Method for controlling the charging pressure at a turbocharged combustion engine, and a corresponding combustion engine

• US 6,883,319 B2
• Filed: 03/27/2002
• Issued: 04/26/2005
• Est. Priority Date: 03/30/2001
• Status: Expired due to Fees

• Current Assignee: Saab Automobile AB (China Evergrande Group)
• Original Assignee: Saab Automobile AB (China Evergrande Group)
• Inventors: Ekenberg, Martin
• Primary Examiner(s): TRIEU, THAI BA
• Application Number:
  US10/473,440
• Publication Number:
  US 20040089278A1
• Time in Patent Office: 1,126 Days
• Field of Search: 606/02, 606/051, 123/315, 123/316, 123/90.15, 123/90.16, 123/90.17
• US Class Current: 60/602
• CPC Class Codes: F02B 37/02 Gas passages between engine outlet and pump drive, e.g. reservoirs
• CPC Class Codes: F02B 37/18 by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
• CPC Class Codes: F02D 13/0246 changing valve lift or valve lift and timing
• CPC Class Codes: F02D 13/0257 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
• CPC Class Codes: F02D 2041/001 for engines with variable valve actuation
• CPC Class Codes: F02D 23/00 Controlling engines characterised by their being supercharged
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

A multicylinder internal combustion engine with an exhaust-driven turbocompressor and with a divided exhaust gas flow has at least two exhaust valves (2,3) and one intake valve per cylinder. A first exhaust valve (2) is connected to a first exhaust manifold which leads to the turbine of the compressor, while a second exhaust valve (3) is connected to a second exhaust manifold which opens downstream of the turbine. The charging pressure in the engine can be regulated by virtue of the opening periods of the exhaust valves (2,3) being varied in relation to one another in order to adapt the flow through the exhaust turbine to a value which provides the desired charging pressure in the engine. By opening the second exhaust valve (3) increasingly earlier, an increasingly lower charging pressure can be achieved.

Claims

1. A method for controlling the charging pressure in an exhaust-driven turbocompressor which is connected to an internal combustion engine, where the engine has at least one cylinder, an intake valve per cylinder, a divided exhaust gas flow and at least two exhaust valves including a first exhaust valve connected via a first exhaust manifold to an exhaust-driven turbine of the turbocompressor and a second exhaust valve connected via a second exhaust manifold to an exhaust system of the engine downstream of the exhaust driven turbine, the method comprising varying opening periods of the exhaust valves in relation to one another in order to adapt the exhaust gas flow through the exhaust turbine to a value which provides a desired charging pressure in the engine and opening the second exhaust valve increasingly earlier as the desired charging pressure is lowered.

2. The method as claimed in claim 1, wherein valve lift of the second exhaust valve is made greater the earlier the second exhaust valve opens.

3. The method as claimed in claim 2, further comprising closing the second exhaust valve at the same time irrespective of the desired charging pressure.

4. The method as claimed in claim 2, further comprising opening and closing the first exhaust valve in the same manner irrespective of the desired charging pressure.

5. The method as claimed in claim 1, further comprising closing the second exhaust valve at the same time irrespective of the desired charging pressure.

6. The method as claimed in claim 1, further comprising opening and closing the first exhaust valve in the same manner irrespective of the desired charging pressure.

7. An internal combustion engine comprising a plurality of cylinders, a turbocompressor for supercharging the engine including an exhaust driven turbine having an inlet;

and a divided exhaust gas flow from each of the cylinders and an exhaust system from the engine, each cylinder having a first exhaust valve, a first exhaust manifold connecting the first exhaust valve to the inlet of the exhaust-driven turbine, a second exhaust valve, a second exhaust manifold connecting the second exhaust valve to the exhaust system of the engine and downstream of the exhaust turbine, the exhaust valves having respective opening periods which are variable in relation to one another to adapt the exhaust gas flow through the exhaust turbine to a value which provides a desired charging pressure in the engine, the second exhaust valve having a variable opening period and being operable to have a shorter opening period for a higher charging pressure than for a lower charging pressure, and the first exhaust valve not having a variable opening period.

8. The internal combustion engine as claimed in claim 7, wherein the second exhaust valve is operable to open increasingly earlier for a decreasing charging pressure.

9. The internal combustion engine as claimed in claim 8, wherein the second exhaust valve is operable to have an increasing lifting movement for a decreasing charging pressure.

10. The internal combustion engine as claimed in claim 8, characterized in that the second exhaust valve has a closing point which is unchanged for different charging pressures.

11. An internal combustion engine comprising a plurality of cylinders, a turbocompressor for supercharging the engine including an exhaust driven turbine having an inlet;

and a divided exhaust gas flow from each of the cylinders and an exhaust system from the engine, each cylinder having a first exhaust valve, a first exhaust manifold connecting the first exhaust valve to the inlet of the exhaust-driven turbine, a second exhaust valve, a second exhaust manifold connecting the second exhaust valve to the exhaust system of the engine and downstream of the exhaust turbine, the exhaust valves having respective opening periods which are variable in relation to one another to adapt the exhaust gas flow through the exhaust turbine to a value which provides a desired charging pressure in the engine, the second exhaust valve being operable to open increasingly earlier for a decreasing charging pressure.

12. The internal combustion engine as claimed in claim 11, wherein the second exhaust valve is operable to have an increasing lifting movement for a decreasing charging pressure.

13. The internal combustion engine as claimed in 11, wherein the second exhaust valve has a closing point which is unchanged for different charging pressures.