EP3168444B1 - Internal combustion engine and method for controlling the same - Google Patents

Internal combustion engine and method for controlling the same Download PDF

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Publication number
EP3168444B1
EP3168444B1 EP16198544.5A EP16198544A EP3168444B1 EP 3168444 B1 EP3168444 B1 EP 3168444B1 EP 16198544 A EP16198544 A EP 16198544A EP 3168444 B1 EP3168444 B1 EP 3168444B1
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EP
European Patent Office
Prior art keywords
cylinders
group
engine
supercharging device
turbine
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Application number
EP16198544.5A
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German (de)
English (en)
French (fr)
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EP3168444A1 (en
Inventor
Clino D'Epiro
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FPT Industrial SpA
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FPT Industrial SpA
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F02D2041/0012—Controlling intake air for engines with variable valve actuation with selective deactivation of cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
    • F02D2700/03—Controlling by changing the compression ratio

Definitions

  • the invention relates to the field of internal combustion engines, for example Diesel cycle or Otto cycle engines, and to a method for controlling the same.
  • cylinder deactivation technique which involves cutting off some of the cylinders of an internal combustion engine, so as to offer a greater load to the active cylinders, thus saving fuel but with the same power delivered.
  • the object of the invention is to overcome all the aforesaid drawbacks and to provide an internal combustion engine that is capable of further reducing fuel consumptions, though leaving unchanged - or even improving - the performances of an engine of the prior art.
  • first group of cylinders and a second group of cylinders, even if one of said first or second group comprises one single cylinder.
  • the two groups preferably have the same number of cylinders, e.g. 2+2, 3+3, etc.
  • the engine as a whole, can be a V engine or an in-line engine.
  • the idea on which the invention is based is not only that of using the controlled deactivation of a second group of cylinders, but also that of changing the functional features of the first group of cylinders so as to better adjust to the cruising speed of the vehicle in which the resisting load is remarkably smaller than the maximum power that the engine is capable of delivering.
  • said resisting load at the cruising speed is less that a third of the maximum power.
  • the engine is preferably provided with one single and common drive shaft, to which the pistons of the first and second group of cylinders are connected, so that, when the two groups are both active, the Diesel or Otto thermodynamic cycles are alternately divided between the two groups of cylinders. This implies obtaining the burning of the mixture alternately between the two groups of cylinders.
  • the first group of cylinders is always active and has a first compression ratio that is greater than the compression ratio of the second group of cylinders.
  • the first group of cylinders has a fuel injection timing advance that is lower than a fuel injection timing advance of the second group of cylinders.
  • the first group of cylinder with a greater compression ratio, ensures high efficiency at small loads and, therefore, according to the invention, it is always used.
  • Said first group of cylinders preferably has a specific power that is smaller than the maximum one that would be possible with a smaller compression ratio and, hence, a power that is preferably smaller than the second group of cylinders.
  • the second group of cylinders has a smaller compression ratio and, preferably, a higher fuel injection timing advance, thus ensuring greater efficiency at high loads, namely during the acceleration phases of the vehicle, when the second group of cylinders is asked to deliver power as well.
  • the second group of cylinders working with a higher injection timing advance, ensures a better mixing between air and fuel, having a greater ignition delay; therefore, the temperature cycle turns out to be lower with a smaller production of NOx.
  • the first group of cylinders is associated with a first turbocompressor
  • the second group of cylinders is associated with a second turbocompressor
  • the first turbocompressor is set so as to offer a lower boost than the second turbocompressor, so as to make sure that the peak combustion pressure - PCP is not exceeded despite the high compression ratio.
  • the first group of cylinders has an intake manifold and an exhaust manifold, which are respectively separate from the intake manifold and from the exhaust manifold of the second group of cylinders.
  • recirculation means connect the exhaust manifold or a point downstream of the first turbocompressor and/or of the power turbine, if available, of the first group of cylinders to the intake manifold of the second group of cylinders and said recirculation means are active when the second group of cylinders is deactivated, so as to prevent fresh air from reaching, flowing through the second group of cylinders, the exhaust gas after-treatment system (ATS), thus cooling it down and worsening the efficiency, especially if the engine is a Diesel cycle engine.
  • ATS exhaust gas after-treatment system
  • the first group of cylinders supplies a power turbine, i.e. a turbine that is mechanically connected to the drive shaft of the engine, and/or the second group of cylinders is associated with at least one first supercharging stage of the turbocompressor type and, if necessary, with a second supercharging stage, always of the turbocompressor type.
  • the first group of cylinders besides supplying a power turbine, also comprises a supercharging stage of the turbocompressor type.
  • the supercharging stage of the first group of cylinders comprises a wastegate valve to bypass the relative turbine, but exhaust gases, rather than being directly directed towards the ATS, are directed towards a turbine of the first and/or second stage, if different supercharging stages are available, of the second group of cylinders, so as to help said stage achieve a faster transient, thus improving the dynamic reaction of the supercharging stage/s of the second group of cylinders.
  • the valve control system is shared by both groups of cylinders, even if the opening and/or closing angles of the first group of valves, belonging to the first group of cylinders, can be different from the second group of valves belonging to the second group of cylinders.
  • valves of the second group of cylinders which means that the valves invariably continue the relative opening cycles both when said second group is active and when it is not active.
  • Another subject-matter of the invention is a method for controlling the internal combustion engine.
  • a further subject-matter of the invention is a terrestrial vehicle or a fixed installation implementing said internal combustion engine.
  • second component does not imply the presence of a "first” component.
  • first component does not imply the presence of a "first” component.
  • an internal combustion engine E comprises a plurality of cylinders C1, C2 with relative pistons, which are connected to a relative common drive shaft (not shown).
  • the multitude of cylinders is divided into a first group C1 and a second group of cylinders C2, in which consecutive ignition cycles alternate between the two groups of cylinders when both groups are active.
  • the first group of cylinders is controlled to be always active, whereas the second group of cylinders is controlled to be active on demand.
  • the first group of cylinders has a compression ratio that is different from a compression ratio of the second group of cylinders.
  • the first group of cylinders preferably has a compression ratio up to 21, whereas in a Otto cycle engine the compression ratio is up to 15.
  • the second group of cylinders preferably has a compression ratio up to 13 and even up to 11 or less in case of pre-heating of the feeding air.
  • a compression ratio of 8 is sufficiently low to enable very high specific powers.
  • the difference of the compression ratios preferably is at least 3, with an optimal value of 7 both for a Diesel cycle engine and for an Otto cycle engine.
  • the engine as a whole, regardless of the division into groups of cylinders, is a Diesel cycle engine or an Otto cycle engine and, furthermore, the cylinders can have an "in-line" or a V arrangement.
  • each bank defines said first or second group of cylinders.
  • compression ratio we can mean both the geometric compression ratio, given by the ratio of the volumes when the piston respectively is in the bottom dead centre and in the top dead centre, and the actual compression ratio, which can take into account particular opening and/or closing angles of the intake valves. As a matter of fact, an early or delayed closing thereof determines a smaller charge volume in the cylinder, with a lower actual compression ratio. This difference does not affect the invention.
  • the compression ratio of the first group of cylinders C1 is greater than the compression ratio of the second group of cylinders C2.
  • the first group of cylinders has an especially economic operation at low and medium loads, which basically means when the vehicle moves at a cruising speed.
  • the second group of cylinders is capable of expressing a better efficiency at high loads, which means in transient states, during the accelerations of the vehicles, and at maximum power.
  • the first group of cylinders can have a different power compared to the second group of cylinders.
  • the engine preferably comprises a fuel injection system (not shown) for supplying the first and second group of cylinders, wherein a fuel injection regulation relative to the first group of cylinders is different from a fuel injection regulation relative to the second group of cylinders.
  • a fuel injection system (not shown) for supplying the first and second group of cylinders, wherein a fuel injection regulation relative to the first group of cylinders is different from a fuel injection regulation relative to the second group of cylinders.
  • a different injection mapping between the two groups of cylinders can be provided not only in static terms, but also in dynamic terms, which means that, as the groups are substantially different in terms of maps of specific consumption (BSFC), given a predefined rotation speed and a predefined power level requested, as a whole, to the engine, the two groups of cylinders are fed in such a way that the actual global consumption of the engine is minimised.
  • this regulation of the injection can be differentiated also in terms of injection timing advance relative to the top dead centre.
  • injection timing advance there preferably is a higher injection timing advance for the second group of cylinders, compared to the injection timing advance of the first group of cylinders.
  • the first group of cylinders and the second group of cylinders preferably have separate intake and/or exhaust manifolds.
  • the first group of cylinders has an intake manifold IT1, called “first manifold”, and the second group of cylinders has a respective intake manifold IT2, called “second manifold”, so that said first and second manifold are mutually separate from each other.
  • the engine also comprises a first supercharging device TC1 operatively connected to the first intake manifold and/or a second supercharging device operatively connected to the second intake manifold.
  • They can be volumetric compressors guided by the drive shaft and/or turbocompressors.
  • the engine can comprise one single supercharging device TC1/TC2 connected to both intake manifolds, or it can be connected only to a group of cylinders, preferably the one having a smaller compression ratio (C2), so as to develop a greater specific power, which is useful during transient states.
  • TC1/TC2 connected to both intake manifolds
  • C2 compression ratio
  • the engine can comprise a first TC1 and a second supercharging device TC2, and wherein said first supercharging device TC1 is calibrated to provide a supercharging pressure lower than said second supercharging device TC2.
  • said first supercharging device TC1 is calibrated to provide a supercharging pressure lower than said second supercharging device TC2.
  • the engine E comprises first bypass means B1 for connecting said first exhaust manifold, preferably in a point downstream of one or more turbines, to said second intake manifold IT2, and wherein said bypass means B1 are configured, by means of a valve V1, to cut in when said second group of cylinders is not active, so as to circulate exhaust gas, produced by the first group of cylinders C1, through the second group of cylinders C2.
  • the first bypass means are active when the second group of cylinders is not active, we are not dealing with exhaust gas recirculation as it is known, because the aim is not that of reducing NOx, but that of preventing the second group of cylinders from pumping fresh air, which then reaches and cools down the pollutant reduction devices generally indicated with ATS (After Treatment System), especially when the engine is a Diesel cycle engine.
  • ATS After Treatment System
  • the first bypass means are made in such a way that, when the second group of cylinders is not active, they can only and exclusively ingest exhaust gases, possible excess exhaust gases are directly sent to the ATS.
  • the engine is a petrol engine
  • the advantage is that of preventing oxygen from being introduced into the ATS, which would lead to a fault thereof.
  • a cooler can be arranged on the bypass line connecting the exhaust manifold of the first group of cylinders to the intake manifold of the second group of cylinders, activated at high loads, while the second group of cylinders is not active, so as to limit temperatures in the second group of cylinders and in the three-way catalyst.
  • the bypass point is obtained not only downstream of said one or more turbines, but also downstream of the ATS, similarly to a low-pressure EGR, in which the exhaust gas ingested by the second group of cylinders is equal to 100% of the respective overall charge.
  • the exhaust lines of the two groups of cylinders are separate from each other with respective separate turbines, which are properly calibrated based on the features of the two groups of cylinders.
  • the first bypass means are preferably connected downstream of the turbine/s of the first group of cylinders.
  • both intake lines IL1 and IL2 can branch off from a common air filter or from separate and independent filters.
  • downstream and upstream take into account the circulation of exhaust gases, when they are referred to the exhaust lines EL1 and EL2, and the circulation of fresh air, when they are referred to the intake lines IL1 and IL2.
  • the turbine (T1, T2, T3, PT) or turbines mentioned above can be groups of turbocompressors (T1, T2, T3) or “compound” turbines also known as “power turbines” (PT), as they have an axis that is operatively connected to the drive shaft.
  • the engine further comprises second bypass means B2 to connect an inlet to a respective outlet of a respective compressor CP2 of said second supercharging device TC2, through a relative valve V2, and wherein said second bypass means are active when said first bypass means are also active and vice versa, so as to prevent the respective second turbine of the second turbocompressor from having the chance, by dragging the relative compressor that compresses air, of offering resistance to the passage of the exhaust gases produced by the first group of cylinders and recirculated through the second group of cylinders.
  • the second turbine T2 comprises relative fourth bypass means B4 with a relative Wastegate valve WG2 arranged on said bypass means and said valve can be controlled to completely bypass the turbine T2 of the second supercharging device TC2 when the second group of cylinders is not active.
  • the aim is that of avoiding offering resistance to the passage of the exhaust gases coming from the second group of cylinders due to the - useless - pumping work that would be carried out by the relative compressor CP2 belonging to the second turbocompressor TC2.
  • the first valve V1 can be a three-way valve alternatively connecting the first exhaust manifold EX1 or the second intake line IL2 to the second intake manifold IT2.
  • both intake lines IL1 and IL2 can each comprise an intercooler to cool down the compressed fresh air.
  • the intercooler of the first group of cylinders CAC1 is an air/liquid intercooler
  • the intercooler CAC2 of the second group of cylinders C2 is a water/liquid intercooler, wherein by water we mean both the cooling water of the engine or a carrier fluid of an exchange circuit that is independent from the engine water cooling system.
  • the first turbine T1 of the first supercharging device TC1 of the first group of cylinders also comprises a Wastegate valve WG1 mounted on relative bypass means B3.
  • the effect obtained is that of determining a depression downstream of the second turbine, which helps it start.
  • the first Wastegate valve WG1 is calibrated/controlled to open so as to support the activation of the second turbine CP2, so that, upon activation of the second group of cylinders, the latter does not suffer from the so-called "turbolag".
  • twin-scroll turbines have two separate inlets.
  • Figure 4 shows a further preferred variant of the invention, in which the second group of cylinders is provided not only with a first supercharging stage defined by the second turbocompressor TC2, but also with a second supercharging stage in cascade with the first one defined by the third turbocompressor TC3.
  • the intercoolers CAC1, CAC2, CAC3 are air/air intercoolers, but this does not exclude that one or more of them can be air/water intercoolers, as described above.
  • the power turbine PT preferably is arranged downstream of the turbine T1 of the single supercharging stage, if present.
  • Figure 5 shows, furthermore:
  • the ATS according to a preferred variant of the invention which can be combined with any one of the variants described above, comprises a DOC (Diesel Oxidation Cat), a diesel particulate filter (DPF), a SCR (Selective Catalyst Reduction) and a CUC (Clean Up Catalyst), in the hypothesis that the engine, as a whole, is a Diesel cycle engine.
  • the invention can also be implemented in Otto cycle engines.
  • the diagram of figure 7 shows a variant that is particularly suited for petrol engines.
  • a TWC three-way-catalyst
  • you should preferably also insert a cooler for example an air/water cooler, to cool down the exhaust gases produced by the first group of cylinders and introduced into the second one, so as to avoid damaging the engine due to the high temperatures reached.
  • Figure 6 shows an actual EGR for the first group of cylinders and figure 1 shows the ejection system schematically represented in figure 2 for the purposes described above. It should be clear that these details can be left out.
  • the method according to the invention comprises a step of acquiring a power value to be delivered and controlling a feeding of said first group of cylinders and said second group of cylinders according to respective specific consumption maps so as to minimise the overall specific consumption of the engine.
  • the method comprises a further step of deactivating said second group of cylinders when, given a requested power value, the overall specific consumption of the engine is minimised maintaining active only said first group of cylinders. And when, in transient conditions, said second group of cylinders is not active and a required power value entails activation also of the second group of cylinders, the following steps are performed:
  • the opening of the valve WG1 can be prior or simultaneous to the activation of the second group of cylinders.
  • this facilitation is obtained either by means of the ejection system according to figures 1 , 2 and 7 or by means of an asymmetrical twin-scroll turbine T2, for example shown in figures 3 - 5 .
  • valve V5 When the engine is provided with power turbines and with bypass means B5/V5 for bypassing the first turbine T1 in favour of the power turbine, the valve V5 is controlled so as to close before or during the opening of the valve WG1, which then allows the turbine or turbines of the second group of cylinders to achieve a faster transient.
  • This invention can be advantageously implemented by means of a computer program comprising coding means for carrying out one or more steps of the method, when the program is executed by a computer. Therefore, the scope of protection is extended to said computer program and, furthermore, to means that can be read by a computer and comprises a recorded message, said means that can be read by a computer comprising coding means for a program for carrying out one or more steps of the method, when the program is executed by a computer.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of High-Frequency Heating Circuits (AREA)
  • Diaphragms For Electromechanical Transducers (AREA)
EP16198544.5A 2015-11-11 2016-11-11 Internal combustion engine and method for controlling the same Active EP3168444B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ITUB2015A005457A ITUB20155457A1 (it) 2015-11-11 2015-11-11 Motore a combustione interna e metodo di controllo dello stesso motore

Publications (2)

Publication Number Publication Date
EP3168444A1 EP3168444A1 (en) 2017-05-17
EP3168444B1 true EP3168444B1 (en) 2018-07-25

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EP (1) EP3168444B1 (es)
ES (1) ES2689657T3 (es)
IT (1) ITUB20155457A1 (es)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3121302A1 (de) * 1981-05-29 1982-12-30 Helmut 7141 Beilstein Dröschel Verbrennungsmotor
IT1149700B (it) * 1982-02-26 1986-12-03 Alfa Romeo Auto Spa Motore pluricilindrico a c.i.di tipo modulare
DE10204482A1 (de) * 2002-02-05 2003-08-14 Daimler Chrysler Ag Brennkraftmaschine
GB2478718A (en) * 2010-03-15 2011-09-21 Gm Global Tech Operations Inc An internal combustion engine with different cylinder displacements
DE102012221743A1 (de) * 2012-11-28 2014-05-28 Robert Bosch Gmbh Verfahren zum Steuern eines Verbrennungsmotors

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
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EP3168444A1 (en) 2017-05-17
ITUB20155457A1 (it) 2017-05-11
ES2689657T3 (es) 2018-11-15

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