IMPROVEMENTS MADE TO SUPERCHARGED INTERNAL COMBUSTION ENGINES, PARTICULARLY DIESEL ENGINES.

Description

TITLE IMPROVEMENTS MADE TO THE ENGINES OVER-CHARGED INTERNAL COMBUSTION ENGINES / ESPECIALLY DIESEL ENGINES, INV. DES PRIORITY JEAN MELCHIOR AND ANDRE THIERRY FRANCE DOM.PATENT N.7931038 OF 19 DECEMBER 1979 fioma, there AUG. 1986 ftecjisiro Λ Protocol N.....TOIIO / ABO............................................ PROVINCIAL OFFICE OF INDUSTRIAL, COMMERCE AND INDUSTRIAL INDUSTRY OF MODENA Copy of the Minutes of Filing of the Application for Industrial Patent / In the year 19..80, on the day of ...nineteen......................of the month of..........dÌ.CCiobr.C........... ...... STATE--0 / ^011331---^311,LA--3WS0N A--W^-Dolegato .-gen,aral.e.-pe-r---l-UrMento .... Mr.. . · of nationality .................................. eoo headquarters 8 ..7.5...Ì507...P.ZXT.TS,.ATOIEES .1 / ......... resident Via -RU11-Seint--Dorai-niqUO......... 0....... and mandatory medium .... GAIilDA-TDNT-. ........................................ electively domiciled at the cffelti of law in -.-MODENA. Vl & .,piardini.,From.3.zo, ..Prora.. n......... ( near................................................; presented to me undersigned: . Application in stamp for concessions of an EREVET10 FOR INDUSTRIAL INVENTION having for · Τ IT 0 L 0 : . Perfectly & i ο n ara ents ì.. brought - - to .'τη ot or i.. a. combu f ?.t i. or ne.. i nt and but.. and o.vr aal. and women-. ..f heart. ,...particular.armenia.. ai...nio.tor0..diesel. Inventory,. designati.......J.ean.Jiiélehi-07..e...THj erry...Andre.........................-.........:..............,... Priority of the application for deposit in .79.31038 SEND NOT CONSTITUTE SUBJECT 0| ALT YES DEPOSITS OF THE SAME CONTENT, .................................... r'.'............-...............,·· DOνϋ'ΝΟΰΕΕΓ·'?ΕΤΤΰΑΊΪίΝ PARI'DATA,'DÀ cordata di: . - PART 'OF THE SAME OWNER. : e) duplicate description of n……36.,. writing page; (b) drawings, tables no. .6…….. In duple; (c) injection—Deferral-of-emergence-or-Atio-of-pfocura; dj dcvrupnept£u.dÌFiriaiJiA.fìJmduiÌQjiru.Ua!ianSd e) the outer citizen of the cession; f ] declaration of consent. doU:inucnlone..first^o&serji..me / iziopa to. .ad drama; βΐ expected, say vers. on the c / c position, no. 00668004 olIVffic header. Register for Government Grants Taxes. Rome, by L. <?.33.«.5Q.Q. emessa dall’Uff. Post, di .M.0 / .10............ Il .19 / .1.2 / 8.0......... m 6.7-5...... ... priority.in.terms.of.the.law................................................................................. The application, descriptions and drawings listed above have been filed by the applicant and countersigned by me and stamped with the official stamp of FhlnF'^ / F XAllQfy tÌT\ A copy of this report is hereby drafted and delivered to the interested party. / U Depositor Alo ......Silvana-Natali............... Ifl present fc copy compliant with the orlglnole.VA. Wotiene, 11 ....1.9 / d ic era br e-1-9 80(Space reserved for the Central Patent Office) THE ROGANT OFFICER F do......So-fi-aMo riino........... ie DinsnwstE (Doli. Renelo / Lagenà) è;-' ...... ÌL V 1 TO THE MINISTRY OF INDUSTRY, OF COMMERCE AND OF THE AR T1GIANATO 10A / 80 CENTRAL PATENT OFFICE ROME The FRENCH STATE, in the person of the General Delegate for Armament, with headquarters at 75 997 PARIS ARMEES 14, rue Saint Dominique, represented by the GARDIPATENT Office, with domicile elected at the same Office in Modena, Palazzo Prora, Via Giardini, hereby grants a patent for an industrial invention entitled IMPROVEMENTS MADE TO SUPERCHARGED INTERNAL COMBUSTION ENGINES, ESPECIALLY FOR DIESEL ENGINES. Inventors designated! j 1) Jean MELCHIOR, resident at 66 boulevard Maurice Barrès, 92200 NEUILLY - SUR ~ SEINE, engineer by profession, of French nationality 2) Thierry ANDRE, resident at 126 boulevard SaintGermain, 75 006 PARIS, engineer by profession, of French nationality. The inventor's declarations will be filed within the legal deadlines, as will the letter of assignment. V » tV VhAQrvWÙ Documentation attached! a) Description in duplicate copy of 36 pages; b) Drawings in duplicate copy of 6 tables c) proof of payment of L on ccpn00668004 in the name of the King's Office= j Tax and concession register of Rome, issued by the Post Office of Modena, Succ.10, dated | 1930 n° (cÌ5 ? d) L2,000 stamp duty for copy of deposit report; e) L2,000 stamp for patent certificate stamp. jWodena^g DSC* 1980 ' ' .......... By assignment DoU. Eng. Giuliano GARDI Pah 191 Prora - Via Citerei ini 4-the «fi hi OC IENA < JT'ALY........ The right of priority is claimed deriving from the filing in FRANCE of 19 December 1979, n° 79 31038 in the name of the FRENCH STATE itself. Modena, 19 BIC» 1980 |ì'................................ For assignment L .Gardpoteni i ( ' t>oU. Itf. Gkfl'ano CARDI ·' pel a.70 Prora - Via Gio riti ni ' 41ίϋΰΜ0Ρ&ΊΑ·ίϊΑΙ.¥ 40110A780 DESCRIPTION of the industrial invention having as title: PERFE= DRIVES MADE TO INTERNAL COMBUSTION ENGINES SUPERCHARGED, PARTICULARLY DIESEL ENGINES, of the FRENCH STATE, in the person of the General Delegate for Armament, with headquarters at 75 997 PARIS ARMEES rue Saint Dominique, with domicile at GARDIPATENT, in Modena, Palazzo Prora, Via Giardini. Deposited on 1S feùW SUMMARY 40)1OA / 80 l Supercharged engine in which a branch is inserted ta da ta sa la auxiliary, and in a second branch which supplies the secondary zone of this chamber with dilution air and is equipped with a first series of throttling means. In the first part, second throttling means (13) are provided, consisting of conjugated orifices (14,15) arranged respectively on internal (16) and external (17) chambers, movable with respect to each other. According to the invention, a radial clearance (&) is maintained between the two liners (16,17) whatever they are G a ' dipt» tent Unii. Iìiji (Iidtlanti Cardi 11 (I It fM ili Zi) ·· .' HI! V) Pfl / tll-YWttMlWt y their respective temperatures and the third throttling means (45), whose minimum passage section is zero, are provided upstream and at the level of the second throttling means. j The invention relates to supercharged internal combustion engines, in particular to supercharged Diesel engines, comprising, on the one hand, a compressor which supplies fresh air in parallel to the engine and to a branch equipped with an auxiliary combustion chamber and, on the other hand, a turbine which receives the exhaust gases from the engine and the gas generated by the auxiliary combustion chamber and mechanically drives the compressor; said branch is divided into two main branches, the first of which opens into a dilution zone or secondary zone located at the top of the upstream part or primary zone of the auxiliary combustion chamber and is equipped with a first set of throttling means with a variable passage section; the second branch starts from a point of the first branch located upstream of the first throttling means. ment and flows into the primary zone through second means of throttling the passage section; said second means of throttling comprise: some conjugated passages with a common free passage section= Ci a ί Ί dfp f11 enf Doli, lng· Giuliano· Bardi 1111l (I tt, Wiuraii il.i) I KA |IW,Y| ι braglii ii™ ίι,>. variable rate, arranged respectively on two internal and external cylindrical members, which are movable with respect to each other, one of which at least partially delimits the primary zone, while the other at least partially delimits a cavity directly connected to the compressor outlet; at least one fuel injector which opens into the primary zone in the immediate vicinity of said conjugated passages; means being provided for varying in a correlated manner the flow rate of the fuel injector(s) and, with a movement, with respect to each other, of the internal and external cylindrical members, the flow rate of air entering the primary zone through the common free section of said conjugated passages. This type of engine has been described in US patent no. 4,026,115 filed in the name of the same inventors and assigned to the French state. Depending on the position of the conjugated passages or orifices which act as second throttling means by aerodynamic closure (or interception of the air jets due to partial alignment of pairs of conjugated passages or orifices) with respect, on one side, to the injector(s) which inject the fuel into the primary zone of the auxiliary combustion chamber and, on the other side, with respect to the first G ar il ipat β η 1 Dilli, III®, [liuliahu Curri! Years» r. / Y iK [U ALV| b.LAWl (III Wl Vifl 61. l> ΰ > :> »,.*· throttling means which generate a pressure decrease in their direct application to said conjugated passages or orifices, a strong turbulence is produced in said primary zone which creates the optimal conditions for combustion whatever the degree of opening of the conjugated passages or orifices, that is to say for all operating regimes Ideila auxiliary combustion chamber.We obtain ι : thus saving fuel while avoiding problems related to soot and carbon deposits on the walls of the auxiliary combustion chamber. Furthermore, the existence of this pressure reduction allows for the permanent and effective generation, by means of at least some of the constant-section air passages which are part of the second throttling means, of adequate air currents (film cooling), which ensure in particular the cooling of the walls of the primary zone of the auxiliary combustion chamber, at all speeds. It should be noted that the relative movement of the internal and external cylindrical organs, which are generally made up of cylindrical liners, can occur by translation, by rotation or by translation. and rotation, at least one of the cylindrical organs, in= G ai 1 cl i |i:H' cu S et rii· t IMI hij.'i. Cidi lini» (bili ni un FUI Λ NA |I1 ai . vj pmwc ridili - via internal and external light, being mobile. In general, the external cylindrical organ is fixed, while the internal cylindrical organ is mobile, generally in translation. Since the external cylindrical organ is washed by the air supplied by the compressor, the latter tends to keep the external cylindrical organ at a relatively low and constant temperature. On the contrary, the or= ì internal cylindrical element, which at least partially delimits the primary zone of the auxiliary combustion chamber, •is brought to a relatively high temperature which varies according to the flow rate of fuel introduced by the injector(s) and burned in this primary zone; variations in this temperature can reach, for example, 600°C during operation. Now, the cylindrical organs or liners are made of a material (refractory stainless steel) which undergoes notable expansions as a function of the temperature (of the order of 2 mm per metre for every 100°C of temperature increase). To avoid mutual jamming of the cylindrical members when hot (i.e. when the internal inductive member is the hottest, which results in the maximum flow of fuel and air in the primary zone), it is necessary to greatly increase the radial clearance q between the two cylindrical members when cold. But during the (S aadi ρ ata η I Cult. Ing. Glnllaii» Girili low-speed operation of the auxiliary combustion chamber (minimum flow of fuel and air in the primary combustion zone located in the sling of the chamber) the internal cylindrical member contracts radially, cooling and releasing, between its external wall and the internal wall of the member ci. external cylindrical, an annular space whose cross-section has a very high value (of the order of 2 700 mm, while the diameter of the cylindrical organs or liners is approximately 200 mm, under the conditions specified above with regard to temperature variations and the expansion coefficient). This annular space allows the passage of an air leak that is greater the higher the boost pressure, since the density of the air depends on the pressure, and the more the pressure difference existing upstream and downstream of this leak section grows with the boost pressure. Now, it is precisely in these conditions of high pressure that the engine is most loaded and I ve therefore to be washed with maximum effectiveness.! Attempts that have been made up to now to reduce the aforementioned leakage, particularly by inserting labyrinths on the periphery of the internal cylindrical organ, have been unsuccessful. Consequently, there is © erdi ρ et β nt Del!, hisq (ìhilliw [-ii-ili (11IKI .·. : l· ι ; |ΐκ.ι ·ι WiU.m pisfil - via. uMiii'W ? is faced with the following alternative: i - if the radial play is small, the cylindrical member; ^mobile jams on the fixed cylindrical organ at full power, which causes unnecessary maintenance chamber in full fuel position (hence overheating and fuel loss) - if the radial clearance is high, the auxiliary combustion chamber operates at low speed; in this case, the first throttling means become incapable of controlling the pressure drop or load loss between the compressor and the turbine, which compromises the engine scavenging at high power, as explained previously, unless the compressor flow rate is oversized, which would have the disadvantage of worsening the specific consumption at partial loads. ì i The invention therefore has the aim of remedying the drawbacks due to the different expansion of the internal and external cylindrical members in the internal combustion engines described in the introduction, such as: serving the specific advantages of these engines. To achieve this purpose, the internal combustion engine according to the invention is essentially characterised in that the second throttling means C aid ί pa 1 ent rj'iil. vats (ìulhiid dyed <iun» ir.aniu |πλιvi Mimo crb, - via omcdiiii The shafts also include passages with a constant cross-section, parallel to the said conjugated passages; in this case the internal and external cylindrical members have radial dimensions such that, taking into account the thermal expansion coefficients of the material, they are... which they are made up of and of the lower and upper limits of their operating temperatures, there is always a radial clearance between them sufficient to avoid any lateral contact between these cylindrical members whatever the operating regime of the auxiliary combustion chamber and in that third throttling means, with variable passage cross-section, are arranged above or at the level of the conjugated passages of the second throttling means, according to the direction of air circulation in the second part of the bypass passage, and are designed in such a way that: a) their minimum cross-sectional area is zero and b) whatever the respective instantaneous opening degrees of the second and third throttling means, the passage cross-section of the third throttling means always remains, unless it is zero, much larger than the free cross-section of the conjugated passages of the second throttling means. What is important is the fact that third party media G » r (11 ρ ι» tent Ι)ϊ)!Ι, lri{[. li)ultmin Ette iti lutili ΙκΛίΑ (Π ALVI l'ALAZHI l'BJIIf VII, [I ll, Ρ Il IHI throttling means do not come into action until after the second throttling means because, otherwise, the pressure drop to be created in the second part of the bypass passage would occur at the level of the third throttling means and no longer at the level of the conjugated passages or orifices, which, on the one hand, would suppress the penetration of the radial air jets into the primary zone and, consequently, the turbulence which favours combustion in this zone and, on the other hand, would cause the ! detachment of the flame from the bottom of the primary zone^ It should be noted that the existence of permanent radial clearance between the two cylindrical members does not eliminate the existence of air jets through their conjugated passages when these are at least partially aligned, but only has the effect of diverting a certain amount of air flow towards the secondary zone, through the The annular space between the two cylindrical organs, ί Although the first throttling means can be operated manually, it is in their interest to design them so that they are capable of causing a pressure decrease that is practically independent of the ratio between the air flow rate in the bypass passage and the total air flow rate delivered (Jl ard I ι» ef β n ( Diitl Ing. Giuliano Ganli from the compressor, but various in the same direction as the ,, mv) THE·;..·.·.··!. P ,IVfi -Vlii [ilfiMlUll lo Ί^(* ϋ 'pressure existing upstream of the first throttling means. This results in automatic operation. suitable for all engine running conditions. Whether the first means of throttling are activated automatically or not, it is preferable that the: ratio between the passage section of third vehicles; of constriction, unless it is zero, and the section i frees of the conjugated passages of the second means of ; The throttling means, remains at a value greater than 5 in all their respective instantaneous positions. This ensures that the pressure drop that occurs in the second part of the bypass passage always occurs when crossing the second throttling means and not when crossing the third throttling means. According to an advantageous embodiment, the third throttling means consist of the combination of an annular shutter element, mounted on one of the cylindrical members, and a seat, integral with the other cylindrical member and cooperating with said annular element, having a diameter largely greater than the respective diameters of said cylindrical members. As a variant, the third throttling means may consist of the combination of an annular shutter element ... I'·;; Giuliano tfinli to annular obturator, which merges with the end nt» Am pimi POLE?» idìiLVIA LIMW'M free from the external cylindrical member, and from a seat, integral with the internal cylindrical member and cooperating with said free end, this seat being of=' I move in the immediate vicinity of the conjugated passages. This method of implementation and its variant are: of particularly simple construction and allow; i at the seat to cooperate with the anula obturator organ=; regardless of the temperatures and therefore the respective expansions of the two cylindrical organs. The constant cross-section passages forming part of the throttling means can communicate with the caj : vity connected to the compressor outlet either directly or via the third throttling means. The invention can, however, be better understood with the aid of the following description and the attached drawings, which refer, on the one hand, to the state of the art and, on the other hand, to different ways of realizing the invention. Figure 1 of these drawings shows, in schematic section, a known type of internal combustion engine. Figure 2 shows, in enlarged section, the auxiliary combustion chamber of the engine of Figure 1. Figure 3 shows, schematically, the distribution of the air flow in the engine of figure 1. a F· tf ipaie η I Gifts. hifl Cinti,ino Cariti ¢11(1(1 WOQFWM ΙΙΙΜ.ΪΙ FM.K2CI Pll / ll· GO (limili! to Figure 4 shows, with a schematic axial section taken at the level of the auxiliary combustion chamber, an internal combustion engine according to a first way of realizing the invention, the body of this engine being analogous to that of figure 1. Figure 5 represents, on an enlarged scale, a pair of conjugated orifices which are part of the second throttling means of the d.el. i embodiment. ) I figure 4. Figures 6 to 12 each represent a va= * description of the way of realizing figure 4. * Before addressing the description of the invention, it is useful to recall the state of the art, represented by the aforementioned US patent 4,026,115. Figure 1, attached hereto, is analogous to figure 7 of that patent, but has been completed appropriately. As shown in figure 1, the known internal combustion engine 1 comprises a compressor, which supplies fresh air in parallel to the engine 1, via a return duct 4 equipped with a supercharged air cooler 41, and via a bypass passage 5 equipped with an auxiliary combustion chamber 6. The engine 1 comprises, I tì a ι 1 dipat β nt , , , . . . _ , j IMI, liift. [ititKai'id iftfl also takes a turbine 3 which receives the waste gases= ; 4U[I(! k [nmi The Ι'ΛίίϊΖίΙ Fl / ll· Vili tilliHtllhl of the engine 1 through an exhaust duct 6 and the gases produced by the auxiliary combustion chamber 6 and which mechanically drives the compressor 2, via a shaft 9. The auxiliary combustion chamber 6 is divided, from upstream to downstream, into a primary zone and a secondary zone 11 or dilution zone, the bypass passage 5 is divided into two main branches 5a and 5b. The first branch 5a opens into the secondary zone 11 and is equipped with first throttling means 12 with a variable passage cross-section. Preferably, these first throttling means are capable of causing a pressure drop that is practically independent of the ratio between the air flow in the bypass passage 5 and the total air flow delivered by the compressor. 2, but which varies in the same direction as the pressure existing at the source of the first throttling means 12. The second branch 5b begins from a point of the first branch 5a located upstream of the first throttling means 12 and flows into the primary zone 10 via the second throttling means 13 of the passage section. As shown in figure 2, the second throttling means 13 comprise conjugated orifices 14 and 15, arranged respectively in a cylindrical jacket with an adductor η 1 Unii, Iiijj [iltilfitM GartH '»[. ΝΑ [HAI „V| Mi -VIA CIANÌHNI z 411 (ι ο m numi ih internal 16 which delimits, at least in part, the primary zone 10 and in an external cylindrical jacket 17 which delimits, at least in part, a cavity 32 connected directly to the outlet of the compressor 2. According to the embodiment of figures 1 and 2, this cavity is constituted by the part of the return duct which surrounds the external cylindrical jacket 17. A fuel injector IS (according to figure 2) or a plurality of fuel injectors (according to figure 12 which will be described below) open into the primary zone 10 in the immediate vicinity of the mating throttling orifices 14, 15. Means are provided to vary in a correlated manner the flow rate of the fuel injector(s) 18 and, by means of a relative movement of the liners 16 and 17, the flow rate of air entering the primary zone 10 through the common free section of the mating orifices 14,15. According to the embodiment shown in figure 1, the branch passage 5 is delimited by a box 7 which is separated from the return duct 4 by a partition 19 downstream of which the branch 5a is placed. The partition 19 is crossed by a hole whose edges form a seat 20 with which the shutter disk 21 cooperates, I located downstream of the said headquarters. Disk 21 is integral G cl I the ί | ' Β ί I» I lf Doli, ln[|. ChilhH'ici late 4 111-0 M / l'IJA |I1 Al V| PALA?™ All JIA VIA UdlIUAL with a balancing piston 22 which passes through the seat 20 and, with the interposition of sealing means 23, the wall of the return duct 4.11 the disk 21 with piston 22, which constitutes the first throttling means 12, is in equilibrium under the effect of | II . i a reference pressure Po which is exerted on the j section of the piston 22, in the upper or external part of it, and of the pressures which reign upstream (pressure P^) and downstream (pressure P?) of the shutter disc 21 which are exerted respectively on the upper face and on the lower face of the disc 21. If necessary, a return spring (not shown) can act on the piston 22. If we indicate with s: the section of the piston 22 and with S the surface of the disc disc 21, the value of the nominal relative pressure drop is given by the following relationship, which expresses the equilibrium conditions of disc 21 (in the absence of said return spring): Yes about you so see with disk 21 pressure P^ from the ratio that the first means of throttling are able to cause a fall THE P^ , which is practically independent between the air flow in the passage © ardlpat β ni fui li,. Giuibun ιϋ of derivation 5 and the air flow delivered by the 110(1 li A |IUIY] PAI A37lì the i / 'U - VIA UA1WWI 'compressor 2, but which varies in the same direction as the pressure P prevailing upstream of the first throttling means 12. The latter could moreover I ιbe replaced with equivalent means of which some examples are described in the said US patent 4,026. r 115. According to the embodiment shown in figures 1 and 2, the means for varying in a correlated manner the flow rate of the injector(s) 18 and the flow rate of air entering the primary zone are made in the. following way.The external jacket 17 is fixed with respect to the return duct 4 while the internal jacket 16, which is closed at one end by a base 24, is movable with a translational motion. The space 28, included between the base 24 and a fixed plate 26, is connected by means of orifices 29 of relatively large section, to the return duct 4. A cylinder 34, integral with the bottom 24, passes through the wall 26 with the interposition of sealing means which allow the cylinder 34 to slide. A fuel inlet duct 36 opens into a chamber 37 carried by the wall 26; this chamber 37 communicates with the cylinder 34 via an orifice which passes through one of the walls of the latter, the opposite wall of the cylinder 34 being part of the bottom G » id ί ρ » 1 e ir» t [Ioli, fu®, [riulloiKi Curdi 4 tt (IO «WM [Il ALVI (AL«ϊ» Pili E VIE Eli,lini MI and carries the injector 18. A fixed needle valve 3 9 cooperates with the orifice 38 so as to increase its section as the bottom 24 moves away from the fixed wall 26. The fuel pressure exerted on the wall 34 tends to move the internal jacket 16 towards the right of figure 2, so as to simultaneously open to the maximum the common free section of the conjugated orifices 14 and 15 and the free section of the orifice 38, which ensures the full flow of air and fuel into the auxiliary combustion chamber 6. If the energy in front of the turbine 3 increases, the pressure exerted on the right face (according to figure 2) of the bottom 24 increases and causes the internal jacket 16 to move back until the hydraulic force (fuel pressure) exerted on the jacket 16 balances the pneumatic force exerted on it.So there is self-regulation. Ultimately, the means described cause the fuel flow rate of the injector 18 and the air flow rate entering the primary zone 1 through the common free section of the conjugated orifices 14, 15 to vary in a correlated manner. These means can also be replaced with equivalent means, some examples of which are described in the said US patent © afdtpate η 1 Itoli, lng fÌliilliiid (im'iìl Jiimo μΑιίιλ limivi WlWZC WidtA- VIA tlFtWHO '4.026.115. Finally, the bottom 24 is crossed by calibrated orifices 40 and 33 which respectively ensure the cooling The wall of the primary zone 10 of the combustion chamber | the auxiliary combustion chamber 6 at all speeds and | the combustion air supply at low speeds. These calibrated orifices 40 and 33, which however have not been cited in the said US patent 4,026,115, constitute the aforementioned constant cross-section passages, in parallel with respect to the conjugated orifices 14 and 15, which are part of the second throttling means 13. The outer jacket 17 is adapted to the return duct 4, so that the orifices 15 and 29 open into the latter, and is extended by a duct 42, which delimits the secondary zone 11 and passes through the casing 7.11 The exhaust duct 8 of the engine 1 opens into the ί in duct 42 via a convergent or mixer 27. Orifices 43, obtained in the duct 42 inside the casing 7, put the downstream parts of the branches 5a and 5b in communication. A terminal duct connects the mixer 27 to the turbine 3, so that the latter can receive the exhaust gases of the engine 1 and the combustion gases of the chamber 6. This results in an internal combustion engine, the overall operation of which we will recall below. « r tf ipat ο nt ihif!, Mon. (iintlsM (fili «1 1(1 (I MO [(fili li |IT*I. VI PAIHZO ildfill· VIA (ilAFIBIWI The air supplied by the compressor 2 is divided into two streams: the air which passes through the engine 1 and the complementary stream which reaches the turbine 3 drawn towards the bypass passage 5. This complementary stream is in turn divided into two: a first part which feeds the primary zone 10 through the conjugated orifices 3-4, 15, preferably in stoichiometric proportion with the fuel introduced by means of the injector(s) 18, and a second part which penetrates the secondary zone 11, in the form of transverse air jets passing through the orifices 43, this second part of the complementary stream having first passed through the first throttling means 12 and coming to dilute the very hot combustion gases generated by the primary zone 10. When the engine 1 accelerates, the air flow rate there The flow through it increases and the flow rate of the complementary current decreases in the branch passage 5.1. The first throttling means 12 then close progressively and cause the flow rate of air introduced into the secondary zone 1 to decrease more and more. The air introduced into the primary zone 10, the flow rate of which depends only on the pressure and therefore on the load of the engine 1 (and not on its speed), continues to ensure combustion in this zone. GB r· d Dilli In® 4 a ii h Mimi) ι i |J Bi 1 »' Il t Din Ilano Curdi OlyiA (Il A IVI 'Ili / ?) VIA CIIttllHI primary fio in conditions as close as possible to stoichiometry. The dilution (therefore the cooling) i (ment) of the very hot gases generated in this primary zone is increasingly less ensured by the secondary air (orifices 43) and increasingly by the exhaust gases of the engine 1, at the height of the mixer 27; the distance between the orifices 43 and the mixer 27 must therefore be as small as possible to avoid overheating of the part of the connecting duct 42 located downstream of the orifices 43. Since the air passing through the primary zone 10 is taken upstream of the first throttling means 12, the pressure drop due to the passage through the conjugated orifices 14, 15 is always maintained, regardless of the engine speed, thanks to the presence of the first throttling means 12.For this reason, air jets which penetrate the primary zone 10 through the common free section of the conjugated orifices 14,15 always have, whatever the operating regime of the chamber 6, a speed and penetration sufficient to maintain the degree of turbulence required for the combustion of the fuel introduced by the injector(s) 18. The diagram in figure 3 shows how the air delivered by compressor 2 is distributed. Let the flow rate be ¢5. β ar (Γ i ρ aiant Udii. Iii(i EiuiFane Cardi '(in weight per unit of time) of the air delivered by the Compressor 2.11 engine 1 absorbs a part of it Q,, ί I : the remaining part Q = Q - Q 1 enters the branch passage 5. » Subsequently, the flow rate Q r is divided into a flow rate Q_ , introduced into the secondary zone 11 of the combustion chamber 6 through the throttling means 12 (dilution air), into a flow rate introduced into the primary zone 10 through the throttling means 13 and into a flow rate introduced into the bottom of the chamber 6 through the orifices 40.33. :) The flow rate depends on the speed of engine 1 and the boost pressure produced by the compressor 2. The relative pressure drop between the compressor and the turbine 3 varies according to the law indicated above. be the detected adjustment variations and their possible causes are as follows: - The actual relative pressure drop is lower than the nominal relative pressure drop: a) the first throttling means 12 are normally closed; the flow rate C> 2 of the compressor 2 is insufficient (the motor 1 sucks in too much air); the fraction of the uncontrolled flow is too significant; b) the first throttling means 12 are locked in the open position. G » i' i· fι a ( e ii 1 Doli, your · Giuliane Gardi 4 4L II IL IL', the there / ) Λ |I1AI,V| ΡΛΙΑΖΖΙΙ filli) III 1, Vili IMtDIKI Z - The actual relative pressure drop is higher than the nominal relative pressure drop:! the first throttling means 12 are open to the maximum and the parasitic pressure drops in the branch passage 5 are too high. In conclusion, an escape of air through branch 5a of combustion chamber 6 at low speed, for certain flow rates Q 2 of the compressor and Q 1 of the engine, has the effect of reducing the flow rate passing through the first throttling means 12. Consequently, and as has been briefly explained in the introduction: - or the flow rate of compressor 2 is increased, but this worsens the specific consumption at partial loads; - or the flow rate through the first throttling means 12 is insufficient. This occurs at the maximum power point ί where the ratio between the flow rate Q^ taken from motor 1 and the flow rate Q supplied by compressor 2 is the highest fc. In this case, the actual relative pressure drop j is lower than the nominal relative pressure drop; the latter is not maintained, which is unfavorable especially for an engine 1 which needs to be G 1' (fi B te t't 1 Utili, (nj. Mullanii Gnlt < 1 un, im / 1u inn,vi PAI,«Zìi 11.(1 VlK tVMÌIII be washed and, in the case of 4-stroke engines, for the specific consumption (since the pressure P upstream of the turbine increases and therefore the work of feeding the engine 1 is higher). y To eliminate these difficulties, the internal combustion engine 1 according to the invention is essentially characterised in that the internal cylindrical members (or jacket according to most embodiments) 16 and external 17 have radial dimensions such that, taking into account the thermal expansion coefficients of the materials from which they are made and the upper and lower limits of their operating temperatures, there always exists between them a radial clearance a (figures 4 and 6 to 12) sufficient to avoid any contact between the external side wall of the internal cylindrical member 16 and the internal side wall of the external cylindrical member 17, whatever the operating speed of the auxiliary combustion chamber 6.Furthermore, third throttling means 45, with variable passage cross-section, are placed upstream or at the height of the conjugated passages 14, 15, of the second throttling means 13, according to the direction of air circulation in the second branch 5b of the branch passage 5 and are designed in such a way that:. Gsrdl patent Doli, Eng. Giuliano (tarili llll·» If tl Bili;Λ [The AI ​​VI pair? / ii filili4 vili yraiiiiM - 24 a) their minimum passage cross-section is zero and b) whatever the respective instantaneous opening degrees of the second and third throttling means 13 v'45, the passage cross-section of the third throttling means 45, unless it is zero, always remains greater (preferably in a ratio at least equal to 5) than the free cross-section of the conjugated orifices 14,15 of the second throttling means 13. j According to a particularly simple construction,! third throttling means 45 are constituted by the combination of an annular shutter element 46 (figs. 4 and 6) or 46 c (figs. 9 and 10), integral with one of the cylindrical members 16 (figs. 4 and 6) or 17 (figs. and 10), and of a seat 47 (figs.4 and 6) or 47 c (figs. and 10) integral with the other cylindrical member 17 (figs. 4 and 6) or 16 (figs. 9 and 10) and cooperating with said annular element 46 (figs. 4 and 6) or 46 e (figs. 9 and 10), the diameter of the seat 47 or 47 c being much larger than the respective diameters of the cylindrical members 16, 17. As a variant, the third throttling means 45 are constituted by the combination of an annular shutter element 46 b (figs. 7 and 8) or 46 d (fig. 11), which merges with the free end of the external cylindrical member 17, and by a seat 47 b with a diameter of 11. Buti. luti. (ϋ u Ila nu (Santi b (figs.7 and 8) or 47 d (fig.Il) ,solid to the organ Ul[l(l ,,,7) F'AUijQli I'h / h NA ÌITA1. Yj - via moim VIA^h internal cylindrical part 16 and cooperating with said free end, the seat 47 b or 47 d being arranged in the immediate vicinity of the mating passages. In the case of this variant, the mating passages 14, 15 are constituted by a ring of orifices, each with a closed contour, on the internal jacket 16 and not on the external jacket 17. In the first case (figures 4, 6, 9 and 10), the third throttling means 45 are distinct from the second throttling means 13, the latter being constituted by two rings of mating orifices 14 and 15 arranged on the two jackets 16 and 17 respectively. According to the embodiments of figures 4 and 6, the external jacket 17 is fixed and the internal jacket 16 is movable with a translational motion as in the known construction of figures 1 and 2, i.e. it moves towards the left of figures 4 and 6 to reduce the common section of the conjugated orifices 14 and 15, According to the embodiments of figures 9 and 10, it is the internal jacket 16, instead, that is fixed while the external jacket 17 is movable with a translational motion. According to the different ways of realizing the figures 4, 6, 9 and 10, the seat 47 or 47 c is made integral with the fixed sleeve 17 or 16 by means of a rigid support 48. li ar tf i : ikitL hi The shutter element 46 or 46 c consists of a m PlLlfi?? At 11 am; ft 1. i [Inno Carili hìi in mi via [mills flat disk fixed to the external surface of the mobile casing 16 or 17. To better understand the subsequent entry into operation of the second throttling means 13 and the third throttling means 45, it seems useful to provide a numerical example of implementation. Let us assume that the liners 16, 17 of figure 4 each comprise twelve circular orifices 14, 15 having a diameter 2R = 7 mm. Let x (in mm) be the travel of the moving spark plug 16 starting from the position where the orifices 14, 15 coincide completely. The common area of ​​two of these orifices is indicated by dashed lines in figure 5. If we call ©t the semi-angle at the center of the arc in which this area is inscribed on each of the circles delimiting the orifices, the common area or total uncovered area is equal to: 'irRd. x sincU mm2 48fR 180 4 with o( = are cos x 2R* The area to the right of the third throttling means 45, i.e. between the shutter element 46 and the seat 47, is approximately: (12 - x) · 395 mm, if the seat 47 has a diameter of 126 mm. We thus obtain the following successive values, as a function of x: «t l'tf jpaie » n lutes, Iqi. Cini III ito Gardi «min miu / Viìi |ii*ivi Mi W(| I·. / I VIA IIIABillll z 1 x (mm) X(°) ! Total common area | Passage area of ​​the valve (mm 2) l orifices 14» 15 of seat 47 ( mrn^) * 0 90 462 4750 1 81.8 399 43 54 2 73.4 336 3958 3 64.6 275 3563 4 55.2 214 3167 5 Ad 4 154 2771 6 31.0 94 2375 7 0 0 1979 8 - - 1583 ; 9 - - 1187 IO - 792 11 - - 396 ? 12 - - 0 It is noted that, except at the end of the travel of the movable sleeve 16, the common section of the mating orifices 14.15 is much smaller than the level crossing section of site 47, with 1 / 5. The pressure drop, proportional to the square of a ratio lower than which is inversely proportional to the passage prosections, ε therefore determines on both sides of the conjugated orifices 14,15, rather than on both sides of the seat 47. There is therefore good penetration of the air jets into the primary zone 10. ai* d I r> » I ent hall, lii.[i (ii aliami iì finii unni lYcii / ryia inuvi mlvzh uììI 4. vi* Eira·m Only at the end of the travel of the mobile sleeve 16 does the shutter element 46 come into contact with the seat 47. This prevents a significant escape of air through the annular clearance a. It is therefore guaranteed that the flow rate Q1 absorbed by the motor 1 is sufficient, without the compressor 2 having to be oversized. However, a small amount of air passes through the orifices 33. sufficient air flow to feed the injector at low speed and through the orifices 40 to cool the walls of the auxiliary combustion chamber 6. The embodiment of Figure 6 differs from that of Figure 4 only in that the orifices 33 and 40 are located not upstream (Figure 4), but downstream (Figure 6) of the third throttling means ι 45, which further contributes to increasing the Q1 / Q2 ratio. The embodiment of Figure 7 differs from that of Figure 4, on the one hand, in that the internal sleeve 16 moves in the opposite direction (i.e., towards the right of Figure 7) to reduce the common cross-section of the passages 14 and 15 and, on the other hand, in that the third throttling means 45 merge with the second throttling means 13. As in the previous case, the internal jacket 16 is (3 a γ d ί ]:* ìì ten DolI.. lng Giuliani» Gai' (118(1 MAI HA INAI l'Al.A ZZI) Pl / i (Λ. - VJA Ili Ut' z equipped with a crown of separate circular orifices 14, but the orifices 15, combined with the orifices 14, are gathered in a single annular interval between the free edge of an auxiliary sleeve 49, carried coaxially from the internal sleeve 16 to the outside of it and constituting said seat 47 b, and the annular shutter element 46 b, constituted by the free rear end of the fixed external sleeve 17. This makes it necessary, of course, to make an appropriate modification. of the means that regulate the flow of fuel to the injector 18. The embodiment of figure 8 differs from that of figure 7 only in that; orifices 33 and 40 are located not upstream (figure 7) but downstream (figure 8) of the third throttling means 45. This only requires moving back the point at which the auxiliary sleeve 49 is joined to the bottom 24 or to the cylinder 34. The way of realizing figure 9 differs from that of figure 4 in that the cis. external 17, instead of being fixed (figure 4), is mobile with translational motion (figure 9) while the shirt 16, instead of being mobile (figure 4), is fixed (figure 9). As a result, the annular shutter element G «tp tf I p » t β η I Unti, Ing. Lui lane (Miti or 46 c is in solidarity, not with the internal shirt 16 imi vi PAI AZZCi Pili, VIA t.lAPI»IWl (figure 4), but with the external jacket 17 (figure 9). In both cases, the movable shirt 16 (figure 4) or 17 (figure 9) moves in the same direction. The embodiment of the figure differs from that of figure 9 only in that the orifices 33 and 40 are located not upstream (figure 9), but downstream (figure 10) of the third throttling means 45. To this end, the orifices 29, arranged on the external jacket 17 to feed the orifices 33 or 40, are placed either very upstream (figure 9), or very downstream (figure 10) of the annular shutter element c. The embodiment of figure 11 differs from that of figure 8 in that the external jacket 17, instead of being fixed (figure 8), is movable with a translational motion (figure 11), while the internal jacket 16, instead of being movable (figure 8) is fixed (figure 11). The functioning of the ways of realizing the figures The figures 6 to 11 are analogous to that of figure 4, the variation laws of the second and third clamping means 13 and 45 being slightly different, but achieving the same overall effect. The method of realizing figure 12 differs from that of figure 4 in the following points: a) As previously indicated, more inject © to ι** «I i |» ate ri 1 [i: i Ini; Cii:li;·:.:. |!i 111(l(i PALASSI* itnλ limivi • VIA Uf 011(1 ! ri 18 are arranged in a crown, in place of a single j 'injector. I . b) The internal and external cylindrical members, equipped with conjugated orifices, do not consist of a pair of liners 16 and 17, but of a fixed external liner 56, connected by air inlet holes 55 to the supply duct 4, and of a cylindrical piston 57, sliding inside the liner 6. c) The conjugated orifices are constituted in this case by longitudinal grooves 54, arranged in the cylindrical piston 57 according to axial planes and permanently in communication with the entry holes 55 and, in a manner similar to the construction of figures 7 and 8, by an annular interval between the free edge of the fixed jacket 56, constituting said shutter element 46 b, and an annular seat 47 b carried by the free end of the cylindrical piston 57. In the description of the internal combustion engines to which the invention refers, it has been indicated, with regard to the two cylindrical members, internal and external, that one at least partially delimits the primary zone while the other at least partially delimits a cavity directly connected to the compressor outlet. The expression directly connected implies at least in the absence of the third throttling means 45 at the 1' AI IH (I Pii fi «Il it ì P » t li l'i I The Gì ii Un ni) Dogs Ϋ II IHA (IT Ali V) ìli / , VIA, [ΙΑ, E DI Hi compliant with the invention because, as it results from the * i figures 4 and 6, it is possible that these throttling means are interposed between the compressor outlet and the cavity delimited at least in part by one of the cylindrical members, internal or external. In practical implementation, the dimensions, materials and executive details may be different from those indicated but technically equivalent to them, without thereby departing from the legal domain of the The present invention.

Claims

1. CLAIMS 1. A supercharged internal combustion engine, in particular a supercharged Diesel engine, comprising, on the one hand, a compressor (2) which supplies fresh air in parallel to the engine (1) and to a bypass passage (5) equipped with an auxiliary combustion chamber (6) and, on the other hand, a turbine (3) which receives the exhaust gases of the engine (1) and the gases generated by the auxiliary combustion chamber (6) and which mechanically drives the compressor (2), said bypass passage (5) being divided into two main branches (5a, 5b), the first of which (5a) opens into a dilution zone or secondary zone (11) located downstream of the upstream part or primary zone (10) of the auxiliary combustion chamber (6) and β ardipa luti,li.;.. Giuliani <1 1 GEI unii II A ΡΛΙΑΖΖΙ) The |Z>' I: e η I ι Carili |l 1 A I..YJ tiAiwui is equipped with first throttling means (12) with variable passage section and whose second branch (5 b) starts from a point of the first branch (5 a) located upstream of the first throttling means (12) and flows into the primary zone (6) via second throttling means (13) of the passage section, said second throttling means (13) comprising passages! the conjugates (14, 15) with variable common free section, j respectively arranged on two internal (16) and external (17) cylindrical organs which are movable with respect to each other and of which one (16) at least partially delimits the primary zone (lo) and the other (17) at least partially delimits a cavity (32) directly connected to the outlet of the compressor (2), at least one fuel injector (18) opening into the primary zone (lo) in the immediate vicinity of said conjugate passages (14, 15),means being provided to vary in a correlated manner the flow rate of the injector(s) (18) and, by means of a relative movement of the internal (16) and external (17) cylindrical members, the flow rate of air entering the primary zone (10) through the common free section of said conjugated passages (14, 15), characterised by the fact that the second throttling means (13) also include passages with constant section (33, 40) with MLIim l'fisl » » fent ano (Santi A (ITAίV) νΖΙ,ΙΛΒΙιΙΙΊΙ in parallel with respect to said conjugated passages (14 15); by this the internal (16) and external (17) cylindrical members have radial dimensions such that, taking into account the coefficients of thermal expansion of the materials which constitute them and of the upper and lower limits of their operating temperatures, there is always a radial clearance (a) between them sufficient to avoid any lateral contact between these cylindrical members (16, 17),whatever the operating regime of the auxiliary combustion chamber (6)? and from the fact that third throttling means (45) with variable passage section are placed upstream or at the level of the conjugated passages (14, 15) of the second throttling means (13), according to the direction of air circulation in the second branch (5 b) of the branch passage (5), and are designed in such a way that: a) their minimum passage section is zero and, b) whatever the respective instantaneous degrees of opening of the second (13) and third (45) throttling means, the passage section of the third throttling means (45) always remains, unless it is zero, much higher than the free section of the conjugated passages (14, 15) of the second throttling means (13). ,, , * Doli, K (ìiiilhiiw [tarili, 2. Engine according to claim 1, characterised in that the first throttling means (12) are designed in such a way as to cause a pressure drop which is practically independent of the ratio between the air flow rate (Q5) in the bypass passage and the total air flow rate (Q2) delivered by the compressor (2), but which varies in the same direction as the pressure upstream of the first throttling means.

3. Engine according to one of claims 1 and 2, characterised in that the ratio between the passage cross-sections of the third throttling means (45), unless this is zero, and the free cross-section j of the conjugated passages (14, 15) of the second throttling means (13) remains greater than 5 in all their respective instantaneous positions. ι i 4. Engine according to any of claims 1 to 3, characterised in that the third throttling means (45) are constituted by the combination of an annular shutter element (46 or 46 c) mounted on one of the cylindrical members (16 or 17), and a seat (47 or 47 c), integral with the other cylindrical member and engaging with said annular element (46 or 46 c), the diameter of said seat (47 or 47 c) being much greater than the respective diameters of said cylindrical members (16,17).

5. A device according to any of claims 1 to 3, characterised in that the third means of a β ar tl l ρ Λ I and η I Dell, Ing, (ìidllan» Carili moti wliiif unuu v) fins rJur'ÌÌA lutiidid constriction 45, are constituted by the combination of an annular shutter element (46 b), which merges with the free end of the external cylindrical member (17), and by a seat (47 b) integral with the internal cylindrical member (16) and cooperating with said free end; said seat (47 b) being arranged in the immediate vicinity of the conjugated passages (14,15) 6. Engine according to any of claims 1 to 5, characterised in that the constant cross-section passages (33, 40) of the second throttling means (13) communicate directly with said cavity (32) connected to the compressor outlet.

7. Engine according to any of claims [from 1 to 5], characterized whereby the constant-section passages (33, 40) of the second choke means (13) communicate, through the third choke means (45) , with the compressed screw (3'u). Modena , 19 010.1980 On behalf of Doti, Eng. Giuliano GARDI Palalo Prora · Via Giardini 41100 MQpENA - ITALY In:· C:,:iii·l..· IZlìi (Iti IH Λ |I1A,IV| PAI. AA Al) PHDflA VIA LIMItllM ί ο ΑΖ80 1 / 6 / ο 1 10 A / 80 '0 ,..10 .. . A / 80 φ r' c ( 3 / 6 4S SXS^SXSSXlX / ? 13 15 17 ) p3sw:zxss±sxsii tiwM iH(CwK£Ìm u, BOTfhnwlvNtfniwÌfiHXi 40 40 '4�15 ~ --JJI�.^JT( y - ' IJ. I - --^r ﾷ) f II-JK I The : t Jman w » « uo£κ<ΐΐί»Ηΐβ£5Ζ*»!βϊίίφ«(β&ιΛί!ίί ESESSIL'x™.»,TM.ΚΔΥ\\\\χ? ,CL p? D,_ OC C <f ? C3 & < oS’C. ‘ .ίΡ > :' Bob fe tb ® £ ') ) , ϊ, ; iln> r,t. ιο Α / 80 4 / Β fj&iO faX 401 1 0 A / 80 47c 5 / 6 32 45 / 3 ?2 48. / 7 / 7pc / Z •**>**wF :3£3C£Sìs:s2;xx; ' M| £32 C3'4 16 att-ταώ^ύύκυη^ 13 ;es2sssiuzzx^ssss z| 0? κζζΆζχ fa ex o oc? <3,i;« oot e « JSÌ> « *pii! δ ^OQ ps? pz 463 48 a _ ____ ί 47d M!2ί2ΛΧΧΧί.^!Χ£££5Χ MZ fe Rì 13,45 40110 A / 80 6 / 6.