Classifications

• • 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
  • F02B29/0406—Layout of the intake air cooling or coolant circuit
  • F02B29/0418—Layout of the intake air cooling or coolant circuit the intake air cooler having a bypass or multiple flow paths within the heat exchanger to vary the effective heat transfer surface
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
  • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
• • 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
  • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
  • F02M26/02—EGR systems specially adapted for supercharged engines
  • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
  • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
• • 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
  • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
  • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
  • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
  • F02M26/23—Layout, e.g. schematics
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/12—Improving ICE efficiencies

Definitions

• the present invention provides an intake air circuit for an internal combustion engine.
• the invention particularly aims to simplify the structure of such a circuit, while facilitating the control of the flow rate and temperature of the air inside this circuit.
• the invention finds a particularly advantageous application with motor vehicle diesel engines, including passenger car engines.
• Diesel engines are internal combustion engines that can consume heavy fuels, such as diesel or fuel oil. In these engines, combustion is triggered by self-ignition of the air in highly compressed fuel. For this purpose, the fuel is injected into a combustion chamber, while the air is fed into this chamber through an intake manifold of the engine.
• diesel engines generally include a turbocharger.
• This turbocharger driven by the engine exhaust gas, produces pressurized air called charge air. This supercharging air increases the air flow to the intake manifold.
• the compression of the air by the turbocharger causes a rise in the temperature of the air at the intake. This increase in temperature results in the degradation of the thermodynamic efficiency of the engine, as well as the increase of emissions of particles harmful to the environment.
• turbocharged diesel engines almost always include a charge air cooler (RAS abbreviated) positioned at the outlet of the turbocharger. This cooler cools the charge air by heat exchange with a flow of outside air or a coolant.
• RAS charge air cooler
• Cooling of the air through the cooler reduces the temperature of the engine exhaust.
• the temperature of the exhaust gas is unfavorable to the initiation of an oxidation catalyst connected to the output of the engine and treating particles harmful to the environment.
• the engine generally includes a gas recirculation circuit (EGR) which injects the exhaust gases into the intake manifold to burn them again.
• EGR gas recirculation circuit
• the air flow is indirectly controlled via a valve in the recirculation circuit.
• diesel engines usually include a particle filter connected to the output of the oxidation catalyst which further limits the emission of particles harmful to the environment.
• the temperature of the flue gases is raised to reach the soot combustion temperature of the particulate filter. This regeneration phase can be achieved by greatly reducing the amount of air in the intake circuit.
• the supercharged air is not cooled in order to increase the temperature of the engine exhaust gases.
• the two valves may be proportional valves. It is thus possible to control the flow of air entering the engine, as well as the distribution of gases passing through the cooler. and the bypass duct. Such a system satisfies satisfactorily the needs of flow control and management of air cooling.
• the cost of two proportional valves is relatively high and the implementation of these two valves can be binding in terms of packaging.
• the first valve (mounted on the bypass duct) is of the all-or-nothing type, while the second valve (mounted on the duct of the cooler) is of the proportional type.
• the first valve When the first valve is closed, all the air passes through the cooler. The air is thus cooled and the second valve makes it possible to control the flow proportionally.
• the first valve When the first valve is open and the second valve closed, all air passes through the bypass duct.
• the partial or total opening of the second valve controls the level of air cooling, but does not control the total flow of air entering the engine.
• the first valve (mounted on the bypass duct) is of the proportional type and the second valve (mounted on the cooler duct) is of the all-or-nothing type.
• the second valve When the second valve is closed, all the air passes through the bypass duct and the first valve allows proportional control of the air flow.
• the second valve When the second valve is open, the air is cooled by closing the first valve. In this case, all the air passes into the cooler.
• the dual dual doser is less expensive than the dual proportional doser, but is only partially satisfactory. Indeed, the control of the air flow is possible only in mode minimum cooling (all air passes through the chiller) or maximum cooling mode (all air passes through the bypass circuit).
• the purpose of the invention is to simplify the structure and cost of existing intake air circuits, while allowing precise control of the flow rate and temperature of the air supplied to the engine intake.
• the completion of the functions of proportional control of the air flow and control of the cooling is separated by means of an architecture composed of two devices adapted to each of these two functions.
• the air circuit according to the invention thus comprises a "shutter” type selection valve mounted on a branch between the cooler and the bypass duct. This selection valve makes it possible to pass air either into the cooler or into the cooling circuit. This selection valve thus makes it possible to control the cooling of the circuit air.
• the air circuit according to the invention further comprises a proportional type valve positioned downstream of the cooler and the junction between this cooler and the bypass duct. This valve provides proportional control of the total air flow to the inlet, ie air from the chiller and bypass duct, and, where applicable, gas from the exhaust system. recirculation.
• the selection valve is mounted on the branch between the cooler and the bypass duct, downstream of the cooler and the bypass duct.
• the selection valve is mounted on the branch between the cooler and the bypass duct upstream of the cooler and the bypass duct.
• This realization can be interesting in the cases where the access of the downstream junction between the cooler and the bypass duct is difficult.
• this embodiment makes it easy to complete a circuit comprising, after manufacture, a proportional valve positioned downstream of the cooler.
• control possibilities offered by the invention are more numerous, the dual dual doser not allowing to control the flow in all cases of engine operation.
• the invention offers an additional degree of freedom in terms of implementation on the engine.
• the invention therefore relates to an intake air circuit for an internal combustion engine, this circuit comprising:
• a main air duct interconnecting a turbocharger and an intake manifold of the engine, this turbocharger delivering pressurized air to the intake manifold via this main air duct,
• a cooler connected in series with the main air duct for cooling the air coming from the turbocharger
• a bypass pipe comprising a first end connected to the main pipe upstream of the cooler at the location of an upstream junction, and a second end connected to the main pipe downstream of the cooler at the site of a downstream junction, characterized in that it further comprises: a proportional type valve positioned on the main pipe, downstream of the downstream junction, between this downstream junction and the intake manifold, this valve being able to proportionally control the total air flow sent to the collector; admission.
• FIG. 2a and 2b a schematic representation of the second embodiment of the invention, for two different modes of operation.
• Figures 1 show an intake air circuit 1 according to the invention which connects a turbocharger 3 to a diesel engine 2.
• this engine 2 comprises an intake manifold 2.1 and an exhaust manifold 2.2.
• the exhaust manifold 2.2 is connected to the turbocharger 3 which comprises a driving turbine 6 and a supercharging turbine 4.
• the driving turbine 6 drives the supercharging turbine 4 in rotation so that the turbine 4 draws outside air 7 and delivers this pressurized air (supercharging air) into a main duct 8 .
• This main conduit 8 connects the turbocharger 3 to the intake manifold 2.1.
• the circulation of the supercharging air in the circuit 1 is represented by arrows.
• a charge air cooler 9 is connected in series with the main conduit 8. This cooler 9 cools the charge air by heat exchange with outside air or with engine coolant 2.
• bypass duct 10 allows the supercharging air 5 to bypass the cooler 9.
• the bypass duct 10 comprises an end 11 connected to the main duct 8 upstream of the cooler 9, at the location a junction 12 upstream.
• the duct 10 also has an end 13 connected to the main duct 8 downstream of the cooler 9, at the location of a junction 14 downstream.
• the exhaust manifold 2.2 is also connected to a recirculation duct 15 which allows recirculation of an exhaust gas portion 26 to the intake manifold 2.1.
• a first end 16 of the duct 15 is connected to the exhaust manifold 2.2, and a second end 17 of this duct 15 is connected to the duct 10, between the ends 11 and 13 of the duct 10.
• a valve 18 is mounted on this duct 15 and allows to adjust the flow of exhaust gas 26 to recirculate.
• a heat exchanger 19 is mounted on the conduit 15, downstream of the valve 18, to cool these exhaust gases.
• a selection valve 20 controlled by an on-off actuator is connected at the location of the downstream junction 14.
• This selection valve 20 interconnects, downstream of the cooler 9, the main duct 8 and the downstream end 13 of the duct 10 bypass.
• This selection valve 20 makes it possible to pass the supercharging air either into the branch duct 10 or into the cooler 9.
• the valve 20 comprises a flap 20.1 capable of rotating about its axis 20.2.
• This flap 20.1 is controlled by the on-off type actuator, so that in a first position, the flap 20.1 closes the duct 8 upstream of the junction 14 and in a second position, the shutter 20.1 closes the end 13 of the duct 10.
• the shutter 20.1 can pass indifferently from one position to another.
• a proportional type valve 21 is mounted on the main duct 8, downstream of the valve 20. More precisely, this valve 21 is mounted on the duct 8, between the valve 20 and the intake manifold 2.1. This valve 21 is controlled by a proportional actuator capable of varying the dimensions of an opening of this valve 20, so that the valve 20 passes or blocks all or part of the gas passing through.
• the valve 21 comprises a flap 21.1 rotatable about its axis 21.2 and can take all possible positions between its open position (the flap 21.1 is perpendicular to the duct 8) and its closed position (the flap 21.1 is parallel at line 8).
• the flap 21.1 can take a virtually unlimited number of positions, unlike the flap 20.1 which can take only two positions.
• the valve 21 thus makes it possible to control, in a proportional manner, the flow rate of all the gases sent to the engine 2, that is to say of the air passing through the main duct 8 and / or the bypass duct 10 as well as exhaust gases passing through the recirculation duct.
• valves 20 and 21 are preferably integrated inside one and the same housing 22 in the most compact manner possible.
• the valve 20 directs the supercharging air 5 to the cooler 9. To this end, the shutter 20.1 closes the end 13 of the bypass duct 10. Thus, the supercharging air and, if appropriate, the recirculating exhaust gases 26 are cooled by the cooler 9 and then sent to the intake manifold 2.1. The valve 21 then makes it possible to control the flow rate of the cooled gases sent to the intake manifold 2.1.
• the valve 20 directs the supercharging air 5 to the bypass duct 10. To this end, the flap 20.1 closes the main duct 8 upstream of the junction 14.
• the air 5 of supercharging and, where appropriate, the exhaust gases 26 in recirculation are sent to the intake manifold 2.1, without being cooled by the cooler 9.
• the valve 21 controls the flow of uncooled gas sent to the intake manifold 2.1.
• the valve 21 makes it possible to control, with the desired freedom, the total gas flow rate sent to the intake manifold 2.1.
• the selection valve 20 is positioned on the junction 12, between the turbocharger 3 and the cooler 9.
• the valves 20 and 21 are thus positioned inside two distinct modules, so that It is possible to adapt the circuit 1 to motor configurations 2 where the junction 14 is difficult to access.
• the flap 20.1 of the valve 20 is controlled by an on-off type actuator, so that in a first position, the flap 20.1 closes the main duct 8 downstream of the junction 12 and in a second position , the flap 20.1 closes the end 11 of the main duct 10.
• the flap 20.1 can move indifferently from one position to another.
• the valve 20 directs the supercharging air 5 to the cooler 9.
• the valve 20 closes the end 11 of the bypass duct 10.
• the charge air is cooled by the cooler 9 and sent to the intake manifold 2.1 together with a portion of the recirculated exhaust gases.
• the valve 21 then controls the total flow rate of the cooled gases sent to the intake manifold 2.1.
• the valve 20 directs the air 5 towards the bypass duct 10.
• the valve 20 closes the main duct 8 at a location downstream of the junction 12 and upstream of the cooler 9.
• the supercharging air and, if applicable, the exhaust gases are sent to the intake manifold 2.1 without being cooled by the cooler 9.
• the valve 21 then controls the total flow of the uncooled gases sent to the intake manifold 2.1.
• the valve 21 makes it possible to control, with the desired freedom, the total gas flow rate sent to the intake manifold 2.1.
• valves 20 and 21 are controlled by means of a control circuit (not shown) taking into account the operating parameters of the motor.
• a control circuit not shown
• the valve 20 directs the charge air to the cooler 9.
• the valve 20 corresponds to the least polluting operating mode of the engine
• the actuators that actuate the valves 20 and 21 are of the electric or pneumatic type.
• the on / off actuator of the valve 20 is a jack pneumatic
• the proportional actuator of the valve 21 is a DC motor.
• the recirculation duct can then be connected downstream or upstream of this air heater.
• Such a heater 25 facilitates the regeneration of a particulate filter connected to the output of the engine 2.
• the recirculation duct 15 is connected downstream of the valve 21, between this valve 21 and the intake manifold, or directly to the intake manifold 2.1. In this variant, it is possible to control the exhaust gas flow rate independently of the charge air flow rate.
• the first end 16 of the duct 15 is connected downstream of the particulate filter and the second end 17 of the duct 15 is connected upstream of the supercharging turbine 4.
• valve 20 is a double-proportional, double-flap valve for independently adjusting the flow rate of the gases passing through the bypass duct 10 and the cooler 9.

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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)

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• 2006
  • 2006-02-14 FR FR0650529A patent/FR2897393B1/fr not_active Expired - Fee Related
• 2007
  • 2007-02-12 EP EP07731602A patent/EP1984609A2/de not_active Withdrawn
  • 2007-02-12 WO PCT/FR2007/050777 patent/WO2007093729A2/fr not_active Ceased

Non-Patent Citations (1)

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