EP3141733A1 - Motorantriebsanlage, die eine leitung zur nicht abgekühlten umwälzung von abgasen umfasst, und entsprechendes verfahren - Google Patents

Motorantriebsanlage, die eine leitung zur nicht abgekühlten umwälzung von abgasen umfasst, und entsprechendes verfahren Download PDF

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Publication number
EP3141733A1
EP3141733A1 EP16188478.8A EP16188478A EP3141733A1 EP 3141733 A1 EP3141733 A1 EP 3141733A1 EP 16188478 A EP16188478 A EP 16188478A EP 3141733 A1 EP3141733 A1 EP 3141733A1
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EP
European Patent Office
Prior art keywords
recirculation
exhaust gas
heat exchanger
duct
exhaust
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP16188478.8A
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English (en)
French (fr)
Other versions
EP3141733B1 (de
Inventor
Laurent Germes
Maxime Dubarry
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Renault SAS
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Renault SAS
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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
    • 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
    • F02M26/24—Layout, e.g. schematics with two or more coolers
    • 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
    • F02M26/28—Layout, e.g. schematics with liquid-cooled heat exchangers
    • 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
    • F02M26/37—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with temporary storage of recirculated exhaust gas

Definitions

  • the invention also relates to a method of implementing the powertrain produced according to the teachings of the invention.
  • the engine does not require any cooling.
  • exhaust gas treatment systems such as catalysts
  • exhaust gas treatment systems only start to act on compounds polluting exhaust gases when they are heated above an activation temperature.
  • the exhaust gas is not hot enough to quickly activate such exhaust gas treatment systems. A faster heating of the engine, and consequently of the exhaust gases, would make it possible to significantly reduce the pollutant emissions of the engine.
  • the invention proposes a powertrain of the type described above, characterized in that the exhaust gas recirculation circuit comprises a third recirculation duct which connects the exhaust duct with the intake duct in parallel with the first exchanger. of heat and in parallel with the second heat exchanger.
  • the invention also relates to a method of implementing the powertrain produced according to the teachings of the invention, characterized in that it comprises a first step of heating the engine which consists of recirculating an exhaust gas flow only via the third recirculation line.
  • upstream and downstream will be used as a function of the direction of flow of the fluid streams, and in particular of the exhaust gas.
  • FIG. 1 to 4 a power unit 10 made according to a first embodiment of the invention. It is a powertrain for a motor vehicle.
  • the powertrain 10 comprises an internal combustion engine 12, for example a Diesel type engine.
  • the engine 12 comprises a plurality of combustion chambers which are supplied with air by an intake duct 14.
  • the intake duct 14 comprises an upstream filter 16 which prevents the passage of impurities liable to foul the motor 12.
  • a compressor 18 is interposed in the inlet duct 14 downstream of the filter 16.
  • the compressed air, superheated through its passage in the compressor 18, is capable of being cooled by a cooler 20 which is arranged in the inlet duct 14, downstream of the compressor 18.
  • the air flow which supplies the motor 12 is controlled by a valve 22, for example a butterfly valve, which is interposed in the inlet duct 14, downstream of the cooler 20.
  • the powertrain also includes an exhaust duct 24 which is intended to evacuate the exhaust gases produced by the combustion of fuel in the combustion chambers to the free air.
  • a turbine 26 is interposed in the exhaust pipe 24. This turbine 26 is mechanically linked to the air compressor 18, all forming a turbocharger 28.
  • the exhaust duct 24 is equipped with several depollution devices.
  • a first depollution device is formed by a catalyst 30 which is interposed in the exhaust pipe 24 downstream of the turbine 26.
  • the catalyst 30 allows for example the removal of carbon monoxide (CO) and / or unburned hydrocarbons (HC) present in the exhaust gas.
  • CO carbon monoxide
  • HC unburned hydrocarbons
  • a second depollution device is formed by a particulate filter 32.
  • the particulate filter 32 filters the exhaust gases to retain carbonaceous particles from the combustion.
  • the particulate filter 32 is arranged downstream of the catalyst 30 so that the catalyst 30 can benefit from the heat of the exhaust gas for its heating.
  • the powertrain unit is furthermore equipped with an exhaust gas recirculation circuit 34.
  • an exhaust gas recirculation circuit 34 Such a device is intended to inject a portion of the exhaust gas, called “recirculated” exhaust gas, into the intake air.
  • the combustion chambers are fed with a mixture of fresh air and recirculated exhaust gas.
  • NOx nitrogen oxides
  • the recirculation circuit 34 comprises a first exhaust gas recirculation duct 36 which connects the exhaust duct 24 with the intake duct 14. More particularly, the recirculated exhaust gases are taken upstream of the turbine 26, as close as possible to an outlet orifice of the engine 12. The recirculated exhaust gases are injected into the intake duct 14 downstream of the engine. valve 22 for controlling the air flow.
  • First permanent cooling means are interposed in this first recirculation pipe 36. These first cooling means are intended to cool the recirculated exhaust gas flowing in said first recirculation pipe 36 so that they have a temperature optimal for lowering the production of nitrogen oxides (NOx) during combustion.
  • NOx nitrogen oxides
  • the first permanent cooling means are formed by a first heat exchanger 38 comprising a cooling circuit (not shown) in which circulates a heat transfer fluid. Part of the heat of the recirculated exhaust stream flowing in the first recirculation pipe 36 is thus transferred to said heat transfer liquid.
  • the recirculation circuit 34 also comprises a second recirculation duct 40 which connects the exhaust duct 24 with the intake duct 14 in parallel with the first recirculation duct 36, and more particularly in parallel with the first heat exchanger 38. .
  • a second heat exchanger 42 is interposed in this second recirculation pipe 40.
  • This is a heat exchanger 42 comprising a circuit 43 for lubricating fluid in which flows a flow of lubricating fluid from the engine 12.
  • a circuit 43 for lubricating fluid for lubricating fluid in which flows a flow of lubricating fluid from the engine 12.
  • the lubricating fluid is here formed by oil.
  • This oil is intended to lubricate the moving mechanical elements of the engine 12 such as the crankshaft, connecting rods, pistons, etc.
  • part of the heat of the recirculated exhaust gas present in the second recirculation line 40 is transferred to the lubricating fluid.
  • this reduces the heating time of the lubricating fluid during a cold start.
  • the lubricating fluid must indeed be heated beyond an optimum temperature to reduce the friction of the moving parts of the engine 12, and thus reduce fuel consumption.
  • This second heat exchanger 42 whose function is to take heat from the recirculated exhaust gas forms therefore a means of permanently cooling the recirculated exhaust gas.
  • the recirculation circuit 34 further comprises a third recirculation line 44 which connects the exhaust duct 24 with the intake duct 14 in parallel with the first two ducts 36, 40 for recirculation. More particularly, this third recirculation line 44 makes it possible to bypass simultaneously the first heat exchanger 38 and the second heat exchanger 42.
  • This third recirculation pipe 44 is devoid of permanent cooling means, and it is more particularly devoid of heat exchanger. Thus, the recirculated exhaust gas flowing in this third pipe 44 for recirculation is not cooled.
  • the normal heat losses through the walls of the third recirculation pipe 44 are considered negligible, but it may be provided to thermally isolate the third recirculation pipe 44 to further improve the efficiency of the process which will be described later.
  • the recirculation circuit 34 also comprises means for selectively controlling the passage of the recirculated exhaust gas stream in each of the recirculation lines 36, 40, 44. These control means are automatically controlled by an electronic control unit (not shown).
  • each of the three recirculation lines 36, 40, 44 is equipped with an associated selection valve 46, 48, 50.
  • the first recirculation line 36 comprises a first selection valve 46
  • the second recirculation line 40 comprises a second selection valve 38
  • the third recirculation line 44 comprises a third selection valve 50.
  • This is for example butterfly type valves.
  • Each of the valves 46, 48, 50 of selection is controlled between a closed position in which the passage of recirculated exhaust gas is totally prohibited, and an open position in which the flow of recirculated exhaust gas is allowed to pass.
  • the selection valves are replaced by a single four-way valve which makes it possible to control the passage of the recirculated exhaust gases selectively towards one of the three recirculation ducts.
  • valve 52 EGR a control valve, called valve 52 EGR.
  • This valve 52 EGR is arranged in the recirculation circuit 34, downstream of a junction of three recirculation lines 36, 40, 44, and upstream of the connection of the recirculation circuit 34 with the inlet duct 14. This is for example a butterfly type valve.
  • a second embodiment of the invention has been shown to Figures 5 to 8 .
  • the only difference between the powertrain produced according to this second embodiment with respect to the first embodiment lies in the heat exchanger which is interposed in the second recirculation pipe 40.
  • the heat exchanger which is interposed in the second recirculation pipe 40.
  • heat exchanger 42 of the first embodiment is replaced by a heat exchanger 54 which comprises, in addition to the circuit 43 of lubricating fluid, a circuit 56 for cooling the lubricating fluid.
  • the circuit 56 for cooling the lubricating fluid is independent of the cooling circuit of the first heat exchanger 38. Indeed, the optimum temperature of the recirculated exhaust gas is different from the optimum temperature of the lubricating fluid, these two temperatures must therefore be independently controllable.
  • the heat exchanger 54 thus makes it possible simultaneously to transfer the heat of the recirculated exhaust gas to the lubricating fluid and to the cooling fluid.
  • the heat exchanger 54 also makes it possible to transfer the heat from the lubricating fluid to the lubricating fluid, especially when the lubricating fluid has reached its optimum temperature and that no recirculated exhaust gas flows through the second conduit. 40 recirculation.
  • the heat exchanger 54 thus equipped with the cooling circuit 56 makes it possible to replace a lubricating fluid cooler which is traditionally arranged in the lubrication fluid circuit in order to maintain the lubricating fluid at an optimum operating temperature.
  • the recirculation circuit 34 is controlled so as to recirculate an exhaust gas flow only via the third pipe 44 recirculation.
  • the first and second selection valves 46 and 48 are controlled in the closed position while the third selection valve 50 is controlled in the open position.
  • the recirculated exhaust gas is not cooled before being injected into the intake duct 14. This allows the engine temperature to be increased quickly in order to start the aftertreatment of the exhaust gases more quickly.
  • the exhaust gas is still relatively cold compared to the "hot" operation of the engine 12.
  • the lack of cooling of the recirculated exhaust gas does not cause an exceptional production of nitrogen oxides (NOx).
  • This first step “E1" of heating is useful only when the temperature of the motor 12 is lower than a predetermined temperature of cold start.
  • the first step “E1” is triggered when the temperature of the motor 12 is lower than said determined temperature.
  • the process starts directly at the second step "E2".
  • the temperature of the motor 12 it will be possible, for example, to arrange a sensor for measuring the temperature of a metal element of the motor 12, or else to measure the temperature of an engine cooling fluid.
  • the temperature of the engine 12 is estimated as a function of the engine stopping time and possibly as a function of the ambient air temperature.
  • this second step "E2" for heating the lubricating fluid consists in admitting recirculated exhaust gas into the second heat exchanger 42, 54.
  • the recirculation circuit 34 is controlled so that the flow of recirculated exhaust gas circulates only in the second recirculation pipe 40. More particularly, the first and third selection valves 46 and 50 are controlled in the closed position while the second selection valve 48 is controlled in the open position.
  • This second step "E2" makes it possible to take advantage of the heat of the recirculated exhaust gases to heat the lubricating fluid. This accelerates the rise in temperature of the lubricating fluid to its optimum temperature.
  • this second step "E2" also makes it possible to take advantage of the heat of the recirculated exhaust gas to accelerate the rise in temperature of the cooling fluid to an optimum cooling temperature of the lubricating fluid.
  • the exhaust gas becomes too hot to be recirculated without cooling. Combustion of the fuel in the combustion chambers of the engine 12 may then produce an amount of nitrogen oxides (NOx) higher than the standards in force. It then becomes necessary to engage a third step "E3" for cooling the recirculated exhaust gas, which consists of recirculating the exhaust gases only via the first recirculation pipe 36, as shown in FIGS. figures 3 and 7 .
  • the recirculated exhaust gas is thus optimally cooled by the first heat exchanger 38.
  • This third step "E3" is for example triggered when the temperature of the exhaust gas exceeds a determined threshold, or when the engine 12 operates for a predetermined time.
  • this third step "E3" can be triggered before the lubricating fluid has reached its optimum temperature.
  • the second and third selection valves 48 and 50 are controlled in the closed position while the first selection valve 46 is controlled in the open position.
  • Representatives figures 4 and 8 an alternative embodiment of the second step "E2" for heating the lubricating fluid.
  • recirculated exhaust gas is initially admitted into the second recirculation pipe 40.
  • the first and third selection valves 46 and 50 are controlled in the closed position while the second selection valve 48 is controlled in the open position.
  • the recirculated exhaust stream is interrupted as soon as the second recirculation pipe 40 is filled with hot recirculated exhaust gas.
  • the second selection valve 48 is thus closed in order to trap the hot exhaust gases in the second recirculation pipe 40, and more particularly in the second heat exchanger 42, 54.
  • the flow of exhaust gas is recirculated only in the third recirculation pipe 44 to participate in the heating of the engine 12 while the stagnant exhaust gas trapped in the second recirculation pipe 40 warms the lubricating fluid via the exchanger 42, 54 of heat.
  • the second stage "E2" is regularly repeated in order to replace the cooled exhaust gases after transferring their heat to the lubricating fluid by hot recirculated exhaust gases. .
  • This second method advantageously makes it possible to continue heating the engine while heating the lubricating fluid.
  • the power unit 10 made according to any one of the embodiments advantageously allows the engine 12 to be warmed up quickly and then to heat the lubricating fluid during a period of temperature rise of the exhaust gases during a cold start.
  • the rapid heating of the engine 12 has the advantage of allowing a faster temperature rise of the exhaust gas. This allows in particular an early activation of the catalyst which reaches its activation temperature more rapidly.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
EP16188478.8A 2015-09-14 2016-09-13 Motorantriebsanlage, die eine leitung zur nicht abgekühlten umwälzung von abgasen umfasst, und entsprechendes verfahren Active EP3141733B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1570037A FR3041038A1 (fr) 2015-09-14 2015-09-14 Groupe motopropulseur comportant une conduite de recirculation des gaz d'echappement non refroidie et precede associe

Publications (2)

Publication Number Publication Date
EP3141733A1 true EP3141733A1 (de) 2017-03-15
EP3141733B1 EP3141733B1 (de) 2019-05-29

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EP16188478.8A Active EP3141733B1 (de) 2015-09-14 2016-09-13 Motorantriebsanlage, die eine leitung zur nicht abgekühlten umwälzung von abgasen umfasst, und entsprechendes verfahren

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EP (1) EP3141733B1 (de)
FR (1) FR3041038A1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023273567A1 (zh) * 2021-06-30 2023-01-05 中国第一汽车股份有限公司 发动机废气再循环系统及控制方法

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005337141A (ja) * 2004-05-27 2005-12-08 Toyota Motor Corp 排気還流装置
GB2480824A (en) * 2010-06-01 2011-12-07 Gm Global Tech Operations Inc Internal combustion engine with an exhaust gas recirculation system having a bypass conduit
US20150176445A1 (en) * 2013-12-20 2015-06-25 Hyundai Motor Company Apparatus for adjusting temperature of oil for vehicle and method for controlling the apparatus

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20110046089A (ko) * 2009-10-28 2011-05-04 현대자동차주식회사 배기열 회수 장치

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005337141A (ja) * 2004-05-27 2005-12-08 Toyota Motor Corp 排気還流装置
GB2480824A (en) * 2010-06-01 2011-12-07 Gm Global Tech Operations Inc Internal combustion engine with an exhaust gas recirculation system having a bypass conduit
US20150176445A1 (en) * 2013-12-20 2015-06-25 Hyundai Motor Company Apparatus for adjusting temperature of oil for vehicle and method for controlling the apparatus

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023273567A1 (zh) * 2021-06-30 2023-01-05 中国第一汽车股份有限公司 发动机废气再循环系统及控制方法

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Publication number Publication date
FR3041038A1 (fr) 2017-03-17
EP3141733B1 (de) 2019-05-29

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