ
およびこれを過給圧やエンジン回転数に基づいて開閉制
御するための制御機構が必要であるから、構造が複雑化
し、かつ、コストアンプを招来していた、。しかし、だ
からといって、前記のバルブを省略すると、高速域での
充填効率を確保するようにバルブタイミングを設定した
場合には、排気ターボ過給機による過給圧が低い低速域
において吸気の吹返しが発生して、充填効率が悪くなり
、低速域での出力特性が非常に悪くなり、反対に、低速
域での充填効率を改善するために、吸気バルブの閉塞タ
イミングを早くした場合には、高速域において２つの排
気ターボ過給機で過給する割には充填効率が低く、高速
域での出力が低くなる。However, when using the conventional exhaust turbocharged engine, a valve for opening and closing one of the exhaust passages and a control mechanism for controlling the opening and closing of this based on boost pressure and engine speed are required. As a result, the structure became complicated and the cost increased. However, if the above-mentioned valve is omitted, and the valve timing is set to ensure charging efficiency in the high-speed range, intake air blowback will occur in the low-speed range where the boost pressure by the exhaust turbo supercharger is low. This occurs, resulting in poor charging efficiency and very poor output characteristics in the low speed range.On the other hand, if the intake valve closing timing is earlier in order to improve the charging efficiency in the low speed range, Compared to supercharging with two exhaust turbo superchargers in the high speed range, the charging efficiency is low and the output in the high speed range is low.
（発明が解決しようとする問題点）
本発明は、かかる実状にかんがみて開発されたものであ
って、その目的は、構造の複雑化およびコストアンプを
招来することはなく、２つの排気ターボ過給機を設けた
ことによる高速域での出力の向上を図りながらも、低速
域での出力を向上する点にある。(Problems to be Solved by the Invention) The present invention has been developed in view of the above circumstances, and its purpose is to avoid complicating the structure and increasing costs, and to The aim is to improve the output in the low speed range while increasing the output in the high speed range by providing a feeder.
（問題点を解決するための手段）
上記目的達成のために講じた本発明による排気ターボ過
給機付エンジンの特徴構成は、１つの気筒についてそれ
ぞれに吸気ポートと排気ポートとを複数個づつ設け、か
つ、一方の排気ポートからの排気を前記一方の排気ター
ボ過給機に導く排気通路と、他方の排気ポートからの排
気を前記他方の排気ターボ過給機に導く排気通路と、一
方の排気ターボ過給機により加圧された吸気を一方の吸
気ポートに導く吸気通路と、他方の排気ターボ過給機に
より加圧された吸気を他方の吸気ポートに導く吸気通路
とを設け、前記一方の排気ポートを開閉する排気バルブ
の開放タイミングよりも他方の排気ポートを開閉する排
気バルブの開放タイミングを早くするとともに、前記他
方の吸気ポートを開閉する吸気バルブの閉塞タイミング
よりも一方の吸気ポートを開閉する吸気バルブの閉塞タ
イミングを早くしである点にあり、それによる作用・効
果は次の通りである。(Means for Solving the Problems) The characteristic configuration of the exhaust turbo supercharged engine according to the present invention, which was taken to achieve the above object, is that each cylinder is provided with a plurality of intake ports and a plurality of exhaust ports. , and an exhaust passage that leads exhaust from one exhaust port to the one exhaust turbo supercharger, an exhaust passage that leads exhaust from the other exhaust port to the other exhaust turbo supercharger, and one exhaust An intake passage that guides the intake air pressurized by the turbo supercharger to one intake port, and an intake passage that guides the intake air pressurized by the other exhaust turbo supercharger to the other intake port, The opening timing of the exhaust valve that opens and closes the other exhaust port is set earlier than the opening timing of the exhaust valve that opens and closes the other exhaust port, and the opening and closing timing of one intake port is set earlier than the closing timing of the intake valve that opens and closes the other intake port. The point is that the closing timing of the intake valve is accelerated, and the effects and effects thereof are as follows.
（作 用）
一方の排気ポートを開閉する排気バルブの開放タイミン
グよりも他方の排気ポートを開閉する排気バルブの開放
タイミングを早（したことによって、一方の排気ポート
から排出される排気の量よりも他方の排気ポートから排
出される排気の量を多くして、他方の排気ターボ過給機
による過給圧を高くすることができるから、他方の吸気
ポートを開閉する吸気バルブの閉塞タイミングを遅くし
て高速域での充填効率を高めるようにしてあっても、低
速域において、他方の排気ターボ過給機による高い過給
圧により吸気を確実に気筒内に押込んで、吸気の吹返し
を阻止し、充填効率を高めることができる。換言すると
、低速域での充填効率を高くしながらも、高速域での充
填効率を低下させることがない。(Function) By opening the exhaust valve opening and closing the other exhaust port earlier than the opening timing of the exhaust valve opening and closing the other exhaust port, the amount of exhaust gas discharged from one exhaust port is By increasing the amount of exhaust gas discharged from the other exhaust port, it is possible to increase the supercharging pressure by the other exhaust turbo supercharger, thereby delaying the closing timing of the intake valve that opens and closes the other intake port. Even if the charging efficiency is increased in the high-speed range, in the low-speed range, the intake air is reliably pushed into the cylinder by the high boost pressure from the other exhaust turbo supercharger, preventing intake air from blowing back. In other words, while increasing the filling efficiency in the low speed range, the filling efficiency in the high speed range is not reduced.
しかも、一方の吸気ポートを開閉する吸気バルブの閉塞
タイミングを他方の吸気ポートを開閉する吸気バルブの
閉塞タイミングよりも早くしであるから、低速域におい
て、一方の排気ターボ過給機による過給圧が低いものの
、吸気の吹返しを阻止して、この一方の吸気ポートから
の充填効率を向上できる。Moreover, the closing timing of the intake valve that opens and closes one intake port is earlier than the closing timing of the intake valve that opens and closes the other intake port. Although the intake air is low, it is possible to prevent the intake air from blowing back and improve the filling efficiency from this one intake port.
（発明の効果）
従って、本発明によれば、低速域においても高速域と同
様に２つの排気ターボ過給機を駆動して過給する形式を
とることにより、前述した従来エンジンにおけるバルブ
およびそれの制御機構を不要にして、構造の簡素化およ
びコストダウンを達成しながらも、バルブタイミングを
工夫することにより、２つの排気ターボ過給機で過給す
ることによる高速域での出力を低下させることはなく、
低速域での出力を向上できるに至った。(Effects of the Invention) Therefore, according to the present invention, by driving the two exhaust turbo superchargers to perform supercharging in the low speed range as well as in the high speed range, the valves and the This eliminates the need for a control mechanism, simplifying the structure and reducing costs.By devising the valve timing, the output at high speeds is reduced by supercharging with two exhaust turbo superchargers. Without a doubt,
It has now been possible to improve output in the low speed range.
（実施例） 以下、本発明の実施例を図面に基づいて説明する。(Example) Embodiments of the present invention will be described below based on the drawings.
エンジンは、第１図に示すように、２つの排気ターボ過
給機（ｌａ） 、 （ｌｂ）を備えており、４つの各気
筒（２）には、それぞれ、プライマリおよびセカンダリ
の吸気ポート（３ａ） 、 （３ｂ）と排気ポー ト（
４ａ） 、 （４ｂ） とが形成されている。As shown in Figure 1, the engine is equipped with two exhaust turbo superchargers (la) and (lb), and each of the four cylinders (2) has a primary and a secondary intake port (3a). ), (3b) and exhaust port (
4a) and (4b) are formed.
そして、（５ａ）は、前記プライマリ排気ポート（４ａ
）からの排気を第１排気ターボ過給機（１ａ）のタービ
ン（６ａ）に導く第１排気通路であり、（５ｂ）は、前
記セカンダリ排気ポート（４ｂ）からの排気を第２排気
ターボ過給機（１ｂ）のタービン（６ｂ）に導く第２排
気通路であり、（７ａ）は、前記第１排気ターボ過給機
（１ａ）の前記タービン（６ａ）に直結するコンプレッ
サ（８ａ）により加圧された吸気を前記プライマリ吸気
ポート（３ａ）に導く第１吸気通路であり、（７ｂ）は
、前記第２排気ターボ過給１（ｌｂ）のタービン（６ｂ
）に直結するコンプレッサ（８ｂ）により加圧された吸
気を前記セカンダリ吸気ポー） （３ｂ）に導く第２吸
気通路である。And (5a) is the primary exhaust port (4a).
) is the first exhaust passage that leads the exhaust gas from the secondary exhaust port (4b) to the turbine (6a) of the first exhaust turbocharger (1a), and (5b) is the first exhaust passage that leads the exhaust gas from the secondary exhaust port (4b) to the second exhaust turbosupercharger (1a). A second exhaust passage leads to the turbine (6b) of the charger (1b), and (7a) is a second exhaust passage that is heated by a compressor (8a) directly connected to the turbine (6a) of the first exhaust turbo supercharger (1a). A first intake passage that guides pressurized intake air to the primary intake port (3a), and (7b) a first intake passage that guides pressurized intake air to the primary intake port (3a);
This is a second intake passage that guides intake air pressurized by a compressor (8b) directly connected to the secondary intake port (3b).
つまり、第１排気ターボ過給機（１ａ）は、プライマリ
排気ポート（４ａ）からの排気により駆動されてプライ
マリ吸気ポー） （３ａ）から過給するものであり、第
２排気ターボ過給機（１ｂ）は、セカンダリ排気ポート
（４ｂ）からの排気により駆動されてセカンダリ吸気ポ
ート（３ｂ）から過給するものである。In other words, the first exhaust turbo supercharger (1a) is driven by the exhaust from the primary exhaust port (4a) and supercharges from the primary intake port (3a), and the second exhaust turbo supercharger ( 1b) is driven by exhaust gas from the secondary exhaust port (4b) and supercharges from the secondary intake port (3b).
前記セカンダリ排気ポート（４ｂ）を開閉する排気バル
ブ（９ｂ）は、第２図に示すように、プライマリ排気ポ
ー） （４ａ）を開閉する排気バルブ（９ａ）よりも早
いタイミングで開放するものであり、前記プライマリ吸
気ポート（３ａ）を開閉する吸気バルブ（１０ａ）は、
第３図に示すように、セカンダリ吸気ポー） （３ｂ）
を開閉する吸気バルブ（１０ｂ）よりも早いタイミング
で閉塞するものである。As shown in FIG. 2, the exhaust valve (9b) that opens and closes the secondary exhaust port (4b) opens earlier than the exhaust valve (9a) that opens and closes the primary exhaust port (4a). , an intake valve (10a) that opens and closes the primary intake port (3a),
As shown in Figure 3, the secondary intake port) (3b)
The intake valve (10b) closes at an earlier timing than the intake valve (10b) which opens and closes.
なお、前記セカンダリ吸気バルブ（１０ａ）の閉塞タイ
ミングは、高速域での吸気の充填効率を高めるタイミン
グである。Note that the closing timing of the secondary intake valve (10a) is a timing that increases the filling efficiency of intake air in a high-speed range.
（１１）はエアークリーナ、（１２）はエアーフローセ
ンサ、（１３ａ） 、 （１３ｂ）はアクセルペダルに
連動するスロットルバルブ、（１４）は消音器である。(11) is an air cleaner, (12) is an air flow sensor, (13a) and (13b) are throttle valves linked to the accelerator pedal, and (14) is a silencer.
上記の構成によれば、セカンダリ排気バルブ（９ｂ）の
開放タイミング（ｔｂ）がプライマリ排気バルブ（９ａ
）の開放タイミング（ｔａ）よりも早いことにより、第
４図に示すように、セカンダリ排気ポー） （４ｂ）か
ら排出される排気量（Ｑｂ）が、プライマリ排気ボー）
（４ａ）から排出される排気量（Ｑａ）よりも多くな
る。そのため、第２排気ターボ過給器（１ｂ）による過
給圧が第１排気ターボ過給機（ｌａ）による過給圧より
も高くなる。これによって、高速域における充填効率を
向上するために、セカンダリ吸気バルブ（１０ｂ）の閉
塞タイミングを遅くしてあっても、低速域において、高
い過給圧をもって吸気が気筒（２）の内に押込まれ、吸
気の吹返しが阻止され、充填効率が向上する。他方、プ
ライマリ吸気バルブ（１０ａ）の閉塞タイミングがセカ
ンダリ吸気バルブ（１０ｂ）の閉塞タイミングよりも早
いことにより、第１排気ターボ過給機（１ａ）による過
給圧が低いものの、低速域における吸気の吹返しが阻止
され、プライマリ吸気ポート（３ａ）からの充填効率の
低下が防止される。従って高速域での出力を維持しつつ
、低速域の出力が向上されるのである。According to the above configuration, the opening timing (tb) of the secondary exhaust valve (9b) is the same as that of the primary exhaust valve (9a).
) is earlier than the opening timing (ta) of the secondary exhaust port (4b), as shown in Fig.
This amount is larger than the amount of exhaust gas (Qa) discharged from (4a). Therefore, the supercharging pressure by the second exhaust turbo supercharger (1b) becomes higher than the supercharging pressure by the first exhaust turbo supercharger (la). As a result, even if the closing timing of the secondary intake valve (10b) is delayed in order to improve charging efficiency in the high speed range, the intake air is forced into the cylinder (2) with high boost pressure in the low speed range. This prevents intake air from blowing back and improves filling efficiency. On the other hand, since the closing timing of the primary intake valve (10a) is earlier than the closing timing of the secondary intake valve (10b), although the supercharging pressure by the first exhaust turbo supercharger (1a) is low, the intake air in the low speed range is Blowing back is prevented, and a decrease in filling efficiency from the primary intake port (3a) is prevented. Therefore, the output in the low speed range is improved while maintaining the output in the high speed range.
なお、本発明を実施するにあたっては、プライマリ側の
吸排気バルブ（ｌｌａ） 、 （１０ａ）とセカンダリ
側の吸排気バルブ（ｌｌｂ） 、 （１０ｂ）との有効
面積を等しく構成しても良いが、バルブ径やバルブリフ
ト量、カム形状等を選定することによって〈例えば、セ
カンダリ側の吸排気バルブ（ｌｌｂ） 、 （１０ｂ）
の有効面積をプライマリ側の吸排気バルブ（ｌｌａ）
、 （１０ａ）の有効面積よりも大きく構成しても良い
。In carrying out the present invention, the effective areas of the primary side intake and exhaust valves (lla), (10a) and the secondary side intake and exhaust valves (llb), (10b) may be configured to be equal; By selecting the valve diameter, valve lift amount, cam shape, etc.
The effective area of the primary side intake and exhaust valve (lla)
, (10a) may be configured to have a larger effective area.
図面は本発明に係る排気ターボ過給機付エンジンの実施
例を示し、第１図は概略構成図、第２図は排気バルブタ
イミングの特性図、第３図は吸気バルブタイミングの特
検図、第４図は排気量の変化を示すグラフである。
（ｌａ） 、 （ｌｂ） −−排気ターボ過給機、（３
ａ） 。
（３ｂ）・・・・・・吸気ポート、（４ａ） 、 （４
ｂ）・・・・・・排気ポート、（５ａ＞ 、 （５ｂ）
・”−排気通路、（７ａ） 。
（７ｂ）・・・・・・吸気通路、（９ａ） 、 （９ｂ
）・・・・・・排気バルブ、（１０ａ） 、 （１０ｂ
）・・・・・・吸気バルブ。The drawings show an embodiment of an engine with an exhaust turbo supercharger according to the present invention, and FIG. 1 is a schematic configuration diagram, FIG. 2 is a characteristic diagram of exhaust valve timing, and FIG. 3 is a special inspection diagram of intake valve timing. FIG. 4 is a graph showing changes in displacement. (la), (lb) --exhaust turbo supercharger, (3
a). (3b)...Intake port, (4a), (4
b)...Exhaust port, (5a>, (5b)
・"-Exhaust passage, (7a). (7b)... Intake passage, (9a), (9b
)...Exhaust valve, (10a), (10b
)...Intake valve.
Claims (1)
機を並列に設けてある排気ターボ過給機付エンジンにお
いて、１つの気筒についてそれぞれに吸気ポートと排気
ポートとを複数個づつ設け、かつ、一方の排気ポートか
らの排気を前記一方の排気ターボ過給機に導く排気通路
と、他方の排気ポートからの排気を前記他方の排気ター
ボ過給機に導く排気通路と、一方の排気ターボ過給機に
より加圧された吸気を一方の吸気ポートに導く吸気通路
と、他方の排気ターボ過給機により加圧された吸気を他
方の吸気ポートに導く吸気通路とを設け、前記一方の排
気ポートを開閉する排気バルブの開放タイミングよりも
他方の排気ポートを開閉する排気バルブの開放タイミン
グを早くするとともに、前記他方の吸気ポートを開閉す
る吸気バルブの閉塞タイミングよりも一方の吸気ポート
を開閉する吸気バルブの閉塞タイミングを早くしてある
排気ターボ過給機付エンジン。In an engine with an exhaust turbo supercharger, in which two exhaust turbo superchargers that are driven by exhaust gas and capable of supercharging are provided in parallel, each cylinder is provided with a plurality of intake ports and a plurality of exhaust ports, and , an exhaust passage that leads exhaust from one exhaust port to the one exhaust turbo supercharger, an exhaust passage that leads exhaust from the other exhaust port to the other exhaust turbo supercharger, and one exhaust turbo supercharger. An intake passage that guides intake air pressurized by a charger to one intake port and an intake passage that guides intake air pressurized by the other exhaust turbo supercharger to the other intake port are provided, and the one exhaust port The opening timing of the exhaust valve that opens and closes the other exhaust port is earlier than the opening timing of the exhaust valve that opens and closes the other exhaust port, and the intake valve that opens and closes one intake port than the closing timing of the intake valve that opens and closes the other intake port. An engine with an exhaust turbo supercharger that has earlier valve closing timing.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60050971A JPS61210224A (en) | 1985-03-14 | 1985-03-14 | Engine with exhaust turbosupercharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60050971A JPS61210224A (en) | 1985-03-14 | 1985-03-14 | Engine with exhaust turbosupercharger |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS61210224A true JPS61210224A (en) | 1986-09-18 |
Family
ID=12873697
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60050971A Pending JPS61210224A (en) | 1985-03-14 | 1985-03-14 | Engine with exhaust turbosupercharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61210224A (en) |
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1400667A2 (en) * | 2002-09-19 | 2004-03-24 | Dr.Ing. h.c.F. Porsche Aktiengesellschaft | Turbocharged internal combustion engine |
| WO2005068802A2 (en) * | 2004-01-14 | 2005-07-28 | Lotus Cars Limited | An internal combustion engine |
| FR2884866A1 (en) * | 2005-04-22 | 2006-10-27 | Renault Sas | Diesel type internal combustion engine`s supercharging device, has gas distribution system that varies based on engine speed to control one set of inlet and exhaust valves in dissociated manner of actuation of another set of valves |
| FR2892460A1 (en) * | 2005-10-21 | 2007-04-27 | Renault Sas | Intake system for e.g. diesel engine, has turbochargers divided into compressors and turbines and supplied by exhaust gas for producing identical air pressure in intake manifolds, and ducts having access controlled by valve |
| FR2916226A3 (en) * | 2007-05-18 | 2008-11-21 | Renault Sas | Variable exhaust gas distribution system for supercharged internal combustion engine of motor vehicle, has control units controlling valves and manifolds with pipes connected to inlets of turbines, where dimension of one manifold is reduced |
| US7540151B2 (en) * | 2005-11-24 | 2009-06-02 | Bayerische Motoren Werke Aktiengesellschaft | Drive device for a motor vehicle |
| EP2101047A1 (en) | 2008-03-10 | 2009-09-16 | Deere & Company | Internal Combustion Engine and Method |
| EP2236791A1 (en) * | 2009-03-26 | 2010-10-06 | Mazda Motor Corporation | Engine with supercharger and a controlling method therefor |
| US8000878B2 (en) | 2008-05-15 | 2011-08-16 | Honeywell International Inc. | Parallel sequential turbocharger architecture using engine cylinder variable valve lift system |
| US20120192559A1 (en) * | 2011-01-28 | 2012-08-02 | Ecomotors International, Inc. | Exhaust System for an Internal Combustion Engine |
| JP2016102464A (en) * | 2014-11-28 | 2016-06-02 | ダイハツ工業株式会社 | Internal combustion engine |
| US9518506B2 (en) * | 2014-11-10 | 2016-12-13 | Ford Global Technologies, Llc | Systems and methods for control of turbine-generator via valve deactivation in a split exhaust engine system |
| DE102007046656B4 (en) | 2007-09-28 | 2018-09-13 | Audi Ag | Method for operating an internal combustion engine, internal combustion engine |
| RU2709856C2 (en) * | 2014-11-10 | 2019-12-23 | Форд Глобал Текнолоджиз, Ллк | Method (embodiments) and control system of turbine generator by changing phases of gas distribution and duration of opening of exhaust valve in engine with branched exhaust system |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61164039A (en) * | 1985-01-11 | 1986-07-24 | Nissan Motor Co Ltd | Multistage turbo supercharged engine |
-
1985
- 1985-03-14 JP JP60050971A patent/JPS61210224A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61164039A (en) * | 1985-01-11 | 1986-07-24 | Nissan Motor Co Ltd | Multistage turbo supercharged engine |
Cited By (20)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1400667A3 (en) * | 2002-09-19 | 2006-03-29 | Dr.Ing. h.c.F. Porsche Aktiengesellschaft | Turbocharged internal combustion engine |
| EP1400667A2 (en) * | 2002-09-19 | 2004-03-24 | Dr.Ing. h.c.F. Porsche Aktiengesellschaft | Turbocharged internal combustion engine |
| US7587898B2 (en) | 2004-01-14 | 2009-09-15 | Lotus Cars Limited | Internal combustion engine |
| WO2005068802A2 (en) * | 2004-01-14 | 2005-07-28 | Lotus Cars Limited | An internal combustion engine |
| WO2005068802A3 (en) * | 2004-01-14 | 2005-09-15 | Lotus Car | An internal combustion engine |
| FR2884866A1 (en) * | 2005-04-22 | 2006-10-27 | Renault Sas | Diesel type internal combustion engine`s supercharging device, has gas distribution system that varies based on engine speed to control one set of inlet and exhaust valves in dissociated manner of actuation of another set of valves |
| FR2892460A1 (en) * | 2005-10-21 | 2007-04-27 | Renault Sas | Intake system for e.g. diesel engine, has turbochargers divided into compressors and turbines and supplied by exhaust gas for producing identical air pressure in intake manifolds, and ducts having access controlled by valve |
| US7540151B2 (en) * | 2005-11-24 | 2009-06-02 | Bayerische Motoren Werke Aktiengesellschaft | Drive device for a motor vehicle |
| FR2916226A3 (en) * | 2007-05-18 | 2008-11-21 | Renault Sas | Variable exhaust gas distribution system for supercharged internal combustion engine of motor vehicle, has control units controlling valves and manifolds with pipes connected to inlets of turbines, where dimension of one manifold is reduced |
| DE102007046656B4 (en) | 2007-09-28 | 2018-09-13 | Audi Ag | Method for operating an internal combustion engine, internal combustion engine |
| EP2101047A1 (en) | 2008-03-10 | 2009-09-16 | Deere & Company | Internal Combustion Engine and Method |
| US8065878B2 (en) | 2008-03-10 | 2011-11-29 | Deere & Company | Two phase exhaust for internal combustion engine |
| US8000878B2 (en) | 2008-05-15 | 2011-08-16 | Honeywell International Inc. | Parallel sequential turbocharger architecture using engine cylinder variable valve lift system |
| EP2236791A1 (en) * | 2009-03-26 | 2010-10-06 | Mazda Motor Corporation | Engine with supercharger and a controlling method therefor |
| US8677749B2 (en) * | 2011-01-28 | 2014-03-25 | EcoMotors International | Exhaust system for an internal combustion engine |
| US20120192559A1 (en) * | 2011-01-28 | 2012-08-02 | Ecomotors International, Inc. | Exhaust System for an Internal Combustion Engine |
| US9518506B2 (en) * | 2014-11-10 | 2016-12-13 | Ford Global Technologies, Llc | Systems and methods for control of turbine-generator via valve deactivation in a split exhaust engine system |
| RU2709393C2 (en) * | 2014-11-10 | 2019-12-17 | Форд Глобал Текнолоджиз, Ллк | System and method (embodiments) of control of turbine generator by means of valve disconnection in separate exhaust system of engine |
| RU2709856C2 (en) * | 2014-11-10 | 2019-12-23 | Форд Глобал Текнолоджиз, Ллк | Method (embodiments) and control system of turbine generator by changing phases of gas distribution and duration of opening of exhaust valve in engine with branched exhaust system |
| JP2016102464A (en) * | 2014-11-28 | 2016-06-02 | ダイハツ工業株式会社 | Internal combustion engine |
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