Voith Turbo Gmbh

Man Nutzfahrzeuge Gmbh

Voith Turbo Gmbh Co. Kg

Man Nutzfahrzeuge Ag

Maschinenfabrik Augsburg-nurnberg Aktiengesellschaft

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

Hans Gebhardt

Klaus Vogelsang

Heribert Moller

Jurgen Friedrich

Alfred Neitz

Peter Edelmann

Gerhard Deschler

Heribert Kubis

Peter Heilinger

Dieter Wittmann

A drive unit for a motor vehicle including an internal combustion engine, a transmission and a hydrodynamic retarder. The retarder includes both a rotor and a stator wherein the rotor is mounted on the engine crankshaft or crankshaft journal and the stator is disposed between the crankcase and rotor.

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 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.

A drive unit comprising an engine, a transmission, a hydrodynamic retarder comprised of a rotor impeller wheel, a stator impeller wheel and a retarder housing enclosing both. A coolant circuit having coolant also serves as a working fluid of the retarder, and a pump impeller wheel is arranged coaxially with the rotor impeller wheel of the retarder which is used to circulate the coolant. Given this configuration, the space needed by the units which perform the pumping and braking functions of the drive unit are minimized while the efficiency of the pumping and braking functions are maximized.

Drive unit with engine and retarder

A drive unit, notably for a motor vehicle with an internal combustion engine and a transmission. The drive unit has two hydrodynamic retarders, each featuring a rotor and a stator. A primary retarder precedes the transmission in the power train and a secondary retarder follows the transmission in the power train.

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 method and apparatus for decelerating a marine propulsion system during an emergency stop maneuver is provided. In order to achieve a faster reversal of the direction of rotation of a propeller shaft an engine brake is activated before switching the three shaft birotatory reduction gear system in order to decelerate the engaged and rotating gear system parts effectively. Only when the rotation of the gear system parts has been reduced to a predetermined number of revolutions the gear system is switched to the reversed direction of rotation by a control switch on the bridge so that the propeller shaft is rotating in the reversed direction of rotation and subsequently the number of revolutions of the combustion engine is increased to full load. The emergency stop maneuver may be performed in a very short period of time with the proposed method. The apparatus comprises a motor brake having a throttle valve eccentrically supported in the exhaust pipe of the combustion engine.

Method and apparatus for decelerating a marine propulsion system during

A device for compensating secondary moments of inertia in five-cylinder in-line combustion engines is provided. With in-line combustion engines having an uneven number of cylinders secondary moments of inertia occur and must be eliminated. This problem is solved by providing compensating masses of the Lanchester type separate from one another and supported in respective bearing housings that are connected to the crank case. The individual compensating masses are driven via the third and the eight crank web of the crank shaft since these are free of compensating masses of the first order. The first and second compensating masses, viewed in the direction of the star-like crank throw arrangement, are displaced in the same direction by the same amount so that the secondary forces due to inertia do not generate an additional torque about the crank shaft. The device may be advantageously incorporated into existing combustion engines.

Device for compensating secondary moments of inertia in five-cylinder

An air compressor, which is embodied as a single or multi-cylinder/piston compressor, and which is driven by gear wheels. The drive gear or pinion of the air compressor is disposed on the air compressor crankshaft and meshes with a gear wheel on the camshaft of an internal combustion engine. Provided on the periphery of the air compressor pinion is, for a single cylinder/piston compressor, one interval having an enlarged tooth gauge, and for a multi-cylinder/piston compressor, several such intervals, the number of which corresponds to the number of times the tangential force passes through zero during one air compressor crankshaft revolution, with the centers of the intervals being coordinated with the respective top dead center position of the air compressor piston.

Auxiliary drive arrangement of an internal combustion engine for an air

A gear wheel driven air compressor that is constructed as a piston compressor, the drive gear wheel of which, on the air compressor crankshaft, meshes with a gear wheel on the camshaft of the internal combustion engine. With drives of this type, the negative torque of the air compressor, which is produced once the upper dead center position of the air compressor piston has been reached, leads to a sudden flank change in the tooth mesh, which is associated with an unpleasant noise. In order to reduce this noise, it is known to make the meshing flank clearance as small as possible. However, clearances which are too small lead to increased rotational bending strain on the air compressor crankshaft and the camshaft. In order to prevent this, a sinusoidal meshing flank clearance change is proposed, which is obtained via a specific eccentricity of the air compressor drive gear wheel, which is associated with the upper dead center position of the air compressor piston.

Auxiliary drive on an internal combustion engine for an air compressor

A torsional vibration damper with a V-belt pulley unit (Front power take-off) attached to the primary part of the damper. In order to increase the service life of the damper and to improve the level of loading in the front PTO, the V-belt pulley is mounted radially and axially on a support element that is connected to the primary part of the damper. A specially designed coupling element, which contains an elastomer that has a high degree of torsional elasticity, is used in conjunction with the axial bearing. In this way, a supercritical adjustment is attained for the vibration system of the PTO, the vibration damper itself being used only for damping the torsional vibrations of the engine crankshaft.

Torsional vibration damper with a V-belt pulley connected thereto

A power take-off of an internal combustion engine, typically an Otto-cycle or Diesel engine, for auxiliary machines, such as compressors, pumps, etc., with the input shaft of the auxiliary machine being drivingly connected with the output shaft of the internal combustion engine via gears. To change the step-up/step-down ratio, the shaft center spacing between the input shaft of the auxiliary machine and the output shaft of the internal combustion engine is variable in a manner that the drive pinion is supported in an eccentric bearing bushing which, in turn, is arranged axially displaceably and rotatably in a flanged housing. The eccentric bearing bushing has a flanged part having axial holes to alternatively accept a locating pin.

Power take-off of an internal combustion engine

The invention relates to a cam for actuating the valves of a reciprocating machine, the cam causing the valve to be opened via a flat-faced sliding-contact cam follower against the force of a closing spring.

Growing community of inventors

Langenzenn, Germany

Hans Gebhardt