WO2005068804A1 - Moteur deux temps a allumage par compression - Google Patents

Moteur deux temps a allumage par compression Download PDF

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Publication number
WO2005068804A1
WO2005068804A1 PCT/GB2005/000113 GB2005000113W WO2005068804A1 WO 2005068804 A1 WO2005068804 A1 WO 2005068804A1 GB 2005000113 W GB2005000113 W GB 2005000113W WO 2005068804 A1 WO2005068804 A1 WO 2005068804A1
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WO
WIPO (PCT)
Prior art keywords
air
compression ignition
turbocharger
combustion chamber
cylinder
Prior art date
Application number
PCT/GB2005/000113
Other languages
English (en)
Inventor
James William Griffith Turner
David Blundell
Original Assignee
Lotus Cars Limited
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Publication date
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Publication of WO2005068804A1 publication Critical patent/WO2005068804A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0257—Independent control of two or more intake or exhaust valves respectively, i.e. one of two intake valves remains closed or is opened partially while the other is fully opened
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/06—Valve members or valve-seats with means for guiding or deflecting the medium controlled thereby, e.g. producing a rotary motion of the drawn-in cylinder charge
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/02—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves
    • F01L7/04—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves surrounding working cylinder or piston
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F01N13/107—More than one exhaust manifold or exhaust collector
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/04—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
    • F02B33/446—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs having valves for admission of atmospheric air to engine, e.g. at starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/16—Control of the pumps by bypassing charging air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0242—Variable control of the exhaust valves only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/028—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation for two-stroke engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/12—Drives characterised by use of couplings or clutches therein
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a two-stroke compression ignition (commonly called "diesel”) engine.
  • HSDI high speed direct injection
  • the present invention provides: a two-stroke compression ignition internal combustion engine comprising: a cylinder with a cylinder axis, the cylinder formed as a bore in a cylinder block and having a cylinder head; a piston reciprocating axially along the cylinder and defining with the cylinder a variable volume combustion chamber; injection means for injecting fuel into the variable volume combustion chamber; a transfer port in the cylinder bore which is covered and uncovered by the piston in a cyclical manner during reciprocation of the piston in the cylinder; exhaust valve means in the cylinder head; actuator means for controlling opening and closing of the cylinder head exhaust valve means; an electronic controller controlling operation of the actuator means; and compressor means for compressing air for delivery to the combustion chamber as scavenge and charge air; wherein in a two-stroke cycle of the engine: at commencement of an upstroke of the piston the transfer port is open to the combustion chamber and air compressed by the compressor means is delivered via the transfer port to the combustion chamber, in the upstroke the piston covers the transfer port and then the delivered air is compressed in
  • a two-stroke operating regime is ideally suited to the use of compression ignition in a reciprocating piston internal combustion engine.
  • Operating a compression ignition engine with a two- stroke cycle offers a specific power output significantly higher than that of a four-stroke compression ignition engine (the theoretical output of the two-stroke engine could approach double that of the equivalent four-stroke engine) .
  • the compression ignition engine of the present invention solves the hydrocarbon emission problems typical with spark ignition two-stroke engines, in which fuel often passes directly from the transfer ports to the exhaust ports, and is exhausted without ignition in a combustion chamber.
  • the cylinder head exhaust valve means is operated in timed relationship with the injection means so that injected fuel is not swept out of the combustion chamber via an open exhaust port.
  • the injector is mounted in the cylinder head and so sprays away from the cylinder head exhaust ports .
  • the engine of the present invention uses uniflow scavenging rather than simple loop-scavenging or cross- scavenging. This is a more efficient process giving a better delivery ratio (i.e. volumetric efficiency) and in theory a higher maximum power output .
  • the scavenge air is cooler than the exhaust gases and so introduction of the air into the combustion chamber via one or more transfer ports in the cylinder bore (rather than via cylinder head ports) avoids thermal distortion problems in the cylinder bore, the scavenge air having the effect of cooling the cylinder bore.
  • FIG. 1 is a cross section through a two-stroke compression ignition reciprocating piston internal combustion engine according to the present invention
  • Fig. 2 is a schematic illustration of a three-cylinder two-stoke compression ignition internal combustion engine according to the present invention arranged with a low pressure turbocharger and a high pressure supercharger
  • Fig. 3 is a schematic illustration of a three-cylinder two-stroke compression ignition internal combustion engine according to the present invention with an electrically driven low pressure compressor and a turbocharger
  • Fig. 4 is a schematic illustration of a three-cylinder two-stroke compression ignition internal combustion engine according to the present invention having a low pressure turbocharger and a high pressure turbocharger
  • Fig.5 shows schematically how the Fig.
  • Figure 4 shows schematically how the Figure 4 three- cylinder two-stroke compression ignition engine could be modified to provide for storage of compressed gas; and
  • Figure 7 is a cross-section of the Figure 1 engine showing a variable angle vane mechanism which could be incorporated in the engine .
  • the fuel will be ignited by a homogeneous charge compression ignition ('HCCI') process in some operating conditions of the engine and by usual compression ignition (also known as “diesel” ignition) in other operation conditions.
  • 'HCCI' homogeneous charge compression ignition
  • compression ignition also known as “diesel” ignition
  • the engines will preferably be formed with a monoblock construction with aluminium main castings, thus removing the need for a cylinder head gasket.
  • Fig. 1 shows in schematic form one cylinder of a three- cylinder two-stroke compression ignition engine according to the invention.
  • the figure shows a piston 10 reciprocable in a cylinder defined in a cylinder bore 11, the cylinder and the piston together defining a variable volume combustion chamber 12.
  • a ring of transfer ports is provided at the base of the cylinder bore. The transfer ports need not be equi- spaced from each other, but could be clustered in e.g. two groups.
  • Two transfer ports 13, 14 are illustrated in Figure 1.
  • Four cylinder head exhaust valves are also provided. Two of these valves 15, 16 are shown in the figure. Each of the exhaust valves is connected to a hydraulic actuator. Separate actuators can be provided for each exhaust valve or one actuator can operate a pair of exhaust valves.
  • An actuator 17 is shown operating the exhaust valve 15 and an actuator 18 is shown operating the exhaust valve 16.
  • Each of the exhaust valves 15, 16 are poppet valves provided in the cylinder head of the cylinder defined in the block 11.
  • the actuator 17 is connected via an electrically controlled servo-valve 21 to a source of pressurised fluid 19 and an exhaust for pressurised fluid 20 (typically a sump from which the source 19 draws fluid) .
  • the actuator 18 is connected via an electrically controlled servo-valve 22 to the source 19 and exhaust 20.
  • Each of the electrically controlled servo-valves 21, 22 can control opening and closing of the exhaust valves 15, 16 by controlling flow of hydraulic fluid to and from the chambers of the actuators 17, 18, in a known manner.
  • the electrically controlled servo-valves 21, 22 will also be able to control the rate of flow of fluid to and from the actuators 17, 18 in order to control the speed of opening and closing of the exhaust valves 15, 16.
  • a common rail diesel injector 23 is placed centrally in the cylinder head, for the best combustion chamber geometry (as is known with existing four-stroke HSDI engines) .
  • the injector 23 need not be part of a common rail system, but is preferably a high pressure multiple injection event injector .
  • the servo-valves 21,22 and the injector 23 are controlled by an electronic controller 30 of an engine management system.
  • Transfer ports e.g. 13, 14
  • the transfer ports are provided by two apertures, 80, 81, having in each a plurality of vanes 82, 83, 84 and 85, 86, 87.
  • the vanes are mounted on a ring 88 which has a toothed section 89.
  • the toothed section 89 is engaged by a gear 90 which is driven by a stepper motor (not shown) under control of the controller 30.
  • the ring 88 can be rotated to vary in orientation the vanes 82 to 87 and thus control swirl in the combustion chamber 12.
  • the pressurised air is supplied via passages 91, 92 in the direction of the arrows shown, to aid swirl motion in the chamber 12.
  • a forced induction system will be provided to pressurise charge air admitted to the cylinders.
  • Various possibilities are possible and these are described later with reference to Figs. 2 to 6.
  • a two-stroke cycle of the piston and cylinder illustrated in Fig. 1 will now be described, starting with the piston 10 at its bottom dead centre (BDC) position. In this position the transfer ports (e.g. 13, 14) will be uncovered by the piston 10 and pressurised charge air will be forced into the cylinder in order to scavenge from the cylinder previously combusted gases. The combusted gases will be scavenged to exhaust through cylinder head exhaust ports opened by the cylinder head exhaust valves (e.g. the poppet valves 15, 16) .
  • BDC bottom dead centre
  • the mixture of fuel and air can be combusted either through homogeneous charge compression ignition (HCCI) at part load conditions of the engine or through conventional combustion ignition (also known as "diesel" ignition) combustion in other operating conditions of the engine.
  • HCCI homogeneous charge compression ignition
  • diesel also known as "diesel” ignition
  • the injector 23 will be a pulsed injector injecting fuel in pulses into the chamber 12. For HCCI the pulses will start early enough in the upstroke for the fuel and air to form a homogeneous mixture prior to ignition.
  • the actuators 17, 18 will be controlled to open the cylinder head exhaust valves, e.g. 15, 16 to allow the combusted gases to escape from the combustion chamber 12 to exhaust.
  • the downwardly moving piston 10 will then uncover the transfer ports, e.g. 13, 14 and pressurised charge air will be introduced into the combustion chamber 12 to scavenge from the chamber 12 the previously combusted gases to exhaust .
  • the scavenging process in the engine is a uniflow scavenging process.
  • Uniflow scavenging gives a more efficient scavenging of a cylinder than simple loop- scavenging or cross- scavenging .
  • the fresh scavenge air is introduced through ports in a cylinder bore rather than through ports in a cylinder head. It is advantageous because the scavenge air is cooler than the exhaust gases and therefore thermal distortion problems in the cylinder bore are minimised.
  • the controller 30 can close the exhaust valves e.g. 15, 16 early in an upstroke of the piston in order to trap combusted gases in the combustion chamber 12.
  • the trapped combusted gases advantageously inhibit the ignition of the fuel/air mixture to delay combustion.
  • the amount of combusted gases trapped in the chamber 12 can be varied by varying closing of the valves 15, 16 and thus the commencement of ignition controlled to a limited degree.
  • HCCI is only possible on low and part loads and at high loads it will be necessary to run the engine using conventional compression ignition.
  • the charge air will need to be pressurised by a forced induction system.
  • Fig. 2 shows schematically the three cylinder two- stroke compression ignition internal combustion engine 100 according to the present invention, with a forced induction system comprising a low pressure stage having a turbocharger 101 and a high pressure stage having a super-charger 102.
  • a forced induction system comprising a low pressure stage having a turbocharger 101 and a high pressure stage having a super-charger 102.
  • three cylinders 103, 104 and 105 are shown, each of which will be a cylinder as shown in Fig. 1.
  • Each cylinder has a pair of exhaust valves "a” which control flow of exhaust gas via a passage 109 to a turbine of the low pressure turbocharger 101.
  • Each cylinder also has a pair of exhaust valves "b” which control flow of exhaust gas to a bypass passage 103.
  • the bypass passage 103 allows exhaust gas to flow straight to atmosphere bypassing the low pressure turbocharger 101.
  • the Fig. 2 engine works with charge air being drawn in via an air filter 104 into the compressor part of the low pressure turbocharger 101.
  • the pressurised air then flows out via a passage 105 to a bypass valve 106 or to the compressor part of a high pressure supercharger 102.
  • the charge air pressurised in the high pressure supercharger 102 flows out through the passage 107.
  • the bypass valve 106 could be controlled by the engine management system to control the amount of pressurised charge air flowing into the compressor of the supercharger 102.
  • it could be a simple mechanical pre-loaded valve which would open at a defined pressure to limit the pressure of the scavenge air flowing as an input to the compressor of the supercharger 102.
  • the bypass scavenge air and the pressurised air exiting the supercharger 102 are mixed before they flow through an intercooler 108 and then on to the cylinders 103, 104, 105.
  • the engine management system controls the opening of the exhaust valves "a" and "b" in each cylinder to control the amount of pressurised exhaust gas flowing to the turbine of the low pressure turbo charger 101. A portion of the exhaust gas is allowed to flow to the turbine of the turbo charger 101 and a portion is allowed to flow via the bypass passage 103 directly to atmosphere.
  • the supercharger 102 would typically be a Roots blower type supercharger. It could be a clutched supercharger so that it is operated only in certain engine operating conditions, under control of the controller 30.
  • FIG. 3 A second variant of engine is shown in Fig. 3. Again an engine 200 is shown with three cylinders each of the type shown in Fig. 1. Again, each cylinder has four cylinder head exhaust valves operated in pairs. Each cylinder has a pair of exhaust valves "a" connected to a first exhaust duct 201 and each cylinder has a pair of exhaust valves "b" connected to a second exhaust duct 202 separate from the first exhaust duct 201.
  • a filter 204 to be compressed by an electrically powered compressor 205.
  • the electrically powered compressor 205 is controlled by controller 30 to operate at low speeds of the engine and/or during starting, but does not operate otherwise.
  • a bypass valve 206 is opened to allow charge air to bypass the low pressure electrically driven compressor 205. Air exiting the low pressure compressor 205 or passing through the bypass valve 206 then flows on to a high pressure turbocharger 207 to be compressed in the turbocharger and then output via a duct 208 to an intercooler 209 and then on to the transfer ports of the cylinders of the engine 200.
  • Combusted gases can be exhausted from the cylinders 210, 211, 212 either via the exhaust valves "a” or by the exhaust valves “b” .
  • These valves are controlled by actuators controlled by an engine management system.
  • the engine management system will control operation of the valves "a” and “b” to control what proportion of the exhaust gases flow through the exhaust duct 201 and what proportion flow through the exhaust duct 202.
  • the exhaust gases flowing through the exhaust duct 201 flow to the turbine of the high pressure turbo charger 207, whilst the exhaust gases flowing through the exhaust duct 202 bypass the turbocharger 207 and flow directly to atmosphere.
  • a third variant of forced induction system having a pair of turbochargers comprising a low pressure turbocharger 301 and a high pressure turbocharger 302.
  • the engine 300 shown in Fig. 4 is again of the same type of the previously described engines, having three cylinders 303, 304 and 305 each having a first pair of exhaust cylinder head exhaust valves "a" connected to a first exhaust duct 306 and each having a second pair of cylinder head exhaust valves "b" connected to a second exhaust duct 307 independent and separate from the first exhaust duct 306.
  • Air is drawn into the engine 300 via an air filter 308 and into the compressor part of the low pressure turbo charger 301.
  • the pressurised charge air is output to a duct 309 to pass either to a bypass valve 310 or to pass into the compressor part of a high pressure turbocharger 302.
  • the bypass valve 310 can be controlled electrically by the engine management system to control how much of the pressurised charge air flows through the high pressure turbocharger 302 and how much bypasses the turbocharger 302.
  • the bypass valve 310 can be a simple mechanical valve which limits the pressure of the charge air flowing into the compressor of turbocharger 302.
  • the charge air compressed by the turbocharger 302 combines with any bypass air and then passes into an intercooler 311 and then onto the engine 300 to be used as scavenge air and charge air.
  • Combusted gases resulting from combustion in the cylinders 303, 304, 305 are output to the exhaust ducts 306, 307 under the control of the cylinder head exhaust valves "a" and "b" in each cylinder, which are in turn operated by the hydraulic actuators described in Fig. 1, with the engine management system controlling operation of the actuators to control the proportion of exhaust gases flowing in ducts 306 and the proportion flowing in ducts 307.
  • the exhaust gases that are flowing in duct 306 pass to the turbine section of the high pressure compressor 302.
  • the exhaust gases in duct 307 flow to the turbine part of the low pressure turbocharger 301.
  • the exhaust gases exiting the turbine part of the high pressure turbocharger are fed into the exhaust gases flowing in exhaust duct 307 to then flow to the turbine part of the turbo charger 301.
  • Exhaust gases flowing out of the turbine part of turbo charger 301 flow through the exhaust duct 312 to atmosphere. All of the exhaust gases flow through the turbine of turbocharger 301 Fig. 5 shows how the engine of Fig. 4 can be beneficially modified to assist starting of the engine. Since the engine illustrated has most components in common with the engine of Fig. 4 the same reference numerals have been used.
  • the additional feature of the engine is the starting valve 320. This will be controlled by the engine management system.
  • the starting valve 320 will be closed. Also the controller will vary the operation of the exhaust valves. By closing the valve 320 and varying operation of the exhaust valves the controller can arrange the engine to operate such that gas is compressed in each of the combustion chambers and then expelled via the exhaust valves "a" . The expelled gas powers the high pressure turbocharger 302 and starts it spinning. The gas exhausted from the turbine of the turbocharger 302 is then fed back into the combustion chambers via the exhaust valves "b” . The gas that is fed back in is then pressurised again, let out by the exhaust valves "a” and the cycle is repeated.
  • FIG. 6 shows a further variant of the Figure 4 engine.
  • each cylinder has only one exhaust valve “a”, but an additional type of exhaust valve “c” .
  • the exhaust valves “a” and “b” will be operated as described before, save during engine braking and engine starting when the valve “c” may be used.
  • the additional exhaust valves “c” are connected via passages 601,602,603 to a storage tank 604 for storing compressed gases.
  • the valves “c” are controlled during engine braking to allow compressed gases to flow from the cylinder to the storage tank 604.
  • the valves “c” can then be opened when needed (e.g. on starting of the engine) to supply previously stored compressed gases to the cylinder, e.g. to expand in the cylinder and drive the pistons to reciprocate.
  • valves “c” are operated to allow flow of compressed gas to the storage tank 604 only when the tank is not already pressurised to its limit.
  • the valves “c” allow flow of gas from the storage tank 604 to the cylinders only when the pressure in the storage tank 604 is sufficient .
  • the use of actuators to open and close the poppet valves in the cylinders is very important.
  • the achievement of poppet valve operation at two-stroke operation rates is problematic.
  • Use of cams and tappets severely speed limits a two-stroke engine.
  • By using hydraulic actuators the two-stroke engines proposed above will be able to handle higher operation speeds. They will not be limited by cycle speed in the same way that a conventional cam-based system is.
  • actuators for the cylinder head exhaust valves can allow optimised expansion/blow down (for best thermal efficiency) and also can optimise HCCI operation (for minimum NOx output from the engine) .
  • the cylinder head exhaust valves can be operated to provide a wastegate function at full load, in the event that the charge air supplied is excessively pressurised.
  • the use of actuators therefore yields specific advantages in engine speed, HCCI operation of the engine, thermal efficiency, simplified start procedure and turbo charger boost control.
  • hydraulic actuators are described, but other actuators such as electro-magnetic actuators could be used.
  • poppet valves offer a solution which is mechanically sound and allows high cylinder gas loads.
  • other valves such as sleeve valves could be used instead of poppet valves.
  • the lower pressure turbo charger could be replaced with an electrically-assisted turbocharger, which is assisted by electrical power at low engine speeds or on starting, but is otherwise powered by the exhaust gases from the engine.
  • An electrically-assisted turbocharger could be used to output electrical power at high engine speeds .
  • turbochargers used could be fixed geometry or variable geometry turbochargers.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

L'invention concerne un moteur à combustion interne à allumage par compression deux temps (figure 1) comprenant: un compartiment de combustion (12) défini par un piston (10) en déplacement réciproque dans un cylindre; un moyen d'injection pour injecter le combustible dans le compartiment de combustion (12); un port de transfert (13, 14) qui est couvert et découvert par le piston, de manière cyclique; des soupapes d'échappement (15, 16) situées dans la tête du cylindre; des actionneurs (17, 18) pour une ouverture et pour une fermeture des soupapes d'échappement (15, 16); un dispositif de commande électronique commandant le fonctionnement des actionneurs (17, 18); et un compresseur (par exemple 101) pour comprimer l'air destiné à être distribué au compartiment de combustion (12), en tant qu'air de balayage et qu'air de suralimentation. Dans un cycle de moteur à deux temps, l'air comprimé est distribué par le port de transfert (13, 14) au compartiment de combustion (12), lors de la course ascendante, le piston (10) couvre ensuite le port de transfert (13, 14) et l'air est comprimé dans le compartiment de combustion (12), puis le combustible est injecté dans le compartiment de combustion (12) et le mélange combustible/air obtenu s'enflamme par l'injection de compression.
PCT/GB2005/000113 2004-01-14 2005-01-14 Moteur deux temps a allumage par compression WO2005068804A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB0400794A GB2410060A (en) 2004-01-14 2004-01-14 A two-stroke compression-ignition internal combustion engine
GB0400794.4 2004-01-14

Publications (1)

Publication Number Publication Date
WO2005068804A1 true WO2005068804A1 (fr) 2005-07-28

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Country Link
GB (1) GB2410060A (fr)
WO (1) WO2005068804A1 (fr)

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DE102005039012A1 (de) * 2005-08-18 2007-02-22 Volkswagen Ag Brennkraftmaschine mit Abgasturboaufladung
DE102005055996A1 (de) * 2005-11-24 2007-05-31 Bayerische Motoren Werke Ag Antriebseinrichtung für ein Kraftfahrzeug
DE102006004092B3 (de) * 2006-01-28 2007-08-16 Man B & W Diesel A/S Großmotor
DE102006047515A1 (de) * 2006-10-07 2008-04-10 Volkswagen Ag Zweitakt-Brennkraftmaschine
WO2009105463A3 (fr) * 2008-02-22 2009-11-19 Borgwarner Inc. Commande d'un écoulement de gaz d'échappement divisé entre une turbocompression et une remise en circulation de gaz d'échappement
DE102008033420A1 (de) * 2008-07-16 2010-01-21 Man Diesel, Filial Af Man Diesel Se, Tyskland Verfahren zum Betrieb eines Zweitaktmotors und Vorrichtung zur Durchführung dieses Verfahrens
CN103388524A (zh) * 2012-05-10 2013-11-13 曼柴油机涡轮机欧洲股份公司曼柴油机涡轮机德国分公司 柴油发动机和用于提高柴油发动机功率的方法
US9086011B2 (en) 2010-01-22 2015-07-21 Borgwarner Inc. Directly communicated turbocharger
CN114746641A (zh) * 2019-12-06 2022-07-12 曼能源解决方案公司(德国曼能源解决方案股份公司子公司) 内燃发动机

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GB2452695A (en) * 2007-08-02 2009-03-18 William Francis Molloy Forced induction two stroke engine
EP2098708A1 (fr) * 2008-03-06 2009-09-09 Wärtsilä Schweiz AG Procédé pour le fonctionnement d'un moteur diesel à deux temps à balayage longitudinal et moteur diesel à deux temps à balayage longitudinal
DE102010055059A1 (de) * 2010-12-17 2012-06-21 Audi Ag Vorrichtung zum Aufladen von Brennkraftmaschinen
CZ304349B6 (cs) 2011-02-28 2014-03-19 Zdeněk Novotný Dvoudobý zážehový motor
FR2974852B1 (fr) * 2011-05-05 2015-07-24 Renault Sa Circuit d'alimentation d'air, moteur turbocompresse et procede de controle de la combustion d'un moteur turbocompresse
GB2494176B (en) * 2011-09-02 2013-10-02 Manousos Pattakos Desmodromic hydraulic valve train
FR2989731B1 (fr) * 2012-04-19 2016-07-29 Ifp Energies Now Moteur deux temps, notamment de type diesel, avec debit d'air d'admission variable pour le balayage des gaz brules residuels et procede de balayage pour un tel moteur
US11261804B2 (en) 2018-02-16 2022-03-01 Volvo Truck Corporation Internal combustion engine system

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EP0397521A1 (fr) * 1989-05-11 1990-11-14 Isuzu Ceramics Research Institute Co., Ltd. Système de contrôle du cycle d'un moteur
EP0655550A1 (fr) * 1993-11-26 1995-05-31 Mitsubishi Jukogyo Kabushiki Kaisha Moteur à refroidissement turbo
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DE102005039012A1 (de) * 2005-08-18 2007-02-22 Volkswagen Ag Brennkraftmaschine mit Abgasturboaufladung
DE102005055996A1 (de) * 2005-11-24 2007-05-31 Bayerische Motoren Werke Ag Antriebseinrichtung für ein Kraftfahrzeug
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WO2009105463A3 (fr) * 2008-02-22 2009-11-19 Borgwarner Inc. Commande d'un écoulement de gaz d'échappement divisé entre une turbocompression et une remise en circulation de gaz d'échappement
DE102008033420A1 (de) * 2008-07-16 2010-01-21 Man Diesel, Filial Af Man Diesel Se, Tyskland Verfahren zum Betrieb eines Zweitaktmotors und Vorrichtung zur Durchführung dieses Verfahrens
DE102008033420B4 (de) * 2008-07-16 2010-06-24 Man Diesel Filial Af Man Diesel Se, Tyskland Verfahren zum Betrieb eines Zweitaktmotors und Vorrichtung zur Durchführung dieses Verfahrens
US9086011B2 (en) 2010-01-22 2015-07-21 Borgwarner Inc. Directly communicated turbocharger
US10215084B2 (en) 2010-01-22 2019-02-26 Borgwarner Inc. Directly communicated turbocharger
CN103388524A (zh) * 2012-05-10 2013-11-13 曼柴油机涡轮机欧洲股份公司曼柴油机涡轮机德国分公司 柴油发动机和用于提高柴油发动机功率的方法
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CN114746641A (zh) * 2019-12-06 2022-07-12 曼能源解决方案公司(德国曼能源解决方案股份公司子公司) 内燃发动机

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