WO2020043375A1

WO2020043375A1 - Device and system for controlling an internal combustion engine with dual intake and sweeping

Info

Publication number: WO2020043375A1
Application number: PCT/EP2019/068435
Authority: WO
Inventors: Thierry Colliou; Stéphane Venturi; Bruno Walter
Original assignee: IFP Energies Nouvelles
Priority date: 2018-08-30
Filing date: 2019-07-09
Publication date: 2020-03-05
Also published as: FR3085439B1; FR3085439A1

Abstract

The present invention relates to a device and a method for controlling the intake of an internal combustion engine cylinder (1). The cylinder (1) is connected to two gas inlets, a first gas inlet (4) at a first pressure P1, and a second gas inlet (5) at a second pressure P2 greater than the first pressure P1. The device and method control the intake of gas into the cylinder by admitting first gas from the first gas inlet (4), then by admitting gas from the second gas inlet (5). In addition, the device and the method control the passage of gas from the second gas inlet (5) toward the exhaust duct (9).

Description

DEVICE AND SYSTEM FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE WITH DUAL INTAKE AND SCANNING

The present invention relates to the field of controlling the gas intake of an internal combustion engine.

As is widely known, the power delivered by an internal combustion engine is dependent on the amount of air introduced into the combustion chamber of this engine, the amount of air which is itself proportional to the density of this air.

Thus, it is usual to increase this amount of air by compressing the outside air before it is admitted into this combustion chamber. This operation, called supercharging, can be carried out by any means, such as a turbocharger or a driven compressor, which can be centrifugal or volumetric.

In the case of supercharging by a turbocharger, the latter comprises a rotary turbine, single flow or dual flow, connected by an axis to a rotary compressor. The exhaust gases from the engine pass through the turbine which is then driven in rotation. This rotation is then transmitted to the compressor which, by its rotation, compresses the outside air before it is introduced into the combustion chamber.

However, supercharging requires significant power over the duration of the intake to compress the gas at the intake.

In order to improve the performance of an internal combustion engine, two-stage supercharging systems have been developed. Patent applications FR 2995354, FR 2995355 and FR 2998924 describe examples of the control method for an internal combustion engine equipped with double supercharging. Although satisfactory, these systems remain expensive, complex and require significant power to compress the gas at the intake.

Other gas intake control systems and methods have been developed to improve the performance of the internal combustion engine.

For example, patent application FR3015578 (US2016348573) uses a double distributor (intake plenum) and an electric compressor to quickly vary the aerodynamics of the gases. Indeed, the internal combustion engine can be powered either by a single plenum, or by both simultaneously. The implementation of this technology is based on a valve which is controlled slowly (this valve does not allow opening during the cycle). In addition, this technology also requires significant power to compress the gas.

Another solution is to control the actuation of the intake valve to increase the kinetics of the gases introduced into the cylinder. Such technology is described in particular in patent application W012085450. This solution can be complex to implement.

US Pat. No. 6,776,144 describes a five-stroke engine, with a time for recycling the fuel mixture. Such a solution is complex and bulky.

Patent application WO 94/15080 describes a four-stroke engine, the intake phase of which is carried out in two phases. A first phase of atmospheric intake during which air enters through an orifice located in the cylinder head. And a second phase of supplying the cylinder supplied by a pressurized reserve, through a light (two-stroke engine type) located in the lower part of the cylinder. The volume of pressurized air used during the second phase is pressurized by the two compression cycles of the crankcase of the four-stroke cycle. Such a solution is complex and bulky.

In order to overcome these drawbacks, the present invention relates to a device and a method for controlling the admission of a cylinder of an internal combustion engine. The cylinder is connected to two gas inlets, a first gas inlet at a first pressure, and a second gas inlet at a second pressure greater than the first pressure. The device and method control the admission of gas into the cylinder by first admitting gas from the first gas inlet, then by admitting gas from the second gas inlet. In addition, the device and method control the passage of gas from the second gas inlet to the exhaust duct. Thus, it is possible to obtain, in a simple and space-saving manner, a pressure in the cylinder at the end of the intake phase which is close to the second pressure, without having to carry out only an admission of a gas to this second pressure throughout the duration of the intake phase. In this way, the combustion engine functions as a supercharged internal combustion engine and thus makes it possible to increase the power delivered by the internal combustion engine compared to an internal combustion engine without supercharging. In addition, by requiring a more limited amount of gas at the second press, it is possible to reduce the power required for compression of the gas. In addition, the passage of gas from the second gas inlet to the exhaust duct allows, when the engine is equipped with a turbocharger, to increase the speed of rotation of the turbine and consequently that of the compressor, which makes it possible to increase the pressure of the first or of the second gas inlet. Thus, thanks to the two admissions, the performance of the internal combustion engine is improved.

The device and method according to the invention

The invention relates to a device for controlling the quantity of gas introduced into the intake of an internal combustion engine, said internal combustion engine comprising at least one cylinder fitted with a piston, at least one pressure valve. admission, of at least one exhaust valve, of a first gas inlet at a first pressure P1, of a second gas inlet at a second pressure P2 strictly greater than said first pressure P1, of a conduit d exhaust, said first and second gas inlets being connected to at least one intake valve, and said exhaust valve being disposed in said exhaust duct. Said control device controls the passage of gas from the second gas inlet to said exhaust duct, and in that said control device controls the admission of gas into said cylinder by admitting gas from said first inlet gas, followed by an intake of gas from said second gas inlet with a predetermined delay during the intake phase.

According to one embodiment of the invention, said internal combustion engine comprises a turbocharger, said turbocharger comprising a turbine placed on said exhaust duct.

Advantageously, said turbocharger comprises a compressor associated with said second gas inlet.

In accordance with one implementation, said control device controls the passage of gas from said second gas inlet to said exhaust duct by controlling the opening of said intake and exhaust valves, in particular by controlling the 'simultaneous opening of at least one of said intake and exhaust valves.

According to one aspect, said control device controls the passage of gas from said second gas inlet to said exhaust duct by a controlled valve placed on an intermediate duct which connects said second gas inlet and said exhaust duct.

According to one characteristic, said device comprises a means for storing gas at said second pressure P2 connected to said second gas inlet. Advantageously, said first pressure P1 corresponds substantially to atmospheric pressure.

According to one embodiment, said control device admits gas from said second gas inlet into said cylinder until the end of the intake phase.

According to one implementation, said control device delays the admission of gas from said second gas inlet with respect to the admission of gas from said first gas inlet by a time corresponding between 20 and 80% of the duration of the admission phase.

According to one aspect, said internal combustion engine comprises an intake manifold connected to said first and second gas inlets and distributing the gas in said cylinder by means of said intake valve.

Preferably, said control device comprises a valve disposed on said second gas inlet or a valve disposed on the connection between said first and second gas inlets.

Alternatively, said cylinder has two intake valves, each intake valve being connected to one of said first and second gas inlets.

Advantageously, said control device controls the admission by opening the intake valve connected to said second gas inlet during the opening of the intake valve connected to said first gas inlet.

As a variant, said control device controls the admission by successive opening of said two intake valves.

According to one embodiment, said first gas inlet comprises a non-return valve.

In addition, the invention relates to a method for controlling the quantity of air introduced at the intake of an internal combustion engine, said internal combustion engine comprising at least one cylinder fitted with a piston, at least an intake valve, of at least one exhaust valve, of a first gas inlet at a first pressure P1, of a second gas inlet at a second pressure P2 greater than said first pressure P1, an exhaust duct, said first and second gas inlets being connected to at least one intake valve, and said exhaust valve being disposed in said exhaust duct. The admission of gas into said cylinder is controlled by admission of gas from said first gas inlet, followed by admission of gas from said second gas inlet with a predetermined delay during the intake phase, and in this controlling the passage of gas from said second gas inlet to said exhaust duct. In accordance with an implementation, said control method implements the control device according to one of the preceding characteristics.

Brief presentation of the figures

Other characteristics and advantages of the method according to the invention will appear on reading the description below of nonlimiting examples of embodiments, with reference to the appended figures and described below.

Figure 1 illustrates the pressure in a cylinder during admission without supercharging according to the prior art.

FIG. 2 illustrates the pressure in a cylinder during an intake with supercharging according to the prior art.

FIG. 3 illustrates the pressure in a cylinder during an admission by means of the device or the control method according to the invention.

Figures 4a and 4b illustrate two examples of a first embodiment of the invention.

Figures 5a and 5b illustrate two examples of a variant of the first embodiment of the invention.

Figure 6 illustrates a second embodiment of the invention.

FIG. 7 illustrates a third embodiment of the invention.

FIG. 8 illustrates a variant of the third embodiment of the invention.

FIG. 9 illustrates a first implementation of the opening of the intake valves for the third embodiment of the invention.

FIG. 10 illustrates a second implementation of the opening of the intake valves for the third embodiment of the invention.

Figure 1 1 illustrates a variant of the third embodiment of the invention, for which the internal combustion engine is equipped with a turbocharger.

Detailed description of the invention

The present invention relates to a control device and a method for controlling the intake of an internal combustion engine. The control device and method are provided to control the amount of gas introduced to the intake of an internal combustion engine.

The internal combustion engines concerned by the present invention can in particular be petrol, diesel, gas, ethanol engines. They can be direct or indirect injection. They can be used for an on-board application (for example automotive, heavy goods vehicles, two-wheelers, aeronautics, etc.) or for a stationary application (for example generator). Conventionally, the internal combustion engine comprises at least one cylinder which delimits a combustion chamber, and which is equipped with:

- a piston, which has a rectilinear translational movement, and which generates a rotation of a crankshaft,

- at least one intake valve for admitting gas into the cylinder, the intake valve being located in the cylinder head of the internal combustion engine,

- at least one exhaust valve for the exhaust of gases after combustion in the cylinder, the exhaust valve being located in the cylinder head of the internal combustion engine,

- an exhaust pipe, in which is located the exhaust valve.

According to the invention, the internal combustion engine further comprises:

- a first gas inlet (gas inlet), the gas being at a first pressure P1,

- a second gas inlet (gas inlet), the gas being at a second pressure P2 strictly greater than the first pressure P1, at least during the admission of gas from the second gas inlet.

Each of the gas inlets is connected to at least one inlet valve.

The first and second gas inlets can take the form of a conduit through which gas flows at their respective pressures.

The affected gas may include air, a mixture of air and fuel, a mixture of air and burnt gas, or a mixture of air, fuel and burnt gas.

For this internal combustion engine, the device and the control method according to the invention control:

- the passage of gas from the second gas inlet to the exhaust, and

- the admission phase with two admission stages: we start with the admission of gas from the first gas inlet, then we continue with the admission of gas from the second gas inlet later, with a predetermined delay, during the admission phase.

The time of the internal combustion engine is called the intake phase. If it is a four-stroke engine, it is the time between exhaust and compression. During the intake phase, the piston descends from its top dead center to its bottom dead center. The command to pass the gas from the second gas inlet to the exhaust duct, allows the injection into the exhaust line, of a gas of higher pressure (generally the average pressure of the second pressure is higher at the average pressure of the exhaust gas pressure). Thus, the flow rate in the exhaust line is higher. The passage of gas from the second gas inlet to the exhaust can be provided when it is necessary to increase the flow rate in the compressor to move away from the pumping zone, or for any other reason such as the gain in efficiency of the supercharging loop, the need to dilute the exhaust to cool it, for example, etc.

The admission of gas from the second gas inlet makes it possible to fill the cylinder with a gas having a pressure P2 greater than the pressure P1. Thus the quantity of gas (mass of gas) in the cylinder is high, and may correspond to the quantity of air which would be obtained in the case of a supercharged internal combustion engine. This result can be achieved without having to supply a gas inlet at pressure P2 over the entire duration of the intake phase. Thus, the power required to obtain this quantity of gas in the cylinder is less than that used for a supercharged internal combustion engine. The performance of the internal combustion engine is improved.

The method according to the invention is particularly suitable for low rotational speeds, for which the flows passing through the motor are low, and in particular the flows coming from P2.

Figures 1 to 3 explain the general operation of the invention, and its advantages compared to the prior art. These curves illustrate schematically and in a nonlimiting manner, the pressure P of the gas at the inlet as a function of the time t, during the intake phase (between the top dead center intake PMH, and the bottom dead center intake PMB).

Figure 1 corresponds to the pressure curve P of an internal combustion engine without supercharging according to the prior art. In this case, throughout the intake phase, the intake pressure remains at pressure P1. In this case, the power delivered by the internal combustion engine is not optimal.

FIG. 2 corresponds to the pressure curve P of an internal combustion engine with supercharging according to the prior art. In this case, throughout the intake phase, the intake pressure remains at pressure P2 (higher than pressure P1). In this case, the power delivered by the internal combustion engine is greater than the power delivered by the internal combustion engine without supercharging of FIG. 1, because the quantity of gas in the cylinder is greater. FIG. 3 corresponds to the pressure curve P of an internal combustion engine controlled by the control method according to an embodiment of the invention. During the first part of the intake, between the top TDC intake neutral point and the instant T (corresponding to the time of admission of the gas from the second gas inlet), only the gas from the first gas inlet at pressure P1 is admitted into the cylinder. During the second part of the intake, between instant T and the intake low dead center PMB, the gas from the second gas inlet at pressure P2 is admitted into the cylinder. Thus, at the end of the intake phase, the pressure of the gas at the intake P is close to the pressure P2. Thus, the power delivered by the internal combustion engine is identical to the internal combustion power with supercharging of Figure 2. In addition, since it is not necessary to supply an amount of gas at the pressure P2 during throughout the intake phase, the amount of power required for intake is reduced, thereby increasing the performance of the internal combustion engine.

According to one aspect of the invention, the second pressure P2 of the second gas inlet can be generated by means of a compression system connected to the second gas inlet. For example, the compression system can be a turbocharging device (turbocharger), or a driven compressor, in particular an electric or mechanical compressor. This embodiment allows easy adaptation to a supercharged internal combustion engine.

Alternatively, the gas at pressure P2 can be stored in a gas storage means (for example a compressed gas tank), which is connected to the second gas inlet. This configuration eliminates the need for a compression system.

Advantageously, the first pressure P1 can correspond substantially to atmospheric pressure. This configuration allows a simplicity of design of the internal combustion engine.

As a variant, the first pressure P1 can be higher than atmospheric pressure. For example, the first pressure P1 can be obtained by a compression system. In this case, the second pressure P2 can then be obtained by the second stage of a double compression system. This implementation increases the amount of gas in the cylinder, and therefore the power delivered by the internal combustion engine.

For the embodiment for which the internal combustion engine is equipped with a turbocharging device, the turbine of the turbocharger is placed in the exhaust duct. Thus, the turbocharger generates high pressure for one of the gas inlets. In addition, thanks to the passage of gas from the second gas inlet to the exhaust duct, the speed of rotation of the turbine and therefore the speed of rotation of the compressor are higher (the compressor and the turbine are mechanically linked within the turbocharger), which allows greater compression.

According to a first exemplary embodiment of this implementation of the invention, the compressor of the turbocharger can be associated with the second gas inlet. Thus, thanks to the increase in the flow rate (due to the passage of gas from the second gas inlet in the exhaust duct), the pressure P2 is increased relative in particular to atmospheric pressure, which allows better use of the compressor. This results in an improvement in the performance of the internal combustion engine.

According to an exemplary embodiment, the first pressure P1 is between 0.1 and 0.2 MPa, and the second pressure P2 is between 0.1 1 and 0.5 MPa.

According to one embodiment of the invention, it is possible to admit into the cylinder the gas coming from the second gas inlet until the end of the intake phase (up to the intake low dead center). This embodiment guarantees the amount of air present in the cylinder at the end of the intake phase.

In accordance with an implementation of the invention, the admission of gas from the second gas inlet can be delayed relative to the admission of gas from the first gas inlet by a corresponding time (predetermined delay) between 20 and 80% of the duration of the admission phase. Such a delay ensures a compromise between the quantity of gas in the cylinder at the end of the intake phase, and the power used for this intake phase.

Preferably, the delay can be predetermined as a function of the operating point of the internal combustion engine and so as to minimize the power necessary for the introduction of the gaseous mixture into the cylinder during the intake phase.

Advantageously, the admission of gas from the first gas inlet can start at the start of the intake phase. Thus, the gas intake takes place throughout the duration of the intake phase.

According to a first alternative embodiment, the admission of gas from the first gas inlet can be terminated at the end of the intake phase, for example simultaneously with the end of the admission of gas from the second inlet of gas. According to a second alternative embodiment, the admission of gas from the first gas inlet can be terminated before or during the start of the admission of gas from the second gas inlet.

In accordance with an implementation of the invention, the gas from the second gas inlet can be prevented from entering the first gas inlet by means of a non-return valve disposed on the first gas inlet.

In addition, the cylinder may include a single intake valve. In this case, the two gas inlets are connected to this inlet valve.

Alternatively, the cylinder may include at least two intake valves.

According to one aspect of the invention, the gas from the two gas inlets can be collected in an intake manifold. The intake manifold is disposed between the two gas inlets and the intake valve (s), to distribute the gas from the two gas inlets into the cylinder through the valve (s) of admission.

According to a first embodiment of the invention, it is possible to control a valve disposed on the second gas inlet, to control the admission of gas from the second gas inlet to the cylinder through the intake manifold. It can be an all-or-nothing two-way valve. For this embodiment, the valve is opened from the predetermined delay, the inlet valve (s) being open. Preferably, this valve does not need to be controlled at the scale of the engine cycle because the intake pressure is always higher than the exhaust pressure in the context of the two-phase intake.

According to a second embodiment of the invention, it is possible to control a valve disposed on the connection between the first and second gas inlets, to control the admission of gas from the second gas inlet to the cylinder through the manifold of admission. It can be a two-way valve or a three-way valve. For this embodiment, the valve is opened from the predetermined delay, the inlet valve (s) being open.

These two embodiments have the advantage of requiring the control of a single valve to implement the method according to the invention (without separate openings of intake valves).

According to a third embodiment of the invention, in the case where the cylinder has at least two intake valves, each intake valve can be connected to a single gas inlet. According to an exemplary embodiment, a first valve inlet valve is connected to the first gas inlet and a second inlet valve is connected to the second gas inlet.

This embodiment has the advantage of not requiring an additional valve to implement the method according to the invention.

A variant of this third embodiment may consist in adding a pipe which connects the first intake valve to the second gas inlet, this pipe being equipped with a controlled valve, so as to admit the gas coming from the second inlet of gas homogeneously in the cylinder.

For this third embodiment and its variant, it is possible to control the admission of gas by opening the second intake valve connected to the second gas inlet during the opening of the first intake valve connected to the first inlet gas. Thus, during part of the intake phase, the two valves are opened simultaneously. For this embodiment, a valve box is used or any other controlled closure means.

Alternatively, for this third embodiment and its variant, it is possible to control the admission of gas by successive opening of the two intake valves. In other words, firstly open the first inlet valve connected to the first gas inlet, and once the latter is closed (or almost closed), open the second connected inlet valve at the second gas inlet. This alternative makes it possible to do without a valve box or any controlled closure means.

According to an implementation of the invention, the passage of gas from the second gas inlet to the exhaust duct can be controlled by controlling the opening of the intake and exhaust valves so as to form a gas sweep in the cylinder. This passage of gas from the intake valves to the exhaust valves can be achieved by a superposition of the intake opening and the exhaust, this superposition can be fixed or variable via a phase shift system on the valves. intake or exhaust or both Such control simplifies the design of the internal combustion engine (no addition of an additional duct). For example, this control can consist of a simultaneous opening of the intake and exhaust valves, preferably at the end of the exhaust phase.

Alternatively, the passage of gas from the second gas inlet to the exhaust duct can be achieved by means of an intermediate duct which connects the second gas inlet and the exhaust duct. Preferably, a controlled valve can be placed on the intermediate pipe. Advantageously, the controlled valve can be a proportional valve or a valve controlled at the frequency of the internal combustion engine. Such control eliminates the need for a specific command to open the intake and exhaust valves. In addition, the main advantage of the realization of this external pipe (as opposed to the control of the valves) is that the point of sampling of the gas coming from the second gas inlet P2 can be located upstream or downstream of a possible compressed air cooling system.

Figures 4a and 4b illustrate, schematically and without limitation, a first variant of the first embodiment of the invention. The internal combustion engine is equipped with a cylinder 1. The cylinder 1 has an intake valve 2 and an exhaust valve 3. In addition, the internal combustion engine comprises a first gas inlet 4 at the first pressure P1, and a second gas inlet 5 at the second pressure P2, with the second pressure P2 strictly greater than the first pressure P1. According to an example, the first pressure P1 can be atmospheric pressure, and the second pressure P2 can come from a compression system, such as a turbocharger (not shown) or from a compressed gas storage means (not shown ).

The first gas inlet 4 and the second gas inlet 5 are connected to an intake manifold 7. The intake manifold 7 collects the intake gas and transfers it to the cylinder 1 through the intake valve 2 .

The second gas inlet 5 further comprises a two-way valve 6 controlled to control the admission of gas from the second gas inlet 5 to the cylinder 1. For this first embodiment, the intake valve 2 is open throughout the duration of the intake phase, and the valve 6 is open from the predetermined delay and until the end of the intake phase, in order to obtain the desired quantity of gas in the cylinder 1.

In addition, the first gas inlet 4 comprises a non-return valve 8 which prevents the gas at pressure P2 from going to the first gas inlet 4.

For the embodiment of FIG. 4a, the control device (or the control method) controls the opening of the intake valve 2 and of the exhaust valve 3, as well as the valve 6, so as to that the gas from the second gas inlet 5 passes through the cylinder 1 to the exhaust duct 9 (without undergoing combustion).

In a first case of application of this embodiment, the valve 6 remaining closed, the advanced opening of the intake valves will produce this sweeping with the volume of gas at pressure P2 trapped in the manifold 7. In a second case of application of this embodiment, an additional opening of the valve 6 is implemented at the end of the exhaust phase and a closing of this valve 6 at the start of the intake phase.

In a third case of application of this embodiment, an additional opening (in the case where the valve 6 is closed before the end of the exhaust phase) of the valve 6 is implemented more or less early before the start of the intake phase and end at the latest (for maximum efficiency) before the end of the exhaust phase.

For the alternative of FIG. 4b, the internal combustion engine further comprises an intermediate conduit 12 which connects the second gas inlet 5 with the exhaust conduit 9. Advantageously, the intermediate conduit 12 comprises a valve 18 controlled by the control device (or control method) for authorizing the passage of gas from the second gas inlet 5 to the exhaust duct 9.

Figures 5a and 5b illustrate, schematically and without limitation, a second variant of the first embodiment of the invention. The internal combustion engine is equipped with a cylinder 1. The cylinder 1 has two intake valves 2 and two exhaust valves 3. In addition, the internal combustion engine comprises a first gas inlet 4 at the first pressure P1, and a second gas inlet 5 at the second pressure P2, with the second pressure P2 strictly greater than the first pressure P1. According to an example, the first pressure P1 can be atmospheric pressure, and the second pressure P2 can come from a compression system, such as a turbocharger (not shown) or from a compressed gas storage means (not shown ).

The first gas inlet 4 and the second gas inlet 5 are connected to an intake manifold 7. The intake manifold 7 collects the intake gas and transfers it to the cylinder 1 through the two intake valves 2.

The second gas inlet 5 further comprises a two-way valve 6 controlled to control the admission of gas from the second gas inlet 5 to the cylinder 1. For this second variant embodiment, the intake valves are open for throughout the duration of the intake phase, and the valve 6 is open from the predetermined delay and until the end of the intake phase, in order to obtain the desired quantity of gas in the cylinder 1.

In addition, the first gas inlet 4 comprises a non-return valve 8 which automatically prevents the gas at pressure P2 from going to the first gas inlet 4.

For the embodiment of FIG. 5a, the control device (or the control method) controls the opening of the intake valves 2 and of the valves exhaust 3, as well as the valve 6, so that the gas from the second gas inlet 5 passes through the cylinder 1 to the exhaust duct 9 (without undergoing combustion).

In a first application of this embodiment, the valve 6 remaining closed, the advanced opening of the intake valves produces this sweeping with the volume of gas at pressure P2 trapped in the manifold 7.

In a second application case of this embodiment, an additional opening of the valve 6 is implemented at the end of the exhaust phase and a closing of this valve 6 at the start of the intake phase.

In a third case of application of this embodiment, an additional opening (in the case where the valve 6 would be closed before the end of the exhaust phase) of the valve 6 is implemented more or less early before the start of the intake phase and end at the latest (for maximum efficiency) before the end of the exhaust phase.

For the alternative of FIG. 5b, the internal combustion engine further comprises an intermediate duct 12 which connects the second gas inlet 5 with the exhaust duct 9. Advantageously, the intermediate duct 12 comprises a valve 18 controlled by the control device (or by the control method) to authorize the passage of gas from the second gas inlet 5 to the exhaust duct 9. The valve 18 can be a proportional valve or a valve controlled at the frequency of the motor to internal combustion. The use of the piloted valve 18 allows an injection of air from the second gas inlet in phase with the engine cycle.

FIG. 6 illustrates, schematically and without limitation, a second embodiment of the invention. The internal combustion engine is equipped with a cylinder 1. The cylinder 1 has two intake valves 2 and two exhaust valves 3. In addition, the internal combustion engine comprises a first gas inlet 4 at the first pressure P1, and a second gas inlet 5 at the second pressure P2, with the second pressure P2 strictly greater than the first pressure P1. According to an example, the first pressure P1 can be atmospheric pressure, and the second pressure P2 can come from a compression system, such as a turbocharger (not shown) or from a compressed gas storage means (not shown ).

The first gas inlet 4 and the second gas inlet 5 are connected to an intake manifold 7. The intake manifold 7 collects the intake gas and transfers it to the cylinder 1 through the intake valve 2 . At the connection between the first gas inlet 4 and the second gas inlet 5 is arranged a three-way valve 10 controlled to control the admission of gas from the second gas inlet 5 to the cylinder 1. For this second embodiment, the intake valve is open throughout the duration of the intake phase, and the valve 10 allows the passage of gas from the first gas inlet 4 throughout the duration of phase d admission, and allows the passage of gas from the second gas inlet 5 from the predetermined delay and until the end of the intake phase, in order to obtain the desired amount of gas in the cylinder 1.

In addition, the first gas inlet 4 may include a non-return valve (not shown) which prevents the gas at pressure P2 from going to the first gas inlet 4.

In addition, the internal combustion engine comprises an intermediate conduit 12 which connects the second gas inlet 5 with the exhaust conduit 9. Advantageously, the intermediate conduit 12 comprises a valve 18 controlled by the control device (or by the method to allow gas to pass from the second gas inlet 5 to the exhaust duct 9.

According to an alternative of Figure 6 not shown, the internal combustion engine has no intermediate duct 12 and the control device (or the control method) controls the opening of the intake valves 2 and the exhaust valves 3 , as well as the valve 10, so that the gas from the second gas inlet 5 passes through the cylinder 1 to the exhaust duct 9 (without undergoing combustion).

In a first application of this embodiment, the valve 10 remaining closed, the advanced opening of the intake valves produces this sweeping with the volume of gas at pressure P2 trapped in the manifold 7.

In a third case of application of this embodiment, an additional opening (in the case where the valve 10 would be closed before the end of the exhaust phase) of the valve 10 is implemented more or less early before the start of the intake phase and end at the latest (for maximum efficiency) before the end of the exhaust phase.

In a second application of this embodiment, an additional opening of the valve 10 is implemented at the end of the exhaust phase and a closing of this valve 10 at the start of the intake phase.

An alternative embodiment of Figure 6 could consist of a cylinder having a single intake valve. Another alternative embodiment of Figure 6 could consist in replacing the three-way valve 10 by a two-way valve which connects the intake manifold 7 to only one of the gas inlets 4 or 5.

FIG. 7 illustrates, schematically and without limitation, a third embodiment of the invention. The internal combustion engine is equipped with a cylinder 1. The cylinder 1 has two intake valves 2 and 2 'and two exhaust valves 3. In addition, the internal combustion engine comprises a first gas inlet 4 at the first pressure P1, and a second gas inlet 5 to the second pressure P2, with the second pressure P2 strictly greater than the first pressure P1. According to an example, the first pressure P1 can be atmospheric pressure, and the second pressure P2 can come from a compression system, such as a turbocharger (not shown) or from a compressed gas storage means (not shown ).

The first gas inlet 4 is connected to a first inlet valve 2 and the second gas inlet 5 is connected to a second inlet valve 2 ’.

For this third embodiment, the opening of the intake valves 2 and 2 ′ is controlled, the intake valve 2 ′ being open after the intake valve 2 from the predetermined delay and until the end of the admission phase. Examples of checking the opening of the intake valves are illustrated in FIGS. 9 and 10 and will be detailed in the following description.

In addition, the internal combustion engine comprises an intermediate conduit 12 which connects the second gas inlet 5 with the exhaust conduit 9. Advantageously, the intermediate conduit 12 comprises a valve 18 controlled by the control device (or the method of control) to authorize the passage of gas from the second gas inlet 5 to the exhaust duct 9.

According to an alternative of Figure 7 not shown, the internal combustion engine has no intermediate conduit 12 and the control device (or the control method) controls a double valve opening.

FIG. 8 illustrates, schematically and without limitation, a variant of the third embodiment of the invention. The internal combustion engine is equipped with a cylinder 1. The cylinder 1 has two intake valves 2 and 2 'and two exhaust valves 3. In addition, the internal combustion engine comprises a first gas inlet 4 to the first pressure P1, and a second gas inlet 5 at the second pressure P2, with the second pressure P2 strictly greater than the first pressure P1. According to an example, the first pressure P1 can be atmospheric pressure, and the second pressure P2 can come from a compression system, such as a turbocharger (not shown) or from a compressed gas storage means (not shown ).

The first gas inlet 4 is connected to a first inlet valve 2 and the second gas inlet is connected to a second inlet valve 2 ’.

In addition, the second gas inlet 5 is connected to the first gas inlet 4 by means of a pipe comprising a valve 1 1.

For this variant of the third embodiment, the opening of the intake valves 2 and 2 ′ is controlled, as well as the opening of the valve 1 1. The intake valve 2 ′ is opened after the intake valve 2 from the predetermined delay until the end of the admission phase. In addition, the valve 1 1 is open during the period during which the two inlet valves 2 and 2 ’are open. Examples of checking the opening of the intake valves are illustrated in FIGS. 9 and 10 and will be detailed in the following description.

According to an alternative of FIG. 8 not shown, the internal combustion engine has no intermediate duct 12 and the control device (or the control method) controls the opening of the intake valves 2 and 2 ′ and of the valves d 'exhaust 3, as well as the valve 1 1, so that the gas from the second gas inlet 5 passes through the cylinder 1 to the exhaust duct 9 (without undergoing combustion).

In a first case of application of this embodiment, the valve 11 remaining closed, the advanced opening of the intake valves produces this sweeping with the volume of gas at pressure P2 trapped in the manifold 7.

In a second case of application of this embodiment, an additional opening of the valve 1 1 is implemented at the end of the exhaust phase and a closing of this valve 1 1 at the start of the intake phase.

FIGS. 9 illustrates, schematically and in a nonlimiting manner, the openings of the intake valves for the embodiment of FIGS. 7 and 8. In this figure, the curves of the sections S of the valve opening 2 are shown (curve S2 ) and 2 '(curve S2 ') as a function of time during the intake phase between the TDC intake top dead center and the PMB intake bottom dead center. Note that in these figures, the valves begin to open a little before the indicated time, and close a little after the indicated time. It is a classic concept of a valve lift law, to take into account the mechanical phenomena used.

In addition, the valve 11 allows an opening of the on / off (all or nothing) or proportional type to return to a conventional supercharging mode associated with the valve opening pattern described in FIG. 9.

FIG. 10 illustrates, diagrammatically and in a nonlimiting manner, the openings of the intake valves for the embodiment of FIG. 1 1. In this figure, the curves of the sections S of valve opening 2 are shown (curve S2 ) and 2 '(curve S2') as a function of the time during the intake phase between the TDC intake top dead center and the PMB intake bottom dead center. Note that in these figures, the valves begin to open a little before the indicated time, and close a little after the indicated time. This is a classic concept of a valve lift law, to take into account the mechanical phenomena used.

For the example of FIG. 9, the intake valve 2, connected to the first gas inlet, is open throughout the duration of the intake phase, and the intake valve 2 ', connected to the second gas inlet is open from the predetermined delay T until the end of the intake phase. In this case, between the predetermined delay T is the intake low dead center PMB, the two intake valves 2 and 2 ’are open.

For the example of FIG. 10, the intake valve 2, connected to the first gas inlet, is open from the top intake TDC neutral point and the delay T, while the intake valve 2 ', connected to the second gas inlet is open from the predetermined delay T until the end of the intake phase. In this case, there is no (or little) overlap of the opening of the intake valves 2 and 2 ’.

Figure 1 1 illustrates, schematically and without limitation, a variant of the third embodiment of the invention (Figure 7), for which the internal combustion engine is equipped with a turbocharger 13.

The internal combustion engine is equipped with a cylinder 1. The cylinder 1 has two intake valves 2 and 2 'and two exhaust valves 3. In addition, the internal combustion engine comprises a first gas inlet 4 to the first pressure P1, and a second gas inlet 5 at the second pressure P2, with the second pressure P2 strictly greater than the first pressure P1. The first gas inlet 4 is connected to a first inlet valve 2 and the second gas inlet 5 is connected to a second inlet valve 2 '.

For this third embodiment, the opening of the intake valves 2 and 2 ′ is controlled, the intake valve 2 ′ being open after the intake valve 2 from the predetermined delay and until the end of the admission phase. Examples of checking the opening of the intake valves are illustrated in Figures 9 and 10.

In addition, the internal combustion engine is equipped with a turbocharger 13. The turbocharger 13 comprises a turbine 14 placed in the exhaust duct 14. The turbocharger further comprises a compressor 15 designed to generate the pressure P2. The compressor 15 and the turbine 14 are mechanically linked. For this, the outlet of the compressor 15 is connected to the second gas inlet 5 by a pipe 16. The inlet of the compressor 15 is connected to a gas inlet at the pressure PO, for example atmospheric pressure. This gas inlet at pressure PO is connected to the first gas inlet 4 at pressure P1 by a conduit 17.

Thus, for this example, the first pressure P1 is atmospheric pressure, and the second pressure P2 comes from a compression system, such as a turbocharger. Thanks to the turbocharger 13, we then have: PO = P1, and P2> P0.

According to an alternative of Figure 1 1 not shown, the internal combustion engine has no intermediate conduit 12 and the control device (or the control method) controls a double opening of valves.

Such a configuration with a turbocharger (with or without an intermediate duct 12) is not limited to this third embodiment. Indeed, such a configuration with a turbocharger can be adapted to any of the variants of the embodiments described above, in particular for the variants of FIGS. 4a, 4b, 5a, 5b, 6, and 8.

Claims

1) Device for controlling the quantity of gas introduced into the intake of an internal combustion engine, said internal combustion engine comprising at least one cylinder (1) fitted with a piston, at least one pressure valve intake (2, 2 '), of at least one exhaust valve (3), from a first gas inlet (4) at a first pressure P1, from a second gas inlet (5) to a second pressure P2 strictly greater than said first pressure P1, of an exhaust pipe (9), said first (4) and second (5) gas inlets being connected to at least one inlet valve (2, 2 ') , and said exhaust valve (3) being disposed in said exhaust duct (9), characterized in that said control device controls the passage of gas from the second gas inlet (5) towards said duct exhaust (9), and in that said control device controls the admission of gas into the said cylinder (1) by admitting gas from said first gas inlet (4), followed by admitting gas from said second gas inlet (5) with a predetermined delay during the intake phase.

2) Control device according to claim 1, wherein said internal combustion engine comprises a turbocharger (13), said turbocharger (13) comprising a turbine (14) placed on said exhaust duct (9).

3) Control device according to claim 2, wherein said turbocharger (13) comprises a compressor (14) associated with said second gas inlet (5).

4) Control device according to one of the preceding claims, wherein said control device controls the passage of gas from said second gas inlet (5) to said exhaust duct (9) by controlling the opening of said intake (2, 2 ') and exhaust (3) valves, in particular by controlling the simultaneous opening of at least one of said intake (2, 2') and exhaust (3) valves .

5) Control device according to one of claims 1 to 3, wherein said control device controls the passage of gas from said second gas inlet (5) to said exhaust duct (9) by a controlled valve (18 ) placed on an intermediate duct (12) which connects said second gas inlet (5) and said exhaust duct (9). 6) Control device according to one of the preceding claims, wherein said device comprises a gas storage means at said second pressure P2 connected to said second gas inlet (5).

7) Control device according to one of the preceding claims, wherein said first pressure P1 corresponds substantially to atmospheric pressure.

8) Control device according to one of the preceding claims, wherein said control device admits into said cylinder (1) the gas from said second gas inlet (5) until the end of the intake phase.

9) Control device according to one of the preceding claims, wherein said control device delays the admission of gas from said second gas inlet (5) relative to the admission of gas from said first gas inlet (4) a time (T) corresponding between 20 and 80% of the duration of the admission phase.

10) Control device according to one of the preceding claims, wherein said internal combustion engine comprises an intake manifold (7) connected to said first (4) and second (5) gas inlets and distributing the gas in said cylinder (1) by means of said intake valve (2, 2 ').

1 1) Control device according to claim 10, wherein said control device comprises a valve (6) disposed on said second gas inlet or a valve disposed (10) on the connection between said first (4) and second (5 ) gas inlets.

12) Control device according to one of claims 1 to 9, wherein said cylinder (1) comprises two intake valves (2, 2 '), each intake valve (2, 2') being connected to the 'one of said first (4) and second (5) gas inlets.

13) Control device according to claim 12, wherein said control device controls the admission by opening the intake valve (2 ') connected to said second gas inlet (5) during the opening of the valve d intake (2) connected to said first gas inlet (4). 14) Control device according to claim 12, wherein said control device controls the admission by successive opening of said two intake valves (2, 2 ').

15) Control device according to one of the preceding claims, wherein said first gas inlet (4) comprises a non-return valve (8).

16) Method for controlling the quantity of air introduced at the intake of an internal combustion engine, said internal combustion engine comprising at least one cylinder (1) fitted with a piston, at least one valve d 'intake (2, 2'), of at least one exhaust valve (3), of a first gas inlet (4) at a first pressure P1, of a second gas inlet (5) at a second pressure P2 higher than said first pressure P1, of an exhaust pipe (9), said first and second gas inlets being connected to at least one inlet valve (2, 2 '), and said pressure valve exhaust (3) being disposed in said exhaust duct (9), characterized in that one controls the admission of gas into said cylinder (1) by admission of gas from said first gas inlet (4) , followed by an admission of gas from said second gas inlet (5) with a predetermined delay pen during the intake phase, and in that one controls the passage of gas from said second gas inlet (5) to said exhaust duct (9).

17) Control method according to claim 16, said control method implements the control device according to one of claims 2 to 15.