Maschinenfabrik Augsburg-nurnberg Aktiengesellschaft

Man Nutzfahrzeuge Ag

Voith Turbo Gmbh

M.a.n. Maschinenfabrik Augsburg-nurnberg A.g.

Voith Turbo Gmbh Co. Kg

Alfred Neitz

Klaus Vogelsang

Hans Gebhardt

Jurgen Friedrich

Heribert Moller

Peter Edelmann

Nunzio D'Alfonso

Hans Pickel

Otto Schnitzer

Jurgen Ritter

Wolfgang Held

Michael L Monaghan

Joachim Weiss

The present invention involves a drive unit, specifically a drive unit for a motor vehicle having an internal combustion engine, a cooling system with fan and a hydrodynamic retarder with a stator, rotor and housing. The retarder is located within a space bounded on one side by the front of the crankcase, on a second side by the fan shaft which runs parallel to the engine shaft, and on a third side by the rear edge of the fan wheel. Viewed from the front, the retarder is substantially located within the fly circle of the fan wheel whereby the air flow generated by the fan wheel removes heat, generated by braking actions, from the housing of the retarder.

Drive unit with internal combustion engine and hydrodynamic retarder

The present invention involves a drive unit, specifically a drive unit for a motor vehicle having an internal combustion engine, a cooling system with fan, a transmission and a hydrodynamic retarder with a stator, rotor and housing. The retarder rotor is mounted on either the engine shaft or a crankshaft journal which is coaxial with the engine shaft. The retarder is located within a space bounded on one side by the front of the crankcase, on a second side by the fan shaft which runs parallel to the engine shaft, and on a third side by the rear edge of the fan wheel. Viewed from the front, the retarder is substantially located within the fly circle of the fan wheel whereby the air flow generated by the fan wheel removes heat, generated by braking actions, from the housing of the retarder.

The present invention involves a drive unit, specifically a drive unit for a motor vehicle having an internal combustion engine, a cooling system with fan and a hydrodynamic retarder with a stator, rotor and housing. The retarder is located within a space bounded on one side by the front of the crankcase, on a second side by the fan shaft which runs parallel to the engine shaft, and on a third side by the rear edge of the fan wheel. Viewed from the front, the retarder is substantially located within the fly circle of the fan wheel whereby the air flow generated by the fan wheel removes heat, generated by braking actions, from the housing of the retarder. The retarder housing comprises a bell and a cover body. The cover body defines a chamber having two outlets and an inlet. The chamber being in fluid communication with the working space of the retarder.

The present invention involves a drive unit, specifically a drive unit for a motor vehicle having an internal combustion engine, a cooling system with fan, a crankshaft and a hydrodynamic retarder with a stator, rotor and housing. The retarder is located within a space bounded on one side by the front of the crankcase, on a second side by the fan shaft which runs parallel to the engine shaft, and on a third side by the rear edge of the fan wheel. Viewed from the front, the retarder is substantially located within the fly circle of the fan wheel. Mounted to the crankcase and located between the crankcase, fan and retarder is an intermediate body which supports the retarder housing and stator, the fan, a regulator and switch for a generator, an idler pulley for a drive belt for auxiliary units and an air conditioning compressor.

A device for switching a combustion engine from a propelling mode to a braking mode, wherein the combustion engine has at least one intake valve and at least one exhaust valve per cylinder, includes a cam shaft for actuating the intake and exhaust valves of each cylinder and a hydraulic linkage made of transmitting pistons and receiving pistons for connecting the cam shaft to the intake and exhaust valves of each cylinder. The cam shaft has a first intake cam for actuating a first transmitting piston and a second intake cam for actuating a second transmitting piston, the first and the second transmitting pistons controlling the intake valve, and a first exhaust cam for actuating a third transmitting piston and a second exhaust cam for actuating a fourth transmitting piston, the third and fourth transmitting pistons controlling the exhaust valves. A control system has a non-rotatable control slide connected between the transmitting and receiving pistons. The control slide has transverse bores for connecting and disconnecting the transmitting and receiving pistons. The device further includes a hydraulic system for switching the control slide from a first operating position for the propelling mode into a second operating position for the braking mode.

Device for switching a combustion engine from one mode of operation to

A combustion chamber shape for air-compressing, self-igniting internal combustion engines is designed such that fuel injection jets ejected from a multiport injection valve positioned on the cylinder axis do not come into contact with the walls of the combustion chamber. For this purpose, the piston bottom is conically shaped whereby the slant of the conical surface is selected such that the piston bottom is adapted to the contour of the widening injected fuel jet. The cylinder head bottom is designed as a spherical segment, also with the goal that the fuel injection jet does not come into contact with the combustion chamber walls. The conically designed piston bottom may have radially extending depressions when the combustion chamber is very small in order to achieve high compression ratios. With the depressions it is ensured that despite the small distance between the piston bottom and the cylinder head bottom the injected fuel jet does not come into contact with the combustion chamber walls so that an incomplete combustion is prevented.

Combustion chamber for air compressing, self-igniting internal

A cross-section controlled multi-jet injection valve for an air-distributor injection in air-compressing combustion engines is provided. In order to fulfill the more stringent requirements and standards for exhaust fume quality it is necessary to provide a homogenous fuel/air mixture. This is achieved with a valve needle which is provided with an axially and radially oriented key. Due to this key a favorable ratio of injection cross-section to circumference of the respective cross-section is achieved. Accordingly, a division of the injection jet and a mixing with air is provided. Due to correspondingly adjusted pressure springs the injection pressure at varying amounts of fuel to be injected is kept constant which furthermore provides a constant homogeneity of the fuel/air mixture. Thus an excellent exhaust fume quality is obtained for the entire performance range.

Cross section controlled multi-jet injection valve

A method of increasing the exhaust braking power of a four-stroke, reciprocating piston internal combustion engine, whereby in the braking operation, in a first and third stroke air is drawn in via an intake valve, and in a second and fourth stroke the air is compressed and, by partially opening an exhaust valve, is discharged against a damper that is disposed in an exhaust pipe or manifold. In order to increase the final compression pressure, i.e. to increase the energy that is to be applied for the compression, the exhaust valve is briefly opened at both the beginning and the end of the compression stroke.

Method of increasing the exhaust braking power of an internal combustion

A direct-injection internal combustion engine has a combustion chamber in the form of a body of rotation in the piston head. Means are provided for creating air swirl about the longitudinal axis of the combustion chamber. A fuel-injection nozzle is arranzed to spray fuel on the combustion chamber wall substantially as a film at upper engine speeds and loads, and to mix the fuel directly with the air at idling and lower engine speeds and loads. The nozzle has a nozzle needle longitudinally movable in a nozzle body to open the nozzle for fuel injection. In order to reduce the size of the nozzle, the nozzle needle is arranged to move in a direction outwardly of the nozzle body to open the nozzle and inwardly of the nozzle body to close the nozzle. The nozzle is adapted to open at a slower rate at lower engine speeds and loads and at a faster rate at upper engine speeds and loads.

Fuel-injection nozzle

An evaporative cooling system for internal combustion engines for protecting such a cooling system against exhaust steam losses and corrosion and, furthermore, to adapt this system to the use in internal combustion engines of a relatively great length (such as for commercial vehicles or contractors' machinery--irrespective of any inclined positions which these vehicles assume). The system includes a flexible bladder provided in the surge tank which contacts the inner surfaces of the tank in the cold condition and the cooling jacket of the internal combustion engine is subdivided into several units in each of which a desired coolant level is maintained by appropriate control elements.

Evaporative cooling system for internal combustion engines

A direct-injection internal combustion engine has a rotationally symmetric combustion chamber which is located in the crown of a piston. Air for combustion is admitted into the combustion chamber in such a manner as to circulate about the axis of the latter. Fuel is injected into the combustion chamber through a discharge passage as a function of the engine load and speed. Within the upper range of engine load and speed, the fuel is injected as a concentrated jet and virtually all of the fuel is deposited upon the wall of the combustion chamber. The fuel evaporates from the wall and then mixes with the circulating air. In the lower range of engine load and speed, as well as during idling, the fuel is injected in the form of a finely atomized jet and mixes with the circulating air directly. The effective cross-sectional area of the fuel discharge passage in the lower range of engine load and speed is maintained between about 3 and 15% of the effective cross-sectional area at maximum output. Furthermore, the maximum injection pressure at the discharge passage at nominal rating is maintained at a value approximately 2 to 3 times greater than the pressure required to open the discharge passage.

Fuel injection method and arrangement for direct-injection internal

A method of operating air-compressing direct-injecting internal combustion engines including at least one piston with a combustion chamber of a shape of a body of rotation, and a fuel injector with a controllable outlet and a throttle member for controlling the fuel injection-pressure is disclosed. The velocity of combustion air rotating about the longitudinal central axis of the combustion chamber and the velocity of the fuel stream when leaving the injector are coordinated to one another. The surface area of the fuel which is contactable by combustion air is controllable so that on increase of the speed of the internal combustion engine the surface area is decreased.

Method of operating internal combustion engines

An air-compressing, direct-injection internal combustion engine formed with a combustion chamber in the shape of a solid of revolution in the piston crown into which fuel is injected via only one jet through an injection nozzle arranged obliquely in the cylinder head, in the direction of the rotating air for combustion. The working of the internal combustion engine is proposed to be improved in such a way that fuel deflection liable to occur in all operating ranges, mainly at the start and at the end of injection due to the rotating air flow and, respectively, when the gas is flowing out of the combustion chamber after the top dead center position, is prevented from affecting the working of the engine and from producing erosion on the piston crown and/or cylinder head. According to the new disclosure, this is essentially achieved by having the fuel jet discharge point of the injection nozzle at top dead center of the piston lying below the piston crown level and projecting into the combustion chamber, and by having the injection nozzle surrounded, with a clearance, by a longitudinally slotted sleeve which is open at the end and projects beyond the discharge orifice (fuel emission point).

Air-compressing, direct-injection internal combustion engine

A method of and apparatus for starting an air-compressing four-stroke cycle internal combustion engine, in which the air for the combustion process is preheated in the intake system or in chambers communicating with the intake system. The air conveying engine parts are, prior to the self-sustaining operation of the engine, heated by means of the preheated intake air, while the engine during the preheating operation is driven by means of separate power and the inlet and outlet valves are controlled in conformity with the two-stroke cycle so that each upward stroke of a piston provides an exhaust stroke and every downward stroke of a piston provides an intake stroke. The shift-over of the operation of the inlet and outlet valves from two-stroke cycle operation to four-stroke cycle operation and the admission of fuel into the cylinders are effected only when the air conveying engine parts and the air charge have reached a temperature sufficient for the start of the engine.

Method of and apparatus for starting an air-compressing four-stroke

An arrangement for air-compressing, direct-injection internal combustion engine having fuel ignition, at least one piston with a combustion chamber having a constricted throat and a pertaining cylinder having a pertaining cylinder head is disclosed. In this arrangement, the fuel injector and the combustion chamber of the piston are in communication with one another, the point of intersection of the longitudinal central axis of the fuel stream with the plane of the pertaining cylinder head which limits the upward movement of the piston is positioned within an imaginary circle having a diameter which is at most 1.1 times the greatest diameter of the combustion chamber, and the fuel injector is adapted to be located from the combustion chamber at a distance of up to about 30% of the greatest diameter of the combustion chamber.

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Wendelstein, Germany

Alfred Neitz