DE112017002878T5 - Internal combustion engine intake system and valve assembly - Google Patents

Abstract

The present invention provides an intake system for delivering air to an internal combustion engine of an automobile, the intake system including two electric superchargers arranged to compress air flowing through the intake system prior to delivery to the internal combustion engine in use. The present invention also provides a method of operating an intake system of an internal combustion engine of an automobile, the method comprising discharging air to the internal combustion engine through the intake system; passing air through two electric superchargers provided in the intake system; and using the two electric superchargers to compress air flowing through the intake system prior to delivery to the internal combustion engine.

Description

TECHNICAL AREA

The present disclosure relates to intake systems for internal combustion engines of an automobile. Aspects of the invention relate to an intake system for delivering air to an internal combustion engine of an automobile and a method of operating an intake system of an internal combustion engine of an automobile.

The present disclosure also relates to a valve assembly for a gas flow system, and more particularly, but not exclusively, to a valve assembly for a gas flow system of an internal combustion engine of an automobile. Aspects of the invention relate to a valve assembly, a gas flow system, and an internal combustion engine.

BACKGROUND

There is currently a trend in the automotive industry towards the use of lower capacity engines, mainly due to fuel efficiency. In order to compensate for the reduced power resulting from selecting a smaller capacity for an engine, it is common to provide a motor with a charging system to increase the density of the air provided to the engine, thereby reducing torque and torque Power available from the engine can be increased.

Conventional charging systems often include a supercharger (comprising a compressor driven by the engine via a belt, gear, shaft or other mechanical means) and / or a turbocharger (comprising a compressor driven by an exhaust driven turbine becomes). A turbocharger generally provides increased torque and power with high efficiency, but undergoes a turbo lag as the turbine and compressor require time to ramp up after an increase in throttle position. In contrast, a supercharger generally provides a quick response to an increased throttle position, but is less efficient than a turbocharger. The disadvantages of each type of compressor can be offset to some extent by employing both a turbocharger and a supercharger in a single charging system, commonly known as a dual charging system.

It is possible to provide a turbocharger with an electric motor that can be used to assist in starting up the compressor. Turbochargers including an electric motor for starting up the compressor are known as electric turbochargers. Electric turbochargers can provide a faster response to an increased throttle position than regular turbochargers due to the ability of the electric motor to start the compressor. However, these systems are relatively complex and not common in automotive applications.

A recent concept in the field of automotive engine charging is the use of electric superchargers. Electric superchargers are chargers that use an electric motor to drive a compressor. In an electric supercharger, the compressor is driven only by the electric motor. (Electric superchargers are different from electric turbochargers in which the compressor is arranged to be driven by an exhaust driven turbine in addition to driving by an electric motor). Electric superchargers may be used to rapidly increase the density of air provided to the engine in response to an increased throttle position. However, the use of electric superchargers in automotive applications is still quite uncommon and electric superchargers have not been able to overcome all the disadvantages associated with conventional charging systems.

An intake or exhaust system for an internal combustion engine of an automobile may include two or more separate flow paths, each of which is provided with a valve that may be operated to control the flow of gases through its respective flow path. For example, an intake or exhaust system may include two (or more) alternative parallel flow paths in a selectively configurable arrangement that may be controlled to cause gases flowing through the intake or exhaust system to pass either through a first one of the flow paths in a first configuration or, alternatively, through a second of the flow paths in a second configuration.

In general, each valve used to control the flow of gases through a flow path of an intake or exhaust system includes a housing, a valve member disposed within the housing, for controlling the flow of the gases through its respective flow path, and Actuator for controlling the position of the valve element.

While multiple flow paths of the intake or exhaust system are controlled as desired, the use of valves adds to the cost, weight, number of parts and control complexity of the entire intake or exhaust system.

The present invention aims to overcome the disadvantages associated with the prior art.

BRIEF SUMMARY OF THE INVENTION

According to one aspect of the present invention, there is provided an intake system for discharging air to an internal combustion engine of an automobile, the intake system comprising two electric superchargers arranged to direct air flowing through the intake system prior to delivery to the internal combustion engine in use to condense. By providing the intake system with two electric superchargers, it is possible to increase the torque and power available by an engine with a given displacement and to provide a quick response to an increased throttle position with a high efficiency.

By employing two electric superchargers it is possible to maximize the beneficial effects of the electric superchargers and provide a highly optimized charging system. In addition, using two electric superchargers instead of a single higher load capacity electric super charger allows the electric superchargers to be selected from a wider range of available models; it allows greater flexibility in the design and operation of the charging system, reduces response times due to lower inertia in each electric supercharger, and reduces the overall cost and weight of the charging system.

The intake system may further include an additional charging device. The additional charging device may be, for example, a supercharger or a turbocharger. When used in combination with an additional charging device, the two electric superchargers can help to overcome some of the disadvantages associated with the additional charging device. For example, when used in particular in combination with a turbocharger, the two electric superchargers may serve to reduce deceleration and provide a faster response to an increased throttle position, particularly at low engine speeds.

The two electric superchargers may be arranged in series with (and preferably downstream of) the additional charging device or alternatively in parallel with the additional charging device.

The two electric superchargers can be arranged in series with each other. When the two electric superchargers are arranged in series with each other, in use, air flows through and is condensed by a first one of the electric superchargers before flowing through and secondarily condensed by a second one of the electric superchargers. Placing the two electric superchargers in series provides maximized supercharging at low engine speeds, allowing faster response to increased throttle position and faster acceleration.

Alternatively, the two electric superchargers may be arranged parallel to each other. When the two electric superchargers are arranged in parallel with each other, part of the air flowing through the intake system flows through and is compressed by a first one of the electric superchargers (but not by a second one of the electric superchargers) while another Part of the air that flows through the intake system, flows through the second of the electric superchargers (but not the first of the electric superchargers) and is compressed by it. Placing the two electric superchargers in parallel allows one to achieve a higher maximum mass air flow rate through the two electric superchargers, thereby expanding the engine speed range over which the two electric superchargers are effective in compressing air for delivery to an engine.

The two electric superchargers may be provided in a configurable arrangement which, during use of the induction system, may be selectively switched between a series configuration in which the two electric superchargers are arranged in series and a parallel configuration in which the two electric superchargers are parallel to one another are arranged. By providing such a configurable arrangement, it is possible to selectively achieve the benefits of both the in-line and the parallel arrangement so that engine performance can be more fully optimized over a wider range of operating conditions (particularly during transient operating modes).

The intake system may include a first flow path for discharging air from an outlet of a first one of the two electric superchargers to an inlet of a second of the two electric superchargers when the two electric superchargers are operated in the series configuration, a second flow path for discharging air from the outlet of the first electric supercharger and bypassing the second electric supercharger when the two electric superchargers are operated in the parallel configuration, and a third flow path for bypassing the first electric supercharger and discharging air to the inlet of the second electric supercharger when the two electric superchargers are operated in the parallel configuration.

The first flow path may be provided with a first valve element that may be opened to allow air to flow from the first electric supercharger to the second electric supercharger; the second flow path may be provided with a second valve element that may be opened to allow air to flow from the first electric supercharger and bypass the second electric supercharger; and the third flow path may be provided with a third valve element that may be opened to allow air to bypass the first electric supercharger and to flow to the second electric supercharger.

The second and third valve elements may be arranged to operate in phase with each other, and the first valve element may be arranged to operate in phase with the second and third valve elements.

Two or more of the first, second and third valve members may be arranged to be operated together by a common actuator.

Two or more of the first, second and third valve members may be coupled to a common shaft.

Two or more of the first, second, and third valve members may be provided within a common housing.

The intake system may further include a common charge cooling device disposed downstream of both electric superchargers for cooling air that has passed through one or both of the two electric superchargers. Alternatively, separate parallel charge cooling devices may be provided, each charge cooling device being arranged to cool air that has passed through a corresponding one of the two electric superchargers. The charge cooling device (s) may be, for example, water-cooled air coolers.

The intake system may further include a bypass line operable to selectively bypass at least one of the two electric superchargers. The bypass may be provided with a valve that can be opened to selectively bypass the electric supercharger (s). The intake system may include a first bypass line operable to selectively bypass a first of the two electric superchargers, and may include a second bypass line that may be operated to selectively bypass a second of the two electric superchargers.

The bypass line may be operated to selectively bypass both of the two electric superchargers.

The two electric superchargers may be placed inside the intake system to be placed on opposite sides of an engine in which the intake system may be mounted.

The intake system may further include a throttle device, wherein the two electric superchargers are both disposed upstream of the throttle device.

The two electric superchargers can have the same connected load. The two electric superchargers can be the same model. Alternatively, the two electric superchargers may be different models, which in this case may have different connection powers and / or different different operating characteristics.

At least one of the two electric superchargers may have a connected load of at least 2 kW, preferably at least 3 kW and most preferably at least 5 kW. Other connection capacities are also possible, for example 10 kW or higher.

The two electric superchargers may be arranged to be energized by a main battery of a vehicle in which the intake system is installed, or by one or more separate batteries or condensers. The one or more separate batteries or capacitors may be included in the intake system (eg, mounted thereon) and may be charged by, for example, an engine to which the intake system is installed and / or regenerative braking.

Another aspect of the present invention provides an internal combustion engine of an automobile equipped with an intake system as described above. The engine is preferably a 4-stroke piston engine. The engine may have a displacement of not more than 4 liters or not more than 3 liters or not more than 2 liters, although larger engine displacement is possible.

Another aspect of the present invention provides a vehicle including an internal combustion engine as described above. The vehicle may be, for example, a road vehicle, such as a car or a truck / van, or alternatively an off-highway vehicle.

The vehicle may include a control module arranged to control the operation of the two electric superchargers.

The control module may be arranged to provide the same performance to each of the two electric superchargers in use. By always providing the same power to each of the two electric superchargers, the control complexity is minimized. Alternatively, the control module may be arranged to individually control the power provided to each of the two electric superchargers and provide different power to each of the two electric superchargers in use, for example, to maximize their operational efficiency.

The control module may be arranged to operate the electric superchargers only during transient operating modes of the engine. This may be, for example, a response to an increased throttle position. Alternatively, the control system may be arranged to also operate the electric superchargers at other times when, for example, there is a difference between the target power and the measured power or a difference between the target boost pressure and the measured boost pressure.

It will be appreciated that the intake system is not limited to having exactly two electric superchargers, and that an intake system according to the present invention may also include additional electric superchargers. For example, the intake system may include a third electric supercharger disposed in series with or parallel to or in a configurable configuration with the two electric superchargers.

Another aspect of the present invention provides a method of operating an intake system of an internal combustion engine of an automobile, the method comprising discharging air to the internal combustion engine through the intake system; passing air through two electric superchargers provided in the intake system; and using the two electric superchargers to compress air flowing through the intake system prior to delivery to the internal combustion engine. The two electric superchargers can be arranged in series with each other or parallel to each other. The method may be used in operating an intake system as described above and may include any steps associated with the normal operation of an intake system incorporating any of the features described above. The method may be used in operating an intake system in which two electric superchargers are permanently connected in series or in which the two electric superchargers are permanently arranged in parallel or in which the two electric superchargers are in a configurable arrangement that selectively between a series configuration and a parallel configuration can be switched.

The method may include switching the two electric superchargers between a series configuration in which the two electric superchargers are arranged in series with each other and a parallel configuration in which the two electric superchargers are arranged in parallel with each other during use of the motor.

• ein erstes und zweites Ventilelement, wobei das erste Ventilelement zwischen einer offenen Position zum Gestatten eines Gasstroms durch einen ersten Strömungsweg des Gasstromsystems und einer geschlossenen Position zum Beschränken des Gasstroms durch den ersten Strömungsweg des Gasstromsystems bewegt werden kann, und wobei das zweite Ventilelement zwischen einer offenen Position zum Gestatten eines Gasstroms durch einen zweiten Strömungsweg des Gasstromsystems und einer geschlossenen Position zum Beschränken des Gasstrom durch den zweiten Strömungsweg des Gasstromsystems bewegt werden kann; und
• einen gemeinsamen Aktor, der angeordnet ist, um die Position von jedem des ersten und zweiten Ventilelements zu steuern;
• wobei das erste und zweite Ventilelement angeordnet sind, um phasenungleich miteinander betrieben zu werden.

According to another aspect of the present invention, there is provided a gas flow system valve assembly comprising:

• a first and second valve element, wherein the first valve element is movable between an open position for permitting gas flow through a first flow path of the gas flow system and a closed position for restricting gas flow through the first flow path of the gas flow system, and wherein the second valve element is between an open one Position for permitting a gas flow through a second flow path of the gas flow system and a closed position for restricting the gas flow through the second flow path of the gas flow system can be moved; and
• a common actuator arranged to control the position of each of the first and second valve members;
• wherein the first and second valve elements are arranged to operate in phase with each other.

The valve assembly may optionally be a valve assembly for a gas flow system of an internal combustion engine of an automobile.

The first and second valve members are capable of controlling the flow of gas through first and second flow paths when the valve assembly is integrated with a gas flow system including the first and second flow paths. It will be understood, however, that the valve assembly may be provided separately for the gas flow system into which it is to be integrated.

The valve assembly of the present invention allows a gas flow system (eg, a gas flow system of an internal combustion engine of an automobile) in which the valve assembly can be integrated to open a first flow path during closing of a second flow path (and vice versa) without the use of two separate ones Require valves that are operated by two separate actuators. The present invention therefore permits a reduction in the cost, weight, number of parts and control complexity of a gas flow system (for example, a gas flow system of an internal combustion engine of an automobile). The present invention may be used in any gas flow system of an internal combustion engine of an automobile in which it is desired to open at least one flow path during the firing of at least one other flow path.

The common actuator may be arranged to control the position of each of the first and second valve members simultaneously using a single outlet to which each of the first and second valve members is coupled.

The actuator may be a rotary actuator or alternatively a linear actuator.

The first and second valve members may be arranged to operate in phase opposition with one another by 90 degrees, such that when the first valve member is in its closed position, the second actuator is in a maximum opening position, and vice versa.

The first and second valve elements may have a fixed phase relationship with each other.

The first and second valve members may be arranged to be rotated between their respective open and closed positions.

The first and second valve elements may be butterfly valve elements. Alternatively, any other form of valve member suitable for selectively restricting or preventing gas flow through a flow channel may be employed.

The first and second valve members may be disposed along a common pivot about which each of the first and second valve members is disposed to be rotated between its open and closed positions. Alternatively, the first and second valve members may be arranged to pivot about separate pivot axes, which may be parallel pivot axes.

The first and second valve elements may be angularly offset from each other to operate in phase with each other. For example, the first and second valve members may be offset by about 90 degrees about the common pivot axis (or about their respective pivot axis). Angular offsets of less than 90 degrees are also possible if, for example, each of the valve members is arranged to rotate less than 90 degrees between its closed position and its maximum open position.

The first and second valve elements may be fixed to a common shaft.

The common shaft may be coupled directly to a rotatable output of the actuator. Alternatively, the common shaft may be coupled to a rotatable or linear output of the actuator via a coupling mechanism that allows the common actuator to rotate the common shaft. Such a coupling mechanism may include, for example, one or more gears, cranks, or levers.

Alternatively, the first and second valve element may each be fixed to separate shafts. In this case, a first of the shafts may be coupled directly to a rotatable output of the actuator, or alternatively may be coupled to a rotatable or linear output of the actuator via a coupling mechanism. The second of the shafts may also be coupled to the output of the actuator via another coupling mechanism, or alternatively to the first of the shafts via another coupling mechanism to allow the actuator to control the position of both the first and second valve members.

The first and second valve members may be arranged to at least substantially prevent gas flow through their respective flow paths when in their closed positions. It may therefore be possible to substantially or alternatively completely seal both of the first and second flow paths when the corresponding valve member is in its closed position.

The valve assembly may further include a biasing system for biasing the valve assembly to a position in which one of the first and second valve members is in its open position and the other of the first and second valve members is in its closed position.

The first and second flow paths may be substantially parallel to each other at the position of the valve elements.

The valve assembly may further include a common housing, wherein the first and second valve elements are placed within and / or mounted within the common housing. When the first and second valve members are fixed to a common shaft, the common shaft may be rotatably mounted to the housing. Alternatively, the gas flow system may include separate housings for the first and second valve members.

The valve assembly may include first and second flow channels, wherein the first valve element is operable to control the gas flow through the first flow channel, and wherein the second valve element is operable to control the gas flow through the second flow channel. The first flow channel may be arranged to form part of the first flow path, and the second flow channel may be arranged to form part of the second flow path when the valve assembly is integrated with a gas flow system including the first and second flow paths. The first and second flow channels may be provided by the common housing or, alternatively, by separate housings. In any case, the first and second flow channels may be substantially parallel to each other.

The first valve element can be arranged in the first flow channel and the second valve element can be arranged in the second flow channel. Alternatively, one or both of the first and second valve members may be disposed outside of the first and second flow channels, for example at the ends of the first and second flow channels.

The valve assembly may further include a third valve member that is movable between an open position for permitting gas flow through a third flow path of the gas flow system and a closed position for restricting gas flow through the third flow path of the gas flow system. It will be appreciated that any features of the first and / or second valve element as described above apply equally to the third valve element. In particular, the common actuator may also be arranged to control the position of the third valve member. It will also be appreciated that in some embodiments, the valve assembly may include more than three valve elements.

The third valve element may be arranged to operate in phase with the first valve element and in phase with the second valve element.

Another aspect of the present invention provides a gas flow system (for example, a gas flow system of an automobile or an internal combustion engine of an automobile) comprising first and second flow paths and a valve assembly as described above. The first valve element may be operated to control the flow of gas through the first flow path, and the second valve element may be operated to control the flow of gas through the second flow path. As mentioned above, however, it should be understood that the valve assembly may be provided separately for the gas flow system into which it is to be integrated. The first flow path may be open while the second flow path is closed by operating the actuator to move the first valve element to its open position (or to hold the first valve element therein) and to move the second valve element to its closed position (or to hold the second valve element therein) or vice versa. The first and second flow paths may be alternative flow paths arranged in parallel with each other. The valve assembly may be operated to selectively cause gases flowing through the gas flow system to flow through either the first flow path (but not the second flow path) or the second flow path (but not the first flow path).

When the valve assembly includes a third valve member, the gas flow system may further include a third flow path, wherein the third valve member is operable to control the gas flow through the third flow path. In this case, the first, second and third flow paths may be open or closed as required by the operation of the common actuator. The first, second and third flow paths may be alternative flow paths arranged in parallel with each other. The valve assembly may be operated to selectively cause gases flowing through the gas flow system to flow through either the first flow path (but not the second or third flow paths) or the second and third flow paths (but not the first flow path).

The gas flow system may be an intake system (for example, an intake system of an automobile or an internal combustion engine of an automobile).

When the intake system includes first and second flow paths, the first flow path may be arranged to discharge air from an outlet of a first electric supercharger to an inlet of a second electric supercharger, and the second flow path may be arranged to supply air from the outlet of the first alternately to dispense the electric supercharger and bypass the second electric supercharger, or the second flow path may alternatively be arranged to bypass the first electric supercharger and to deliver air to the inlet of the second electric supercharger.

When the intake system includes first, second and third flow paths, the first flow path may be arranged to discharge air from an outlet of a first electric supercharger to an inlet of a second electric supercharger, the second flow path may be arranged to draw air from the outlet of the second electric supercharger first electric supercharger and bypass the second electric supercharger, and the third flow path may be arranged to bypass the first electric supercharger and to deliver air to the inlet of the second electric supercharger.

The gas flow system may be an exhaust system (for example, an exhaust system of an automobile or an internal combustion engine of an automobile). In this case, the first flow path may be a first exhaust flow path, and the second flow path may be an alternative exhaust flow path that is parallel to the first exhaust flow path.

The valve assembly of the present invention may equally be used in any other gas flow system of an internal combustion engine of an automobile (other than those described above) in which it is desired to open at least one flow path while firing at least one other flow path.

Another aspect of the present invention provides an internal combustion engine (for example, an internal combustion engine of an automobile) equipped with a gas flow system as described above.

Another aspect of the present invention provides a vehicle including an engine as described above. The vehicle may be, for example, a road vehicle, such as a car or a truck / van, or alternatively an off-highway vehicle.

• einen ersten und zweiten Strömungskanal, die angeordnet sind, um Gas dadurch strömen zu lassen;
• ein erstes und zweites Ventilelement, wobei das erste Ventilelement zwischen einer offenen Position, in welcher ein Gasstrom durch den ersten Strömungskanal erlaubt ist, und einer geschlossenen Position, in welcher der Gasstrom durch den ersten Strömungskanal beschränkt ist, bewegt werden kann; und wobei das zweite Ventilelement zwischen einer offenen Position, in welcher ein Gasstrom durch den zweiten Strömungskanal erlaubt ist, und einer geschlossenen, in welcher der Gasstrom durch den zweiten Strömungskanal beschränkt ist, Position bewegt werden kann; und
• einen gemeinsamen Aktor, der angeordnet ist, um die Position von jedem des ersten und zweiten Ventilelements zu steuern;

Another aspect of the present invention provides a valve assembly for a gas flow system (eg, a gas flow system of an internal combustion engine of an automobile), comprising:

• first and second flow passages arranged to flow gas therethrough;
• first and second valve members, wherein the first valve member is movable between an open position in which a gas flow is allowed through the first flow passage and a closed position in which the gas flow is restricted through the first flow passage; and wherein the second valve member is movable between an open position in which a gas flow is allowed through the second flow channel and a closed one in which the gas flow through the second flow channel is restricted; and
• a common actuator arranged to control the position of each of the first and second valve members;

The first and second valve elements may be arranged to operate in phase with each other.

The valve assembly may generally include any of the features described above in connection with the first aspect of the present invention.

• ein erstes und zweites Ventilelement, wobei das erste Ventilelement zwischen einer offenen Position zum Gestatten eines Gasstroms durch einen ersten Strömungsweg des Gasstromsystems und einer geschlossenen Position zum Beschränken des Gasstroms durch den ersten Strömungsweg des Gasstromsystems bewegt werden kann, und wobei das zweite Ventilelement zwischen einer offenen Position zum Gestatten eines Gasstroms durch einen zweiten Strömungsweg des Gasstromsystems und einer geschlossenen Position zum Beschränken des Gasstrom durch den zweiten Strömungsweg des Gasstromsystems bewegt werden kann; und
• einen gemeinsamen Aktor, der angeordnet ist, um die Position von jedem des ersten und zweiten Ventilelements zu steuern.

Another aspect of the present invention provides a valve assembly for a gas flow system (eg, a gas flow system of an internal combustion engine of an automobile), comprising:

• a first and second valve element, wherein the first valve element is movable between an open position for permitting gas flow through a first flow path of the gas flow system and a closed position for restricting gas flow through the first flow path of the gas flow system, and wherein the second valve element is between an open one Position for permitting a gas flow through a second flow path of the gas flow system and a closed position for restricting the gas flow through the second flow path of the gas flow system can be moved; and
• a common actuator arranged to control the position of each of the first and second valve members.

The first and second valve members may be fixed to a common shaft on which each of the first and second valve members is arranged to be rotated between its open and closed positions.

Optionally, the first and second valve elements may be arranged to operate in phase with each other. However, this is not required in all embodiments, and in some embodiments, the first and second valve members may be arranged to operate in phase with each other.

In particular, when the first and second valve members are arranged to operate in phase with each other, the valve assembly may be included in an intake system of an automobile or for an internal combustion engine of an automobile comprising first and second flow paths, the first flow path being arranged to receive air from an outlet of a first electric supercharger and bypassing a second electric supercharger, and wherein the second flow path is arranged to bypass the first electric supercharger and to supply air to an inlet of the second electric supercharger. The valve assembly may generally include any of the features described above in connection with the first aspect of the present invention. It is expressly intended, within the scope of this application, that the various aspects, embodiments, examples, and alternatives illustrated in the preceding paragraphs, claims, and / or description and drawings, and in particular, their individual features, are independently of each other or in any combination. This means that all embodiments and / or features of any embodiment can be combined in any manner and / or combination, as long as these features are not incompatible. The Applicant reserves the right to change any claim originally filed or to file any new claim, including the right to alter any originally filed claim, to depend on and / or integrate any feature of any other claim although it has not been claimed in this way before.

list of figures

• 1 veranschaulicht ein Auto mit einem Verbrennungsmotor eines Automobils, der mit einem Ansaugsystem gemäß einer möglichen Ausführungsform der vorliegenden Erfindung ausgestattet ist;
• 2 veranschaulicht schematisch den Motor, das Ansaugsystem und das Abgassystem des Fahrzeugs aus 1;
• die 3 bis 8 veranschaulichen schematisch verschiedene Verbrennungsmotoren von Automobilen, die mit Ansaugsystemen gemäß alternativen Ausführungsformen der vorliegenden Erfindung ausgestattet sind;
• die 9a und 9b veranschaulichen schematisch eine Ventilbaugruppe aus der in den 7 und 8 veranschaulichten Ausführungsform; und
• die 10 und 11 veranschaulichen schematisch Verbrennungsmotoren von Automobilen, die mit Ansaugsystemen gemäß noch anderen Ausführungsformen der vorliegenden Erfindung ausgestattet sind.
• 12 veranschaulicht schematisch den Motor, das Ansaugsystem und die Ventilbaugruppe des Fahrzeugs aus 1;
• die 13, 14 und 15 veranschaulichen schematisch die Ventilbaugruppe während unterschiedlicher Betriebsmodi des Ansaugsystems;
• die 16 und 17 veranschaulichen schematisch verschiedene Verbrennungsmotoren von Automobilen, die mit Ansaugsystemen, die Ventilbaugruppen umfassen, gemäß anderen möglichen Ausführungsformen der vorliegenden Erfindung ausgestattet sind; und
• 18 veranschaulicht einen Abschnitt eines Abgassystems, das eine Ventilbaugruppe umfasst, gemäß einer anderen möglichen Ausführungsform der vorliegenden Erfindung.

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

• 1 Fig. 10 illustrates a car having an internal combustion engine of an automobile equipped with an intake system according to a possible embodiment of the present invention;
• 2 schematically illustrates the engine, the intake system and the exhaust system of the vehicle 1 ;
• the 3 to 8th schematically illustrate various internal combustion engines of automobiles equipped with intake systems according to alternative embodiments of the present invention;
• the 9a and 9b schematically illustrate a valve assembly of the in the 7 and 8th illustrated embodiment; and
• the 10 and 11 schematically illustrate internal combustion engines of automobiles equipped with intake systems according to still other embodiments of the present invention.
• 12 schematically illustrates the engine, the intake system and the valve assembly of the vehicle 1 ;
• the 13 . 14 and 15 schematically illustrate the valve assembly during different operating modes of the intake system;
• the 16 and 17 schematically illustrate various internal combustion engines of automobiles equipped with intake systems including valve assemblies according to other possible embodiments of the present invention; and
• 18 illustrates a portion of an exhaust system including a valve assembly according to another possible embodiment of the present invention.

DETAILED DESCRIPTION

Embodiment of Figures 1 and 2

1 illustrates a car 100 that is an internal combustion engine 1 of an automobile. The motor 1 is with an exhaust system 2 for removing combustion gases from the engine and an intake system 3 equipped for discharging air to the engine, as shown schematically in 2 illustrated. The intake system 3 is an intake system according to a possible embodiment of the present invention. The motor 1 may generally be any type of automobile engine, for example, a 4-stroke engine with 4 cylinders and a displacement of about 2 I.

The intake system 3 includes an air filter 4 through which air enters the intake system. The intake system 3 further includes a conventional turbocharger 5 , which is a turbine arranged to be driven by the exhaust gases passing through the exhaust system 2 flow, and includes a compressor driven by the turbine and arranged to compress air flowing through the intake system. Conventional turbochargers are well known to those skilled in the art, so the characteristics and operation of the turbocharger 5 will not be discussed further.

The intake system 3 further includes first and second electric superchargers 6 . 7 , Each of the electric superchargers 6, 7 includes a compressor, which is arranged to move air through the intake system 3 flows, before delivering to the engine 1 to compress and includes an electric motor which is arranged to drive the compressor. The electric superchargers 6 . 7 are of the same model and each have an identical connected load of 5 kW.

The first and second electric supercharger 6 . 7 be through a main battery 20 of the car 100 energized and their operation is controlled by a control module 21 controlled, which is the main ECU of the car 100 or alternatively may be a separate controller. The control module 21 is arranged to the first and second electric superchargers 6 . 7 operate the same power for each of the first and second electric superchargers 6 . 7 to minimize the control complexity of the charging system.

The first and second electric supercharger 6 . 7 are in series with each other along a charged flow path 8th arranged, such that air, along the charged flow path 8th flows through the first electric supercharger 6 flows through and is compressed by this before passing through the second electric supercharger 7 flows and is further compressed by this. The first and second electric supercharger 6 . 7 are also in series with and downstream of the turbocharger 5 are arranged, and so are all arranged to further compress air that has already been compressed by the turbocharger, although in other embodiments, the first and second electric superchargers could equally well be arranged parallel to the turbocharger.

The first and second electric supercharger 6 . 7 are on opposite sides of the engine 1 although they could equally be located on the same side of the engine.

The charged flow path 8th is provided with a common charge cooling device 9 in the form of a water-charged air cooler for cooling air passing through the first and second electric superchargers 6 . 7 has been compressed.

The charged flow path 8th leads to a throttle device 10 which is operated to the operation of the engine 1 to control, and an intake manifold 11 for discharging the air from the intake system 3 directly into the cylinder of the engine 1 , wherein the first and second electric superchargers 6 . 7 upstream of the throttle device 10 and the intake manifold 11 are arranged.

The intake system 3 further comprises a bypass 12 that can be operated to the first and second electric superchargers 6 . 7 selectively bypass. The bypass line 12 is in series with and downstream of the turbocharger 5 arranged, but runs parallel to the charged flow path 8th in which the first and second electric superchargers 6 . 7 are provided. The bypass line 12 is with a bypass valve 13 which can be selectively opened to allow air to pass through the intake system 3 flows, the first and second electric superchargers 6 . 7 to get around, and that can be closed to the bypass line 12 such that air flowing through the intake system passes over the charged flow path 8th and by the first and second electric superchargers 6 . 7 flows. The bypass line 12 is provided with its own charge cooling device 14 in the form of a water-charged air cooler for cooling air passing through the turbocharger 5 has been compressed and by the bypass line 12 flows (instead of over the charged flow path 8th ). The bypass line 12 also leads to the throttle device 10 and to the intake manifold 11 ,

In other embodiments, the two charge cooling devices 9 . 14 be replaced by a single charge cooling device connected in series with and downstream of the turbocharger 5 and both of the first and second electric superchargers 6 . 7 is arranged.

The operation of the intake system 3 will now be described.

During normal stationary operation of the engine 1 becomes the bypass valve 13 held by an actuator in its open position. In this condition, air is passing through the intake system 3 to the engine 1 is discharged through the turbocharger 5 compressed and then flows through the bypass line 12 , causing the charged flow path 8th and the first and second electrical supercharger 6 . 7 to be bypassed. The compressed air is then passed through the charge cooling device 14 the bypass line cooled before passing through the throttle device 10 flows and over the intake manifold 11 in the engine 1 entry.

When the throttle position is increased, the actuator of the bypass valve becomes 13 controlled to move the bypass valve to its closed position, eliminating the bypass line 12 is closed and causes air to pass through the intake system 3 flows over the charged flow path 8th flows. The first and second electric supercharger 6 . 7 be through the control module 21 operated and serve to further compress the air, already through the turbocharger 5 has been compressed, whereby a further increase in the air pressure is provided. The further compressed air is then passed through the charge cooling device 9 the charged flow path cooled before passing through the throttle device 10 flows and over the intake manifold 11 in the engine 1 entry. In this mode of operation set the first and second electric superchargers 6 . 7 additional compression of the air ready to the engine 1 in order to thereby increase the torque and power available from the engine after the throttle position has been increased, thereby providing a faster response to the increased throttle position. The first and second electric supercharger 6 . 7 also drive faster than the turbocharger 5 and thus serve to reduce the effects of turbochargers inherent in the turbocharger.

If the engine 1 returns to stationary operation, the first and second electric superchargers 6 . 7 be deactivated and the bypass valve 13 can be opened to the bypass line 12 to open again.

Because the maximum air flow through the first and second electric superchargers 6 . 7 limited by the size and speed of the electric supercharger, the charged flow path can 8th be used only at a predetermined engine speed and / or a predetermined mass air flow rate.

Embodiment of Figure 3

3 schematically illustrates a motor 101 that with a suction system 103 is equipped, according to another possible embodiment of the present invention. The embodiment of 3 is the embodiment of 2 is generally similar and therefore not fully described and instead only the differences compared to the embodiment of 2 described. Features already associated with the embodiment of 2 are given equivalent reference numerals in the 100 series.

As in the embodiment of 2 are the first and second electric superchargers 106 . 107 in series with each other and also in series with and downstream of a conventional turbocharger 105 arranged. In this embodiment, the intake system includes 103 instead of a single bypass that can be operated to both the first and the second electric supercharger 106 . 107 to bypass, instead a first bypass line 112a that can be operated to the first electric supercharger 106 to bypass, and a separate second bypass line 112b that can be operated to the second electric supercharger 107 to get around.

In this embodiment, it is possible to use both of the first and second electric superchargers 106 . 107 by holding the bypass valves 113a . 113b the bypass lines 112a . 112b to get around in the open positions. The bypass valves 113a . 113b can then be moved to closed positions, if desired, the first and second electric superchargers 106 . 107 operate on air passing through the intake system 103 to the engine 101 is discharged, further compress.

As in the embodiment of 2 includes the intake system 103 two charge cooling devices 109 . 114 , Instead of a first charge cooling device 9 in the charged flow path 8th for cooling air passing through the first and second electric superchargers 6 . 7 has been compressed, and a second charge cooling device 14 in the bypass 12 for cooling air passing through the turbocharger 5 has been compressed, but bypasses the first and second electric superchargers, includes the intake system 103 out 3 however, a first charge cooler 109 in series with and downstream of the turbocharger 105 and the first electric supercharger 106 for cooling air compressed by the turbocharger and optionally also by the first electric supercharger and a second charge cooling device 114 in series with and downstream of the second electric supercharger 107 for cooling air additionally compressed by the second electric supercharger.

Embodiment of Figure 4

4 schematically illustrates a motor 201 that with a suction system 203 is equipped, according to another possible embodiment of the present invention. The embodiment of 3 has many similarities with the embodiment of 2 up and will thus not fully described and instead only the differences compared to the embodiment of 2 described. Features already associated with the embodiment of 2 are given equivalent reference numerals in the 200 series and are not described individually.

As in the embodiment of 2 includes the intake system 203 a first and second electric supercharger 206 . 207 , However, instead of being arranged in series with each other, the first and second electric superchargers in this embodiment are parallel to each other in parallel charged flow paths 208a . 208b arranged. The first and second electric supercharger 206 . 207 are also in series with and downstream of a conventional turbocharger 205 arranged. By placing the electric supercharger 206 . 207 parallel to each other, it is possible to increase the maximum mass air flow rate that can be achieved by the two electric superchargers. It is therefore possible to increase the engine speed range, above which the electric supercharger 206 . 207 when compressing the air for delivery to the engine 201 are effective (albeit with a reduced boost at lower engine speeds).

The first and second electric supercharger 206 . 207 are on the same side of the engine 101 although they could equally be located on opposite sides of the engine.

The intake system 203 includes a single bypass line 212 that has a bypass valve 213 which can be maintained in an open position to allow air flowing through the intake system to carry the first and second electric superchargers 206 . 207 bypasses. The bypass valve 213 can then be moved to a closed position, if desired, the first and second electric superchargers 106 . 107 to use air through the intake system 103 to the engine 101 is discharged, further compress.

The intake system 203 includes a single charge cooling device 209 , which is arranged to cool air, which the first and second superchargers 206 . 207 bypasses (if the bypass line 212 active), as well as to cool the air by one of the electric superchargers in addition to the turbocharger 205 was compressed (if the bypass 212 closed is). In other embodiments, there may equally be multiple charge cooling devices, for example, a first charge cooling device connected in series with and downstream of the first and second superchargers 206 . 207 is arranged to cool air passing through the first and second electric superchargers in addition to the turbocharger 205 was compressed, and a second charge cooling device, which in the bypass line 212 is arranged to cool air, the first and second superchargers 206 . 207 bypasses.

The intake system 203 out 4 is generally done in the same way as the one 2 operated, wherein the first and second electric superchargers 206 . 207 be activated to increase the air pressure during transient operating modes of the engine, but be bypassed during stationary operation and at higher engine speeds. Due to the parallel arrangement of electric superchargers 206 . 207 It may be possible to operate the electric superchargers at higher engine speeds and higher mass air flow rates.

Embodiment of Figure 5

5 schematically illustrates a motor 301 that with a suction system 303 is equipped, according to another possible embodiment of the present invention. Features already associated with the embodiment of 2 are given equivalent reference numerals in the 300 series and will not be described individually. The embodiment of 5 is the embodiment of 4 are generally similar and thus only the differences compared to the embodiment of 4 described.

As in the embodiment of 4 are the first and second electric superchargers 306 . 307 arranged parallel to each other. In this embodiment, the first and second electric superchargers 306 . 307 however, parallel to the turbocharger 305 instead of being arranged in series with the turbocharger.

Embodiment of Figure 6

6 schematically illustrates a motor 401 that with an exhaust system 402 and an intake system 403 is equipped, according to another possible embodiment of the present invention.

The intake system 403 includes an air filter 404 through which air enters the intake system. The intake system 403 further includes a conventional turbocharger 405 , which is a turbine arranged to be driven by the exhaust gases passing through the exhaust system 402 flow, and includes a compressor driven by the turbine and arranged to compress air flowing through the intake system. Conventional turbochargers are well known to those skilled in the art, so the characteristics and operation of the turbocharger 5 will not be discussed further.

The intake system 403 further includes first and second electric superchargers 406, 407. Each of the electric superchargers 406 . 407 includes a compressor that is arranged to move air through the intake system 403 flows, before delivering to the engine 401 to compress, and an electric motor, which is arranged to drive the compressor. The electric superchargers 406 . 407 are of the same model and each have an identical connected load of 5 kW.

The first and second electric supercharger 406 . 407 be through a main battery 420 powered by the car and its operation is controlled by a control module 421 controlled, which may be the main ECU of the car or alternatively a separate controller. The control module 421 is arranged to the first and second electric superchargers 406 . 407 operate the same power for each of the first and second electric superchargers 406 . 407 to minimize the control complexity of the charging system.

The first and second electric supercharger 406 . 407 are provided in a configurable arrangement during use of the motor 401 selectively between a series configuration in which the two electric superchargers are arranged in series with each other, and a parallel configuration in which the two electric superchargers are arranged in parallel with each other, can be switched. The first and second electric supercharger 406 . 407 Both are in series with and downstream of the turbocharger 405 arranged and so are all arranged to further compress air that has already been compressed by the turbocharger, although in other embodiments, the first and second electric superchargers could equally be arranged parallel to the turbocharger.

The first and second electric supercharger 406 . 407 are on opposite sides of the engine 401 although they could equally be located on the same side of the engine.

When the first and second electric superchargers 406 . 407 in the series configuration is the first electric supercharger 406 in series with and upstream of the second electric supercharger 407 arranged. An outlet of the first electric supercharger is connected to an inlet of the second electric supercharger 407 through a first flow path 408a connected to deliver air from the first electric supercharger to the second electric supercharger. The first flow path 408a is with a first valve 413a Operated by an actuator to control the flow of air through the first flow path from the first electric supercharger to the second electric supercharger.

The intake system 403 further includes a second flow path 408b for discharging air from the outlet of the first electric supercharger 406 and bypassing the second electric supercharger 407 when the first and second electric superchargers 406 . 407 in the parallel configuration. The second flow path 408b is with a second valve 413b operated by an actuator to control the flow of air through the second flow path.

The intake system 403 further includes a third flow path 408c to bypass the first electric supercharger 406 and for delivering air to the second electric supercharger 407 when the first and second electric superchargers 406 . 407 in the parallel configuration. The third flow path 408c is with a third valve 413c operated by an actuator to control the flow of air through the third flow path.

The first, second and third valves 413 a, 413b, 413c each include a valve element, for example a butterfly valve element, which is placed inside a housing. The housing of each of the first, second and third valves 413a . 413b . 413c forms part of a corresponding one of the first, second and third flow paths 408a . 408b . 408c out.

The first, second and third flow paths 408a . 408b . 408c provide a configurable charged flow path together.

If desired, the first and second electric superchargers 406 . 407 operate in the series configuration, the first valve 413a held in an open position to thereby the first flow path 408a to open while the second and third valve 413b . 413c held in the closed positions, thereby the second and third flow paths 408b . 408c close. In this configuration, air flowing along the charged flow path flows through the first electric supercharger 306 and is compacted by this before passing through the second electric supercharger 407 flows and is further compressed by this.

In contrast, if desired, the first and second electric superchargers 406 . 407 operate in parallel configuration, the first valve 413a held in a closed position to thereby the first flow path 408a close while the second and third valve 413b . 413c held in the open positions, thereby the second and third flow paths 408b . 408c close. In this configuration, part of the air flowing along the charged flow path flows through the first electric supercharger 306 and is compressed by this, and flows the rest of the air flowing through the charged flow path through the second electric supercharger 407 and is further condensed by this.

The intake system 403 further comprises a bypass 412 that can be operated to the charged flow path 408a . 408b . 408c to selectively bypass (including the first and second electric superchargers 406 . 407 ). The bypass line 412 is in series with and downstream of the turbocharger 5 arranged, but runs parallel to the charged flow path 408a . 408b . 408c and each of the first and second electric superchargers 406 . 407 , The bypass line 412 is with a bypass valve 413d which is selectively opened to allow air to pass through the intake system 403 flows, the first and second electric superchargers 406 . 407 to get around, and that can be closed to the bypass line 412 such that air flowing through the intake system passes over the charged flow path 408a . 408b . 408c and by the first and second electric superchargers 406 . 407 flows.

The intake system further includes a charge cooling device 409 , a throttle device 410 and an intake manifold 411 in line with and downstream of each of the turbocharger 405 and the first and second electric superchargers 406 . 407 are arranged.

The operation of the intake system 403 will now be described.

During normal stationary operation of the engine 401 becomes the bypass valve 413d held in its open position. In this condition, air is passing through the intake system 403 to the engine 401 is discharged through the turbocharger 405 compressed and then flows through the bypass line 412 , whereby the charged flow path and the first and second electric superchargers 406 . 407 to be bypassed. The compressed air is then passed through the charge cooling device 409 cooled before passing through the throttle device 410 flows and over the intake manifold 411 in the engine 401 entry.

When the throttle position is increased, the first and second electric superchargers may 406 . 407 be operated to control the air passing through the intake system 403 to the engine 401 is delivered to further compress to provide a faster response to the increased throttle position and to combat turbo lag. The ECU of the vehicle determines which configuration should be used. This determination may be based, for example, on the throttle position and / or the engine speed or the mass air flow rate. For example, the series configuration may be selected when a large increase in the throttle angle is detected and / or when the engine speed is low, and the parallel configuration may be selected at higher engine speeds.

When it is determined that the first and second electric superchargers 406 . 407 In the series configuration, the first valve is moved to or held in its open position and the second and third valves are moved to or held in their closed positions. In this configuration, the first and second electric superchargers 406 . 407 operated together in series with each other to supply air via the first flow path 408a through the intake system 403 flows to further sequentially compress.

Alternatively, if it is determined that the first and second electric superchargers 406 . 407 should be operated in the parallel configuration, the first valve is moved to or held in its closed position and the second and third valves are moved to or held in their open positions. In this configuration, the first and second electric superchargers 406 . 407 operated in parallel and each compresses a portion of the air through the second and third flow paths 408b . 408c through the intake system 403 flows.

If the engine 401 returns to stationary operation, the first and second electric superchargers 406 . 407 can be disabled and the bypass valve 413d be opened to the bypass line 412 reopen, allowing air to pass through the intake system 403 flows, the charged flow path and the first and second electric superchargers 406 . 407 bypasses.

The configurable arrangement described above allows the most advantageous configuration of the two electric superchargers 406 . 407 for any given operating condition of the engine 401 is selected such that the overall performance of the charging system over a larger Range of operating conditions can be optimized.

Embodiment of Figure 7

7 schematically illustrates a motor 501 that with a suction system 503 is equipped, according to another possible embodiment of the present invention. The embodiment of 7 is the embodiment of 6 is generally similar and therefore not fully described and instead only the differences compared to the embodiment of 6 described. Features already associated with the embodiment of 6 are given equivalent reference numerals in the 500 series.

This in 7 illustrated intake system has the same general structure as that in 6 illustrated intake system and operated in the same way. Instead of using three separate valves, each operated by a separate actuator, to control the configurable series / parallel configuration of the first and second electric superchargers, the embodiment of FIG 7 the three separate valves through a single integrated valve assembly 530 as in the 7 . 8th . 9a and 9b illustrated.

The valve assembly 530 includes a common housing 531 , the three separate valve channels 532a . 532b . 532c provides. The first valve channel 532a forms part of the first flow path 508a for discharging air from the first electric supercharger 506 to the second electric supercharger 507 when the first and second electric superchargers are operated in the series configuration. The second valve channel 532b forms part of the second flow path 508b for discharging air from the first electric supercharger 506 and bypassing the second electric supercharger 507 when the first and second electric superchargers are operated in the parallel configuration. The third valve channel 532c forms part of the third flow path 508c to bypass the first electric supercharger 506 and discharging air to the second electric supercharger 507 when the first and second electric superchargers are operated in the parallel configuration.

Each of the first, second and third valve channels 532a . 532b . 532c is with a corresponding valve element 513a . 513b . 513c , for example a butterfly valve element. Each valve element 513a . 513b . 513c can be between a closed position in which it prevents the flow of air through its corresponding valve channel 532a . 532b . 532c (and therefore by a corresponding one of the first, second and third flow paths 508a . 508b . 508c) serves, and be moved to an open position in which the fluid flow is activated. Each valve element 513a . 513b . 513c may be arranged to its corresponding valve channel 532a . 532b . 532c at least substantially completely seal when in the closed position. In addition, one or more of the valve elements can 513a . 513b . 513c Spring preload include.

The three valve elements 513a . 513b . 513c are along a common shaft 534 disposed rotatably on the common housing 531 is mounted, and are firmly attached. The first valve element 513a is arranged to be in phase with the second and third valve elements 513b . 513c such that when the first valve element 513a is in its open position, the second and third valve element 513b . 513c in their closed positions and vice versa.

The common wave 534 can be rotated between a first position and a second position. When the common wave 534 is in its first position, there is the first valve element 513a in its open position and are the second and third valve element 513b . 513c in their closed positions, like in 9a shown. In this position remains the first flow path 508a open, while the second and third flow paths remain closed, and so it is possible, the first and second electric superchargers 506 . 507 to operate in the series configuration. When the common wave 534 is in its second position, there is the first valve element 513a in its closed position and are the second and third valve element 513b . 513c in their open positions, like in 9b shown. In this position is the first flow path 508a closed while the second and third flow paths are open, and so it is possible, the first and second electric superchargers 506 . 507 to operate in the parallel configuration.

The valve assembly 530 is with a common actor 535 , For example, a Drehaktor, provided that can be operated to the common shaft 534 to thereby rotate to control the position of the first, second and third valve elements. The valve assembly 530 is further provided with a biasing element 536 for biasing the common shaft 534 provided in the direction of their first position. By biasing the common shaft 534 In this direction, it is possible to achieve a fail-safe mode, wherein the first valve element 513a is in its open position and the second and third valve element 513a . 513c are in their closed positions such that the configurable arrangement of the electric superchargers will default to the row configuration. However, in other embodiments, a biasing member could equally serve to bias the common shaft in the opposite direction.

The intake system 503 out 7 will look like the one in the same way 6 operated. However, if the intake system off 7 it is determined that the first and second electric superchargers 506 . 507 should be operated in either the series configuration or parallel configuration, the desired configuration can be easily controlled by the single common actuator 535 be achieved to the position of the first, second and third valve element 513a . 513b . 513c to control together.

By replacing the first, second and third valves of the embodiment of 6 through a single valve assembly 530 , which includes three valve members provided within a common housing and operated by a common actuator, it is possible to reduce the number of parts, the cost, the weight and the complexity of the configurable arrangement of the electric superchargers.

In other embodiments, it is possible for an integrated valve assembly to be arranged to restrict the flow of air through only two of the first, second, and third flow paths 508a . 508b . 508c to control. For example, illustrated 10 schematically an alternative integrated valve assembly 530 in comparison to those in 7 was illustrated. In this alternative embodiment, the valve assembly includes 530 only two valve elements 513b . 513c which are provided within a common housing and mounted on a common shaft and which are arranged to control the flow of air through the second and third flow paths 508b . 508c to control. In this embodiment, the two valve elements 513b . 513c arranged to be operated in phase with each other. A separate valve 513a Operated by a separate actuator is used to control the flow of air through the first flow path 508a used. As another example illustrated 11 schematically another alternative valve assembly 530 that only has two valve elements 513a . 513c which are provided within a common housing and mounted on a common shaft and which are arranged to control the flow of air through the first and third flow paths 508a . 508c to control. In this embodiment, the two valve elements 513a . 513c arranged to be operated in phase with each other. A separate valve 513b Operated by a separate actuator is used to control the flow of air through the second flow path 508b used.

12 illustrates a motor 1001 schematically, which may be any type of automobile engine, for example, a 4-stroke engine with 4 cylinders and a displacement of about 2 l.

The intake system 1003 includes an air filter 1004 through which air enters the intake system. The intake system 1003 further includes a conventional turbocharger 1005 , which is a turbine arranged to be driven by the exhaust gases passing through the exhaust system 1002 flow, and includes a compressor driven by the turbine and arranged to compress air flowing through the intake system. Conventional turbochargers are well known to those skilled in the art, so the characteristics and operation of the turbocharger 1005 will not be discussed further.

The intake system 1003 further includes first and second electric superchargers 1006 . 1007 , Each of the electric superchargers 1006 . 1007 includes a compressor that is arranged to move air through the intake system 1003 flows, before delivering to the engine 1001 to compress, and an electric motor, which is arranged to drive the compressor. The electric superchargers 1006 . 1007 are of the same model and each have an identical connected load of 5 kW.

The first and second electric supercharger 1006 . 1007 be through a main battery 1020 powered by the car and its operation is controlled by a control module 1021 controlled, which may be the main ECU of the car or alternatively a separate controller. The control module 1021 is arranged to the first and second electric superchargers 1006 . 1007 operate the same power for each of the first and second electric superchargers 1006 . 1007 to minimize the control complexity of the charging system.

The first and second electric supercharger 1006 . 1007 are provided in a configurable arrangement during use of the motor 1001 selectively switchable between a series configuration in which the two electric superchargers are arranged in series with each other, and a parallel configuration in which the two electric superchargers are arranged in parallel with each other. The series configuration is a configuration in which air passes through the first electric supercharger 1006 flows through before passing through the second electric supercharger 1007 flows while the parallel configuration one A configuration is where a first airflow passes through the first electric supercharger (but not through the second electric supercharger) while a second parallel airflow flows through the second electric supercharger (but not through the first electric supercharger). The configurable assembly is arranged to selectively connect between the series configuration and the parallel configuration through a valve assembly 1050 according to an embodiment of the present invention, which is described in more detail below, to be switched.

The first and second electric supercharger 1006 . 1007 Both are in series with and downstream of the turbocharger 1005 are arranged and so are all arranged to further compress air that has already been compressed by the turbocharger, although in other embodiments the first and second electric superchargers could be equally disposed parallel to the turbocharger or the turbocharger replaced by a conventional mechanical supercharger could or could be left out altogether.

The first and second electric supercharger 1006 . 1007 are on opposite sides of the engine 1001 although they could equally be located on the same side of the engine.

When the first and second superchargers 1006 . 1007 in the series configuration is an outlet of the first electric supercharger with an inlet of the second electric supercharger 1007 through a first flow path 1008a connected to deliver air from the first electric supercharger to the second electric supercharger.

The intake system 1003 further includes a second flow path 1008b for discharging air from the outlet of the first electric supercharger 1006 and bypassing the second electric supercharger 1007 when the first and second electric superchargers 1006 . 1007 in the parallel configuration.

The intake system 1003 further includes a third flow path 1008c to bypass the first electric supercharger 1006 and for delivering air to the second electric supercharger 1007 when the first and second electric superchargers 1006 . 1007 in the parallel configuration.

The first, second and third flow paths 1008a . 1008b . 1008c all run parallel to each other and together provide a configurable charged flow path.

The intake system is equipped with a valve assembly 1050 for selectively switching the first and second electric superchargers 1006 . 1007 provided between the serial and parallel configuration. The valve assembly 1050 includes a housing 1051 having a first, second and third flow channel 1052a . 1052b . 1052c provides as schematic in the 13 and 14 illustrated. The first, second and third flow passages are substantially parallel to one another. The first flow channel 1052a forms part of the first flow path 1008a for discharging air from the first electric supercharger 1006 to the second electric supercharger 1007 when the first and second electric superchargers are operated in the series configuration. The second flow channel 1052b forms part of the second flow path 1008b for discharging air from the first electric supercharger 1006 and bypassing the second electric supercharger 1007 when the first and second electric superchargers are operated in the parallel configuration. The third flow channel 1052c forms part of the third flow path 8c to bypass the first electric supercharger 1006 and discharging air to the second electric supercharger 1007 when the first and second electric superchargers are operated in the parallel configuration.

Each of the first, second and third flow channels 1052a . 1052b . 1052c is with a corresponding valve element 1053a . 1053b . 1053c , For example, a butterfly valve element, as shown schematically in the 13 and 14 illustrated. Each valve element 1053a . 1053b . 1053c can be between a closed position in which it prevents the flow of air through its respective flow channel 1052a . 1052b . 1052c (and therefore through its corresponding flow path 1008a . 1008b . 1008c) serves to be rotated and an open position in which the fluid flow is activated. Each valve element 1053a . 1053b . 1053c may be arranged to its corresponding flow channel 1052a . 1052b . 1052c at least substantially completely to thereby seal its corresponding flow path 1008a . 1008b . 1008c to seal when it is in the closed position.

The first, second and third valve element 1053a . 1053b . 1053c are each arranged along a common pivot axis and on a common shaft 1054 fixed as shown schematically in 15 illustrated. The common wave 1054 is rotatable on the housing 1051 assembled. The common wave 1054 is to an output of a common actuator 1055 (as well as in 15 shown) which is operable to rotate the common shaft to thereby position each of the first, second and third valve members 1053a . 1053b . 1053c to control.

The second and third valve element 1053b . 1053c are from the first valve element 1053a offset by about 90 °. The second and third valve members are therefore arranged about 90 degrees out of phase with the first valve member 1053a to be operated, such that when the first valve element 1053a is in its closed position, the second and third valve element 1053b . 1053c each in their positions with maximum opening. The second and third valve element 1053b . 1053c are not angularly offset from each other and are arranged so as to be operated in phase with each other. The first, second and third valve element 1053a . 1053b . 1053b have a fixed phase relationship, since each on the common shaft 1054 is fixed.

The common actor 1055 can be operated to the common wave 1054 to turn into a first position (or to keep the common shaft therein), in which the first valve element 1053a located in a position with maximum opening and the second and third valve element 1053b . 1053c in their closed positions, as shown schematically in 13 illustrated. In this position remains the first flow path 1008a open, while the second and third flow path 1008b . 1008c remain closed, and so it is possible the first and second electric superchargers 1006 . 1007 to operate in the series configuration. The common actuator can also be operated to the common shaft 1054 to rotate to a second position (or to keep the common shaft therein), in which the first valve element 1053a is in its closed position and the second and third valve element 1053b . 1053c in their maximum opening positions, as shown schematically in 14 illustrated. In this position is the first flow path 1008a closed, while the second and third flow path 1008b . 1008c are open, and so it is possible the first and second electric superchargers 1006 . 1007 to operate in the parallel configuration.

The valve assembly 1050 is further provided with a biasing element 1056 for biasing the common shaft 1054 provided in the direction of their first position. By biasing the common shaft 1054 In this direction, it is possible to achieve a fail-safe mode, wherein the first valve element 1053a is in its open position and the second and third valve element 1053b . 1053c are in their closed positions such that the configurable arrangement of the electric superchargers will default to the row configuration. However, in other embodiments, a biasing member could equally serve to bias the common shaft in the opposite direction.

The intake system 1003 further comprises a bypass 1012 that can be operated to the charged flow path 1008a . 1008b . 1008c to selectively bypass (including the first and second electric superchargers 1006 . 1007 ). The bypass line 1012 is in series with and downstream of the turbocharger 1005 arranged, but runs parallel to the charged flow path 1008a . 1008b . 1008c and each of the first and second electric superchargers 1006 . 1007 , The bypass line 1012 is with a bypass valve 1013 which can be selectively opened to allow air to pass through the intake system 1003 flows, the first and second electric superchargers 1006 . 1007 to get around, and that can be closed to the bypass line 1012 such that air flowing through the intake system passes over the charged flow path 1008a . 1008b . 1008c and by the first and second electric superchargers 1006 . 1007 flows.

The intake system further includes a charge cooling device 1009 , a throttle device 1010 and an intake manifold 1011 in line with and downstream of each of the turbocharger 1005 and the first and second electric superchargers 1006 . 1007 are arranged.

The operation of the intake system 1003 and the valve assembly 1050 will now be described.

During normal stationary operation of the engine 1001 becomes the bypass valve 1013 held in its open position. In this condition, air is passing through the intake system 1003 to the engine 1001 is discharged through the turbocharger 1005 compressed and then flows through the bypass line 1012 , causing the charged flow path 1008a . 1008b . 1008c and the first and second electric superchargers 1006 . 1007 to be bypassed. The compressed air is then passed through the charge cooling device 1009 cooled before passing through the throttle device 1010 flows and over the intake manifold 1011 in the engine 1001 entry.

When the throttle position is increased, the first and second electric superchargers may 1006 . 1007 be operated to control the air passing through the intake system 1003 to the engine 1001 is delivered to further compress to provide a faster response to the increased throttle position and to combat turbo lag. The ECU of the vehicle determines which configuration should be used. This provision may be for Example based on the throttle position and / or the engine speed or the mass air flow rate. For example, the series configuration may be selected when a large increase in the throttle angle is detected and / or when the engine speed is low, and the parallel configuration may be selected at higher engine speeds.

When it is determined that the first and second electric superchargers 1006 . 1007 should be operated in the series configuration, the common actuator 1055 operated to the common wave 1054 to move into its first position (or to keep the common shaft in it), such that the first flow path 1008a is open while the second and third flow paths 1008b . 1008c stay closed. In this configuration, the first and second electric superchargers 1006 . 1007 operated together in series with each other to supply air via the first flow path 1008a through the intake system 1003 flows to further sequentially compress.

Alternatively, if it is determined that the first and second electric superchargers 1006 . 1007 in the parallel configuration should be the common actuator 1055 operated to the common wave 1054 to move into its second position (or to keep the common shaft therein), such that the first flow path 1008a is closed while the second and third flow paths 1008b . 1008c are open. In this configuration, the first and second electric superchargers 1006 . 1007 operated in parallel and each compresses a portion of the air through the second and third flow paths 1008b . 1008c through the intake system 1003 flows.

If the engine 1001 returns to stationary operation, the first and second electric superchargers 1006 . 1007 it can be disabled and it can be the bypass valve 1013 be opened to the bypass line 1012 reopen, allowing air to pass through the intake system 1003 flows, the charged flow path 1008a . 1008b . 1008c and the first and second electric superchargers 1006 . 1007 bypasses.

The configurable arrangement described above allows the most advantageous configuration of the two electric superchargers 1006 . 1007 for any given operating condition of the engine 1001 is selected such that the overall performance of the charging system can be optimized over a wider range of operating conditions.

The use of a common valve assembly 1050 for controlling the opening and closing of the first, second and third flow paths 1008a . 1008b . 1008c allows a reduction in cost, weight, number of parts, and control complexity compared to an alternative solution in which three separate valves controlled by three separate actuators open and close the first, second and third flow paths 1008a . 1008b . 1008c be used.

In the embodiment described above, the valve assembly comprises 1050 three valve elements 1053a . 1053b . 1053c which are arranged around three different flow paths 1008a . 1008b . 1008c to open and close, which are arranged parallel to each other in a gas flow system. However, in other embodiments, a valve assembly may include only two valve elements arranged to open and close two different flow paths. For example, illustrate the 16 and 17 two alternative embodiments, that of the embodiment of 12 generally similar in construction and operation. Already in terms of the embodiment 12 described features include reference numerals in the 1100 or 1200 series and only the differences compared to the embodiment of 12 described.

In the embodiment of 16 includes the valve assembly 1150 only two flow channels, each part of a first flow path 1108a for discharging air from the outlet of the first electric supercharger 1106 to the inlet of the second electric supercharger 1107 and a second flow path 1108c to bypass the first electric supercharger 1106 and discharging air to the inlet of the second electric supercharger 1107 form. In this embodiment, a first and second valve element 1153a . 1153C the valve assembly 1150 on a common wave 1154 fixed and arranged to move through a common actuator 1155 to be controlled to the first and second flow path 1108a . 1108c to open and close. The two valve elements 1153a . 1153C are arranged to operate in phase with each other. A separate valve 1153b , which is controlled by a separate actuator, is used to open and close another flow path 1108b for discharging air from the first electric supercharger 1106 and bypassing the second electric supercharger 1107 used.

It will be appreciated that in another embodiment, a similar valve assembly could be equally disposed to the flow path 1108a for discharging air from the outlet of the first electric supercharger 1106 to the inlet of the second electric supercharger 1107 and the flow path 1108b for discharging air from the first electric supercharger 1106 and bypassing the second electric supercharger 1107 to control. In such an embodiment, the flow paths 1108a . 1108b are considered as first and second flow paths within the meaning of the appended claims.

In the embodiment of 17 includes the valve assembly 1250 only two flow channels, each part of a first flow path 1208b for discharging air from the first electric supercharger 1206 and bypassing the second electric supercharger 1207 and a second flow path 1208C to bypass the first electric supercharger 1206 and discharging air to the inlet of the second electric supercharger 1207 form. In this embodiment, a first and second valve element 1253b . 1253c the valve assembly 1250 on a common wave 1254 fixed and arranged to move through a common actuator 1255 to be controlled to the first and second flow path 1208b . 1208C to open and close. The two valve elements 1253b . 1253c are arranged to be operated in phase with each other. A separate valve 1253a , which is controlled by a separate actuator, is used to open and close another flow path 1208a for discharging air from the outlet of the first electric supercharger 1206 to the inlet of the second electric supercharger 1207 used.

It will be appreciated that a valve assembly according to the present invention may also be used in other intake and exhaust systems in which it is desired to open and close multiple gas flow paths. For example, illustrated 18 schematically a portion of an exhaust system 1301 , which is in a first exhaust gas flow path 1302 and an alternative exhaust flowpath 1303 splits, which is arranged parallel to the first exhaust gas flow path. The exhaust system 1301 is with a valve assembly 1304 comprising a first and second flow channel, each a part of the first exhaust gas flow path 1302 and the alternative exhaust flow path 1303 form. The valve assembly 1304 further comprises a first and second valve element 1305 . 1306 each disposed to a corresponding one of the first exhaust gas flow path 1302 and the alternative exhaust flow path 1303 to open and close. The first and second valve element 1305 . 1306 are on a common wave 1308 fixed and are arranged to be operated in phase with each other, such that when the first valve element 1305 is in its open position, the second valve element 1306 in its closed position, and vice versa. The valve assembly 1304 includes a common actor 1307 for controlling the position of each of the first and second valve members 1305 . 1306 , By operating the common actuator 1307 it is possible, one of the first exhaust gas flow path 1302 and the alternative exhaust flow path 1303 open while the other of the first exhaust flow path 1302 and the alternative exhaust flow path 1303 is closed to thereby control the route which the exhaust gases passing through the exhaust system 1301 pour in, hit.

Numerous modifications may be made to any of the foregoing examples without departing from the scope of the present invention as defined by the appended claims. For example, the turbocharger included in each of the embodiments described above may be replaced by another type of charging device, such as a conventional mechanical supercharger, or alternatively may be omitted altogether. Other modifications and variations will be apparent to those skilled in the art.

Claims (47)

An intake system for delivering air to an internal combustion engine of an automobile, the intake system comprising two electrical superchargers arranged to compress air flowing through the intake system prior to delivery to the internal combustion engine in use. Intake system after Claim 1 wherein the intake system further comprises an additional charging device. Intake system after Claim 2 wherein the two electric superchargers are arranged in series with the additional charging device. Intake system after Claim 2 wherein the two electric superchargers are arranged parallel to the additional charging device. Intake system according to one of the preceding claims, wherein the two electric superchargers are arranged in series with each other. Intake system according to one of the Claims 1 to 4 , wherein the two electric superchargers are arranged parallel to each other. Intake system according to one of the Claims 1 to 4 wherein the two electric superchargers are provided in a configurable arrangement, the during use of the intake system, selectively switching between a series configuration in which the two electric superchargers are arranged in series with each other and a parallel configuration in which the two electric superchargers are arranged in parallel with each other. Intake system after Claim 7 wherein the intake system includes a first flow path for discharging air from an outlet of a first one of the two electric superchargers to an inlet of a second one of the two electric superchargers when the two electric superchargers are operated in the series configuration, a second flow path for discharging air therefrom Outlet of the first electric supercharger and bypassing the second electric supercharger when the two electric superchargers are operated in the parallel configuration, and a third flow path for bypassing the first electric supercharger and discharging air to the inlet of the second electric supercharger when the two electric superchargers in the parallel configuration. Intake system after Claim 8 wherein the first flow path is provided with a first valve element that can be opened to allow air to flow from the first electric supercharger to the second electric supercharger, the second flow path is provided with a second valve element that can be opened to allow air to flow from the first electric supercharger and bypass the second electric supercharger, and the third flow path is provided with a third valve element that can be opened to allow air to bypass the first electric supercharger and the second electric supercharger flows. Intake system after Claim 9 wherein the second and third valve members are arranged to operate in phase with each other, and wherein the first valve member is arranged to operate in phase with the second and third valve members. Intake system after Claim 9 or Claim 10 wherein two or more of the first, second and third valve members are arranged to be operated together by a common actuator. Intake system according to one of the Claims 9 to 11 wherein two or more of the first, second and third valve members are coupled to a common shaft. Intake system according to one of the Claims 9 to 12 wherein two or more of the first, second and third valve members are provided within a common housing. The intake system of any one of the preceding claims, wherein the intake system further comprises a common charge cooling device disposed downstream of both electric superchargers for cooling air that has passed through one or both of the two electric superchargers. An intake system according to any one of the preceding claims, wherein the intake system further comprises a bypass line operable to selectively bypass at least one of the two electric superchargers. Intake system after Claim 15 wherein the bypass line is operable to selectively bypass both of the two electric superchargers. Intake system according to one of the preceding claims, wherein the two electric superchargers have the same connected load. An internal combustion engine of an automobile equipped with an intake system according to any one of the preceding claims. A vehicle comprising an internal combustion engine Claim 18 , Vehicle after Claim 19 wherein the vehicle comprises a control module arranged to control the operation of the two electric superchargers. Vehicle after Claim 20 wherein the control module is arranged to provide the same performance to each of the two electric superchargers in use. A method of operating an intake system of an internal combustion engine of an automobile, the method comprising discharging air to the internal combustion engine through the intake system; passing air through two electric superchargers provided in the intake system; and using the two electric superchargers to compress air flowing through the intake system prior to delivery to the internal combustion engine. Method according to Claim 22 wherein the method comprises switching the two electric superchargers between a series configuration in which the two electric superchargers are in series to each other, and a parallel configuration in which the two electric superchargers are arranged in parallel with each other during use of the motor. A valve assembly for a gas flow system for an internal combustion engine of an automobile, comprising: first, second and third valve members, wherein the first valve member is movable between an open position for permitting gas flow through a first flow path of the gas flow system and a closed position for restricting gas flow through the first flow path of the gas flow system; open position for allowing a gas flow through a second flow path of the gas flow system and a closed position for restricting the gas flow through the second flow path of the gas flow system can be moved; and wherein the third valve element is movable between an open position for permitting gas flow through a third flow path of the gas flow system and a closed position for restricting gas flow through the third flow path of the gas flow system; and a common actuator arranged to control the position of each of the first, second and third valve members; wherein the first and second valve elements are arranged to operate in phase with each other. Valve assembly after Claim 24 wherein the valve elements are arranged to be rotated between their respective open and closed positions. Valve assembly after Claim 25 , wherein the valve elements are butterfly valve elements. Valve assembly according to one of Claims 24 to 26 wherein the valve elements are arranged along a common pivot axis about which each of the valve elements is arranged to be rotated between its open and closed positions. Valve assembly after Claim 27 , wherein the valve elements are fixed to a common shaft. Valve assembly after Claim 28 wherein the common shaft is coupled directly to a rotatable output of the actuator. Valve assembly according to one of Claims 24 to 29 further comprising a biasing system for biasing the valve assembly to a position in which one of the first and second valve members is in its open position and the other of the first and second valve members is in its closed position. Valve assembly according to one of Claims 24 to 30 wherein the first and second flow paths are substantially parallel to each other at the position of the valve elements. Valve assembly according to one of Claims 24 to 31 further comprising a common housing, wherein the first and second valve elements are placed within and / or mounted within the common housing. Valve assembly according to one of Claims 24 to 32 wherein the valve assembly includes first and second flow channels, wherein the first valve element is operable to control the flow of gas through the first flow channel, and wherein the second valve element is operable to control the flow of gas through the second flow channel. Valve assembly after Claim 33 wherein the first valve element is arranged in the first flow channel and the second valve element is arranged in the second flow channel. Valve assembly after Claim 24 wherein the third valve element is arranged to operate in phase with the first valve element and in phase with the second valve element. A gas flow system for an internal combustion engine of an automobile comprising first and second flow paths and a valve assembly according to any one of Claims 24 to 35 wherein the first valve element is operable to control the flow of gas through the first flow path and the second valve element is operable to control the flow of gas through the second flow path. Gas flow system after Claim 36 wherein the gas flow system is an intake system. Intake system after Claim 37 wherein the first flow path is arranged to deliver air from an outlet of a first electric supercharger to an inlet of a second electric supercharger, and wherein the second flow path is arranged to discharge air from the outlet of the first electric supercharger and the second electric supercharger handle, or wherein the second flow path is arranged to bypass the first electric supercharger and To deliver air to the inlet of the second electric supercharger. Intake system after Claim 37 wherein the first flowpath is arranged to deliver air from an outlet of a first electric supercharger to an inlet of a second electric supercharger, the second flowpath being arranged to discharge air from the outlet of the first electric supercharger and bypass the second electric supercharger and wherein the third flow path is arranged to bypass the first electric supercharger and to deliver air to the inlet of the second electric supercharger. Gas flow system after Claim 36 wherein the gas flow system is an exhaust system. Exhaust system after Claim 40 wherein the first flow path is a first exhaust flow path and the second flow path is an alternative exhaust flow path that is parallel to the first exhaust flow path. An internal combustion engine of an automobile, comprising a gas flow system according to any one of Claims 36 to 41 , A vehicle comprising an internal combustion engine of an automobile Claim 42 , A valve assembly for a gas flow system for an internal combustion engine of an automobile, comprising: a first and second valve element, wherein the first valve element is movable between an open position for permitting gas flow through a first flow path of the gas flow system and a closed position for restricting gas flow through the first flow path of the gas flow system, and wherein the second valve element is between an open one Position for permitting a gas flow through a second flow path of the gas flow system and a closed position for restricting the gas flow through the second flow path of the gas flow system can be moved; and a common actuator arranged to control the position of each of the first and second valve members. Valve assembly after Claim 44 wherein the first and second valve members are fixed to a common shaft on which each of the first and second valve members is arranged to be rotated between its open and closed positions. Valve assembly after Claim 45 wherein the first and second valve elements are arranged to be operated in phase with each other. An intake system of an automobile or an internal combustion engine of an automobile, wherein the intake system comprises a first and second flow path and a valve assembly according to Claim 46 wherein the first flow path is arranged to discharge air from an outlet of a first electric supercharger and bypass a second electric supercharger, and wherein the second flow path is arranged to bypass the first electric supercharger and supply air to an inlet of the second electric supercharger Superladers deliver.

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