• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a device for controlling the quantity of air introduced at the intake of a supercharged internal combustion engine, said engine comprising two exhaust gas outlets (32, 36) each connected to a collector of exhaust (30, 34) of a group of at least one cylinder (121, 122, 123, 124), said device comprising a supercharging device (38) having a turbocharger with a turbine (40) with a double inlet (50) , 52) connected to said exhaust gas outlets as well as an external air compressor (44), and a partial transfer duct (64) of compressed air from the compressor to the turbine inlets. According to the invention, the partial transfer conduit comprises two branches (70, 72) connected to the turbine inlet and each carrying valve means (74, 76) controlling the flow of compressed air in these branches, and said conduit Partial transfer is integrated in the turbocharger housing so as to be short in length between the compressor outlet and the twin turbine inlet, and thus of limited space and reduced response time.
    公开号:FR3035443A1
    申请号:FR1553538
    申请日:2015-04-21
    公开日:2016-10-28
    发明作者:Thierry Colliou；Bruno Walter
    申请人:IFP Energies Nouvelles IFPEN；
    IPC主号:
    专利说明:

    [0001] The present invention relates to an improved device for controlling the quantity of air introduced to the intake of a supercharged internal combustion engine, in particular a stationary engine or for a motor vehicle or industrial vehicle, and to a method controlling the amount of air for such an engine.
    [0002] The present device is specifically modified to be miniaturized and have a limited impact on the engine environment and to improve the transient operating response time. As is widely known, the power delivered by an internal combustion engine is dependent on the amount of air introduced into the combustion chamber of the engine, amount of air which is itself proportional to the density of this air. Thus, it is usual to increase this amount of air by means of compression of the outside air before it is admitted into this combustion chamber. This operation, called supercharging, can be carried out by any means, such as a turbocharger or a driven compressor, which can be centrifugal or volumetric. In the case of supercharging by a turbocharger, the latter comprises a rotary turbine, single flow or double flow, connected by an axis to a rotary compressor. The exhaust gases from the engine pass through the turbine which is then rotated. This rotation is then transmitted to the compressor which, by its rotation, compresses the outside air before it is introduced into the combustion chamber.
    [0003] As is better described in the French patent application No. 2,478,736, it is provided, in order to significantly increase this amount of compressed air in the engine combustion chamber, to further increase the compression of the engine. outside air by the compressor. This is done more particularly by increasing the speed of rotation of the turbine and therefore of the compressor. For this, a portion of the compressed air leaving the compressor is deflected to be admitted directly to the inlet of the turbine by mixing with the exhaust gas 3035443 2. This turbine is then traversed by a larger amount of fluid (mixture of compressed air and exhaust gas), which increases the speed of rotation of the turbine and consequently the compressor. This increase in compressor speed thus makes it possible to increase the pressure of the outside air which will be compressed in this compressor and then introduced into the combustion chamber of the engine. By this, the compressed air has a higher density which allows to increase the amount of air contained in the combustion chamber. This type of supercharged engine, although satisfactory, nevertheless has significant disadvantages. Indeed, the flow of compressed air that is admitted to the inlet of the turbine is not properly controlled, which can cause a malfunction of the engine. Thus, by way of example, in the event of too much compressed air being diverted to the inlet of the turbine, the exhaust gases entering the turbine are excessively cooled by this air and leads to a decrease. overall performance of overfeeding. The present invention proposes to overcome the drawbacks mentioned above by means of a device for controlling the amount of air introduced at the inlet 20 of a supercharged internal combustion engine which makes it possible to meet all the power demands of the engine. engine. The invention presented here also makes it possible to transfer the compressed air from the intake to the exhaust even when the mean pressure of the compressed air at the intake is lower than that of the exhaust gases. It only suffices that there are phases during the operating cycle of the engine where the intake pressure is higher than that existing at the exhaust. In addition, the present device is specifically designed to be miniaturized. Miniaturization allows an easy integration of the device in the environment of an engine since it is not very intrusive and limited to the housing of the turbocharger.
    [0004] To this end, the present invention relates to a device for controlling the amount of air introduced at the intake of a supercharged internal combustion engine, said engine comprising two exhaust gas outlets each connected to a d-type collector. exhausting a group of at least one cylinder, said device comprising a supercharging device comprising a turbocharger with a twin-input turbine connected to said exhaust gas outlets as well as an outdoor air compressor, and a partial transfer duct of compressed air from the compressor to the inlet of the turbine, characterized in that the partial transfer duct comprises two branches connected to the inlet of the turbine and carrying each valve means controlling the circulation of the air compressed in these branches, and in that said partial transfer duct is integrated in the casing of the turbocharger so as to be of short length between the compressor output and dual turbine inputs, and thus limited footprint and optimized response time.
    [0005] The partial transfer conduit may be disposed on the turbocharger housing. The partial transfer conduit may be located in the turbocharger housing. The branches can each further carry a check valve. One of the branches can be connected to the other of the branches by a connecting pipe. The connecting line may carry means of winnowing. The valve means may comprise proportional valves.
    [0006] The transfer duct may be arranged in the casing of the turbocharger in the foundry manufacture of said casing or during a specific machining.
    [0007] The invention also relates to a method for controlling the amount of compressed air at the intake of a supercharged internal combustion engine, said engine comprising two exhaust gas outlets each connected to an exhaust manifold. a group of at least one cylinder, said device comprising a supercharging device with a turbocharger with a double inlet turbine connected to said exhaust gas outlets as well as an outdoor air compressor, and a transfer duct partial compression of the compressed air from the compressor to the turbine inlet, characterized in that it consists in introducing a portion 10 of the compressed air leaving the compressor in the exhaust gas inlet sections of the turbine, and in that said transfer conduit is disposed on the turbocharger housing. The method can consist of separating the transfer duct into two branches and controlling the circulation of the compressed air in each of the branches by means of winnowing. The method may consist in connecting one of the branches to the other of the branches by a connecting conduit.
    [0008] The transfer conduit may be part of the housing and may be manufactured at the same time as the casting of said housing. The other features and advantages of the invention will become apparent on reading the following description, given solely by way of illustration and not limitation, and to which are appended: FIG. 1 which illustrates an internal combustion engine with its supercharging device according to the invention; FIG. 2 shows a variant of the internal combustion engine with its supercharging device and FIGS. 3a, 3b and 3c which illustrate three variants of the supercharging device according to FIG. 1 for an internal combustion engine.
    [0009] In FIG. 1, the internal combustion engine 10 comprises at least two cylinders, here four cylinders referenced 121 to 124 from the left of the figure.
    [0010] Preferably, this engine is a direct injection internal combustion engine, especially diesel type, but this in no way discards any other type of internal combustion engine. Each cylinder comprises intake means 14 with at least one intake valve 16, here two intake valves each controlling an intake manifold 18. The intake manifolds 18 terminate at an intake manifold 20 supplied with fuel. by a supply duct 22 for intake air, such as compressed air.
    [0011] This cylinder also comprises exhaust gas exhaust means 24 with at least one exhaust valve 26, here also two valves each controlling an exhaust manifold 28. In the example illustrated, the engine is designed to operate in accordance with a order of burning referred to as 1-3-4-2. Given this order of combustion, the exhaust pipes of the first cylinder 121 and second cylinder 124, which form a first group of at least one cylinder, are connected to a first exhaust manifold 30 with a first gas outlet The third and fourth exhaust manifolds 122 and 123, which form a second group of at least one cylinder, are connected to a second exhaust manifold 34 which has a second exhaust gas outlet. exhaust 36. The two exhaust gas outlets result in a turbocharger 38 for the compression of air and more particularly to the expansion turbine 40 of this turbocharger. As illustrated in FIG. 1, the turbocharger is a double-inlet turbocharger, better known as a "Twin Scroll" turbocharger.
    [0012] This type of turbocharger comprises the expansion turbine 40 which is swept by the exhaust gases and which is connected in rotation by a shaft 42 with a compressor 44.
    [0013] At the turbine, the exhaust gas inlet is divided into two sections, a first inlet section 46 connected to the first exhaust gas outlet 32 of the first manifold 30 and a second inlet section. 48 The exhaust gas outlet 50 of the turbine 40 is connected conventionally to the exhaust line 52 of the engine.
    [0014] The compressor 44 of the turbocharger 38 has an external air intake 54 supplied by a supply line 56. The compressed air outlet 58 of this compressor is connected to the feed duct 22 of the intake manifold 20 by a driving 60.
    [0015] Advantageously, it can be provided to place a compressed air cooling radiator 62 on the pipe 60, between the compressor and the pipe 22. As best seen in FIG. 1, a transfer pipe 64 makes it possible to circulate a part of the compressed air leaving the compressor 44 to the inputs 46 and 25 of the turbine. More specifically, this partial transfer duct originates on line 60, at a point of intersection 66 between the compressor and the cooling radiator 62. According to the present invention, the transfer line is very close to the outlet. compressed air compressor compressor 44. This transfer pipe then separates, from a bifurcation point 68, into two branches 70 and 72. The branch 70 leads to the inlet 46 of the turbine by its junction with the The first outlet of the exhaust gas 32 and the branch 72 leads to the other inlet 48 of this turbine by its junction with the exhaust gas outlet 36. The transfer duct and its branches are the shortest possible between the compressed air outlet of the compressor and the inlets 46 and 48 of the turbine. Thus, the impact of the implementation of the partial transfer device on the engine is limited to the immediate environment of the body of the turbocharger assembly. Preferably, said partial transfer ducts are arranged on the turbocharger housing and connected to the output / input ports. In this variant, the turbocharger casing is not modified, but carries an element which is located on the turbocharger housing and which is connected to the output / input ports. It is in this element that the ducts are arranged to allow the installation of proportional valves and non-return valves. Each branch carries valve means 74 and 76, such as a proportional valve, controlled by a control means 78, which may be common to both valve means. This valve thus makes it possible to control the circulation of the compressed air circulating in the branch. Advantageously, each branch also comprises a non-return valve 80 and 82 which prevents the flow of compressed air from the branch to the compressor while preventing the communication of the two branches. This configuration thus makes it possible, during operation of the engine, to take advantage of the zones of low exhaust pressure occurring punctually in the exhaust manifolds to directly introduce compressed air into the turbine and thus increase the flow rate of this turbine and consequently of the compressor. This also allows for more efficient boosting for low revs.
    [0016] During operation, if there is a need for a large quantity of air in the cylinders, the valves 74 and 76 are controlled in opening to introduce compressed air from the compressor 44 into the turbine 40.
    [0017] The compressed air leaving the compressor 44 circulates in the duct 64 and then in the branches 70 and 72 to reach the exhaust gas inlets 46 and 48 of the turbine 40 by bringing a surplus of fluid to the turbine. The present configuration, which imposes short ducts, allows rapid movements of the compressed air sweeping between the compressor and the turbine, and limits the bulk of the device in the engine environment to the immediate environment of the turbocharger housing and also allowing a faster response time.
    [0018] Thus, the turbine is traversed not only by the exhaust gas from the outlets 32 and 36, but also by compressed air which is added to these gases. As a result, the rotation of the turbine is increased, which causes an increase in the rotation of the compressor and, consequently, an increase in the pressure of the compressed air coming out of this compressor.
    [0019] Of course, the valves 74 and 76 are controlled by the control means 78 to admit the amount of compressed air in the turbine that meets the engine's supercharging requirements.
    [0020] The variant of FIG. 2 is distinguished from FIG. 1 by the provision of a connecting pipe 84 between the two branches 70 and 72. This pipe is provided with valve means 86, such as a proportional valve, which, here, is also controlled by the control means 78.
    [0021] One end of this conduit is connected to the branch 70 at a point between the valve 74 and the exhaust gas outlet 32 and the other end at a point between the valve 76 and the outlet of the valve. Exhaust gas 36. This conduit makes it possible to control the fluid communication between the two branches coming to the turbine.
    [0022] More specifically, this connecting pipe makes it possible to deflect a part of the compressed air circulating in one of the branches to introduce it into the other of the branches by mixing with the exhaust gases at the inlet of the turbine. 40.
    [0023] In addition, the connecting pipe makes it possible to reduce the differential pressure of the exhaust gas (or pulsating exhaust) of the other branch, which is angularly offset in the combustion cycle of the engine, on one branch of the turbine.
    [0024] FIGS. 3a, 3b and 3c more precisely describe the alternative arrangements of the control elements in the short duct for partial transfer of the compressed air. FIG. 3a shows the two branches 70 and 72, which sweep the "twin scroll" turbine 40 by its two inlets, each equipped with a nonreturn valve 80, 82 upstream of the proportional valves 74, 76. FIG. 3b shows the two branches 70 and 72, which sweep the turbine "twin scroll" 40 by its two inputs, each equipped with a non-return valve 80, 82 downstream proportional valves 74, 76.
    [0025] FIG. 3c shows the two branches 70 and 72, which sweep the "twin scroll" turbine 40 through its two inlets, each equipped with a non-return valve 80, 82 downstream of a single proportional valve 74, 76 arranged upstream on the conduit 64 for partial transfer of compressed air.
    [0026] All the transfer ducts and its control equipment are integrated in the casing of the turbocharger either being placed on this housing or integrated into the body of the latter so as to have short lengths and little, if any, congestion impact on the environment of the engine and a reduced response time.
    [0027] In a variant, all the transfer ducts 64 and the two branches 70 and 72 that end at the two turbocharger inputs form an integral part of the turbocharger housing. That is, said conduits exit at the same casting from the housing casing or are made during a specific machining of the casing. The invention then only impacts the design and manufacture of the turbocharger casing which carries integral ducts, valves and proportional control valves. The size of the device according to the invention is then limited to the casing of the turbocharger, without impact on the engine environment. 10
    权利要求:
    Claims (11)
    [0001]
    CLAIMS1) Device for controlling the amount of air introduced into the intake of a supercharged internal combustion engine, said engine comprising two exhaust gas outlets (32, 36) each connected to an exhaust manifold (30). , 34) of a group of at least one cylinder (121, 122, 123, 124), said device comprising a supercharging device (38) having a turbocharger with a turbine (40) with a double inlet (46, 48) connected to said exhaust gas outlets as well as an external air compressor (44), and a partial transfer duct (64) of compressed air from the compressor to the turbine inlets, characterized in that the duct partial transfer comprises two branches (70, 72) connected to the inlet of the turbine and each carrying valve means (74, 76) controlling the circulation of compressed air in these branches, and in that said partial transfer conduit is integrated in the turbocharger housing of way be short length between the output of the compressor and the double entries of the turbine, and thus limited space and optimized response time.
    [0002]
    2) Device according to claim 1, characterized in that said partial transfer conduit is disposed on the housing of the turbocharger.
    [0003]
    3) Device according to claim 1, characterized in that said partial transfer conduit is arranged in the housing of the turbocharger.
    [0004]
    4) Device according to one of the preceding claims, characterized in that the branches each further carry a non-return valve (80, 82).
    [0005]
    5) Device according to one of the preceding claims, characterized in that one (70) of the branches is connected to the other (72) of the branches by a connecting pipe (84).
    [0006]
    6) Device according to claim 5, characterized in that the connecting pipe carries the valve means (86). 3035443 12
    [0007]
    7) Device according to one of the preceding claims, characterized in that the valve means comprise proportional valves (74, 76; 86). 5
    [0008]
    8) Device according to one of the preceding claims, characterized in that the transfer duct (64) is arranged in the casing of the turbocharger in the casting of said casing or during a specific machining.
    [0009]
    9) A method for controlling the amount of compressed air at the intake of a supercharged internal combustion engine 10, said engine comprising two exhaust gas outlets (32, 36) each connected to an exhaust manifold ( 30, 34) of a group of at least one cylinder (121, 122, 123, 124, said device comprising a supercharging device (38) with a turbocharger with a turbine (40) with a double inlet (46, 48) connected to said exhaust gas outlets as well as an outdoor air compressor (44), and a partial transfer duct (64) of compressed air from the compressor to the turbine inlets, characterized in that it consists in separating the partial transfer duct into two branches (70, 72) connected to the inlet of the turbine and each carrying valve means (74, 76) controlling the circulation of compressed air in these branches to introduce a part of the compressed air coming out of the compressor into the sections of the compressor said exhaust ducts (46, 48) of the turbine (40), and that said transfer duct is disposed on the turbocharger housing.
    [0010]
    10) Method according to claim 9, characterized in that it consists in connecting one of the branches to the other of the branches by a connecting conduit (84).
    [0011]
    11) Method according to one of claims 9 to 10, characterized in that said transfer conduit is part of the housing and in that it is manufactured at the same time as the cast casting of said housing.
    类似技术:
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    同族专利:
    公开号 | 公开日
    EP3286417B1|2019-03-13|
    WO2016169804A1|2016-10-27|
    FR3035443B1|2017-04-21|
    US20180142610A1|2018-05-24|
    EP3286417A1|2018-02-28|
    US10458316B2|2019-10-29|
    引用文献:
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    FR3035444B1|2015-04-22|2018-10-12|IFP Energies Nouvelles|METHOD OF CONTROLLING THE QUANTITY OF AIR INTRODUCED AT THE ADMISSION OF A SUPERIOR INTERNAL COMBUSTION ENGINE|
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    法律状态:
    2016-04-21| PLFP| Fee payment|Year of fee payment: 2 |
    2016-10-28| PLSC| Publication of the preliminary search report|Effective date: 20161028 |
    2017-04-26| PLFP| Fee payment|Year of fee payment: 3 |
    2018-04-13| PLFP| Fee payment|Year of fee payment: 4 |
    2019-04-25| PLFP| Fee payment|Year of fee payment: 5 |
    2020-04-29| PLFP| Fee payment|Year of fee payment: 6 |
    2022-01-07| ST| Notification of lapse|Effective date: 20211205 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1553538A|FR3035443B1|2015-04-21|2015-04-21|IMPROVED DEVICE FOR CONTROLLING THE AIR QUANTITY INTRODUCED TO THE ADMISSION OF A SUPERIOR INTERNAL COMBUSTION ENGINE AND METHOD USING SUCH A DEVICE|FR1553538A| FR3035443B1|2015-04-21|2015-04-21|IMPROVED DEVICE FOR CONTROLLING THE AIR QUANTITY INTRODUCED TO THE ADMISSION OF A SUPERIOR INTERNAL COMBUSTION ENGINE AND METHOD USING SUCH A DEVICE|
    EP16719261.6A| EP3286417B1|2015-04-21|2016-04-12|Improved device for controlling the amount of air fed into the intake of a supercharged internal combustion engine and method using such a device|
    PCT/EP2016/057985| WO2016169804A1|2015-04-21|2016-04-12|Improved device for controlling the amount of air fed into the intake of a supercharged internal combustion engine and method using such a device|
    US15/568,030| US10458316B2|2015-04-21|2016-04-12|Device for controlling the amount of air fed into the intake of a supercharged internal combustion engine and method using such a device|
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