CS207320B2 - Motor with the internal combustion particularly ignition engine - Google Patents

Abstract

1429493 Supercharged IC engines FRANCE ARMED FORCES MINISTER OF 3 April 1973 [6 April 1972] 15992/73 Heading F1B A power unit comprises an I.C. engine supercharged by an exhaust gas driven turbo charger, the outlet of the compressor being connected to the turbine inlet by a by-pass conduit so that the engine is in parallel air-flow relation with the bypass conduit, which includes automatically controlled throttle means to develop a pressure drop in the air-flow passing through the by-pass conduit which is substantially independent of the rate of flow traversing the conduit and which is an increasing function of the pressure at the compressor outlet. A compression ignition engine 101 includes an exhaust gas driven turbo charger comprising a turbine 104 driving a compressor 103. A by-pass pipe 106 branches off the compressor delivery pipe and supplies air through a throttle valve 108 to a combustion chamber 107, which is also supplied with fuel. The valve head 108a is mounted on a spindle 108b which also carries a piston 110 which slides in a cylinder (not shown) or is mounted at the end of a bellows 108d. The pressure drop across the valve is #P, where the pressure upstream of the valve is P, and is adjustable by moving the piston along the rod, to vary the value #P which increases as a linear function of the pressure at the compressor outlet. Combustion chamber. Fig. 2 shows a combustion chamber in which a nozzle 10 is supplied with fuel from a tank 12 by pump 11. Air, from compressor 3 and line 7 enters the chamber housing and is divided into primary air which passes through ports 22 to a tube 13 and secondary air which flows through a throttle 21 into a tube 17 and hence to a zone 16 where it mixes with the combustion products. Valve member 25 is mounted on sleeve 24 which is slidable in the housing and is biased by a spring 33. The effective area of the ports 22 is varied by a slide valve 28b, having openings 28a and having a closed end which is subject on one face to the pressure in the pipe 13 and on the other face to the force of a compression spring 29 and to the pressure in a chamber 30 which is open to atmosphere through a restricted vent 31. This chamber may also be connected to the compressor delivery line through a pressure regulating valve 53. Slide valve 28b is also connected to a spindle 69 which carries a valve member 68 which moves to vary the effective crosssectional area of a port 39 through which fuel supplied to the nozzle 10 can return via pipes 36 and 43 to the tank 12. Operation. When the pressure on the inside of the slide valve increases, the valve moves to the left, reducing the rate of flow of primary air and opening the port 39 so that a reduced quantity of fuel is discharged from the nozzle 10, thus maintaining a stoichiometric air/fuel ratio. In a modification. Fig. 3 (not shown) the port 39 is closed as the slide valve moves to the left, the port in this case being situated in the flow line to the nozzle 10. The spring 33 may be replaced by a piston and cylinder type viscuous fluid damping device.

Description

BACKGROUND OF THE INVENTION The present invention relates to an internal combustion engine, in particular a compression ignition engine having a turbo-compressor package with at least one compressor and at least one turbine and a bypass line for direct passage of air from the compressor to the exhaust gases.

An engine of this kind is provided in a known manner with a bypass line through which the fresh air from the compressor is directly and permanently supplied to the exhaust gases exiting the engine. The combustion chamber is therefore generally located upstream of the turbine and is supplied with exhaust gas and fresh air through said bypass line.

It is an object of the present invention to reduce to a large extent the work involved in blowing exhaust gases, which will allow an increase in engine performance by increasing the average effective pressure and reducing its consumption.

It is also an object of the invention to adapt the turbo-compressor package to the increased pressures under which the engine is supercharged since the compressor operates near its pumping limit, i.e. with optimum performance.

It is further an object of the invention to allow good flushing of the engine due to the differential pressure maintained between the intake and exhaust.

These objects are achieved and the disadvantages of the known internal combustion engines are eliminated in the internal combustion engine according to the invention, which consists in that the throttle is connected to a compensating differential piston formed by the deformable wall of the cylinder associated with the bypass line before and after the throttle.

Since the work involved in blowing the exhaust gas is reduced, the average effective pressure increases as much as the relationship between the upstream and downstream pressure.

In addition, it is possible for the engine to operate at elevated supercharging pressures while the compressor is operating near its pumping limit.

Finally, the pressure difference between the inlet, that is, the pressure before the throttle and the exhaust, which is the pressure after the throttle, allows for a perfect flushing of the engine.

In one particularly preferred embodiment of the invention, the throttle consists of a movable throttle organ arranged in the bypass line and a fixed seat.

This throttle member may be provided with a rod at the end of which is a balancing piston, and may be provided with a resilient return member, for example formed by a spring or a deformable wall connecting the balancing piston to the bypass line.

In a particular embodiment of the invention, the bypass duct is divided into a secondary air circuit with an outlet in the exhaust-gas mixture of the combustion chamber and a primary air circuit with an outlet in the combustion zone, the throttle being inserted into the secondary air and the primary air circuit. provided with a throttle valve with variable flow profile.

The throttle can be mechanically connected to the fuel control device of the combustion chamber.

The benefit of the invention is that a relationship is established between the fresh air flow profile Sp and the secondary air flow profile Ss.

So if ΔΡ denotes - the difference - in the pressure between one side of the throttle and P is the pressure that is at the top of the bypass line, it can be expressed by a linear increasing function - the dependence - between ΔΡ and P by

Δ P = · and P + β, where a and β denote two coefficients.

On the other hand, it can also be said that this pressure difference ΔP is proportional to the specific mass and m of the fresh air and the square of its velocity V: .....

Δ P ~ km V ² , where k is a constant. in the first approximation. It is therefore possible to derive a value from the above two equations. speed V:

ⁱⁿ _ pL + M ₊ 'kmi / · 2

Thus, the sum of the flow profiles Sp and Ss depends on the total amount of fresh air Q in the bypass line according to the following equation:

g i g ----- where · Sp is. the function P, i.e. Sp = f (P), where f (P] is a predetermined relationship binding the flow profile Sp with the pressure P, i.e. if the speed is replaced by its value · as a function of the pressure:

OF,

£ Z

The amount of secondary air Qs is still equal to the difference between the total amount circulating in the bypass line and the amount of primary air Qp

Qs = Q-Qn.

In a particularly preferred embodiment of the invention, the throttle is provided with a movable device in which the throttle valve and the fuel control device of the combustion chamber are housed. In the engine of the invention, the movable throttle device may further comprise a cylinder having a throttle member on the outer face and the throttle valve constituted by at least one first bore formed by the cylinders and a slide, the slide being a hollow piston having an open face. turned into a bypass line and full. Is directed towards the back pressure area, in particular · into the control chamber, and · is in contact with. and is connected to the fuel control device of the combustion chamber.

Examples of embodiments of the internal combustion engine according to the invention are shown in the drawings. 1 is a schematic view of a compression-ignition engine with a single-feed combustion chamber; FIG. . and FIG. 2 is a schematic view of a compression-charged compression ignition engine with a dual fresh air combustion chamber in accordance with the invention wherein the combustion chamber is a feedback injector; giant.

is a schematic view of a pressurized diesel engine with a combustion chamber. p. two fresh air inlets according to the invention, in which it is part of a combustion chamber. injector without return. in FIG.

is partial. A view of an important part of the engine of Fig. 2 showing a modified embodiment of the invention. and FIG. 5 shows a diagram. · Activity. engine. . according to the invention.

The diesel engine 1 shown in FIG. 1 is supplied under pressure by a group of turbocompressor set 2.

The turbo-compressor set 2 consists of a compressor. 3, supplying compressed air to the diesel engine 1 via a line, and from the turbine 5. driving. compressor 3. shaft 6.. Turbine. ··· 5 alone powered by ... exhaust gases exiting the diesel engine 1.

Air is supplied directly and permanently through the bypass duct 7. from the compressor 3 '· · k. exhaust gases leaving the diesel engine 1.

The combustion chamber 8 'is preferably located upstream of the turbine 5a. · Exhaust gases ·· · and fresh · air are supplied to it by bypass line 7. .....

Under these conditions, the amount of primary air Qp depends only on the pressure P according to the equation:

The diesel engine 1 according to the invention is provided. a throttle 21 with a variable flow profile positioned so as to pass through fresh air in the bypass duct. 7. This. the throttle 21 causes between the inlet part of the bypass line 7, the part connected to the compressor 3, and the outlet part of the bypass line 7,. which is part. connected through the combustion chamber 8 to the turbine 5, the pressure difference ΔP, which is a growing function, preferably linear or almost linear, of the pressure in the inlet part of the bypass line 7.

This linear function can be expressed by the equation

Δ P = a 'P + β, where · a. and в denote two coefficients.

In an embodiment of the diesel engine 1 according to the invention,. 1, the throttle 21 consists of a throttle member 25 located in the bypass line 7 and cooperating with the fixed seat 26.

This throttle member 25 may be supported by a rod 108b, the end of which is integral with a balancing piston 108c sliding in the cylinder or better connected to the bypass line 7 by a deformable wall.

. Throttle body diameter. 25 and the diameter of the balancing piston 108c have. The dimensions of the throttle body. 25 was. balanced by pressure. P. acting on. his forehead. . upstream of gas, it. it is the inner. forehead. the balancing piston 108c,. by the pressure Ρ — Δ P acting on his forehead, upside down. downstream of the gases. and atmospheric pressure. on the outer face of the balancer. piston 103c.

. The conical cross-member 25 may also be acted upon by a resilient return member. 33 to stabilize the value of the coefficient в. according to relation A. P == α ‘. P + β \

This flexible, reversible. the member 33 may be a spring and / or a deformable wall.

Order. was. this coefficient в can be changed,. Yippee . equipment equipped with control means enabling. adjustment of the resulting force acting. to the throttle member 25 by a flexible return member 33. By means of these control means it can. be. a tension varying nut 110 of the resilient return member 33.

This arrangement is particularly advantageous because. allows to adapt the pressure difference. induced by the throttle 21 of the device of which. the engine is supercharged under pressure. In particular, it is possible. adapt this pressure difference to the pressure difference. losses arising in the filtering device 111 located at the inlet of the compressor 3 and / or at. sound attenuators 112 located at the exit of the turbine 5.

Shock absorber 63 s. a viscous environment, which will be discussed in more detail below, may be useful. a throttle member 25 to damp the vibrations of aerodynamic origin to which the throttle organ 25 may be subjected. The viscous attenuator 63 is typically. supplied. from a viscous fluid source which. is under variable pressure.

The arrangement of the invention used in the case where the combustion chamber 8 is supplied with fresh air by supplying the primary air supplying fresh air to the combustion zone 14 and by supplying the secondary air supplying fresh air will now be described in more detail. into the exhaust gas / exhaust gas mixture zone 16 of the combustion chamber 8.

This description will mainly refer to Figures 2 and 3 showing. diesel engine 1, supplied under pressure. turbocompressor set 2.

The turbo-compressor set 2 consists of a compressor 3 supplying compressed air to the diesel. the engine 1 through the first conduit 4, and from the turbine 5 driving the compressor 3 through the shaft 6, the turbine 5 itself being driven by the exhaust gases exiting. diesel engine 1.

This embodiment is provided with a bypass line 6 allowing direct and continuous supply of fresh air supplied by the compressor 3 to the exhaust gases exiting the diesel engine 1.

The combustion chamber 8 is located upstream of the turbine 5 and is fed with a second exhaust gas. pipe 9 and fresh. air bypass line 6.

This combustion chamber 8 is also supplied with fuel by a fuel injector 10 to which the pump 11 of the fuel supplies fuel. the fuel container 12.

To supply exhaust gases and fresh air to the combustion chamber .8. the primary air circuit 13 is used to convey fresh air. air into the combustion zone 14, the exhaust gas inlet 15 conveying these gases to the exhaust gas / exhaust gas zone 16 of the combustion chamber 8 lying therein. downstream of the combustion zone 14 and the secondary air circuit 17 delivering fresh air. air to level 16 of the exhaust gas / combustion chamber mixture 8.

The primary air circuit 13 is defined by a central tube 18 coaxial with the combustion chamber 8,. the first pipe 19 surrounding the central pipe 18 a coaxially serves as the exhaust gas inlet 15. finally, the secondary air circuit 17 is defined by a second pipe. 20 surrounding the first tube 19 coaxially.

Other parts of the diesel engine. 1 according to the invention, the throttle 21 with a variable flow profile is arranged to pass through the secondary air, the throttle 21 causing between the front part of the bypass line 6, the part connected to the compressor. 3, and the rear part of the bypass line, the part connected to the combustion chamber. 8, the pressure difference Δ P, which is an increasing function, preferably linear or almost linear, of pressure P, in the front part of the bypass. the piping 6 and the throttle 22 with a variable flow profile, which are affected by the pressure difference ΔP caused by the throttle 21 and positioned to pass therethrough. primary air, the throttle 22 permitting the primary air to be controlled by a pressure controlled pressure P at the rear of the bypass line G with a predetermined dependence.

In addition, the throttle valve 22 preferably controls the fuel control device 23 of the combustion chamber 8 to control the fuel quantity so as to maintain the fuel to primary air ratio ensuring perfect combustion stability, i.e. a relationship that is as close as possible to stoichiometric ratios.

Accordingly, the fresh air supplied by the bypass line 7 is divided into the primary air conveyed in the primary air circuit 13, passing through the throttle valve 22 and supplying the combustion-zone 14 of the combustion chamber 8, and into the secondary air conveyed in the circuit 17 a secondary air passing through the first throttle 21 and supplying the zone of the mixture 16 of the exhaust gases and combustion products of the combustion chamber 8.

The amount of air circulating in the bypass duct 7 varies - at a ratio of 1:10 - depending on whether the diesel engine 1 is operating at full speed, the operation of the combustion chamber 8 being reduced to a maintenance minimum or whether the engine is idling, the combustion chamber is fully loaded.

Conversely, the amount of fuel required to operate the combustion chamber 8 allowing the independent operation of the turbocharger assembly 2 at engine start and the amount of fuel sufficient to maintain the minimum operation of the combustion chamber 8 are of the order of 30: 1.

However, the combustion stability in the combustion chamber 8 will be optimal if the amount of air providing the combustion, i.e. the amount of air conveyed by the primary air circuit 13, approaches an amount corresponding to stoichiometric ratios.

As mentioned above, the sum of the flow profiles Sp - S.s allowing the flow of primary and secondary air depends on the values of the air pressure P supplied by the compressor and the amount Q of fresh air in the bypass duct - 7.

Under these conditions, it is sufficient to control one of these flow profiles to adjust the amount of primary and secondary air, the other profile being adjusted automatically by difference. Thus, the flow profile Sp for primary air is acted upon.

Regarding a predetermined relationship according to which the relationship between the flow cross section Sp for primary air and the pressure P Δ Δ P which is in the downstream part of the bypass line 7 is controlled, it must be chosen taking into account the operation of the combustion chamber 8 with a total - diesel engine 1 and a turbocharger set

2. Later on, this relationship will be discussed in more detail when two embodiments of the engine of the invention are described, first with a combustion chamber 8 supplied with a fuel injector 10 and a second with a combustion chamber 8 with an injector. 10 fuel without feedback.

In one embodiment of the invention, which is particularly structurally simple and which can be used in the two embodiments shown in Figures 2 and 3, the throttle is provided with a movable device in which the throttle valve 22 and the fuel regulator 23 of the combustion chamber 8 are mounted.

Moving mechanism throttles 21 se. it consists of a cylinder 24, the end of which is provided with a throttle member 25 cooperating with a fixed seat 26. In this state, the throttle valve consists of one or more first orifices 27 formed in the cylinders -24 and a slide 28 covering the first orifices 27 and forming a piston. one side of which is subjected to the pressure of the primary air and to the other face of which the back pressure Pc and the force of the spring 29 are applied, the slide 28 being connected to the fuel regulating device 23 of the combustion chamber 8.

The covering or uncovering of one or more of the first openings 27 by the slide 28 is carried out in such a way that the slide 28 is provided with one or more third holes 28a formed in the housing 28b of the slide 28.

The back pressure Pc acting on the slide 28 may be equal to atmospheric pressure.

However, in certain cases, a back pressure Pc higher than atmospheric pressure may be selected to move the region. In this case, it is particularly simple to arrange the control chamber 30 so as to be in communication with the respective face of the slide 28 and at the same time with atmospheric pressure through the throttle neck 31, whereby compressed air is supplied to the control chamber 30 by the first hose 32. it continuously escapes from the control chamber 30 through the throttle neck 31 and causes an overpressure Pc in said control chamber 30.

It is therefore particularly advantageous to connect the first hose 32 opening into the control chamber 30 with the conduit of the drive device in which fresh cooled compressed air is circulated. It is thus possible to pass a branch line 52 between the diesel engine 1 and its radiator R into the first hose 32 downstream of the regulating needle valve 53 to adjust the back pressure Pc to a value between atmospheric pressure and pressure P.

The resilient return member 33 acts on the movable portion of the throttle 21 and allows regulation of the β linear function parameter ΔP = - Ρ -J β indicating the differential pressure caused by the throttle 21 above. The operation of the resilient spring member 33 is preferably to be controlled by a sliding stop 34 against which the resilient return member 33 is seated.

However, since the throttle 21 can be caused by vibrations of aerodynamic origin, it is preferred that the moving part of the throttle 21 be damped with the viscous means 63, as shown in Fig. 4, in which the same reference numerals designate the same parts as 2. The viscous attenuator 63 may be supplied from an adjustable pressure viscous source 64. The pressure in the viscous source source 64 replaces the operation of the spring, and changing its setting replaces the operation of the slide stop 34.

In particular, the fuel control device 23 of the combustion chamber 8 can be used in the two embodiments shown in FIGS. 2 and 3.

The embodiment shown in FIG. 2 has a fuel injector 10 supplying fuel to the combustion chamber 8 of the return type. The pump 11 supplies fuel to the injector 10 at a constant pressure through the first feed line 35 and the excess fuel that has not been injected into the combustion chamber 8 returns through the fuel return line 36 through the second hose 37 to the fuel control device 23 of the combustion chamber 8.

The fuel control device 23 of the combustion chamber 8 consists of a movable member 38 connected by a rod 69 and a throttle valve slider 22, the control effect being achieved by a variable orifice 39. The variable orifice 39 can change the profile continuously so that the needle 68 retracts more or less into the second opening 70 or the flow profile can be adjusted in steps, namely by masking or unmasking the second opening 70.

This variable orifice 39 is formed by at least one needle 68, partially conical, which is more or less inserted into the second opening 70.

The fuel supplied by the second hose 37 fills the inlet chamber 40, and before it reaches the recovery chamber 41 it is forced to flow through a variable orifice 39. The third chamber 42 exits the recovery chamber 41 and is discharged into the fuel reservoir 12 by a low pressure line 43.

It can be seen from Fig. 2 that as the pressure on the throttle valve slider 22 increases, the slider 28 slides to the left, which results in a narrowing of the flow profile of the throttle valve 22, thereby reducing the amount of primary air and shifting the movable member. 38 - with the needle 68 of the fuel control chamber 23 of the fuel combustion chamber 8 to the left and an increase in the flow profile of the variable orifice 39, thereby increasing the amount of fuel flowing in the fuel return line 36 and reducing the amount of fuel injected into the combustion chamber

8.

When the pressure on the slide 28 decreases, it will be the opposite.

In Fig. 3 the same reference numerals denote the same parts as in Fig. 2, but the fuel is supplied to the combustion chamber 8 by an irreversible type injector. This injector 10 is supplied by the pump 11 from the fuel reservoir 12 via the fuel control device 23 of the combustion chamber 8 through a second supply line 35.

The fuel control device 23 of the combustion chamber 8 also here comprises a movable member 38 connected by a rod 69 to the throttle valve slide 28. The control effect is also achieved by a variable orifice 39. With a variable orifice 39, the flow profile can be varied continuously. In the case of the variable orifice 39, at least one needle 63 is inserted more or less in the second orifice 70.

The fuel supplied by the fourth hose 37a fills the inlet chamber 49, whereupon it is forced to pass through the variable orifice 39 before it reaches the recovery chamber 41 from which it exits the fifth hose 42a and leads to the fuel injector 10 through the high pressure fuel feed line 43a.

In order to maintain a constant pressure difference on both sides of the variable orifice 39, a slider 44 is used.

The slider 44 is comprised of a roller 45 in which the movable piston member 46 moves to cover or expose the fourth opening 47 formed in the wall of the roller 45.

The movable piston member 46 defines, on the one hand, the first chamber 48 on the side of the fourth bore 47 connected to the inlet chamber 40 of the combustion chamber control device 23, and the second chamber 49 on the opposite side to the fourth bore 47 connected with the recovery chamber 41 of the combustion chamber control device 23. fuel.

The movable piston member 46 is subjected to a pressure difference in the inlet chamber -40 and in the recovery chamber 41 and a force of the compression spring 50 acting in the opposite direction to the pressure difference.

The fourth opening 47 is connected to a drain line 54 opening into the fuel container 12.

Z -obr. 3 shows that as the pressure on the throttle valve slider 28 increases, the slider 28 moves to the left, which results in a narrowing of the flow profile of the throttle valve 22 and consequently a reduction in the amount of primary air and a displacement of the movable member 38 s. needle 68 of the fuel control device 23 of the combustion chamber 8 to the left, narrowing the flow profile of the variable orifice 39 and reducing the amount of fuel flowing to the injector. 10 of the fuel supply line 35a.

As soon as the pressure applied to the slide 23 decreases, it is reversed.

The operation of the slide regulator 44 consists in that the movable piston organ 46 closes the more or less the fourth opening 47.

Since the displacement of the movable piston member 46 is very small, the force exerted by the compression spring 50 on the movable piston member 46 is practically constant and, consequently, the pressure difference between the inlet. chamber 40 and recovery chamber 41 is almost constant, whatever the pressure in the combustion chamber 8 and whatever the amount of fuel injected may be.

The value of this pressure difference is given only by the dimensions of the compression spring 50, for which it is possible to provide a sliding stop 51 on which the compression spring 5θ abuts.

It follows that the amount of fuel passing through the variable orifice 39 depends only on the flow profile and hence only on the supply pressure according to the position of the throttle valve slide 28.

If one or the other embodiment of the engine according to the invention shown in FIGS. 2 and 4 or FIG. 3 is used, the dependence between the flow profile can be selected according to the geometry of the throttle valve 22 and the characteristics of the spring 29 by shifting the throttle valve slide. Sp and the downstream pressure P — Δ P or the difference between this downstream pressure P — Δ P and the counter-pressure Pc in the control chamber 30.

Each value of the flow profile Sp corresponds to the value of the amount of primary air Qp and hence the value of the amount of fuel q to be introduced into the combustion chamber, this amount of fuel being ensured by the geometry of the variable orifice 39.

Regarding the operation of the engine, the desired aim is to control the amount of fuel q to prevent, within the limits of the combustion chamber 8, the supercharging pressure from dropping below a predetermined limit, the possibility of starting the turbocharger 2 in front of the diesel engine. condition with the ability to quickly achieve full performance without the risk of switching off.

It follows from these circumstances that the regime to be controlled for the amount of fuel q to be supplied to the combustion chamber 8 as a function of the downstream pressure P Δ Δ P or <from the difference between this pressure P Δ Δ P in the downstream direction of gas and back pressure Pc in the control chamber 30, as shown by way of example in the diagram of FIG. 5, where the line is plotted with the supercharging pressure P, relative pressure being expressed in bar and plotted fuel q fed to the combustion chamber · 8.

Thus, there is no counter-pressure, if the pressure in the control chamber 30 is the same as the atmospheric pressure, the operation point of the combustion chamber 8 of this diagram shifts. If this point of operation stabilizes at point K, that is, at engine idling, it drops to point C as soon as the engine load reaches about 20 why, the maximum load, and above it, the point of operation shifts between C and D (combustion chamber 8 in standby) ).

The introduction of the counter-battery into the control chamber 39 allows the diagram to be shifted to higher pressures in order to increase the set pressure limit value.

This simple pneumatic shifting of the control band can be used to achieve increased torque at low speeds. It is also possible to use the shift of the control zone to accelerate the temperature rise of the engine, since it is idling when the combustion chamber is at full power, with means for exchanging heat between the warm air exiting the compressor and the engine cooling environment.

In addition, the introduction of a back pressure which can reach the value of the supercharging pressure makes it possible to offset the height by shifting the control zone. Indeed, once the atmospheric pressure has dropped, the back pressure can be set to the same value as the supercharging pressure, with the result that the throttle valve 22 is fully opened and the combustion chamber 8 is supplied at full power, with the primary air and fuel reaching its maximum values.

It is therefore possible according to the invention to simultaneously control both the amount of fuel injected into the combustion chamber 8 and the amount of primary air by the geometry of the throttle valve 22, namely the first orifice 27 and the third orifice 28a, and by regulating the spring 29 and the compression spring 50. In this way, the air-fuel mixture ratios in the combustion zone 14 are sufficiently close to the stoichiometric ratios, thereby achieving good combustion chamber stability at any engine speed.

Claims (22)

SUBJECT An internal combustion engine, in particular a compression ignition engine, comprising a turbo-compressor package with at least one compressor and at least one turbine and a bypass line for direct air passage from the compressor to the exhaust gases, the bypass line being provided with a variable flow profile throttle, that the throttle (21) is connected to a differential differential OF THE INVENTION here formed by a deformable wall of the cylinder associated with the bypass line (7) upstream and downstream of the throttle (21). 2. An engine according to claim 1, wherein the throttle (21) has a linear characteristic. An engine according to claim 1 or 2, characterized in that the bypass line (7) is connected to the turbine (5) via a combustion chamber (8). 4. An engine according to claims 1 to 3, characterized in that the throttle (21) comprises a movable throttle (25) disposed in the bypass line (7) and a fixed seat (26). An engine according to claim 4, characterized in that the throttle member (25) is provided with a rod (108b) at the end of which is a balancing piston (108c). 6. An engine according to claim 4 or 5, characterized in that the throttle member (25) is provided with a resilient return member (33). Motor according to Claim 6, characterized in that the resilient return member (33) is formed by a spring. The engine of claim 6, wherein the resilient return member (33) is a deformable wall connecting the balancing piston (108c) to the bypass guide (7). 9. An engine according to claim 4 or 5, characterized in that the throttle member (25) is provided with a silencer (63) with a viscous environment. The engine of claim 9, wherein the viscous attenuator (63) is coupled to a variable pressure viscous source (64). An engine according to claim 3, characterized in that the bypass line (7) is divided into a secondary air circuit (17) with an outlet in the exhaust gas / exhaust gas mixture (16) zone of the combustion chamber (8) into a primary air circuit (13). with an outlet in the combustion zone (14), the throttle (21) is inserted into the secondary air circuit (17) and the primary air circuit (13) is provided with a variable flow throttle (22). Engine according to Claim 11, characterized in that the throttle valve (22) is mechanically connected to the fuel control device (23) of the combustion chamber (8). Engine according to claim 12, characterized in that the throttle (21) is provided with a movable device in which the throttle valve (22) and the fuel control device (23) of the combustion chamber (8) are mounted. An engine according to claim 13, characterized in that the movable throttle device (21) is formed by a cylinder (24) having a throttle member (25) on the outer face and the throttle valve (22) is formed by at least one first opening (27) formed in the cylinder (24) and the slide (28), the slide (28) being a hollow piston whose open face faces the bypass line (7) and whose full face is directed towards the back pressure area, in particular to the control chamber (30), and in contact with the spring (29), and the slide (28) is connected to the fuel control device (23) of the combustion chamber (8). The engine of claim 14, wherein the control chamber (30) is connected to an external atmosphere. An engine according to claim 14, characterized in that the control chamber (30) is connected to a pressure source higher than atmospheric pressure, in particular to a bypass line (7) via a branch line (52) via a radiator (R) and a control needle valve (7). 53). 17. The engine of claims 13 to 16, wherein the throttle movable device (21) is in contact with a resilient return member (33) mounted on the combustion chamber (8). 18. An engine as claimed in any one of claims 13 to 16 wherein the movable throttle assembly (21) is coupled to a viscous shock absorber (63). Engine according to one of Claims 13 to 18, characterized in that the fuel control device (23) of the combustion chamber (8) is provided with a movable piston member (46), the fuel control device (23) of the combustion chamber (8) being located. on the fuel return pipe (36) connecting the fuel injector (10) to the fuel reservoir (12). Engine according to Claims 13 to 18, characterized in that the fuel control device (23) of the combustion chamber (8). it is movable ^; a piston member ¹ (46), wherein the fuel control device (23) of the combustion chamber (8) is located on the high pressure line (43a) of the fuel supply from the fuel reservoir (12) to the fuel injector (10). Engine according to claim 19 or 20, characterized in that the fuel regulating device (23) of the combustion chamber (8) is provided with at least one needle (68) with a conical part, abutting the second opening (70). Engine according to Claim 20 or 21, characterized in that the fuel control device (23) of the combustion chamber (8) is connected to a slider (44), the first chamber (48) of which is connected to the inlet chamber (40) of the control chamber. the fuel assembly (23) of the combustion chamber (8) and is provided with an outlet conduit (54) connecting it to the fuel reservoir (12), the second chamber (49) of which is connected to the recovery chamber (41) of the fuel control device (23) a chamber (8) and whose movable piston member (46) separates the first chamber (48) and the second chamber (49) and is · on the side of the second chamber (49) in contact with the compression spring (50); is displaced in the first chamber (48) relative to the connection with the inlet chamber (40) towards the second chamber (49).