Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/021—Introducing corrections for particular conditions exterior to the engine
  • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
  • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
  • F02D41/0245—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by increasing temperature of the exhaust gas leaving the engine
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
  • F02P5/00—Advancing or retarding ignition; Control therefor
  • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
  • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
  • F02P5/15—Digital data processing
• • 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
• • 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
  • 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
  • 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
  • F02B33/40—Engines with pumps other than of reciprocating-piston type with rotary pumps of non-positive-displacement type
• • 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
  • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
• • 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
  • F02B37/12—Control of the pumps
  • F02B37/16—Control of the pumps by bypassing charging air
  • F02B37/162—Control of the pumps by bypassing charging air by bypassing, e.g. partially, intake air from pump inlet to pump outlet
• • 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
  • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
  • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/0002—Controlling intake air
  • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/021—Introducing corrections for particular conditions exterior to the engine
  • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
  • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
  • F02D41/0255—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus to accelerate the warming-up of the exhaust gas treating apparatus at engine start
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
  • F02P5/00—Advancing or retarding ignition; Control therefor
  • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
  • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
  • F02P5/15—Digital data processing
  • F02P5/1502—Digital data processing using one central computing unit
  • F02P5/1504—Digital data processing using one central computing unit with particular means during a transient phase, e.g. acceleration, deceleration, gear change
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
  • F02P5/00—Advancing or retarding ignition; Control therefor
  • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
  • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
  • F02P5/15—Digital data processing
  • F02P5/1502—Digital data processing using one central computing unit
  • F02P5/1506—Digital data processing using one central computing unit with particular means during starting
• • 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
  • F02B37/12—Control of the pumps
  • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2250/00—Engine control related to specific problems or objectives
  • F02D2250/18—Control of the engine output torque
  • F02D2250/22—Control of the engine output torque by keeping a torque reserve, i.e. with temporarily reduced drive train or engine efficiency
• • 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
• • 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
  • Y02T10/40—Engine management systems

Definitions

• the present invention relates to the field of spark ignition engines, and more particularly an assembly for a motor vehicle engine comprising an air intake system and an electric compressor configured to increase the degradation of the ignition advance.
• spark-ignition engines In cold starts, spark-ignition engines generate more pollutant emissions, such as unburned hydrocarbons, carbon monoxide or nitrogen oxides (NOx), due in particular to the combustion at lower temperatures, condensation fuel and local extinguishing of the flame on the cold walls, which do not succeed in being post-treated by the catalyst, whose action only starts at about 350 ° C.
• pollutant emissions such as unburned hydrocarbons, carbon monoxide or nitrogen oxides (NOx)
• the current solution on gasoline engines is to degrade the ignition timing, and to compensate this degradation by increasing the amount of air admitted, in order to achieve the desired engine torque by the driver.
• turbocharger can manifest a certain response time (turbo-lag according to the English terminology), time lapse where the enthalpy of the exhaust gas is not yet enough to turn the turbocharger turbine at the ideal rate.
• one solution is to reduce the ignition advance degradation.
• This reduction in ignition advance degradation makes it possible to increase the effective torque, while waiting for the quantity of air to be sufficient to allow advance degradation.
• This reduction in degradation is a brake on the generation of high temperature exhaust required for the proper treatment of unburnt. This solution results in high pollutant emissions.
• the present invention therefore aims to overcome one or more of the disadvantages of the prior art systems by proposing a set for a thermal engine comprising an electric compressor to improve both the polluting emissions and the fuel consumption at the same time.
• a set for a thermal engine comprising an electric compressor to improve both the polluting emissions and the fuel consumption at the same time.
• the present invention proposes an assembly comprising: an intake duct extending between an air inlet and a heat engine, a heat engine, an electric compressor disposed on the intake duct upstream of the heat engine, the electric compressor being configured to allow to degrade the ignition advance during a transient phase.
• the electric compressor is equipped with a variable reluctance motor.
• the assembly comprises at least one valve, disposed upstream of the heat engine and downstream of the electric compressor, regulating the flow of air admitted into the engine.
• the electric compressor is integrated in a bypass circuit comprising a bypass means configured to direct the intake air through the electric compressor during a transient phase.
• the assembly comprises a heat exchanger disposed on the intake duct.
• the electric compressor is disposed upstream of the heat exchanger, and upstream of the valve.
• the electric compressor and the valve are arranged upstream of the heat exchanger.
• the invention also relates to a method for controlling an assembly according to the invention, comprising, during a transitional phase: a step of activation of the electric compressor, a step of circulation of the air admitted through the electric compressor. a step of deterioration of the ignition advance.
• the method comprises a step of regulating the flow of air admitted with a valve.
• the invention also relates to the use of the assembly according to the invention for degrading the ignition advance during a transient phase.
• the transient phase is a start-up phase.
• FIG. 1 is a schematic and partial representation of an engine architecture involving an electric compressor according to the invention, according to a first variant of the invention
• FIG. 2 is a schematic and partial representation of an engine architecture involving an electric compressor according to the invention, according to a second variant of the invention,
• FIG. 3 is a representation of the results obtained during use of the device according to the invention.
• the present invention relates to an assembly comprising a heat engine, an air intake system and an electric compressor.
• an electric compressor is understood to mean an air compressor, whether volumetric or not and for example centrifugal or radial, driven by an electric motor, for the purpose of supercharging a heat engine.
• the compressor is an air supercharger.
• the electric motor of the electric compressor is a DC or AC synchronous motor, or any type of electric motor of the same type.
• the electric motor is a variable reluctance motor (also called SRM machine for Switched Reluctance Motor according to English terminology).
• the electric compressor is therefore generally activated to increase the density of the intake air.
• the electric compressor is associated with a bypass circuit (also called bypass in the English terminology) to bypass it when necessary, as described later in the description.
• the electric compressor is disposed upstream of the heat engine.
• the heat engine has a two-stage operation.
• the heat engine has a four-stroke operation.
• the assembly according to the invention comprises at least one catalyst disposed at the output of the heat engine, on the exhaust line. According to one embodiment of the invention, the assembly comprises several catalysts.
• the use of the electric compressor is during the transient phases of use of the engine.
• the electric compressor This makes it possible to increase the flow rate, of fresh air admitted, more quickly, which limits the increase of the yield in advance.
• This limitation of the increase of the feed efficiency gives rise to further deterioration in advance, and therefore generates more exhaust temperature.
• the exhaust temperature rises faster, and the catalyst temperature also.
• the use of the electric compressor has the advantage of reducing the heating time of the engine. This makes it possible to reduce the use of precious metals on the catalyst and to be able to limit its thermal stresses by installing it further in the exhaust line. The use of the electric compressor thus makes it possible to reduce the polluting emissions and to respect the future homologation cycles.
• transient phase is understood to mean the phase of operation of the engine during start-up, and more specifically during warm-up of the engine (warm-up).
• the assembly 1 engine concerned by the present invention comprises a thermal engine 2 with an intake duct 4 and an electric compressor 5.
• This engine 2 comprises a motor unit 3 comprising a plurality of cylinders, four in number in the figure, intended to receive a mixture of oxidant and fuel, and for example gasoline as fuel and clean air or a mixture air / recirculating gas as the oxidant.
• the combustion in the cylinders generates the work of the engine 2.
• the operation of the engine 2 is conventional: the air is admitted into the cylinders, is compressed, burned and expelled in the form of exhaust gas.
• This engine 2 has an input connected to the intake duct 4 and an output connected to a gas exhaust circuit 10.
• the inlet 11 of the intake duct 4 defines the inlet through which the fresh air admitted enters the assembly 1 while the outlet 12 of the exhaust circuit 10 defines the outlet through which the exhaust gases are discharged. of the set 1.
• the intake duct 4 opens into an intake manifold 7 which thus forms an intake air inlet box in the combustion chamber 3 of the engine 2.
• intake duct 4 is meant the admission duct for the intake air, the flow of which is represented by the arrow Fl, this duct being situated between the air intake 11 and the engine 2.
• the intake duct 4 comprises a mechanical compressor 111 of the intake air.
• the intake duct 4 comprises a heat exchanger 6 also called charge air cooler, allowing the cooling of the intake air, and for example the air from the mechanical compressor 111.
• the heat exchanger 6 ensures a heat exchange between the intake air and the heat transfer fluid of the heat exchanger 6.
• the gases are at a temperature close to that of the fluid heat exchanger heat exchanger 6.
• This heat exchanger can be air / air or air / water.
• the intake duct 4 upstream of the intake manifold 7 of the air in the engine 2, the intake duct 4 comprises a valve 8 comprising a butterfly type shutter whose function is to regulate the air flow admitted for the regulation of the engine speed.
• This valve 8 is controlled by an engine control unit well known to those skilled in the art (also called ECU which stands for Engine Control Unit according to the English terminology), and makes it possible to regulate the amount of air introduced into the engine and necessary to combustion.
• the output of the engine 2 is formed by a manifold 9 of the exhaust gas. The latter is connected to a channel or conduit 124 for exhaust gases forming part of the gas exhaust system.
• the exhaust circuit 10 comprises a turbine 121, integral in rotation with the mechanical compressor 111 of the intake air and forming with it a turbocharger.
• the turbine 121 is driven by the exhaust gas of the exhaust path 124, whose flow is shown schematically by the arrow F2.
• the flow passes through the catalyst 122.
• the assembly 1 comprises an electric compressor 5.
• This compressor 5 is driven by a not shown electric motor whose control is for example carried out by the engine control unit.
• the electric compressor 5 is arranged in the loop of the intake duct 4.
• the electric compressor 5 is disposed upstream of the heat exchanger 6, itself disposed downstream of the valve 8 butterfly.
• the electric compressor 5 is disposed upstream of the butterfly valve 8, itself disposed upstream of the heat exchanger 6.
• the electric compressor is integrated in a branch circuit 51 (also called bypass circuit according to the English terminology) comprising a valve-type bypass means 52.
• This valve 52 is for example a butterfly valve.
• This valve 52 is for example controlled by the engine control unit.
• the branch circuit 51 in association with the bypass means 52 generally allows the intake air arriving via the intake circuit 4 to circulate through the electric compressor or to bypass it, by closing or opening the bypass means 52.
• the valve-type bypass means 52 is disposed on a first conduit 510, of the bypass circuit 51, different from that of the electric compressor 5 so that when the valve is closed the intake air is directed to the second conduit 511 where the electric compressor 5 is located.
• the admitted air circulates in the first duct 510 and does not pass through the electric compressor 5.
• the operation of the assembly according to the invention is as follows. During a transient phase, the electric compressor is activated via the engine control unit and compresses the intake air circulating in the intake duct.
• This compressed air is then sent either directly into the engine via the heat exchanger 6 and then the butterfly valve 8, either via the butterfly valve 8 and then the heat exchanger 6.
• the transient phase can then be followed by an established phase in which the assembly is controlled so that the electric compressor is not powered.
• This control method of an assembly as defined above thus allows during a transient phase, to activate the electric compressor and to compress using the latter all or part of the intake air flowing in the intake duct, which allows to increase more quickly the air flow in the engine.
• FIG. 3 illustrate the increase of the exhaust temperature as a function of the ignition advance.
• the use of the electric compressor makes it possible to obtain more air flow, which will allow iso engine torque to have more degradation in advance and therefore to increase the temperature of the exhaust gas.
• the other effect will be an increase in the flow rate of the intake air and thus the exhaust enthalpy with heating or catalysts faster.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Signal Processing (AREA)
• Physics & Mathematics (AREA)
• Thermal Sciences (AREA)
• Theoretical Computer Science (AREA)
• Supercharger (AREA)
• Exhaust Gas After Treatment (AREA)

Applications Claiming Priority (2)

Publications (1)

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ID=50424499

Family Applications (1)

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Citations (2)

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• 2013
  • 2013-12-19 FR FR1362998A patent/FR3015563A1/fr active Pending
• 2014
  • 2014-12-18 WO PCT/FR2014/053420 patent/WO2015092292A1/fr active Application Filing
  • 2014-12-18 EP EP14830823.2A patent/EP3084164A1/de active Pending
  • 2014-12-18 US US15/106,593 patent/US20160348632A1/en not_active Abandoned

Patent Citations (2)

Non-Patent Citations (1)

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