DEVICE FOR CONTROLLING THE QUANTITY OF AIR ADMITTED TO A SUPERCHARGED INTERNAL COMBUSTION ENGINE AND METHOD USING SUCH A DEVICE DISPOSITIF

Abstract

The present invention is a device for controlling a quantity of air introduced into an inlet of a boosted internal combustion engine with the engine having exhaust gas outlets each connected to an exhaust manifold of at least one cylinder. The device includes a boosting device comprising a turbocharger having a turbine with intakes connected to the exhaust gas outlets, an external-air compressor and a duct for partially transferring the compressed air from the compressor to the intakes. The partial transfer duct has branches connected to the turbine intakes which each have valve regulation for controlling circulation of compressed air in the branches.

Claims

1-12. (canceled)

13. A device for controlling a quantity of air introduced into an inlet of a boosted internal combustion engine with the engine including exhaust gas outlets, connected to an exhaust manifold of at least one cylinder comprising: a boosting device comprising a turbocharger including a turbine having intakes connected to the exhaust gas outlets, an external-air compressor and a duct for partial transfer of the compressed air from the compressor to the intakes; and wherein the partial transfer duct comprises branches connected to the intakes with each branch including valve regulation which controls circulation of compressed air in the branches of the partial transfer duct.

14. A device according to claim 13, wherein the branches each also include a non-return valve which prevents circulation of compressed air back to the compressor.

15. A device according to claim 13, wherein one of the branches is connected to the other branch with a connecting line.

16. A device according to claim 14, wherein one of the branches is connected to the other branch with a connecting line.

17. A device according to claim 15, wherein the connecting line includes valve regulation.

18. A device according to claim 16, wherein the connecting line includes valve regulation.

19. A device according to claim 17, wherein the valve regulation comprises proportional valves.

20. A device according to claim 18, wherein the valve regulation comprises proportional valves.

21. A device according to claim 13, wherein the duct for partial transfer includes a heater for heating compressed air circulating therein.

22. A device according to claim 21, wherein in that the heater comprises a heat exchanger.

23. A device according to claim 22, wherein the heater comprises an intake for exhaust gas coming from the turbine and an exhaust gas outlet to an exhaust line.

24. A method for controlling a quantity of compressed air into an inlet of a boosted internal combustion engine with the engine including exhaust gas outlets connected to an exhaust manifold of at least one cylinder, a device comprising a boosting device including a turbocharger having a turbine with intakes connected to the exhaust gas outlets, an external-air compressor and a duct for partial transfer of the compressed air from the compressor to the intakes, comprising the steps of compressing external-air and introducing a portion of the compressed air coming from the compressor into exhaust gas intake sections of the turbine.

25. A method according to claim 24, comprising dividing the duct for partial transfer into two branches and controlling circulation of the compressed air in each of the branches with regulation valves.

26. A method according to claim 24, comprising connecting one of the branches to the other branch with a connecting line.

27. A method according to claim 24, comprising heating the compressed air circulating in the transfer duct before flowing into the turbine.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The other features and benefits of the invention will appear from reading the description which is to follow, given for solely illustrative purposes and on a non-limiting basis and to which the following are attached:

[0030] FIG. 1 illustrates an internal combustion engine with a boosting device according to the invention;

[0031] FIG. 2 shows a variant of the internal combustion engine with its boosting device and

[0032] FIG. 3 illustrates a variant of the internal combustion engine with its boosting device according to FIG. 1.

DETAILED DESCRIPTION OF THE INVENTION

[0033] In FIG. 1, the internal combustion engine 10 comprises at least two cylinders, which here are four cylinders referenced 12.sub.1 to 12.sub.4 from the left of the figure.

[0034] Preferably, this engine is a direct injection internal combustion engine, particularly of the Diesel type but this in no way excludes any other type of internal combustion engine.

[0035] Each cylinder comprises an inlet means 14 or inlet with at least one inlet valve 16. Here two inlet valves each controlling an induction pipe 18. The induction pipes 18 end at an inlet manifold 20 supplied by a supply duct 22 with inlet air, such as compressed air.

[0036] This cylinder also comprises burned gas exhaust means 24 or exhaust with at least one exhaust valve 26. Here two valves, control an exhaust tube or lines 28.

[0037] In the example illustrated, the engine is prepared for operating with a firing order of 1-3-4-2. In view of this firing order, the exhaust tubes or lines of the first cylinder 12.sub.1 and second cylinder 12.sub.4, which form a first unit of at least one cylinder, are connected to a first exhaust manifold 30 with a first exhaust gas outlet 32. The exhaust tubes or lines of the third and fourth cylinders 12.sub.2 and 12.sub.3, which form a second unit of at least one cylinder, are connected to a second exhaust manifold 34 which comprises a second exhaust gas outlet 36.

[0038] The two exhaust gas outlets lead to a turbocharger 38 for compressing air and more particularly to the expansion turbine 40 of this turbocharger.

[0039] As illustrated in FIG. 1, the turbocharger is a double intake turbocharger, better known by the term Twin Scroll turbocharger.

[0040] This type of turbocharger comprises the expansion turbine 40 which is swept by the exhaust gases and rotatingly connected, by a shaft 42, to a compressor 44.

[0041] At the turbine, the exhaust gas intake is divided into two sections. A first intake section 46 is connected to the first exhaust gas outlet 32 of the first manifold 30 and a second intake section 48 is connected to the second exhaust gas outlet 36 of the second exhaust manifold 34.

[0042] The gas discharge 50 of the turbine 40 is conventionally connected to the engine's exhaust line 52.

[0043] The compressor 44 of the turbocharger 38 comprises an external-air inlet 54 supplied by a supply duct 56. This compressor's compressed air outlet 58 is connected to the supply duct 22 of the inlet manifold 20 by a duct 60.

[0044] Advantageously, it can be arranged to place a compressed air cooler 62 on the duct 60, between the compressor and the duct 22.

[0045] As can be seen better in FIG. 1, with a transfer duct 64, a portion of the compressed air coming out of the compressor 44 can be made to circulate to the turbine intakes 46 and 48.

[0046] More precisely, this partial transfer duct starts in the duct 60, at an intersection point 66 between the compressor and the cooler 62 and is then divided, from a bifurcation point 68, into two branches 70 and 72. The branch 70 leads to the turbine intake 46 via its connection to the first exhaust gas outlet 32 and the branch 72 leads to this turbine's other intake 48 via its connection to the exhaust gas outlet 36.

[0047] Each branch carries valve regulation means of regulation 74 and 76, such as a proportional valve, controlled by a control means 78, which can be common to the two valve regulation means. Therefore, with this valve, the circulation of the compressed air in the branch can be controlled.

[0048] Advantageously, each branch also comprises a non-return valve 80 and 82 which prevents the circulation of the compressed air from the branch to the compressor, while preventing the two branches from coming into communication.

[0049] Therefore, with this configuration, it is possible during operation of the engine to take advantage of the zones of low exhaust pressure prevailing intermittently in the exhaust manifolds to introduce compressed air into the turbine and thus to increase the flow rate of this turbine and consequently of the compressor. With this, it is also possible to have more efficient boosting for low engine speeds.

[0050] During operation, in case of a requirement for air in a large quantity in the cylinders, the valves 74 and 76 are made to open to introduce compressed air from the compressor 44 into the turbine 40.

[0051] The compressed air coming from the compressor 44 circulates in the duct 64 and then in the branches 70 and 72 to reach the exhaust gas intakes 46 and 48 of the turbine 40, delivering surplus fluid to this turbine.

[0052] Therefore, the turbine is swept not only by the exhaust gases from the outlets 32 and 36 but also by compressed air which is added to these gases. Because of this, turbine rotation is increased, which causes an increase in compressor rotation and consequently an increase in the pressure of the compressed air which comes from this compressor.

[0053] Of course, the valves 74 and 76 are controlled by the control means or control 78 so as to let into the turbine the quantity of compressed air which meets the engine's boosting requirements.

[0054] The variant in FIG. 2 can be distinguished from FIG. 1 due to the placing of a connecting duct 84 between the two branches 70 and 72. This duct is provided with a regulation valve means or regulation 86, such as a proportional valve which, here, is also controlled by the control means or control 78.

[0055] One of the ends of this duct is connected to the branch 70 at a point situated between the valve 74 and the exhaust gas outlet 32 and the other end is connected at a point situated between the valve 76 and the exhaust gas outlet 36.

[0056] With this duct, it is possible to control the communication of fluid between the two branches reaching the turbine.

[0057] More precisely, with this connecting duct, it is possible to divert a portion of the compressed air circulating in one of the branches to introduce it into the other branch, mixing with the exhaust gases at the intakes of the turbine 40.

[0058] Furthermore, with the connecting duct, it is possible to restore in one branch of the turbine the pressure differential of the exhaust gases (or pulsating exhaust) of the other branch which is angularly offset in the engine combustion cycle.

[0059] In FIG. 3, which essentially comprises the same elements as those in FIG. 1, the compressed air leaving the compressor 44 and circulating in the transfer duct 64 is heated before being introduced into the turbine 40.

[0060] For this purpose, the transfer duct 64 carries a means of heater 88 for heating the compressed air, which here is a heat exchanger in the form of a heat radiator, placed between the intersection point 66 and the bifurcation point 68 of the duct. This radiator is crossed by the compressed air which circulates in this duct while being swept by the engine exhaust gases. These exhaust gases come from the turbine discharge 50 and are conveyed by a duct 90 to the radiator intake 92. The exhaust gases sweep this radiator, transferring the heat they contain to the compressed air, subsequently to leave this radiator again through the outlet 94, to be directed to the engine exhaust line.

[0061] Therefore, a portion of the exhaust gas energy is recovered by the compressed air which is introduced into the turbine through one or other of the intakes 46 and 48.

[0062] Therefore, with this heated compressed air, it is possible to supply extra energy to the turbine which, as a result, will rotate at a higher speed. This high speed of rotation is then transmitted to the compressor, which will carry out higher compression of external air.