Dr. Ing. H.c. F. Porsche Aktiengesellschaft

Porsche Ag

Erwin Rutschmann

Dietmar Schwarzenthal

Leo Spiegel

Claus Bruestle

Thorsten Wieg

Peter Rothenberger

Willi Schultz

Armin Schweizer

Klaus Schneider

Andre Casal Kulzer

Frank Ickinger

Thomas Laube

Ludwig Theilemann

Joachim Wagner

Klaus Fuoss

Christoph Pleuss

Wolfgang Horlacher

Norbert Hemmerlein

Matthias Benz

Joachim Kelm

Thorben Walder

Marcel Hollmann

Andreas Musgiller

Walter Stoppel

Hans-Georg Breuer

Khanh Tran-Van

Jochen Schlund

Joachim Grünberger

A supercharged internal combustion engine has cylinder groups with plural cylinders and plural exhaust gas turbochargers. Exhaust gas can be fed to at least one first exhaust gas turbocharger from first outlet valves of the cylinders of the first and second cylinder groups via at least one first exhaust manifold. Exhaust gas can be fed to at least one second exhaust gas turbocharger from second outlet valves of cylinders of the first and second cylinder groups via a second exhaust manifold. At low rotational speeds and/or in part load and/or non-steady state operation, exhaust gas can be fed via the first exhaust manifolds that are connected to the first outlet valves per cylinder group to a turbine of the first exhaust gas turbocharger in flows that can be divided in the inflow region of the turbine, while the second exhaust gas turbocharger is inactive.

Method for operating a supercharged internal combustion engine

A supercharging device is provided for an internal combustion engine that has at least one exhaust gas turbocharger () and at least one charge air cooler (LLK) arranged in the outflow of the exhaust gas turbocharger (). An additional electrically driven compressor (e-booster) is arranged downstream of the charge air cooler (LLK) in a bypass () to the main flow line () to the throttle valve () of the internal combustion engine. The main flow line () can be closed by a check valve () that acts in the direction of a return flow.

Supercharging device for an internal combustion engine

A method is provided for operating an internal combustion engine () that has at least one cylinder row () with multiple cylinders (). Each cylinder row () has a first exhaust-gas turbocharger () and a second exhaust-gas turbocharger (). The method includes providing charge air for the cylinders () of the internal combustion engine () either exclusively by the first exhaust-gas turbocharger () of the cylinder row () of the internal combustion engine () or by both the first exhaust-gas turbocharger () of the cylinder row () of the internal combustion engine () and the second exhaust-gas turbocharger () of the cylinder row () of the internal combustion engine () in a manner dependent on an operating mode demanded by a driver and/or by a controller for the internal combustion engine ().

Method and control device for operating an internal combustion engine

A motor vehicle has a supercharged internal combustion engine arranged at the rear and can be fed cooled combustion air via a charge air cooler (). The charge air cooler () is positioned above the internal combustion engine below a covering hood () for the internal combustion engine. The charge air (B) is fed via at least one charge air inlet opening in a charge air inlet shaft () that adjoins the covering hood () and is discharged via at least one charge air outlet shaft (B) that is connected to outlet openings () in the region of a license plate recess () of the motor vehicle.

Motor vehicle having a supercharged internal combustion engine which is arranged at the rear

An internal combustion engine has at least one cylinder group including a plurality of cylinders and at least one exhaust turbocharger, each cylinder including a plurality of outlet valves for exhaust gas, each outlet valve being assigned an outlet duct which opens into an exhaust manifold and via which the respective exhaust gas, after flowing through the respective outlet valve and outlet duct, can be guided in the direction of an exhaust turbocharger, and first outlet ducts of the cylinders being contoured in the manner of nozzles, and second outlet ducts of the cylinders being contoured in the manner of diffusers.

Internal combustion engine

An internal combustion engine has first and second non-deactivatable cylinder banks. Each cylinder bank is assigned exhaust lines which extend from exhaust manifolds. First and second exhaust-gas turbocharger in the exhaust line are assigned to the first and second cylinders, respectively. A first catalytic converter in the first exhaust line contains the first exhaust-gas turbocharger, and is arranged downstream of the first exhaust-gas turbocharger as viewed in the flow direction of the exhaust gas of the first cylinder bank. A second catalytic converter in the second exhaust line contains the second exhaust-gas turbocharger, and is arranged downstream of the second exhaust-gas turbocharger as viewed in the flow direction of the exhaust gas of the second cylinder bank. A flow transfer line is arranged between the first and the second exhaust line, and a first control element, by an exhaust-gas mass flow passing through the flow transfer line can be regulated.

Internal combustion engine having an exhaust-gas and charge-air guidance arrangement

An exhaust system for an internal combustion engine having a first exhaust tract assigned to a first group of cylinders of the internal combustion engine, and a second exhaust tract assigned to a second group of cylinders of the internal combustion engine, the first exhaust tract and the second exhaust tract being coupled to one another by a connecting line. A common bypass line branches off from the connecting line coupling the exhaust tracts.

Exhaust system for an internal combustion engine

A device encapsulates a main bearing of a crankshaft. The main bearing is supplied with oil via an oil supply groove. The device has a bearing seat for the main bearing and on its sides which face toward the crank webs of the crankshaft, has oil channels which are open in the direction of the main bearing and in the direction of the crankshaft webs. In the device, the oil channels are sealed off in the direction of the crankshaft webs by sealing disks which are fastened to the bearing seat.

Device for encapsulating the main bearing of a crankshaft

An internal combustion engine having pressure lubrication according to the dry sump principle, in particular for an opposed cylinder engine, has a crankcase in which an oil suction space (dry sump) is formed in the lower part. The lubricant oil is conveyed from the oil suction space to an oil supply container (wet sump) via an oil return pump equipped with an oil suction line. The lubricant oil in the oil supply tank and/or in the oil supply space is conveyed to the consumer via a main delivery pump. An annular space arranged around the cylinder is provided as part of the oil returned to the oil supply tank.

Internal combustion engine with pressure lubrication by the dry sump principle

An internal-combustion engine having a pressure lubrication system according to the dry-sump principle, particularly for an opposed-cylinder engine, having a crankcase in which an oil scavenging space is constructed in the lower part feeds the lubricating oil by way of an oil return feed pump equipped with an oil scavenging pipe to an oil storage tank. The lubricating oil situated in the oil storage tank is fed by way of a main feed pump to the consuming devices. The oil storage space forming the wet sump is also integrated in the crankcase of the internal-combustion engine.

Internal-combustion engine having a pressure lubrication system according to the dry-sump principle

An intake system for an internal combustion engine having at least two cylinder bank rows, each being assigned an intake bend having individual tubes leading to the cylinders, where the intake bends are interconnected in terms of fluid flow via a distributor tube () and at least one resonance tube () equipped with a switch valve, where the resonance tube and the distributor tube are combined in a central intake module.

Intake system for an internal combustion engine

This invention relates to a test stand for simulation of the exhaust flow of an internal combustion engine, comprising

Test stand for simulation of the exhaust flow of an internal combustion engine

An exhaust gas turbocharger for an internal-combustion engine has a turbine housing and compressor housing in which a turbine wheel and a compressor impeller are connected with one another shaft. The turbine housing has a spirally-extending inlet duct for the exhaust gases. Devices for the flow deflection can be provided in the inlet duct. As a result, the thermal stress as well as the efficiency of an exhaust gas turbocharger with a spirally extending inlet duct for the exhaust gases are improved.

Exhaust gas turbocharger for an internal-combustion engine

A suction system has an arrangement for utilizing resonance effects and is suitable for an internal-combustion engine having opposed cylinder banks. The suction system has a resonance container which has boundary walls. On the one hand, the resonance container is connected with the atmosphere and, on the other hand, it is connected with cylinders of the internal-combustion engine, the arrangement being provided in the resonance container as a control device which can vary the resonance cross-section, and the resonance container is connected with a feeding device having separate feeding pipes. For optimizing the torque behavior of the internal-combustion engine, the control device is fixed from the idling to a medium rotational speed range in a first end position and, together with the feeding pipes of the feeding device, forms two guiding channels which supply the cylinders the two cylinder banks with air.

Suction system

A multi-cylinder internal combustion engine with at least one cylinder row is equipped with a cylinder head housing containing intake and exhaust valves that feed combustion air to the cylinders and release combustion exhaust gases through an exhaust system via control devices in dependence of the position of the crankshaft. Devices for generating differing exhaust valve lift progressions of at least two cylinders arranged in one cylinder row are incorporated to reduce overlapping opening phases of these exhaust valves. The intake valve and the exhaust valve of one of the two cylinders are themselves in an overlapping opening phase. Thereby, a uniform filling rate of the cylinders with new gas is achieved, particularly on a V-8 engine with a 90&deg;-bent crankshaft.

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Tiefenbronn, Germany

Erwin Rutschmann