Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
  • F02M31/20—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for cooling
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
  • F02B29/04—Cooling of air intake supply
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/12—Improving ICE efficiencies

Definitions

• the invention relates to the field of turbocharger heat engines, in particular for motor vehicles.
• an intake air circuit for a turbocharged thermal engine of the type comprising a main air duct connecting the turbocharger to the engine intake and a main cooler mounted on the main air duct for cool the charge air sent to the engine intake.
• turbocharger driven by engine exhaust gases, produces pressurized air, also called “charge air", which is sent to the engine intake.
• pressurized air also called “charge air”
• a turbocharger heat engine is supplied by pressurized air, unlike the conventional heat engine which is supplied by air at atmospheric pressure.
• RAS charge air cooler
• the object of the invention is in particular to overcome this drawback.
• an intake air circuit of the type defined in the introduction which comprises:
• bypass duct directly connecting the main air duct, upstream of the main air cooler supercharging, on engine intake
• first selection means mounted at the intersection of the main air duct and the bypass duct to send the charge air either to the main cooler or directly to the engine intake
• Second selection means connecting the main cooler to the engine intake, downstream of the main cooler, and capable of isolating said main cooler from the rest of the circuit.
• the second selection means make it possible to isolate the main cooler from the rest of the circuit.
• the first selection means direct the charge air to the main cooler to produce a flow of cooled air which is sent to the intake of the engine.
• the term "intake” generally designates the intake manifold which receives the charge air and which directs it towards the cylinders of the engine.
• intake In engines of the aforementioned type, it is also known to recirculate part of the exhaust gases by sending them to the intake manifold in order to burn them again in the engine cylinders and reduce the emission of harmful gases.
• the main air duct includes an adjustment valve used to control the recirculation flow rate of the engine exhaust gases.
• the intake air circuit further comprises a secondary cooler for the charge air, which is placed upstream of the main charge air cooler.
• bypass duct is connected to the outlet of the secondary cooler.
• bypass duct is connected to the inlet of the secondary cooler.
• the selection means comprise an upstream valve placed on the main air duct, upstream of the main charge air cooler, for selectively directing the charge air either to the main cooler, either directly to the engine intake via the bypass duct.
• the main air duct r comprises a downstream valve, located downstream of the main cooler charge air, connecting the main cooler to the engine intake and adapted to prevent the supercharging air back to the main cooler.
• the invention enables different implantations of the main charge air cooler.
• this main cooler can be located next to the engine by being connected to the intake by suitable ducts.
• the main charge air cooler is located in an air intake chamber (also called air intake plenum) which comprises the intake air distributor. .
• This solution is particularly advantageous because it makes it possible to remove connecting conduits and, consequently, to limit the space requirement.
• a closing shutter located in the plenum, downstream of the main charge air cooler, to isolate the volume of air comprised between the upstream side of the main cooler, the cooler main, and engine intake. This isolates the volume of air between the turbocharger and the engine intake by preventing the charge air from flowing back to the main cooler.
• FIGS. 1A and 1B show an air intake circuit according to a first embodiment of the invention, for two different operating modes
• FIG. 2A and 2B show an intake air circuit, according to a second embodiment of the invention, for two different operating modes;
• - Figures 3A and 3B show an intake air circuit according to a third embodiment of the invention, for two different operating modes;
• FIG. 4A and 4B show an intake air circuit according to a fourth embodiment of the invention, for two different modes of operation.
• FIGS. 1A and 1B represent a heat engine 10, in particular a diesel engine, intended for a motor vehicle, in particular for a passenger vehicle.
• the engine 10 includes an intake manifold 12 (hereinafter called “intake” for simplicity) and an exhaust manifold 14 (hereinafter called “exhaust” for simplicity).
• the engine 10 is supplied by an intake air circuit comprising a main air duct 16 connecting a turbocharger 18 to the intake 12 of the engine.
• the turbocharger 18 is driven by the exhaust gases from the engine and is supplied by outside air. It produces a pressurized air flow, called "charge air", which is sent to the engine inlet 12.
• charge air pressurized air flow
• -p-r-i-ncipal X1-6— is i-terealé, f-açon- -en so- known, a main charge air cooler 20 (abbreviated "RAS").
• this cooler is to cool the charge air by heat exchange with fresh outside air. It is therefore an air / air type heat exchanger. One can also consider cooling the charge air with the coolant. It is then an air / water type heat exchanger.
• the exhaust 14 of the engine is connected to an exhaust duct 22 to which a valve is connected
• valve 28 of proportional type.
• a heat exchanger 30 also called “exhaust gas recirculation cooler” (English term) whose function is to cool the recirculated exhaust gases which are sent to the engine.
• the exhaust gases thus recirculated are burned again, together with the intake air, in the engine cylinders to improve combustion and reduce the emission of harmful gases in one environment.
• the engine 10 with its intake circuit and its exhaust circuit, as just described so far, is of known structure in itself.
• the- air-circuit-of-air of the invention further comprises a bypass duct 32 which directly connects the air duct main 16, at a point upstream of the main cooler 20, at the inlet 12 of the engine.
• a selection valve 34 also called “upstream valve”
• This selection valve has the function of direct the charge air either to the main cooler 20 or directly to the engine intake 12 via the bypass duct 32.
• a selection valve 36 (called “downstream valve") of the "all or nothing” type, placed downstream from the cooler 20 and connecting the main cooler 20 to the inlet 12, prevents the charge air from flowing back to said main cooler 20.
• the selection valve 34 is advantageously a three-way type valve actuated by a micromotor and controlled by an appropriate control circuit which takes account of the operating parameters of the heat engine.
• the device of the invention operates as follows.
• the selection valve 34 directs the charge air directly to the intake of the engine 12, bypassing the main cooler 20. This charge air is directed directly to the intake of the engine 12, at the same time as part of the recirculated exhaust gases, through the adjustment valve 24.
• the valve 36 is then closed, the volume of air between the upstream of the main cooler 20, the cooler 20 and the inlet 12 is isolated by the valves 34 and 36.
• the volume of air between the turbocharger 18 and the inlet of the engine cylinders is reduced, which improves the time response of the engine, especially during - an acceleration.
• the selection valve 34 directs the charge air to the main cooler 20.
• the main air duct 16 is connected to the inlet 12 through the valve 36 which is then open. In this normal operating mode, the charge air flow is cooled by the main cooler 20 before being sent to the engine intake.
• the air circuit further comprises a secondary cooler 38 for the charge air, which is placed upstream of the main cooler 20.
• This secondary cooler also called - "precooler" -.- (Anglo-Saxon term)
• the main cooler 20 is an exchanger of the air / air type
• the secondary cooler 38 is usually an exchanger of the air / water type. It is usually traversed by the engine coolant. This exchanger can also perform the function of heating the intake air to reduce noise and facilitate the regeneration of the particle trap (not shown).
• the selection valve 34 is placed between the coolers 20 and 38.
• the bypass duct 32 is connected to the outlet of the secondary cooler 38
• Figures 2A and 2B correspond respectively to the operating modes of Figures 1A and
• the charge air is precooled at the outlet of the turbocharger.
• the charge air is precooled before being sent directly to the intake of the engine.
• the charge air is precooled before being cooled in the main cooler 20 and being sent to the engine intake.
• Figures 3A and 3B is similar to that of Figures 2A and 2B.
• the main difference lies in the fact that the bypass duct 32 is connected to the inlet of the secondary cooler 38.
• the selection means include two valves: a valve upstream 34 similar to the valve 34 of the two previous embodiments, but placed here upstream of the secondary cooler 38, and another valve 40 placed downstream, therefore at the outlet of the secondary cooler 38.
• valve 34 directs the charge air to the bypass duct 32, therefore to the intake 12 of the engine.
• the charge air is sent directly to the intake of the engine, without having been precooled, unlike the previous embodiment.
• valves 40 and 36 prevent the charge air from reaching the main cooler 20 by isolating it from the rest of the circuit.
• valve 34 sends the charge air to the secondary cooler 38 and the valve 40 sends the charge air, thus precooled, to the main cooler 20.
• the charge air is successively precooled. And refxoidi before being sent to the intake of the engine.
• the main cooler 20 is installed on the engine 10, in the air intake plenum 42 (also called the air intake chamber) that the intake air distributor (not represented).
• the main elements of the embodiment of Figures 1A and 1B the common elements being designated by the same reference numerals.
• the selection valve 34 (or "upstream valve"), which has two outputs. One of the outputs of the valve 34 is connected to the bypass duct 32 which leads to the intake 12 of the engine. The other outlet of the valve 34 leads to the inlet of the main cooler 20.
• control valve 24 is connected to the conduit 26 which recirculates the exhaust gases.
• a closing flap 46 is located in the plenum 42, downstream of the main cooler 20, to isolate the volume of air between the upstream of the main cooler 20, the cooler 20 and the inlet 12.
• This shutter 46 constitutes the counterpart of the downstream valve 36 shown in the previous embodiments.
• the flap can be, for example, of the register type, which makes it possible to limit its size, and controlled by an actuator 45.
• the flap 46 is closed.
• the charge air is sent directly to the engine intake 12 via the bypass duct 32.
• the engine is supplied jointly by the charge air and the recirculated exhaust gases, controlling the flow of charge air being effected by the regulating valve 28, the flow control of the recirculated gases being effected by the valve 24.
• the flap 46 is open.
• the valve 34 directs the charge air to the main cooler 20 located in the plenum 42.
• the charge air passes through the flap 46 which is open, to gain the inlet 12 of the motor, similar to the operating mode of Figure 1B.
• the intake air circuit of the invention thus makes it possible to be able to send charge air either directly to the engine intake or via the main cooler, possibly by passing through a secondary cooler beforehand.
• the first mode of operation limits the volume of air in .. exchangers and air ducts, and improve the response time of the engine, especially when accelerating.
• control elements and in particular the selection means, are controlled by an appropriate control circuit (not shown).
• This circuit takes into account the operating parameters of the heat engine, in particular the injection parameters, the engine load and the flow rate of the recirculated gases.
• the invention finds an application to the engines of motor vehicles, and in particular to passenger vehicles.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Physics & Mathematics (AREA)
• Thermal Sciences (AREA)
• Supercharger (AREA)
• Exhaust-Gas Circulating Devices (AREA)

Applications Claiming Priority (3)

Publications (1)

Family

ID=31502985

Family Applications (1)

Country Status (5)

Family Cites Families (5)

• 2002
  • 2002-08-29 FR FR0210732A patent/FR2844010B1/fr not_active Expired - Fee Related
• 2003
  • 2003-07-29 AU AU2003273491A patent/AU2003273491A1/en not_active Abandoned
  • 2003-07-29 WO PCT/FR2003/002401 patent/WO2004020802A1/fr not_active Ceased
  • 2003-07-29 EP EP03755650A patent/EP1537310A1/de not_active Withdrawn
  • 2003-07-29 KR KR1020057003533A patent/KR101015696B1/ko not_active Expired - Lifetime

Non-Patent Citations (1)

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