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
  • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
  • F02B39/02—Drives of pumps; Varying pump drive gear ratio
  • F02B39/12—Drives characterised by use of couplings or clutches therein
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
  • B60H1/00—Heating, cooling or ventilating [HVAC] devices
  • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
  • B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
  • B60H1/18—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the air being heated from the plant exhaust gases
  • B60H1/20—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the air being heated from the plant exhaust gases using an intermediate heat-transferring medium
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
  • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
  • F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
• • 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
  • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
  • F02B33/32—Engines with pumps other than of reciprocating-piston type
  • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
• • 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
  • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
  • F02B39/02—Drives of pumps; Varying pump drive gear ratio
  • F02B39/04—Mechanical drives; Variable-gear-ratio drives
  • F02B39/06—Mechanical drives; Variable-gear-ratio drives the engine torque being divided by a differential gear for driving a pump and the engine output shaft
• • 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
  • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
  • F02B39/02—Drives of pumps; Varying pump drive gear ratio
  • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
  • F02B39/085—Non-mechanical drives, e.g. fluid drives having variable gear ratio the fluid drive using expansion of fluids other than exhaust gases, e.g. a Rankine cycle
• • 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
  • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
  • F02M25/022—Adding fuel and water emulsion, water or steam
  • F02M25/025—Adding water
  • F02M25/03—Adding water into the cylinder or the pre-combustion chamber
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
  • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
  • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
  • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
  • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
  • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
• • 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
  • F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
• • 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 internal combustion engines and in particular the optimization of the energy efficiency of an internal combustion engine of a motor vehicle.
• a first supercharging solution consists in placing a positive displacement compressor in the intake duct.
• the compressor is driven by the crankshaft of the engine via a belt.
• Such a compressor provides a large boost pressure at low engine speeds with a reduced response time during load changes.
• a second supercharging solution is to use a turbocharger.
• the turbocharger has an expansion turbine driven in rotation by the exhaust gas.
• the expansion turbine rotates a compression turbine of the intake air. Exhaust gas energy is thus recovered to increase the intake pressure.
• Document FR-2,500,536 describes an internal combustion engine equipped with a positive displacement compressor.
• the output shaft of the engine is coupled to a first pulley via a first controlled clutch.
• the first pulley drives a second pulley through a belt.
• the second pulley is coupled to a drive shaft of the positive displacement compressor via a second controlled clutch.
• the internal combustion engine is further provided with a Rankine cycle circuit.
• the Rankine cycle circuit comprises a heat exchange boiler traversed by the exhaust gases of the internal combustion engine. Another heat transfer fluid circuit passes through the boiler. The heat transfer fluid enters in liquid form into the boiler and is vaporized by the heat provided by the exhaust gas. The vaporized heat transfer fluid drives a rotating turbine. The coolant passing through the circuit is also heated on the one hand by the engine coolant and on the other hand by the engine oil.
• the turbine is coupled to a third pulley via a third controlled clutch. The third pulley drives a fourth pulley in rotation through a belt. The fourth pulley is coupled to the engine output shaft via a fourth controlled clutch, so that the turbine can transmit motor torque to the output shaft.
• Such a motor has drawbacks.
• This engine involves a large number of mechanical components on its manufacturing cost and increasing the volume occupied in the engine compartment.
• such an engine requires managing the control of several clutches without optimizing combustion during the entire operating cycle of the engine.
• the heat transfer fluid circuit is relatively complex and bulky.
• the positioning of the boiler in the exhaust system is not optimized and such a motor is capable of emitting large quantities of nitrogen oxides.
• the invention aims to solve one or more of these disadvantages.
• the invention thus relates to an internal combustion engine, comprising:
• a compressor having an input shaft adapted to increase the air pressure in the intake circuit when its input shaft is rotated;
• a Rankine cycle circuit provided with an evaporator in thermal contact with the exhaust circuit and provided with an expansion member driven by gas from the evaporator,
• said selective coupling means comprise first and second freewheels mounted on the input shaft of the compressor.
• the motor comprises an intermediate shaft, the intermediate shaft and the input shaft of the compressor respectively forming the driving shaft and the driven shaft of the first freewheel, the intermediate shaft being rotated by the output shaft of the motor.
• the intermediate shaft is coupled to the output shaft of the motor via an electromagnetic clutch.
• the expansion member is a turbine.
• the expansion member comprises an output shaft, this output shaft and the input shaft of the compressor respectively forming the driving shaft and the driven shaft of the second freewheel.
• the exhaust circuit comprises a pollution control member disposed in the flow of the exhaust gas, and wherein the evaporator is disposed in thermal contact with the exhaust circuit downstream of the exhaust gas. depollution body.
• the Rankine cycle circuit comprises a pump supplying the evaporator with liquid to vaporize and a condenser connected between the pump and the expansion member.
• the engine comprises an exhaust gas recirculation circuit connecting the exhaust circuit to the intake circuit, the exhaust gas recirculation circuit opening into the exhaust circuit in downstream of the thermal contact between the evaporator and the exhaust circuit.
• the air intake circuit passes through a cooling radiator disposed downstream of the compressor.
• the invention also relates to a motor vehicle comprising a motor as described above and a ventilation circuit of the passenger compartment, the engine comprising a valve putting an output of the detent member selectively in communication with the condenser or with a heat exchanger in contact with the aeration circuit.
• FIG. 1 schematically illustrates an internal combustion engine according to a first embodiment of the invention
• FIG. 2 schematically illustrates an internal combustion engine according to a second embodiment of the invention
• FIG. 3 schematically illustrates an internal combustion engine according to a third embodiment of the invention.
• the invention provides an internal combustion engine comprising a compressor and a Rankine cycle circuit provided with an evaporator in thermal contact with the exhaust circuit.
• the motor output shaft can selectively be coupled or uncoupled from the input shaft of the compressor.
• the Rankine cycle circuit has an expansion member driven by gas from the evaporator.
• the detent member may selectively be coupled or uncoupled from the input shaft of the compressor.
• the invention makes it possible in practice to increase the energy efficiency of the engine by reducing the loads on its output shaft.
• the invention makes it possible to reduce the number of mechanical components by reducing the number of clutches required, thereby also reducing the complexity of the control of these clutches.
• FIG. 1 illustrates more specifically a first embodiment of an internal combustion engine 1 according to the invention.
• the engine 1 comprises a motor unit 2 in which opens an intake circuit 3 of combustion air and out of which a exhaust circuit 6 of combustion gas.
• the engine 1 comprises a compressor 4 mounted in the intake circuit 3.
• the compressor 4 comprises an input shaft 41. When the input shaft 41 is rotated, the compressor 4 increases the air pressure in the intake circuit 3.
• the compressor 4 may for example be designed as a supercharger, turbine or scroll compressor.
• the input shaft 41 has two ends on which first and second selective coupling means 42 and 44 are mounted.
• the intake circuit 3 opens into a combustion chamber of the engine block 2.
• the combustion chamber communicates with the exhaust circuit 6.
• the exhaust circuit 6 is in thermal contact with an evaporator 71 of a Rankine cycle circuit 7.
• a heat exchanger can thus be mounted in the exhaust circuit 6 in order to transfer heat energy to the evaporator 71.
• the Rankine cycle circuit 7 further comprises an expansion device 72 driven by gas from the evaporator 71.
• the expansion member 72 may be embodied in the form of a turbine or a volumetric expansion device known in itself to those skilled in the art.
• the expansion member 72 has an output shaft 75 coupled to the coupling means 44.
• the coupling means 44 thus selectively couples the output shaft 75 and the input shaft 41.
• the engine block 2 has an output shaft 21, typically formed of the crankshaft of a piston engine.
• the output shaft 21 is coupled to the coupling means 42.
• the coupling means 42 selectively couple the output shaft 21 and the input shaft 41.
• the energy supplied by the expansion member 72 is recovered to compress the combustion gas at the inlet instead of applying a motor torque on the output shaft 21.
• the loop circuit Rankine 7 does not generate pressure drop in the exhaust system 6, which is favorable to the energy efficiency of the engine.
• the resisting torque on the output shaft 21 can be reduced by uncoupling the shafts 75 and 41: especially when the engine block 2 is cold, the circuit 7 does not generate enough energy and insufficient drive torque is generated at the shaft 75.
• the shafts 75 and 41 are advantageously uncoupled to reduce the resistive torque on the output shaft 21.
• the shafts 21 and 41 are advantageously coupled so that an overpressure is generated by the compressor 4 in the intake circuit 3.
• the resisting torque on the output shaft 21 can also be reduced by uncoupling the shafts 21 and 41, especially when the engine block 2 is hot.
• the circuit 7 then generates enough energy and a sufficient drive torque is generated at the shaft 75.
• the shafts 21 and 41 are advantageously uncoupled to reduce the resistive torque on the shaft 21.
• the shafts 41 and 75 are advantageously coupled so that an overpressure is generated by the compressor 4 in the intake circuit 3.
• the resisting torque on the output shaft 21 can be further reduced by coupling the shafts 21, 41 and 75, especially during an intermediate phase of temperature rise of the engine block 2 or in all cases where the torque of drive generated at the shaft 75 does not allow to obtain a sufficient overpressure at the compressor 4.
• the torques applied by the shafts 21 and 75 on the shaft 41 are cumulative: the resisting torque on the 21 is then reduced (due to the torque provided by the shaft 75) and the overpressure generated at the intake by the compressor 4 is sufficient.
• a high supply overpressure is thus generated for a partial load of the engine, which promotes its energy efficiency and the reduction of polluting emissions.
• the invention is particularly advantageous in stratified direct injection engines.
• the shaft 75 forms the driving shaft of the second freewheel.
• the shaft 41 forms the driven shaft of the second freewheel.
• the engine 1 comprises an intermediate shaft 45 forming the driving shaft of the first freewheel.
• the shaft 41 forms the driven shaft of the first freewheel.
• the intermediate shaft 45 is rotated by the output shaft 21, via a pulley 43, a belt 24, a pulley 23 and an electromagnetic clutch 22.
• the electromagnetic clutch 22 eliminates the resisting torque pulleys 23 and 43, the belt 24 and the intermediate shaft 45, especially when the torque generated on the shaft 75 is sufficient.
• the Rankine loop circuit 7 forms a closed circuit. A two-phase Rankine loop is produced using a heat transfer fluid in a manner known per se.
• the Rankine loop circuit 7 comprises the evaporator 71 supplying the vaporized gas to the expansion member 72.
• the output of the expansion member 72 is connected in a manner known per se to a condenser 73, liquefying the fluid coming from the expansion member 72.
• the outlet of the condenser 73 is connected to an inlet of the vaporizer 71 via a pump 74 supplying the vaporizer 71 with liquefied fluid.
• the engine 1 further comprises a pollution control member 61 disposed in the flow of the exhaust gas.
• This pollution control member 61 forms a post-treatment device and may typically include a particulate filter, a carbon monoxide catalyst, a nitrogen oxide catalyst, an unburnt hydrocarbon catalyst or a carbon oxide trap. nitrogen.
• the evaporator 71 is placed in thermal contact with the exhaust circuit downstream of this pollution control member 61.
• the efficiency of the pollution control member 61 is optimal since it deals with the exhaust gases It has not been cooled by the evaporator 71.
• the evaporator 71 does not add thermal inertia that can delay the priming of the catalysts of the pollution control member 61.
• the pollution control member 61 performs exothermic reactions (oxidation of unburned hydrocarbons and carbon monoxide) whose energy is recovered by the evaporator 71.
• the engine 1 advantageously comprises a charge air cooler 5 mounted in the intake circuit 3 between the compressor 4 and the combustion chamber. A larger amount of oxidant gas can thus be introduced into the combustion chamber at each engine cycle.
• the engine 1 may include an exhaust gas recirculation circuit or EGR 8 for promoting the reduction of nitrogen oxide emissions.
• the EGR circuit 8 connects the exhaust circuit 6 to the intake circuit 3 via a valve 81.
• the EGR conduit 8 opens into the exhaust circuit 6 downstream of the thermal contact between the evaporator 71 and the exhaust circuit 6.
• the exhaust gas passing through the EGR circuit 8 is cooled by the evaporator, which makes it possible not to mount a radiator of dedicated cooling in the EGR circuit 8.
• the mode illustrated embodiment corresponds to a low pressure EGR circuit, that is to say that the EGR circuit 8 is connected to the intake circuit 3 upstream of the compressor 4.
• the conduit 8 also opens downstream of the organ depollution 61, the reliability of the valve 81 is improved because it is traversed by cooled gases and cleaned.
• FIG. 2 does not include driving the compressor 4 by the output shaft 21 of the engine block 2.
• a bypass 9 for heating the air to the passenger compartment of the vehicle interacts with the Rankine loop circuit 7.
• the bypass 9 comprises a heat exchanger 92 putting in thermal contact a line 93 of the circuit 7 with a duct (not shown) of air flow to the aerators of the passenger compartment.
• the branch 9 comprises a three-way valve 91 putting the outlet of the expansion member 72 in communication selectively with the condenser 73 or with the heat exchanger 92.
• FIG. 3 does not include driving the compressor 4 by the output shaft 21 of the engine block 2.

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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)
• Engine Equipment That Uses Special Cycles (AREA)
• Supercharger (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=39748925

Family Applications (1)

Country Status (5)

Families Citing this family (22)

Family Cites Families (9)

• 2008
  • 2008-01-18 FR FR0850307A patent/FR2926598B1/fr not_active Expired - Fee Related
• 2009
  • 2009-01-15 US US12/812,669 patent/US20100282221A1/en not_active Abandoned
  • 2009-01-15 EP EP09704671A patent/EP2229513A2/de not_active Withdrawn
  • 2009-01-15 WO PCT/FR2009/050058 patent/WO2009092969A2/fr active Application Filing
  • 2009-01-15 CN CN200980102480XA patent/CN101965441B/zh not_active Expired - Fee Related

Non-Patent Citations (1)

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