Mtu Motoren-Und Turbinen-Union Friedrichshafen Gmbh

Motoren- Und Turbinen-Union Friedrichshafen Gmbh

Mtu Friedrichshafen Gmbh

Mtu Motoren-Und Turbinen-Union

Motor Und Turbinen-Union Freidrichshafen Gmbh

Mtu Motoren-Und Turbine-Union

Herbert Deutschmann

Gerd-Michael Wolters

Georg Ruetz

Hans Dinger

Ewald Kamleitner

Karl Schier

Hans Sudmanns

Otto Reifenscheid

Gerhard Haussmann

Erhard Schmidt

Franz Geray

In a water-cooled exhaust pipe which is essentially assembled from cylindrical components, the sections of the interior pipe consist of cylindrically bent, rectangular sheet metal blanks which are elastically inserted into an intermediate wall. The construction minimizes the manufacturing costs of the exhaust pipe.

Supercharged multi-cylinder internal-combustion engine interior exhaust

Control of a charged, piston internal combustion engine having a

Device for cooling a charged piston internal-combustion engine

Exhaust gas line for a supercharged, multi-cylinder piston internal

Multi-cylinder diesel internal combustion engine with low compression

Arrangement for the mounting of exhaust gas lines

A piston internal combustion engine with two-stage supercharging in which two exhaust gas turbocharger groups consisting each of a high pressure and low pressure exhaust gas turbocharger, supply the piston internal combustion engine with charging air. One exhaust gas turbocharger group is constructed to be connected and disconnected, whereby a closure device is arranged in the exhaust gas line of the high pressure exhaust gas turbocharger and a check valve is arranged in the suction line of the low pressure exhaust gas turbocharger. For connecting and disconnecting the exhaust gas turbocharger group at partial load, the cross section of the closure devices is controlled. In order to avoid nonpermissive excess rotational speeds in the rotating parts of the high pressure exhaust gas turbocharger during a connecting operation, charging air is conducted back from the pressure side to the suction side by way of a controllable bypass line between the suction and pressure line of the high pressure compressor. The bypass line is controlled by a further closure device in dependence on the opening of the charging air closure device.

Piston internal combustion engine with two-stage supercharging

A control for the engagement and disengagement of an exhaust gas turbocharger in which the charging air pressure of the internal combustion engine is used as control magnitude for the engagement and disengagement. Unfortunately, this charging air pressure exhibits oscillations with large amplitudes after each engagement and disengagement which could trigger faulty shifting operations in the control. To alleviate this problem, the control line (44) between the charging-air line and the control slide valve members (40, 41) is always closed off when these oscillations occur and their negative effects on the control are thereby prevented.

Control system for the engagement and disengagement of an exhaust gas

A built-up piston in which the piston top (11) and piston bottom part (13) are clamped together by two necked-down bolts (15) by means of nuts (16). The nuts include an extension (21) having an external thread (22), by means of which they are screwed into the piston bottom part (13). An oil scraper ring (14) is arranged between piston top (11) and piston bottom part (13) so that leakage oil out of the cooling oil channel of the piston is conducted back into the crankcase by way of the oil discharge channels of the annular groove of the oil scraper ring.

Built-up piston

A piston for a reciprocating piston internal combustion engine, in which the piston top (11) is secured to the wrist pin (14) by way of two support bearings (18) independent of the piston skirt (12). The piston ring carrier (16) connected with the piston top (11) is additionally connected with the two support bearings by way of a ring-shaped support element (19). A piston with a piston top (11) results which is capable of resisting high combustion space pressures.

Piston for a reciprocating piston internal combustion engine

A diesel internal combustion engine in which during the starting and partial load operation, a number of the cylinders are operated as compressor cylinders and a number as engine cylinders. The supplied charging air of one compressor cylinder (26) is used as actuating medium for the valves (35 to 42) which are to be controlled corresponding to the operating condition of the internal combustion engine, in the connecting lines (27 to 34) between the compressor cylinders (19 to 26) and the engine cylinders (11 to 18) in the absence of a compressed air network. As a result thereof, auxiliary energy of the internal combustion engine (10) is needed only for the initiating control and a rapid shifting of the operating conditions is attained with minimum expenditures.

Diesel internal combustion engine

A piston internal combustion engine in which for the engagement and disengagement of an exhaust gas turbocharger (12), its exhaust gas closure device (33) is opened, respectively, closed only so far that the charging air pressure produced by the continuously engaged exhaust gas turbocharger (11) remains approximately constant. By re-routing a small air quantity by way of a by-pass line (36) to the suction side of the compressor (24), the power input of the compressors (21 and 24) is kept small. During the engagement of the exhaust gas turbocharger (12), a small energy quantity is therefore sufficient in order to accelerate the same to its operating rotational speed. Thereafter, the engaging operation is terminated by complete opening of the exhaust gas closure device (33) and by opening of the charging air closure device (34).

Reciprocating piston internal combustion engine

In a turbocharged diesel internal combustion engine (10) with low compression ratio, at least one cylinder (11) operating as an engine cylinder is charged during starting and at partial load operation by several cylinders (18, 21, 28) operating as compressors. The pistons of the compressor cylinders (18, 21, 28) lead the piston of the engine cylinder (11). As a result thereof, the engine cylinder can be charged during its compression stroke. The compressor cylinder (28) which by reason of its large angular ignition spacing to the engine cylinder cannot feed directly into the engine cylinder, delivers its supplied air at first to another compressor cylinder (18) which is located more favorably. Only thereafter, the air of the two compressor cylinders (18 and 28) is fed in common and in parallel with a further, possibly also favorably located compressor cylinder (21), to the engine cylinder (11).

A valve control for a reciprocating piston internal combustion engine in which at least two valves per cylinder are actuated in unison by a traverse moved by a rocker arm; the pivotally constructed traverse adapts itself to different valve stem heights of the valve pair by assuming different inclined positions; a self-adjusting torque support mechanism cooperates with the traverse and limits the inclination of the traverse to the extent resulting from the differences of the valve stem heights; an accurate synchronous operation of the valves actuated in unison is assured thereby.

Valve control for a reciprocating piston internal combustion engine

An exhaust manifold system for a reciprocating internal combustion engine which includes an exhaust manifold common to all of the cylinders. A turbine of at least one exhaust gas turbocharger is supplied in a ramming process, with exhaust gases from the manifold. The cylinders are disposed in two rows or banks disposed at an angle with respect to one another, with the cylinder heads being connected to the engine block at appropriate mounting surfaces. The exhaust manifold system is disposed inside the engine block in the tunnel-shaped chamber. The chamber is deliminted by longitudinally extending walls of the engine block, with the walls being located in the angle between the cylinders, and by a sealing wall. The sealing wall links or connects the longitudinally extending walls together at a level of the mounting surfaces on the two banks of cylinders. The arrangement of the exhaust manifold system in this manner reduces the pollution of the environment caused by radiation of heat and noise. The energy losses in the exhaust gas are low because of the structural length of the exhaust manifold and a smaller temperature differential exists with respect to the immediate environment in contrast with previously proposed systems.

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Friedrichshafen, Germany

Herbert Deutschmann