WO2005068802A2 - An internal combustion engine - Google Patents

An internal combustion engine Download PDF

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Publication number
WO2005068802A2
WO2005068802A2 PCT/GB2005/000117 GB2005000117W WO2005068802A2 WO 2005068802 A2 WO2005068802 A2 WO 2005068802A2 GB 2005000117 W GB2005000117 W GB 2005000117W WO 2005068802 A2 WO2005068802 A2 WO 2005068802A2
Authority
WO
WIPO (PCT)
Prior art keywords
turbo
charger
valve
inlet
inlet valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/GB2005/000117
Other languages
French (fr)
Other versions
WO2005068802A3 (en
Inventor
James William Griffith Turner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Lotus Cars Ltd
Original Assignee
Lotus Cars Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from GBGB0400808.2A external-priority patent/GB0400808D0/en
Priority claimed from GB0425533A external-priority patent/GB2420377B/en
Application filed by Lotus Cars Ltd filed Critical Lotus Cars Ltd
Priority to US10/585,588 priority Critical patent/US7587898B2/en
Priority to DE602005000777T priority patent/DE602005000777T2/en
Priority to EP05701885A priority patent/EP1711699B1/en
Publication of WO2005068802A2 publication Critical patent/WO2005068802A2/en
Publication of WO2005068802A3 publication Critical patent/WO2005068802A3/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/007—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in parallel, e.g. at least one pump supplying alternatively
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F01N13/107—More than one exhaust manifold or exhaust collector
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/001—Engines characterised by provision of pumps driven at least for part of the time by exhaust using exhaust drives arranged in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0257—Independent control of two or more intake or exhaust valves respectively, i.e. one of two intake valves remains closed or is opened partially while the other is fully opened
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0412—Multiple heat exchangers arranged in parallel or in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a turbo-charged internal combustion engine. It is a technical problem to provide a turbo-charged engine which makes effective use of turbo-charging over a large range of engine speeds and loads. It is desirable to provide an engine with a simple way of controlling the amount of turbo-charged air delivered to a combustion chamber and also the degree of swirl and/or tumble motion imparted to the air on delivery.
  • the present invention provides an internal combustion engine comprising: a combustion chamber first and second inlet valves controlling flow of air into the combustion chamber; first and second exhaust valves controlling flow of combusted gases out of the combustion chamber; and first and second turbo-chargers; wherein: the first turbo-charger is connected to the first inlet valve and the second turbo-charger is connected to the second inlet valve; charge air supplied to the combustion chamber via the first inlet valve is pressurised only by first turbo- charger; charge air supplied to the combustion chamber via the second inlet valve is pressurised only by the second turbocharger ; the first turbo-charger is connected to the first exhaust valve and receives only combusted gases expelled via the first exhaust valve; the second turbo-charger is connected to the second exhaust valve and all combusted gases expelled via the second exhaust valve flow to the second turbo-charger without passing through the first turbo-charger; and valve operating means controls operation of the first inlet valve and first exhaust valve independently from the operation of the second inlet valve and second exhaust valve thereby providing variation in
  • Figure 1 is a schematic illustration of a first embodiment of a turbo-charged internal combustion engine according to the present invention
  • Figure 2 is a schematic illustration of a second embodiment of a turbo-charged internal combustion engine according to the present invention.
  • figure 1 there can be seen a single cylinder engine with a cylinder 10 having two inlet valves 11,12 and two exhaust valves 13,14.
  • Each of the inlet valves 11,12 and exhaust valves 13,14 is operated by a valve operating mechanism which allows the respective valve to be deactivated.
  • the valve operating mechanism could be a cam profile switching mechanism, perhaps operated in conjunction with a cam phasing mechanism.
  • the valve operating mechanism comprises an actuator (e.g. an electrically-controlled hydraulic actuator) for each valve.
  • An exhaust duct 15 connects the exhaust valve 13 to a first turbo-charger 16. All exhaust, gases flowing through the exhaust duct 15 must flow through the turbo-charger 16, after which they then flow through an exhaust duct 17 which leads gases from an outlet of first turbo-charger 16 to an inlet of a second turbo-charger 18.
  • An exhaust duct 19 connects the exhaust valve 14 directly to the turbo-charger 18, bypassing the turbo-charger 16 altogether. All gases flowing through the turbo-charger 18 are directed through an exhaust passage 20 and a catalytic converter 21 to atmosphere.
  • the turbo-charger 18 is a low pressure turbocharger and the turbo-charger 16 is a high pressure turbocharger .
  • Inlet air pressurised by the turbo-charger 18 is supplied to the inlet valve 12 by an inlet duct 22, passing through an intercooler 23 on the way.
  • Inlet air pressurised by the turbo-charger 16 is supplied to the inlet valve 11 by an inlet duct 24, passing through an intercooler 25 on the way.
  • the air supplied to the inlet valve 11 is completely independent of the air supplied to the inlet valve 12; the inlet valve 11 is supplied only with air pressurised by the turbo-charger 18 and the inlet valve 12 is supplied only with air pressurised by the turbo-charger 16.
  • the engine of Figure 1 is a diesel engine and for this reason the inlet port which is opened and closed by valve 12 is designed to impart a high degree of swirl motion to air flowing therethrough.
  • the port opened and closed by valve 11 is not a "high swirl” port and instead is designed to allow relatively unimpeded flow of charge air therethrough.
  • the valve operating mechanism will deactivate the inlet valve 11 and the exhaust valve 13 and operate only the inlet valve 12 and exhaust valve 14. Thus no exhaust gases flow through the turbocharger 16, which remains inoperative.
  • the low pressure turbo-charger 18 is driven by exhaust gas flowing past the exhaust valve 14 and through exhaust duct 19.
  • the turbo- charger compresses air which is fed along the inlet duct 22 through the intercooler 23 and allowed into the combustion chamber 10 via the inlet valve 12 with the inlet port giving a high degree of swirl to the charge air as it enters the cylinder 10, where it is compressed and diesel fuel is injected and the machine ignited by compression ignition.
  • the valve operating mechanism will operate both inlet valves 11,12 and both exhaust valves 13,14.
  • exhaust gases will be supplied to both turbo-chargers 16,18 which are driven to compress charge air which is then supplied to the combustion chamber 10 via both inlet valves 11,12.
  • the combusted gases leaving the turbo-charger 16 are supplied to the turbo-charger 18 to assist in the driving of the turbo-charger 18.
  • Operation of the exhaust valves 13,14 and the inlet valves 11,12 preferably can be controlled by an engine management system to vary for different engine operating conditions (e.g. engine speed, load, temperature during acceleration, during deceleration) what percentage of the total charge air supplied to the cylinder 10 is supplied via the inlet valve 10 and what percentage is supplied via the inlet valve 12.
  • engine operating conditions e.g. engine speed, load, temperature during acceleration, during deceleration
  • Figure 2 there can be seen a single cylinder engine with a cylinder 30 having two inlet valves 31,32 and two exhaust valves 33,34.
  • Each of the valves is operated by a valve generating mechanism which allows the respective valve to be deactivated, e.g. by a cam profile switching mechanism
  • An exhaust duct 35 connects the exhaust valve 33 to a first turbo-charger 36. All exhaust gases flowing through the exhaust duct 35 pass through the turbo-charger 36 and the via a catalytic converter 37 to atmosphere.
  • An exhaust duct 38 connects the exhaust valve 34 to a second turbocharger 39. All exhaust gases flowing through the exhaust duct 38 pass through the turbo-charger 39 and then via the catalytic converter 37 to atmosphere.
  • the flow of exhaust gases through the exhaust duct 35 and turbo-charger 36 is kept separate from the flow of exhaust gas through the exhaust duct 38 and turbo-charger 39; the exhaust gases mix only at the catalytic converter 37.
  • Air drawn in by the turbo-charger 36 is pressurised and then relayed to the inlet valve 31 via an intercooler 40.
  • Air drawn in by the turbo-charger 39 is pressurised and then relayed to the inlet valve 32 via an intercooler 41.
  • the Figure 2 engine can be operated so that only the inlet valve 31, exhaust valve 33 and turbo-charger 36 are functional or so that only the inlet valve 32, exhaust valve 34 and turbo-charger 39 are functional.
  • the Figure 2 engine can also be operated so that all the valves and both turbochargers are active; preferably the control of valve operation will enable control of what proportion of the charge air supplied to the cylinder 30 is supplied via the inlet valve 31 and what proportion is supplied via the inlet valve 32.
  • the inlet ports surrounding the inlet valves 31,32 are configured to give different flow characteristics to charge air passing therethrough, e.g. one could be high swirl port and the other a high tumble or a filling port.
  • the turbo-chargers 36, 39 could be identical, but would preferably be different aerodynamically, with, e.g. one producing charged air at a higher pressure than the other. Comparing the Figure 1 engine with the Figure 2 engine, the Figure 1 engine could be said to have turbo-chargers arranged with sequential turbines and parallel compressors, while the Figure 2 engine has turbo-chargers arranged with parallel turbines and parallel compressors. Whilst above the engines have been described as diesel engines, the engines could equally well be gasoline engines.
  • a high pressure turbo-charger typically has a smaller rotor than the high pressure turbo-charger and can be spun up to speed quickly, but it does offer higher impedance to flow of exhaust gases than the low pressure turbo-charger.
  • the high pressure turbo-charger could be switched in during acceleration of the engine and switched out for steady-state operation of the engine.
  • the high pressure turbo-charger will give the fast response desirable for acceleration whilst a low pressure turbo-charger will give the lower flow impedance desirable for steady state operation.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

The present invention relates to an internal combustion engine comprising: a combustion chamber (10); first (A) and second (B) inlet valves controlling flow of air into the combustion chamber; first (C) and second (D) exhaust valves; and first (16) and second (18) turbochargers. The first turbocharger (16) is connected to the first inlet valve (A) and the second turbocharger (18) is connected to the second inlet valve (B). The first turbocharger (16) is connected to the first exhaust valve (C) and receives only combusted gases expelled via the first exhaust valve (C). The second turbocharger (18) is connected to the second exhaust valve (D) and all combusted gases expelled via the second exhaust valve flow to the second turbocharger (18) without passing through the first turbo-charger (16). The first inlet valve (A) and first exhaust valve (C) are controlled independently from the second inlet valve (B) and the second exhaust valve (D).

Description

A TURBO-CHARGED INTERNAL COMBUSTION ENGINE
The present invention relates to a turbo-charged internal combustion engine. It is a technical problem to provide a turbo-charged engine which makes effective use of turbo-charging over a large range of engine speeds and loads. It is desirable to provide an engine with a simple way of controlling the amount of turbo-charged air delivered to a combustion chamber and also the degree of swirl and/or tumble motion imparted to the air on delivery. The present invention provides an internal combustion engine comprising: a combustion chamber first and second inlet valves controlling flow of air into the combustion chamber; first and second exhaust valves controlling flow of combusted gases out of the combustion chamber; and first and second turbo-chargers; wherein: the first turbo-charger is connected to the first inlet valve and the second turbo-charger is connected to the second inlet valve; charge air supplied to the combustion chamber via the first inlet valve is pressurised only by first turbo- charger; charge air supplied to the combustion chamber via the second inlet valve is pressurised only by the second turbocharger ; the first turbo-charger is connected to the first exhaust valve and receives only combusted gases expelled via the first exhaust valve; the second turbo-charger is connected to the second exhaust valve and all combusted gases expelled via the second exhaust valve flow to the second turbo-charger without passing through the first turbo-charger; and valve operating means controls operation of the first inlet valve and first exhaust valve independently from the operation of the second inlet valve and second exhaust valve thereby providing variation in the ratio of the mass of charge air supplied to the combustion chamber via the first inlet valve to the mass of charge air supplied to the combustion chamber via the second inlet valve.
Preferred embodiments of the present invention will now be described with reference to the accompanying drawings in which: Figure 1 is a schematic illustration of a first embodiment of a turbo-charged internal combustion engine according to the present invention; and Figure 2 is a schematic illustration of a second embodiment of a turbo-charged internal combustion engine according to the present invention. In figure 1 there can be seen a single cylinder engine with a cylinder 10 having two inlet valves 11,12 and two exhaust valves 13,14. Each of the inlet valves 11,12 and exhaust valves 13,14 is operated by a valve operating mechanism which allows the respective valve to be deactivated. The valve operating mechanism could be a cam profile switching mechanism, perhaps operated in conjunction with a cam phasing mechanism. Alternatively (and preferably) the valve operating mechanism comprises an actuator (e.g. an electrically-controlled hydraulic actuator) for each valve. An exhaust duct 15 connects the exhaust valve 13 to a first turbo-charger 16. All exhaust, gases flowing through the exhaust duct 15 must flow through the turbo-charger 16, after which they then flow through an exhaust duct 17 which leads gases from an outlet of first turbo-charger 16 to an inlet of a second turbo-charger 18. An exhaust duct 19 connects the exhaust valve 14 directly to the turbo-charger 18, bypassing the turbo-charger 16 altogether. All gases flowing through the turbo-charger 18 are directed through an exhaust passage 20 and a catalytic converter 21 to atmosphere. The turbo-charger 18 is a low pressure turbocharger and the turbo-charger 16 is a high pressure turbocharger . Inlet air pressurised by the turbo-charger 18 is supplied to the inlet valve 12 by an inlet duct 22, passing through an intercooler 23 on the way. Inlet air pressurised by the turbo-charger 16 is supplied to the inlet valve 11 by an inlet duct 24, passing through an intercooler 25 on the way. The air supplied to the inlet valve 11 is completely independent of the air supplied to the inlet valve 12; the inlet valve 11 is supplied only with air pressurised by the turbo-charger 18 and the inlet valve 12 is supplied only with air pressurised by the turbo-charger 16. The engine of Figure 1 is a diesel engine and for this reason the inlet port which is opened and closed by valve 12 is designed to impart a high degree of swirl motion to air flowing therethrough. The port opened and closed by valve 11 is not a "high swirl" port and instead is designed to allow relatively unimpeded flow of charge air therethrough. At low engine speeds or loads the valve operating mechanism will deactivate the inlet valve 11 and the exhaust valve 13 and operate only the inlet valve 12 and exhaust valve 14. Thus no exhaust gases flow through the turbocharger 16, which remains inoperative. The low pressure turbo-charger 18 is driven by exhaust gas flowing past the exhaust valve 14 and through exhaust duct 19. The turbo- charger compresses air which is fed along the inlet duct 22 through the intercooler 23 and allowed into the combustion chamber 10 via the inlet valve 12 with the inlet port giving a high degree of swirl to the charge air as it enters the cylinder 10, where it is compressed and diesel fuel is injected and the machine ignited by compression ignition. At high engine speeds and loads the valve operating mechanism will operate both inlet valves 11,12 and both exhaust valves 13,14. Thus exhaust gases will be supplied to both turbo-chargers 16,18 which are driven to compress charge air which is then supplied to the combustion chamber 10 via both inlet valves 11,12. The combusted gases leaving the turbo-charger 16 are supplied to the turbo-charger 18 to assist in the driving of the turbo-charger 18. Operation of the exhaust valves 13,14 and the inlet valves 11,12 preferably can be controlled by an engine management system to vary for different engine operating conditions (e.g. engine speed, load, temperature during acceleration, during deceleration) what percentage of the total charge air supplied to the cylinder 10 is supplied via the inlet valve 10 and what percentage is supplied via the inlet valve 12. In Figure 2 there can be seen a single cylinder engine with a cylinder 30 having two inlet valves 31,32 and two exhaust valves 33,34. Each of the valves is operated by a valve generating mechanism which allows the respective valve to be deactivated, e.g. by a cam profile switching mechanism
(perhaps in combination with a cam phasing mechanism) or an actuator (perhaps an electro-hydraulic actuator) for each valve . An exhaust duct 35 connects the exhaust valve 33 to a first turbo-charger 36. All exhaust gases flowing through the exhaust duct 35 pass through the turbo-charger 36 and the via a catalytic converter 37 to atmosphere. An exhaust duct 38 connects the exhaust valve 34 to a second turbocharger 39. All exhaust gases flowing through the exhaust duct 38 pass through the turbo-charger 39 and then via the catalytic converter 37 to atmosphere. Thus the flow of exhaust gases through the exhaust duct 35 and turbo-charger 36 is kept separate from the flow of exhaust gas through the exhaust duct 38 and turbo-charger 39; the exhaust gases mix only at the catalytic converter 37. Air drawn in by the turbo-charger 36 is pressurised and then relayed to the inlet valve 31 via an intercooler 40. Air drawn in by the turbo-charger 39 is pressurised and then relayed to the inlet valve 32 via an intercooler 41. The Figure 2 engine can be operated so that only the inlet valve 31, exhaust valve 33 and turbo-charger 36 are functional or so that only the inlet valve 32, exhaust valve 34 and turbo-charger 39 are functional. The Figure 2 engine can also be operated so that all the valves and both turbochargers are active; preferably the control of valve operation will enable control of what proportion of the charge air supplied to the cylinder 30 is supplied via the inlet valve 31 and what proportion is supplied via the inlet valve 32. Preferably the inlet ports surrounding the inlet valves 31,32 are configured to give different flow characteristics to charge air passing therethrough, e.g. one could be high swirl port and the other a high tumble or a filling port. The turbo-chargers 36, 39 could be identical, but would preferably be different aerodynamically, with, e.g. one producing charged air at a higher pressure than the other. Comparing the Figure 1 engine with the Figure 2 engine, the Figure 1 engine could be said to have turbo-chargers arranged with sequential turbines and parallel compressors, while the Figure 2 engine has turbo-chargers arranged with parallel turbines and parallel compressors. Whilst above the engines have been described as diesel engines, the engines could equally well be gasoline engines. The use of two turbo-chargers of different characteristics can enable operation of the engines without waste gates for the turbo-chargers, which improves efficiency. A high pressure turbo-charger typically has a smaller rotor than the high pressure turbo-charger and can be spun up to speed quickly, but it does offer higher impedance to flow of exhaust gases than the low pressure turbo-charger. The high pressure turbo-charger could be switched in during acceleration of the engine and switched out for steady-state operation of the engine. The high pressure turbo-charger will give the fast response desirable for acceleration whilst a low pressure turbo-charger will give the lower flow impedance desirable for steady state operation. With the use of electro-hydraulic actuators it is possible to control mass flow through the engine by opening and closing the inlet valves (or at least the one operated inlet valve) by different amounts of lift and duration in different intake strokes of the engine. For reasons of simplicity the invention has been described with reference only to single cylinder engines, but it will be understood that the invention could be applied to multi-cylinder engines, in which case each cylinder would have one exhaust valve and one inlet valve connected to a first turbo-charger and a second exhaust valve and second inlet valve connected to a second turbocharger .

Claims

1. An internal combustion engine comprising: a combustion chamber; first and second inlet valves controlling flow of air into the combustion chamber; first and second exhaust valves controlling flow of combusted gases out of the combustion chamber; and first and second turbo-chargers; wherein: the first turbo-charger is connected to the first inlet valve and the second turbo-charger is connected to the second inlet valve; charge air supplied to the combustion chamber via the first inlet valve is pressurised only by first turbo- charger; charge air supplied to the combustion chamber via the second inlet valve is pressurised only by the second turbocharger ; the first turbo-charger is connected to the first exhaust valve and receives only combusted gases expelled via the first exhaust valve; the second turbo-charger is connected to the second exhaust valve and all combusted gases expelled via the second exhaust valve flow to the second turbo-charger without passing through the first turbo-charger; and valve operating means controls operation of the first inlet valve and first exhaust valve independently from the operation of the second inlet valve and second exhaust valve thereby providing variation in the ratio of the mass of charge air supplied to the combustion chamber via the first inlet valve to the mass of charge air supplied to the combustion chamber via the second inlet valve.
2. An internal combustion engine as claimed in claim 1 wherein the valve operating means can deactivate the second inlet valve and the second exhaust valve whereby all charge air supplied to the combustion chamber is pressurised by the first turbo-charger and delivered via the first inlet valve.
3. An internal combustion engine as claimed in claim 2 wherein the valve operating means can operate simultaneously the first and second inlet valves and the first and second exhaust valves whereby charge air supplied to the combustion chamber is pressurised by both of the first and second turbo-chargers and delivered via both the first and second inlet valves.
4. An internal combustion engine as claimed in any one of claims 1 to 3 wherein combusted gases leaving the first turbo-charger are relayed to the second turbo-charger and drive the second turbo-charger jointly with the combusted gases supplied via the second exhaust valve.
5. An internal combustion engine as claimed in any one of claims 1 to 3 wherein combusted gases leaving each of the first and second turbo-chargers are relayed to exhaust without passing through the other turbo-charger.
6. An internal combustion engine as claimed in claim 5 wherein the valve operating means can deactivate the second inlet valve and the second exhaust valve whereby all charge air supplied to the combustion chamber is pressurised by the second turbo-charger and delivered via the second inlet valve .
7. An internal combustion engine as claimed in any one of the preceding claims wherein the first inlet valve is associated with a first inlet port which imparts to charge air flowing therethrough a flow characteristic different to a flow characteristic imparted to charge air flowing through a second inlet port associated with the second inlet valve.
8. An internal combustion engine as claimed in claim 7 wherein the first inlet port imparts to the charge air flowing therethrough a degree of swirl greater than the degree of swirl imparted to charge air flowing through the second inlet port .
9. An internal combustion engine as claimed in any one of the preceding claims comprising a first intercooler for cooling air pressurised by the first turbo-charger before the air flows into the combustion chamber via the first inlet valve and a second intercooler for cooling air pressurised by the second turbo-charger before the air flows into the combustion chamber via the second inlet valve.
10. An internal combustion engine as claimed in any one of the preceding claims wherein the first turbo-charger is a low pressure turbo-charger and the second turbo-charger is a high pressure turbo-charger.
11. An internal combustion engine as claimed in claim 10 wherein the valve operating means increases flow of exhaust gas to the high pressure turbo-charger and thereby air flow through the high pressure turbo-charger to the second inlet valve during periods of acceleration of the engine.
12. An internal combustion engine as claimed in claim 10 or claim 11 wherein the valve operating means with increasing engine speed and/or load increases flow of exhaust gas to the high pressure turbo-charger and thereby flow of charge air through the high pressure turbo-charger to the second inlet valve.
13. An internal combustion engine as claimed in any one of the preceding claims wherein the valve operating means comprises an electro-hydraulic actuator individual to each inlet valve and each exhaust valve and controlled by an electrical controller to vary operation of the valve and thereby the turbo-chargers having regard to changes in engine operating conditions.
14. An internal combustion engine substantially as hereinbefore described with reference to and as shown in the accompanying drawings .
PCT/GB2005/000117 2004-01-14 2005-01-14 An internal combustion engine Ceased WO2005068802A2 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
US10/585,588 US7587898B2 (en) 2004-01-14 2005-01-14 Internal combustion engine
DE602005000777T DE602005000777T2 (en) 2004-01-14 2005-01-14 Internal combustion engine
EP05701885A EP1711699B1 (en) 2004-01-14 2005-01-14 An internal combustion engine

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GB0400808.2 2004-01-14
GBGB0400808.2A GB0400808D0 (en) 2004-01-14 2004-01-14 A turbocharged internal combustion engine
GB0425533.7 2004-11-19
GB0425533A GB2420377B (en) 2004-11-19 2004-11-19 A turbo-charged internal combustion engine

Publications (2)

Publication Number Publication Date
WO2005068802A2 true WO2005068802A2 (en) 2005-07-28
WO2005068802A3 WO2005068802A3 (en) 2005-09-15

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB2005/000117 Ceased WO2005068802A2 (en) 2004-01-14 2005-01-14 An internal combustion engine

Country Status (5)

Country Link
US (1) US7587898B2 (en)
EP (1) EP1711699B1 (en)
AT (1) ATE358230T1 (en)
DE (1) DE602005000777T2 (en)
WO (1) WO2005068802A2 (en)

Cited By (8)

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US7509805B2 (en) * 2004-10-06 2009-03-31 Saab Automobile Ab Control of exhaust to a turbo of internal combustion engine
FR2892460A1 (en) * 2005-10-21 2007-04-27 Renault Sas Intake system for e.g. diesel engine, has turbochargers divided into compressors and turbines and supplied by exhaust gas for producing identical air pressure in intake manifolds, and ducts having access controlled by valve
DE102007017847A1 (en) * 2007-04-16 2008-10-23 Siemens Ag Multi-stage turbocharger and internal combustion engine
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US20100139268A1 (en) * 2008-09-24 2010-06-10 Audi Ag Internal Combustion Engine with Two Chargers and Method for Operating Same
WO2010076590A1 (en) * 2008-12-30 2010-07-08 Renault Trucks Internal combustion engine equipped with two turbochargers

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US20080216474A1 (en) 2008-09-11
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WO2005068802A3 (en) 2005-09-15
US7587898B2 (en) 2009-09-15
EP1711699B1 (en) 2007-03-28
DE602005000777T2 (en) 2008-01-10

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