Internal combustion engine

(54) Designation Device for an internal combustion engine (56) Published publications: DE 975 375 (57) Summary:

In a cylinder cover (12) at eu bore, at least one cylinder is provided with a cavity (18) arranged to enclose a charging assembly (19) in the form of an insertable insert. The irrigation room is connected to the cylinder's combustion chamber (17) with wine channels (15, 16) whose openings towards the cylinder are controlled by valves (13, 14).

The unloading chamber preferably reads the cylindrical fin with at least one removable end member (33 and / or 3b), which provides insertion of the insert. The assembly, comprising a rotor enclosed by a housing (27) against a compressor wheel (24) and a turret wheel (25) on a common shaft (26), is preferably arranged for axial supply and discharge at compressor and turbine, respectively.

The channels are formed in the wall casing of the hollow rhyme, such as shells (20, 2), which are open to the Ilal space by means of a circumferential gap (22, 23) respectively. The housing is formed as a central body with two slots, radially projecting, radially extending portions (28, 29), which are arranged as exit and inlet passages suitably provided with guide rails (30, 31).

The unloading room is designed so that the unit receives one

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Turbocharging of internal combustion engines in the large play class for small and medium-sized passenger cars', apart from limited special applications, has not impacted volume in passenger cars. This in spite of the advantages that increased power in relation to engine volume and engine weight and better efficiency mean. For larger engines, such as lorry engines and ship notes, recharge has long been used in a dominant way.

Contributing reasons have been that the direct cost of a turbocharging unit has increased the price of the passenger car far too much, and that the technology mainly used has given relatively little improvement in fuel economy, mainly because the operating conditions for passenger cars are significantly different from high load factors. working motors. Furthermore, the service costs of turbocharged engines, and the technology with a relatively large exterior charging unit, which serves all the cylinders of the engine, increase too much for the engine rooms that are increasingly present in modern compact cars, and which will still dominate.

Therefore, it is desirable that turbocharging units for smaller engines in long series can be manufactured very cheaply, that they can be adapted to a suitable area for these engines, the rivets are not bulky, and that they can easily be replaced in the event of errors.

Also, when assembling a plurality of smaller base motors into a larger drive unit by means of a common transmission, a device according to the invention is very advantageous. A large effector range can be covered and large simpli fi ed in, erluil I.ih through all of the fl i vonlie t cn included bo engines in various combinations 1 ´ rics mod cy 1 in inler 1 and with integrated charging in conventional cylinder lids.

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An apparatus according to the invention in an engine with. at least one cylinder provided with valve controlled inlet and outlet openings in a cylinder closure cap is characterized by a cavity formed in the lid, of substantially cylindrical shape, which communicates with the in and out outlet openings via ducts; and an assembly inserted into the cavity including a rotor enclosed in a housing with a turbine wheel and a compressor wheel on a common shaft, wherein at least one of the cavity end ends is a removable element and the housing is otherwise arranged to be inserted and maintained in operating position with the rotor shaft substantially parallel. with the longitudinal axis of symmetry of the cavity.

Further features will be apparent from the following description and claims.

The invention will be described in the following with reference to the accompanying drawings, in which Fig. 1 shows a cross section through the upper part of an internal combustion engine, whose cylinder cover encloses a recharging unit with transverse overlying location,

Fig. 2 is a plan section through a portion of the cylinder cover of the same engine showing the pair of cylinders served by the assembly;

Fig. 3 shows a plan section through a part of a cylinder cover of alternative embodiment, where the assembly is oriented vertically and placed in one side portion of the lid,

Fig. 4 shows a cross-section through the upper part of a further motor with side-mounted assembly oriented in the longitudinal direction of the cylinder cover;

Fig. 5 shows a plane section through the cylinder cover for a 4-cylinder engine with two units built into the lid and

Fig. 6 shows a vertical section through the engine according to Fig. 5 · From Fig. 1, which shows a cross-section through an internal combustion engine, the upper part is shown by a cylinder block 10 and a piston 11, respectively, and a cylinder lid 12. The cut has a step step shape and the line marks it horizontal cutting surface. The vertical sectional areas below, respectively above the line - H₍ are laid along the lines V.] - V and V respectively _O in Fig. 2, which shows · about 11 horizontal section taken through the line 11 ^ in Fig. 1.

IN

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In the drawings in Fig. 2 and Fig. 3, where two successive cylinders in the car blocks are indicated by dashed circles denoted I, II and II respectively. III, IV, engine components having the same function, but belonging to different cylinders have been given the same basic designation and are distinguished in place by indication with the respective cylinder designation.

The cylinder cover 12 normally comprises an inlet valve 13 and an exhaust valve 14 in connection with each cylinder. outflow ducts 15, 16 of inlet and outlet 1 a combustion chamber 1'7 = The ducts connect the combustion chamber to a similarly formed cavity 18 of the cylinder cover, which is arranged to enclose a so-called charging or turbocharger 19. The assembly, which is designed as a 1 insert insert, will be described in more detail below.

In the embodiment shown in Figs. 1 and 2, the assembly I9 is ​​arranged for connection to four cylinders 1, II and in the engine block, and the cavity 18 is formed transversely to the cylinder head 12 approximately between the two underlying cylinders.

The valves 13, 14 are arranged in a substantially vertical vertical plane with the center line of the cavity. In this way, the ducts 15, 16 allow a simple and advantageous flow from the point of view, while at the same time creating a sufficient space (the "cylinder diameter") for the assembly between the valve shafts while maintaining a tight cylinder position.

The valve arrangement is of a kind known per se and the motor is preferably provided with a conventional actuating mechanism (not shown) comprising two overlying camshafts, alternatively a central camshaft and two tilting shafts.

The assembly 19 is preferably set up for axial flow. The respective radial drain at the compressor portion and radially inlet and axial drain respectively.

8006808-3 turbinate. A generally preferred embodiment with ready-to-operate unit is shown in Fig. 1. X Fig. 2 shows the cavity opened with only the turbo insert.

The cavity 18 in this embodiment is cylindrical and fully open at the end portions. The inlet ducts 15 and the outflow ducts 16 at the two cylinders I, II, respectively, coalesce into an outlet and inlet slug 20, 21, respectively, in the wall casing of the cavity. The shells are open to the cavity through each around the gap 22.23.

The assemblies 19 comprise a rotor with a compressor wheel 24 and turbine wheel 25 on a common intermediate shaft 26. The rotor is stored in a housing 27, which is formed as a rotor enclosing central body with two circumferential radially projecting gaps 22, 23 portions 28, 29, which are arranged as outlet and inlet passages, respectively. The inlet passage at the turbine part is, as schematically indicated, provided with guide rails 30. Also, as shown in the drawing, the outlet passage at the compressor part is provided with guide rails 31. These are then arranged for diffuser operation. In some failures, for space reasons, you can only settle with the spiral housing (worm) at the turbine and compressor respectively. The rotor is stored at the shaft portion 26. Conveniently, the shaft and the surrounding housing portion for so-called air storage are arranged, as schematically shown and designated 32.

Conveniently, the above-described principle embodiment of the housing 27 is made in the form of a rotationally symmetrical shell, as can be seen in Figs. 1 and 2. The protruding portions 28, 29 are each of two annular disc elements which will abut against the cavity wall on each side. about the respective slot 22.23 · Between the disc elements the guide rails 30, 31 which thus also hold the outer housing parts with the shaft 26 surrounding the housing part run.

Both the entire rotor and housing can advantageously be made of ceramic material. The housing is preferably formed in two halves with a joint surface extending in the axial plane

8006808-3 whereby the towers are manufactured in one piece. The housing parts are assembled with suitable known technology, e.g. by means of clamps · or through an adhesive joint.

In the specification example, the assembly 19 is arranged so that it is kept in operating position when connection flanges 33, 34 at an exhaust pipe, respectively a carburettor or air cleaner at directly injected engine (alternatively intermediate} manifold) are fixed to the open end portions of the cavity. If the cavity is formed substantially longer than the unit, an exhaust diffuser 35 and an inlet nozzle 30 are used, respectively, in the form of inserts inserted into the cavity, such as a distance selector between the unit and the connection flanges. The cavity may also be given a length corresponding to the assembly, the above-mentioned connection elements 33, 34 being formed with nozzle and diffuser geometry, respectively.

In Figs. 3 and 4, two alternative embodiments of cylinder covers according to the invention are shown at the same time as a supplementary view of the charging unit is obtained. Both cylinder caps are arranged in this case for the above-described type of turbo insert, the design of which is shown here by cuts in the radial plane at the compressor part in Fig. 3, and the turbine part in Fig. 4. The designations used above for the components of the unit have been maintained.

Fig. 3 shows part of a cylinder cover 40. Two adjacent cylinders are designated III, IV. Here, a cavity 41 is formed in one longitudinal lateral portion of the lid such that the assembly 19 in the inserted position has the rotor shaft 26 parallel to the longitudinal axis of symmetry of the cylinders.1. In this embodiment, inlet 42 and exhaust valve 43 at each cylinder are suitably arranged in a common longitudinal vertical plane. Responsive outflow channels 44, 45 with associated worms 4 (&gt;, 47 are formed in a set corresponding to the dcf described above.

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In Fig. 4, a cylinder cover 5θ is shown. The lid is also formed here with a cavity 51 in its longitudinal side, but lying, ie. the unit has in position 'inserted rotor shaft 26 directed in the longitudinal direction of the motor. The cylinder cover is shown here more fully and together with an exhaust valve 52 with associated discharge duct 53 and inlet snail 54, an overhead cam shaft 55 and a spark plug 56 are also shown at^one cylinder V.

RJG. 5 and 6 show horizontal and. vortical section through a 4-cylinder engine, where two turbochargers 60 are mounted in horizontal, transverse passages in the cap common to all cylinders 61. The compressors of the unit are connected to an air supply box 62 provided with fuel injectors 63. The location of the injector before the inlet to the compressors ensures a good mixing of the fuel into the flowing air. This is especially valuable when using fuels other than those used to date in carburetor engines *, e.g. methanol or carbon powder in slurry or gel form.

The exhaust gases from the turbine sides of the units are collected in a box 64 in which a combustion chamber 65 with injector 66 and ignition device 67 is mounted. A second gas turbine 68 is installed in the drain from the combustion chamber. This can be coupled to the crankshaft of the motor by means of transmission and freewheel, not shown, or arranged to drive an electric generator or flywheel accumulator.

During driving when low power outputs are needed, energy can be stored in batteries or in the flywheel, for outlets at times when larger power outputs are required.

The cylinder caps in the described embodiment standards can be made liquid or air cooled. In the latter technique, ceramics can conveniently be used for the covers as well. The design with built-in turbochargers gives great freedom to shut down parts of the valve and / or fuel injection mechanisms in known manner to improve the part load economy.

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The type of unit shown is considered to be the most suitable, but you can also use displacement-type units, for example, with wing rotors.

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