FR3003900A1 - TURBO-PRESSURE AIR-SUPPRESSING DEVICE WITH AIR-STRIPPING AND REGENERATION - Google Patents

Abstract

The turbocharger supercharger with air withdrawal and regeneration (1) for a reciprocating internal combustion engine (2) comprises a regeneration exchanger (31) in which exhaust gases expelled by said engine (2) flow. , the latter yielding their heat to other gases expelled by a centrifugal power compressor (21) before they are expanded by a power turbine (27) which rotates said compressor (21), then cooled in the regeneration exchanger (31) by yielding their heat to said gases expelled by said compressor (21).

Description

The present invention relates to a turbocharger supercharger with air withdrawal and regeneration for internal combustion engine reciprocating combustion. Turbocharger and / or volumetric supercharger is a key strategy that allows - under certain conditions of use - reduction. the fuel consumption of alternative internal combustion engines for the propulsion of motor vehicles. In particular, said supercharging makes it possible to reduce the displacement of said iso-performance engines, so as to reduce the losses by pumping and the heat losses, sometimes the friction losses. This reduction of displacement is commonly referred to as the Anglo-Saxon "downsizing". It is noted that the "downsizing" by the supercharging is applied almost systematically to automotive diesel engines, but in a more marginal way to the spark ignition engines commonly called "gasoline engines". This is explained by the fact that reducing the displacement of gasoline engines increases the load of the latter, which promotes spontaneous self-ignition of the gaseous mixture introduced into the cylinder (s). Said car. k dlammatiou is undesirable because it produces rattling that can lead to the damage or even the destruction of said gasoline engines. In the case of diesel engines, said self-ignition is, on the contrary, desired. The rattling reduces the interest of applying the "downsizing" to automotive gasoline engines. Indeed, to avoid it, I must set the volumetric ratio of said 0 engines to a relatively low value. In addition, it is necessary to delay their ignition point when operating under heavy load. These two factors degrade the efficiency of "downsized" gasoline engines both when they are used at low loads because of their low volumetric ratio, and when they are used at high loads, particularly under strong overfeeding, again as a result of their low volumetric ratio but also, because of their delayed ignition point.

Diesel engines are not used by these performance degradation factors so that they apply a high "downsizing" rate by the supercharging reduces their fuel consumption whatever the conditions of use of the vehicle they equip. Thus, if the Specific Specific Consumption of "downsized" gasoline engines increases drastically in their heavily loaded operating zones, that of "downsized" diesel engines, on the contrary, decreases. This is one of the key factors of the commercial success of supercharged diesel engines because the motor vehicles which are equipped with them have a low actual mileage consumption whatever the use that is made of said vehicles. However, despite the inc, RE: 11HiTits that have to be described, gasoline engines "downsized" by the supercharger have a reduced fuel consumption on the regulated driving cycle compared to naturally aspirated gasoline engines offering equivalent benefits in brio and power. It should be noted that the disadvantages previously described are considerably lessened if said gasoline engines have a variable compression ratio, similar to the engine of known international patents W098 / 51911, W000 / 31377, W003 / 008783 which belong to the applicant and which describe various mechanical devices for variable volumetric ratio engine. The most economical, the most efficient and consequently the most widespread means of supercharging an alternative gasoline or diesel internal combustion engine is the turbocharger, which comprises a turbine placed at the exhaust of said engine which drives in rotation a centrifugal compressor positioned at the intake of said engine. Turbochargers are distinguished from so-called volumetric compressesi - whatever their type - in that their compressor is driven not by the crankshaft of the reciprocating internal combustion engine via a mechanical transmission, but by their turbine through which the exhaust gases of said engine are expanded to produce the necessary mechanical work. Thus, the turbochargers recover some of the heat energy available in the exhaust gases of the engines to produce the work necessary to drive their centrifugal compressor. As such, in supercharged mode, it is noted that the intake pressure of petrol or diesel engines equipped with a turbocharger remains substantially equal to their exhaust pressure. This is because said turbocharger actually exploits the heat energy of the exhaust gases of said engines to supercharge the latter. The turbocharger applied to the gasoline engine, however, has serious drawbacks. In fact, the turbine placed in the exhaust causes a strong counterpressure which increases the quantity and the temperature of the trapped exhaust gases one cycle to another in the combustion chamber of said engine. The exhaust gas thus recirculated greatly increases the sensitivity to the rattling of said engine so that it is necessary to further reduce the ignition advance and / or the compression ratio to the detriment of its efficiency. Diesel engines with high efficiency, which operate in excess of air, and whose exhaust gas temperature does not exceed eight hundred and fifty to nine hundred degrees, gasoline engines have a lower efficiency, operate at stoichiometry so that the energy released by the combustion is diluted in a smaller mass of air, and expel their exhaust gases to a temperature that can rise to one thousand or fifty degrees or more. As a result, the turbine, its casing, and the manifold that connects it to the gasoline engine with noble and expensive materials, either concomitantly and over and above a certain load, must be made to cool. exhaust of said engine pr protect the various organs by over-injecting fuel into the combustion chamber of said engine, beyond the stoichiometry. The latter strategy drastically increases the fuel consumption and pollutant emissions of motor vehicles whose gasoline engine is turbocharged, especially when said engine is used under heavy loads. Unfortunately, it is this last strategy that is mostly retained by car manufacturers fttit its low cost. The disadvantages which have just been described constitute the main brakes on the downsizing of automotive gasoline engines, since the fuel mileage consumption they induce on a regulated driving cycle such as the New European Driving Cycle (JLOC) can Abnormally lower than those actually achieved by average end users because in real-world conditions, gasoline engines are usually more loaded than on the NEDC. It results from this gap a dissatisfaction of said users who feel deceived by advantageous mileage consumptions announced for their vehicle by the car manufacturer who sold them, while it is virtually impossible for them to reproduce said consumption in real driving conditions. Note that volumetric compressors with mechanical drive do not solve this problem, on the contrary, they aggravate it. Indeed, these compressors being driven by the crankshaft of the engine they supercharged, the latter must produce a large amount of power to ensure this training. It follows that at the same speed, to deliver the same power output at the crankshaft output - that is to say at the same Effective Mean Pressure - said engine must operate under an upper indicated average pressure due to the presence of said compressor, this last increasing the average frictional pressure of said engine in large proportions. Thus, the over-sensitivity to rattling caused by the additional exhaust backpressure induced by the turbocharger turbine is replaced - in the case of a mechanically driven volumetric compressor - by a knock-on oversensitivity of comparable magnitude induced by the turbocharger turbine. the upper indicated average pressure required for the mechanical drive of the positive displacement compressor, but this time, without the heat lost to the exhaust being partially recovered to drive said compressor. Thus, the use of a mechanical compressor imiuit an effective average consumption greater than that induced by the use of a turbocharger. In addition, the volumetric compressors with mechanical drive are complex, expensive, bulky and potentially noisy, the only advantage of said compressors lies in their almost instantaneous rise in pressure, which considerably reduces the response time of the supercharging and allows the In fact, the response time of the supercharging of an internal combustion engine with supercharged gasoline or diesel-fueled internal combustion remains a disadvantage for any motor vehicle which can be used to obtain the desired torque within a short period of time. If this time is too long, it is necessary to shorten the transmission transmission of the vehicle so that the engine rises more quickly and gives the required power to the wheels of said vehicle and is an acceptable delay. to preserve the driving comfort, brilliance and dynamics of the vehicle, such short reports increase fuel consumption mileage of fuel of said vehicle. We note that ciatu; In order to reduce the response time of your turbocharger, the diesel engine also has an advantage over the gasoline engine. Indeed, the diesel engine is not subject to rattling, it operates in excess of air, and its thermodynamic efficiency is high. Consequently, its exhaust gases are expelled at a lower temperature so that it is possible to equip its turbocharger with a variable geometry turbine whose temperature resistance limits are lower than those of the turbines. fixed geometry. This is why such a turbine can not be manufactured in economically acceptable conditions in the case of gasoline engines given the high temperature of their exhaust gases resulting both from their stoichiometric combustion and their lower yield. In addition, the efficiency of a variable geometry turbine is lower than that of a fixed geometry turbine. As a result, it causes higher exhaust backpressure to produce the same drive power of the centrifugal compressor. If the backpressure is acceptable on a diesel engine which promotes self-ignition of fuel at the injector outlet, it is difficult on a gasoline engine subject to rattling. Another major issue in turbocharging is the high variation in efficiency of compressors and turbines. These variations come in particular from the coupling of the volumetric machine that is an internal combustion engine with petrol or diesel internal combustion with the centrifugal machines that are the compressor and the turbine of the turbocharger. Indeed, the large power variations that characterize the use of alternative internal combustion engines in automobiles, result in high pressure and flow variations at the terminals of said compressors and said turbines.

To keep the yield acceptable, the turbochargers are thus dimensioned on the basis of an acceptable compromise between the low-end torque, the efficiency, the response time and the maximum power of the altPrr, 2tif internal combustion engines that are equipped with it. Among the main factors determining the design of turbochargers is the pumping limit of their centrifugal compressor. Pumping occurs in the low-flow operating zones of the centrifugal compressor and can lead to the destruction of the centrifugal compressor. Since the 10 alternative gasoline or diesel engines are volumetric machines, when they operate at low speed, they impose a low flow rate on the compressor, which can enter the pumping zone. This limits the specific low-speed torque available for turbocharged reciprocating internal combustion engines.

Among the solutions that make it possible to reduce the minimum speed of the reciprocating engine where the pumping limit of its centrifugal supercharging compressor is reached is the use of two turbochargers instead of one, the two compressors and the two turbines being respectively placed. serial. The first turbocharger is generally large and is called a "low pressure turbocharger" while the second is smaller and is called a "high pressure turbocharger". According to this configuration, each turbocharger works as close as possible to its optimum efficiency while remaining within the speed range of the engine that best matches its flow characteristics. Thus, the high-pressure turbocharger operates at low speeds because the pumping limit of its compressor is found at very low flow. As a result, it allows a high supercharging pressure at very low speeds, with a short response time. The low-pressure turbocharger operates at higher speeds because its compressor requires higher flow rates to remain in its best performance range. At intermediate speeds, the low-pressure and high-pressure compressors co-operate, the former precompressing the bare air supercharges the second, which gives the stage compressor system thus constituted an excellent isentropic efficiency, particularly when an intermediate cooling is effected. interposed between the two so-called compressors.

Here again, the diesel engines mark their advantage on gasoline engines. Indeed, except to be variable compression ratio or to be equipped with a negative volumetric ratio to performance, gasoline engines can not claim a specific torque as high as that accessible to diesel engines, particularly at low speed where the sensitivity to rattling of this type of engine is maximum. In addition, the two turbines connected in series or in parallel with the exhaust increase the time of temperature rise of the catalyst of post-treatment of the pollutants, this disadvantage having more consequences on the total quantity of pclivantg 4mis oar the 10 engines with gasoline only by diesel engines. Whatever the type of alternative thermal motorization it equips, the turbocharger supercharging remains expensive and cumbersome. In the current state of the art, it is preferably intended for a limited market of high performance diesel cars. We note that the "downszing" of gasoline engines is most often associated with the direct injection of gasoline called c <IDE, which allows in particular to reduce the sensitivity to rattling of this type of engine, and to avoid too much to degrade the compression ratio and the ignition advance. Combined with one or two camshaft phase shifters, the IDE also makes it possible to sweep the load of gasoline engines without the risk of emitting large quantities of hydrocarbons to the exhaust of said engines. The load sweep mainly reduces the speed at which the pumping limit of the centrifugal compressor of the turbocharger is found. Indeed, said sweeping makes it possible to make said engines more permeable by-simultaneously opening the intake and exhaust valves during a given period of time, so that in the admission phase, it is established through said engines a fresh air flow greater than that corresponding to their 0 actual displacement. This strategy makes it possible in particular to provide a larger compressor, better suited to high power, while giving the engine that is equipped with a specific high torque at low speeds. It should be noted, however, that the load sweep is only possible over a narrow speed range where the intake pressure of the engine remains greater than that found at the exhaust. It is noted that, in the automobile industry, turbochargers of which the rotating compressor-shaft-turbine assembly has the smallest moment of inertia possible so as to minimize the response time of the supercharging and the kinetic losses it induces. Keeping said assembly rotating at a relatively high speed even in the absence of a need for supercharging is also another strategy, which however leads to a significant energy consumption, because of the counterpressure to the resulting permanent additional exhaust. It is also noted that the turbochargers comprise a centrifugal compressor and a turbine whose operation and efficiency are optimal when the gas stream passing therethrough flows continuously. However, said turbochargers overfeed reciprocating engines whose gas vein pulsates in their intake and exhaust ducts. As a result of this contradiction, the efficiency of said compressor and of said turbine is degraded due, on the one hand, to variations in the constant flow rate and, on the other hand, to the difficulty of recovering the kinetic energy of the gases in the turbine. In this context, the so-called "twin-scroll" double scroll turbine casings improve the turbocharger turbines' efficiency by allowing them to better exploit the dynamic pressure generated by the exhaust gas flushes of the reciprocating engines. However, these housings are complex to achieve and expensive. It is in order to largely solve the problems that have just been described in the turbocharger supercharger of alternative internal combustion engines, that the supercharging device with turbocharger with air withdrawal and regeneration according to the invention provides - according to a first particular embodiment not envisaging the single turbocompressor - that: a turbine of 1 .1r-bocompressor no longer generates backpressure to the exhaust, .. P ri Lli increases the efficiency of the internal combustion engine alternatively equipped because on the one hand if it is a spark ignition engine, the compression ratio of the latter eligible under heavy loads can be increased as well as its advance ignition, and d ' On the other hand, irrespective of the said alternative engine, the positive work produced on the crankshaft by the boost intake pressure is no longer canceled by negative work of the same importance. by the said crankshaft to overcome the exhaust backpressure, - As a consequence of the previous point, under heavy loads, the same Effective Average Pressure is obtained with a lower air and fuel load which further reduces the rattling sensitivity of the engine. reciprocating internal combustion engine if the latter is gasoline, and which reduces - whether the engine is gasoline or diesel - the amount of fuel consumed same work produced on the crankshaft of said engine, so that the latter is a Reduced Effective Average Consumption: - As a result of the two previous points, under heavy loads, a portion of the heat energy of the exhaust gas is converted into additional mechanical work available at the output of the crankshaft of said petrol or diesel engine for the same average pressure. Effective, the total work that is transmitted by the combustion piston of the reciprocating internal combustion engine to the 2 nd ebrequin of said engine is reduced, which substantially reduces the friction losses of the latter; It is no longer necessary to over-enrich the charge of the supercharged gasoline engines, the temperature of their exhaust gas being significantly reduced compared to the state of the art because the turbocharger turbine does not generate no more exhaust backpressure; At the same pressure and supercharging rate, particularly in the case of gasoline engines, the tompéraiure gases that drive the turbine 7! No turbocharger is significantly reduced compared to the state of the art, which avoids resorting to noble materials for making said turbine as well as its housing and ducts, this making it possible to achieve said low-cost turbine with increased reliability and ciui-ability; The energy available for a turbocharger for driving the centrifugal compressor is particularly high, which makes it possible in particular to increase under high loadings the rate of re-circulated exhaust gas from the feed introduced into the cylinder or cylinders ( s) gasoline engines, and the air / fuel ratio of the charge introduced into the cylinder (s) of the diesel engines, these increases being favorable to the efficiency of said engines; - The same centrifugal compressor can provide a high intake pressure over the entire speed range of the reciprocating engine that it supercharges, staying mainly in its best efficiency range on the one hand, e far from its pumping limit of other on the other hand, so that the same said compressor greatly reduces the displacement and the average operating regime of the alternative internal combustion fuel engines according to the strategies respectively known under the Anglo-Saxon terms of "downsizing" and "downspeeding" ; The turbocharger used is larger than that which would be retained according to the state of the art of the same engine and to deliver the same power. The centrifugal compressor and the turbine of said turbocharger thus being larger, their efficiency is higher; The ability of engines with variable compression ratio to receive high boost pressures from the lowest speeds without undergoing rattling is more advantageously exploited, said engines being able to reduce their volumetric ratio at high loads to prevent said rattling while they can increase said partial load ratio to deliver the highest possible thermodynamic efficiency. According to a second embodiment with two turbochargers, the turbo charging device (c), air bleed extractor and regeneration according to the invention provides that: The response time of the supercharging device is particularly short in particular thanks to the use, on the one hand, of a specifically-sized take-off turbocharger to ensure that the petrol or diesel engine supercharges a high intake pressure from the lowest levels, and on the other hand, a power turbocharger providing said engine with a medium and high-speed intake pressure, said power turbocharger remaining constantly rotating at high speed even in the absence of any supercharging of said engine; It is no longer necessary to sweep the load of gasoline engines using camshaft phase shifters and direct fuel injection to optimize the design of the centrifugal superchargers; Both turbochargers operated at a sufficiently low temperature to be made of low cost materials, and to have excellent reliability and durability. Accordingly, the turbocharger supercharger with air withdrawal and regeneration according to the invention makes it possible to provide extremely compact alternative heat engines with high specific power and torque; - Reducing or even reducing the energy deficit of gasoline engines compared to diesel engines, which consists mainly of higher specific fuel consumption at high loads, with more competitiveness given to gasoline engines compared to diesel engines. rF-Diesel riters; As a result, the above, to reduce or even eliminate the disappointment of end-users of gasoline supercharged motor vehicles which find that in real conditions of driving, the fuel consumption kilorr: ques of their vehicle are significantly higher those advertised for the said vehicle by the manufacturer of the automobile sold to them; To reduce the fuel consumption and associated carbon dioxide emissions of motor vehicles with reciprocating internal combustion engines, whether on a regulated driving cycle, or under ordinary driving conditions, irrespective of the latter; - Improve the performance and dynamism of motor vehicles without increasing their average consumption under ordinary driving conditions; - To increase the reliability, robustness and durability of the turbo-supercharging system of said vehicles. The supercharging device turbocharger air bleed and regeneration according to the invention can be provided in the context of any application including non-automobile, using a diesel or gasoline internal combustion engine combustion whose ignition is controlled by spark or compression, whether said engine has a fixed or variable compression ratio, whether the fuel that it consumes is liquid or gaseous, and that said engine performs a 2-stroke, 4-stroke cycle, or any number of times. The other features of the present invention have been described in the description and in the dependent claims directly or indirectly dependent on the main claim.

The turbocharger supercharger with air withdrawal and regeneration, provided for an alternating internal combustion engine which comprises at least one combustion cylinder, at least one combustion piston connected to at least one crankshaft, at least one fuel filter. intake air comprising an inlet connected to an inlet of the engine and an outlet connected to an intake manifold via an inlet duct of the engine, via an intake manifold inlet duct and via a intake throttle valve, said engine also comprising at least one exhaust line which starts with an exhaust manifold extended by an exhaust manifold outlet duct which comprises a post-treatment catalyst for pollutants, said line also comprising an exhaust silencer and ending in an exhaust line exit while said engine is driven by at least one engine e EMS management "Engine Management System", includes: - At least one regeneration exchanger which comprises at least one regeneration cooling channel in which can in particular circulate exhaust gas that expels the internal combustion engine by the alternative combustion via exhaust pipe of said exhaust gas, said gas being able to relate to: Idir in contact with the internal walls of said cooling channel before reaching the exhaust line outlet, said exchanger also comprising at least one regeneration heating channel; wherein other gases which can be heated in contact with the internal walls of said heating channel can be circulated while the gases which can circulate in the regeneration cooling channel can transfer their heat to the other gases which can circulate in the heating channel. regeneration system: at least one power turbocharger comprising at least one compressor a centrifugal power compressor capable of compressing the other gases, said compressor having at least one input connected to the engine inlet inlet via an inlet duct of the power compressor while it has an output which can be connected to either intake manifold via intake manifold inlet duct. either to the regeneration heating duct, sei to both, via at least one power compressor output duct 2 - at least one power unit that includes the power turbocharger and qi can relax the other ga7 to drive rotaiiorl the compressor centrifugal power, said turbine having an input connected to the power compressor output conduit via the regeneration heating channel and then via an inlet duct of the power turbine interposed between said channel and Indite input, while said turbine comprises an outlet connected to the regeneration cooling channel via an outlet pipe of the power turbine, the other gases expelled said turbih can be cooled in contact with the internal walls of said cooling channel. The air-purging and regenerating air-purifying device according to the present invention utilizes exhaust gases expelled by the reciprocating internal combustion engine via the exhaust manifold outlet duct which are mixed at a gas mixing junction with the other gases that expel the power turbine via the output duct of the power turbine. The present invention includes exhaust gas turbocharging and regeneration, the exhaust gas circulating in the regeneration cooling channel, which is displaced in a direction substantially opposite to that of the regeneration cooling channel. according to which the other gases circulating in the regeneration heating channel are displaced while a material of a certain thickness, one of whose faces forms all or part of the internal walls of said cooling channel, also forms on its opposite face , all or part of the internal walls of said reheat channel, or vice versa The turbocharger supercharger and regenerative booster according to the present invention comprises an intake manifold inlet duct which compcJn no air cooler turbocharging device with air withdrawal and regeneration according to the feel [ivention comprises a power compressor discharge line which includes an anti-reverse power compressor discharge valve. The air intake and regeneration device of the present invention comprises a power compressor output conduit which includes a power compressor output valve. The turbocharging and air-regenerating turbocharging device according to the present invention comprises an intake duct of the power compressor and no power compressor output ducts which are interconnected by a bypass duct of the compressor. power that can be shut off by a bypass valve of the power compressor. The regeneration withdrawal turbocharger supercharger according to the present invention comprises a power compressor bypass duct which comprises a centrifugal priming compressor. The turbo charging and regenerative turbocharger according to the present invention comprises a power turbine intake duct and a power turbine output duct which are interconnected by a discharge duct. of the power turbine which can be closed by a discharge valve of the power turbine. The device of; The air-venting and regenerating compressor according to the present invention comprises a discharge duct of the power turbine which comprises at least one power clipping turbine. The turbocharging supercharger regenerative air-purging apparatus according to the present invention comprises a power compressor output duct and an exhaust manifold outlet duct which are interconnected by an air ducting duct. supercharging that can be closed by a boost air valve. The air boosting and regenerating supercharger device according to the present invention comprises a part of the intake duct 20 of the power turbine which constitutes a pre-regeneration exchanger by forming at least one preheating reheat channel. In the exchanger in which Li circulates the other gases after the latter have been expelled by the centrifugal power compressor and have then reheated in contact with the internal walls of the regeneration heating channel, said pre-exchanger also comprising at least one pre-heat exchanger cooling channel that forms a part of the exhaust manifold outlet duct and in which the exhaust gases expelled by the reciprocating internal combustion engine can be circulated, the latter gases being able to cool down The inner walls of said cooling channel are heat-exchanged with the other gases expelled by the nce. The centrifugal supercharger of the air-regenerating turbocharger supercharger according to the present invention comprises a power compressor output duct and an intake duct of the power turbine which may comprise a fuel cell. - boost pressure.

The turbocharging and air-regenerative supercharging device according to the present invention comprises an intake duct of the engine which comprises at least one take-off compressor. The regenerative air-take-up turbocharger supercharger in accordance with the present invention comprises a take-off compressor which can be engaged by at least one take-off turbine positioned on the exhaust manifold outlet conduit 10. A regenerative air-take-up turbocharger supercharger in accordance with the present invention comprises a take-off compressor which comprises an inlet and an outlet interconnected by a take-off compressor bypass duct which can be closed by a bypass valve. take off compressor.

The regenerative air-take-up turbocharger booster device according to the present invention comprises a take-off turbine which comprises an inlet and an outlet interconnected by a take-off turbine discharge duct which can be closed off slightly by means of a valve. take off turbine discharge. The regenerative air-withdrawing turbocharger supercharger in accordance with the present invention comprises an intake manifold of the power compressor and an inlet manifold inlet duct which are interconnected by an intake duct. Directly that can be closed by an inlet valve say (The air-regeneration device itatii- by turbocompressew- air withdrawal and regeneration according to the present invention comprises an intake duct of the engine and / or Lir, led of the power compressor which is (are) connected to the exhaust pipe by an exhaust gas recirculation duct which can be closed off by an exhaust gas recirculation valve. turbocharging and regenerative supercharging system according to the present invention comprises an exhaust gas recirculation duct which comprises a gas reclaimer The turbocharger supercharger regeneration regeneration device according to the present invention comprises all or part of the outer and / or inner surface of the power compressor output duct and / or the intake duct of the power turbine and / or the regeneration exchanger and / or the regeneration pre-exchanger and / or the exhaust manifold outlet conduit nt and / or the exhaust line which is covered with a screen thermal. The following description with reference to the accompanying drawings, given by way of non-limiting examples, will make it possible to better understand the invention, the characteristics that it has, and the advantages that it is likely to provide: FIG. The invention relates to the principle of the turbo supercharging device with air withdrawal and regeneration for a reciprocating internal combustion engine according to the present invention, such that it can be provided when it has only one H power booster for the sole supercharging means. Figure 2 illustrates the schematic uu principle of a variant of the supercharger turbocharger air bleed and regeneration according to the invention, said variant providing in particular a regeneration pre-exchanger and a direct intake duct. FIG. 3 illustrates the schematic diagram of a variant particularly adapted to alternative internal combustion engines intended for the automotive propulsion of the turbocharger overheating device with air withdrawal and regeneration according to the invention, said variant providing for In particular, it is shown in FIGS. 1 to 3 that the turbocharger is a turbocharging device with air withdrawal and regeneration 1 for a reciprocating internal combustion engine 2 nd turbocharging supercharger with air withdrawal and regeneration 1 is provided for a reciprocating internal combustion engine 2 which comprises at least one combustion cylinder 3, at least one combustion piston 4 connected to at least one crankshaft 5, at least one air filter 7 comprising an inlet connected to an intake inlet of the motor 51 and an outlet it is connected to an intake distributor 11 via an intake duct of the heat engine 8, via an inlet distributor inlet duct 52 and via an inlet valve 9, said engine 2 also comprising at least one line exhaust system 14 which begins with an exhaust manifold 12 extended by an exhaust manifold outlet duct 54 which comprises a pollutant aftertreatment catalyst 13, said line 14 also comprising an exhaust silencer 15 and ending with an ecclu line exit, deny 16 while said motor 2 is driven by at least one EMS 6 management computer. FIGS. 1 to 3 show that the turbocharger supercharger is regeneration 1 comprises at least one regeneration exchanger 31 which comprises at least one regeneration cooling channel 32 in which exhaust gases can be circulated and the thermal engine exhaled e with reciprocating internal combustion 2 via the exhaust manifold outlet duct 54, said gases being able to cool in contact with the internal walls of said cooling duct 32 before reaching the exhaust line outlet 16, said exchanger 31 comprising also at least one regeneration heating channel 33 in which other gases can be circulated which can be heated at the same time as the internal walls of said heating channel 33 while the gases which can circulate in the regeneration cooling channel 32 can give up their heat to the other gases that can circulate in the regeneration reheat channel 33.

According to a particular embodiment of the supercharging device according to the invention, the regeneration exchanger 31 can be fixed under a motor vehicle that can propel the reciprocating internal combustion engine 2 by means of rigid or elastic fasteners. In this context, the regeneration cooling channel 32 and / or the regeneration heating channel 33 that the regeneration exchanger 31 comprises may be connected directly or indirectly to said motor 2 by means of at least one duct and / or a decoupling flange which reduces the intensity of the movements and vibrations transmitted by said motor 2 to said exchanger 31. In addition, FIGS. 13 illustrate that the supercharger with turbocharger with air withdrawal and regeneration 1 also comprises minus 10 a power turbocharger 20 which comprises at least one centrifugal power compressor 21 capable of compressing the other gases, said compressor 21 having an inlet at least connected to the intake inlet of the engine 51 via a compressor inlet duct 19 while it has an output that can be connected to either the inlet manifold 11 via the inlet manifold inlet duct ission 52, either the regeneration heating channel 33, or both, via at least one power compressor output conduit 24, the centrifugal power compressor 21 may be axial or radial, mono, bi or multistage, consisting of any material more or less resistant to temperature and / or oxidation and be - generally - of any type known to those skilled in the art The device for overcharging p., i turbocharger draw off Regeneration air 1 further comprises at least one power turbine 27 which comprises the power turbocharger 20 el which can relax the other gases to drive in rotation the centrifugal power compressor 21, said turbine 27 having an input connected to the air duct 21. output of the regeneration reheating heat exchanger 33 wine-exchanger 33 and then via an intake duct of the power turbine 26 interposed between said channel 33 and said inlet, while that Inrr_s turbine 27 has an output 0 connected to the regeneration cooling channel 32 via an outlet duct of the power turbine 30, the other gases that expel said turbine 27 can cool in contact with the internal walls of said cooling channel 32 It should also be noted that the power turbine 27 may be axial or radial, with a fixed geometry or with a variable geometry, for example housed in a housing provided with vanes whose angular orientation may be modified by the management computer. bMb 6 by means of a pneumatic, electropneumatic, electric, hydraulic or electro-hydraulic actuator. Note that said turbine 27 may be mono, bi or multi-stage, consisting of any material more or less resistant to temperature and / or oxidation e be - in general - of any type known to man art. According to a particular embodiment of the supercharging device 1 according to nvention, the power turbine 27 can be connected to an engine-generator that can produce electricity when it is rotated by said turbine 27 or can launch it in rotation when subjected to the passage of HI electric current. As illustrated in FIGS. 1 to 3, the turbocharging and turbocharging device 1 and the regeneration 1 provide that the exhaust gas expelled by the reciprocating internal combustion engine 2 via the exhaust manifold outlet duct 54 can be mixed with the niy, lu of a gas mixture junction 53 with the other gases that expulses the power turbine 27 via the outlet duct of the power turbine 30, ndite jonctHH 53 joining said duct 54, 30 then introducing said gases thus mixed into the cooling channel 32. According to the device sL..èuentation by turbocharger air withdrawal and regeneration 1 following irivuntion, particularly exhaust gases circulating in the cooling channel regeneration 32 can move in approximately the opposite direction to the direction in which the other gases flowing in the reheat channel are moving. while a material of a certain thickness, one of the faces forming all or part of the internal purities of said cooling channel 32 also forms, on its opposite face, all or part of the internal walls of said heating channel 33, Or vice versa. It will be noted that the countercurrent regeneration exchanger 34 which results from this arrangement can be made by stacking sheets fixed together, by tube assembly, or by any other method of design and fabric, known from FIG. skilled in the art and applicable to heat exchangers. Also, the turbo supercharger with air withdrawal and regeneration device 1 according to the invention provides that the intake manifold inlet duct 52 may comprise a charge air cooler 10 which cools the air which compresses the centrifugal power compressor 21 before said air reaches the intake manifold 11, said cooler 10 may for example be of the air or air / water type. In the latter case, said water may come from a cooling circuit that may comprise the reciprocating combustion engine 2, or an independent cold water circuit. It should be noted in FIGS. 1 and 2 that the power compressor output condull 24 may comprise a power compressor output anti-return Thpet 25. Alternatively illustrated in FIG. 3, the power compressor output duct 24 may comprise a power compressor output valve 57 which can close off said outlet duct 24 and which can be kept open, closed or ajar so as to allow or not the passage of gas in said outlet duct 24, said valve 57 being able to consist of a flap, a plug, a valve or any other means known to those skilled in the art for closing or opening a conduit, said valve 57 can be controlled opening or closing by the EMS management computer 6 including by means of a pneumatic actuator, electropneumatic, electro-hydraulic electro-hydraulic actuator. According to a variant of the proviiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii bypassing the power compressor 22 which can be closed by a bypass valve of the power compressor 23 which can be kept open, closed or 0 open so as to allow or not the passage of gas in said bypass duct 22, said valve 23 which may consist of a flap, a plug, a valve or any other means known to those skilled in the art for closing or opening, said valve 23 which can be controlled in opening or closing by the EMS management computer 6 in particular 35 by means of a pneumatic, electropneumatic, electric, hydraulic or electro-hydraulic actuator.

As another variant of the air-take-up and regeneration turbocharger supercharger 1 illustrated in FIG. 1, the power compressor 22 bypass duct may comprise a centrifugal priming compressor uU which can suck gases into the engine. The intake manifold of the power compressor 19 and / or the inlet duct of the heat engine 8 to discharge them into the power compressor output duct 24 in order to rotate the centrifugal power compressor 21 and the turbine the power turbocharger 20, for example during the aging of the reciprocating internal combustion engine 2. To this end, an ignition compressor electric motor 40 can be mechanically connected to the centrifugal compressor. ignition 39, the EMS management calculator 6 can turn on said electric motor 40 so that the latter puts said compressor 39 in rotation . According to a parkuller embodiment of the supercharging device 1 according to the invention, the ignition compressor electric motor 40 can be replaced by a pneumatic or hydraulic turbine, by a mechanical transmission connected to the crankshaft 5, or by any other means. The turbocharger supercharger device with air withdrawal and regeneration 1 provides for the inlet duct of the power turbine 26 and the centrifugal element of the power turbine. 30 may be interconnected by a dui the discharge of the power turbine 28 which can be closed by discharge valve of the power turbine 29 which can be kept open, closed or ajar so as to allow or not the passage of a gas in said discharge duct 28, said valve 29 being able to consist of a shutter, a plug. a valve or any other means known to those skilled in the art for: closing or opening a conduit e said valve 29 can be controlled opening or closing by the EMS management calculator 6 using a pneumatic, electropneumatic, actuated, hydraulic or electrohydraulic actuator.

As shown in FIG. 3, the turbocharging and air-regenerating turbocharging device 1 also provides for the discharge duct of the impeller turbine 28 to comprise at least one power clutch driving turbine 48 which can drive a power clipping electricity generator 49, said turbine 28 being able to be of mono or multistage type and of volumetric or centrifugal type while said electricity generator 49 can produce direct or alternating current, at high power. or low voltage. Alternatively, the power clutch driving turbine 48 may be connected directly or indirectly by mechanical means to the crankshaft 5 to assist the alternating internal combustion engine 2. FIG. 1 shows that, an alternative embodiment of the turbocharger supercharger with air withdrawal and regeneration 1, the power compressor output duct 24 and the exhaust manifold outlet duct 54 can be interconnected by a quilting duct d supercharger air, which can be closed by a supercharger air-off valve 56 which can be kept open, closed or ajar so as to allow or not the passage of gas in said air duct; stitching 55, said valve 56 may consist of a flap, a plug, a valve or any itHle means known to those skilled in the art for closing or opening a conduit, and said valve 56 can be controlled opening or closing by the EMS management calculator 6 25 including by means of a pneumatic actuator, electropneumatique. electric, hydro-electric and electro-hydraulic. It will be noted that according to one embodiment of the supercharging device 1 according to the invention, the supercharging air tapping duct 55 may open into the exhaust manifold outlet duct 54 upstream of the post catalyst. treatment of the pollutants 13 so that the exhaust gases expelled by the internal combustion heat engine 2 are mixed with the gases leaving the booster duct 55 prior to their passage inside said catalyst 13.

As shown in FIG. 2, part of the intake duct of the power turbine 26 may constitute a regeneration pre-exchanger 35 by forming at least one pre-exchanger heating channel 37 in which the other gases can circulate after that the latter were expelled by the centrifugal power compressor 21 and then warmed in contact with the internal walls of the regeneration heating channel 33, said pre-exchanger 35 also comprising at least one pre-heat exchanger cooling channel 36 that forms a part of the exhaust manifold outlet duct 54 and in which the exhaust gases expelled by the reciprocating internal combustion engine 2 can flow, the latter gases being able to cool with respect to the internal walls of said cooling duct; 36 by yielding k: heat to the other gases expelled by the centrifugal compressor of power 2 15 According to a particular mode of realization In the supercharging device according to the invention, the other gases circulating in the pre-exchanger heating channel 37 can move in the direction approximately the opposite of the direction in which the gases circulating in the pre-heat cooling channel move. exchanger 36 while a material of a certain thickness, one of the faces forming all or part of the inner walls of said heating channel 37 also forms, on its opposite face, all or part of the internal walls of said cooling channel 6 , Or vice versa. The counter-current regeneration pre-exchanger which results from this arrangement can be made by stacking sheets fixed together, by assembling 25 tubes, or by any other method of design and manufacture known to the person skilled in the art. The art and applicabIe; 1 ;; heat exchangers.The figure also shows that the turbocharger supercharger device with air withdrawal and regeneration 1 comprises, according to a particular embodiment of .1 compressor outlet conduit. 24 and / or an intake duct of the power turbine 26 which may comprise a booster pressure tank 38. In addition, as illustrated in FIG. 3, the booster turbocharger booster The air and regeneration 1 may comprise an intake duct of the engine 8 which includes at least one takeoff compressor 42 which can suck atmospheric air or a gas, in particular via the inlet of the engine. motor 51 while said compressor 42 can be centrifugal, volumetric, vane, piston, vane, spiral or any type known to those skilled in the art, while it can be rotated by any electric, pneumatic, hydraulic or mechanical means. It will be noted in said FIG. 3 that the take-off compressor 42 can be rotated by at least one take-off turbine 45 positioned on the exhaust manifold outlet duct 54, said compressor 42 being centrifugable so as to constitute with said turbine 45 a 10 take-off turbocharger 11, and be axial or radial, mono, bi or multi-stage, consisting of any material more or less resistant to temperature and / or oxidation and be - goreral - of any type known to those skilled in the art, while it is the same for the takeoff turbine 45 which can also be housed dcï is a housing provided with blades whose angular orientation can be changed by the calculator of EMS management 6 by means of a pneumatic, electric, hydraulic or electro-hydraulic actuator. Air flow and regeneration 1 provides that the take-off compressor 42 may comprise an inlet and an outlet connected to each other by a take-off compressor bypass duct 43 which can be obtuated by a take-off compressor bypass valve 44 which may be kept open, closed or ajar so as to allow or not the passage in atmospheric air or gas in said bypass duct 43, said valve 44 may consist of a flap, a bushel, a a valve or any other means known to those skilled in the art for closing or opening a conduit, and said valve 44 can be controlled in opening or in transmission by the EMS management calculator 6 0 especially by means of a pneumatic, electropneumatic, electric, hydraulic or electro-hydraulic actuator. Similarly, the takeoff turbine 45 may comprise an inlet and an outlet connected together by a take-off turbine discharge conduit 46 which may be closed by a take-off turbine discharge valve 47 which may be open , closed or ajar so as to allow or not the passage of atmospheric air or a gas in said discharge conduit 46, said valve 47 may consist of a flap, a bushel, a valve or any other means known to those skilled in the art for closing or opening a conduit, and said valve 47 can be controlled opening or closing by the management computer EMS 6 including by means of an actuator pneumatic, electropneumatic, electric, hydn ,,,,; (ie or electro-hydraulic. FIG. 2 shows that the intake duct of the power compressor 19 and the intake manifold inlet duct 52 can be connected between them 10 by a c direct intake duct 17 which can be closed by a direct inlet valve 18 which can iv kept open, closed or ajar so as to allow or not the passage of gas in said direct inlet duct 17, said valve 18 being able to consist of a flap, a plug, rt'a valve or any medium medium known to those skilled in the art 15 for closing or opening a conduit, and said valve 18 can be driven in opening or closing by the ecommerce management EMS 6 in particular by means of a pneumatic, electropneumatic, electric, hydraulic or hydraulic elec. The turbocharger supercharger with air withdrawal and regeneration 1 may also comprise, as illustrated in FIG. 3, an intake duct of the heat engine 8 and / or an intake duct of the power compressor 19 which is are) connected to the exhaust line 4 by an exhaust gas recirculation duct 58 which can be closed off by a recirculation valve of the exhaust ga7 59 which can be maintained (FIG. ) L green, closed or ajar so as to allow or not the passage of gas in said recirculation duct 58, said valve 59 may consist of a flap, a plug, a valve or any other means known to those skilled in the art for closing or opening a conduit, and said valve 59 can be controlled opening or closing by the EMS management computer 6 including by means of a pneumatic actuator, electropneumatic , electric, hydraulic or lectrohydraulique. It will be noted in FIG. 3 that the exhaust gas recirculation duct 58 may comprise a recirculated exhaust gas cooler 60 which cools exhaust gases that flow through said duct 58 from the exhaust line 14 to the exhaust duct 14. to the duct (the admission of the heat engine 8 and / or the admission duct of compres! ', - the power 19 before said gas reaches said condul said said cooler 60 may for example be typo air / air In the latter case, the said water may come from a cooling circuit that may comprise the internal combustion engine alternatively 2, or alternatively from the independent heat exchanger. regeneration air 1 further provides that all or part of the outer surface and / or interior of the power compressor output duct 24 and / or the inlet duct of the power turbine 26 and / or the échangeu Regeneration 31 etioti regeneration pre-ejangedr 35 and / or exhaust manifold outlet conduit 54 and / or the exhaust line 14 may be coated with a heat shield 50 which may be a material and / or an internal and / or external heat-insulating structure which retains the heat of the gases circulating inside the components 24, 26, 31, 35, 54, 14 listed above. Said heat-insulating material and / or structure may consist of rockwool, a double or multiple skin (s) metal (s) or not and / or thermal screen (s) maintained (s) to distance den, u.3 components 24, 26, 31, 35, 54, 14 by thermal insulation pads, or any other arrangement known to those skilled in the art and which allows to retain heat. It should also be noted that said material and / or calorift4p structure can be applied to any other component of the power supply device 1 according to the invention.

From the foregoing description and in relation to FIGS. 1 to 3, it is understood that the operation of the supercharger with turbocharger with air withdrawal and regeneration 1 for a reciprocating internal combustion engine 2 f; In order to illustrate the operation of said device I, the configuration shown in FIG. 3 which has been reduced to an AC internal combustion engine 2 loaded with a vehicle (not shown) is illustrated.

The reciprocating internal combustion engine 2 being stopped and being cold is started by the driver of said automobile. Said motor 2 then sucks atmospheric air through the inlet of the engine 51 and then expels exhaust gases through the exhaust line outlet 16. Said driver then decides to use said automobile at a low speed and therefore, at low power. To meet this need, the management computer EMS 6 keeps the throttle inlet 9 partially closed so that the reciprocating internal combustion engine 2 operates under low load while it runs at low speed (- 10 Simultaneously, the take-off turbine discharge valve 47 mor drawn in FIG. 3 is kept open by the operator so that the hot exhaust gases expelled from said motem 2 heat up the pollutant aftertreatment catalyst 13 as quickly as possible. The exhaust line 15 then rises in temperature including the countercurrent regeneration exchanger 34, while the take-off compressor bypass valve 44 is now open, if in response to the vagaries of its course. said driver requests a high torque from the reciprocating internal combustion engine 2 by depressing the accelerator pedal of said automobile deeply, then The EMS 6 gesticw valve fully opens the intake throttle valve 9, closes the take-off valve Hrbine 47 and the take-off compressor bypass valve 44, and partially opens the power compressor output valve 57. in order to fully fill the combustion cylinders 3 d H external combustion heat generator 2 Vruel delivers immediate more power to the crankshaft, giving the flow, pressure and 0 temperature to the exhaust gases it expels in the exhaust manifold outlet duct 54 on which the take-off turbine 45 is positioned. Said turbine 45 then starts to rotate rapidly and drives the take-off compressor 42 which raises the pressure of the atmospheric air flowing in the intake duct of the power compressor 19. Most of the flow of said atmospheric air exiting the take-off compressor 42 is admitted by the reciprocating internal combustion engine 2 via respectively the intake duct of the power compressor 19, the compressor centn fuge cJ: -. power 21 which tends to rotate under the effect of the passage of said atmospheric air, the charge air cooler 10, the inlet distributor inlet duct 52 which comprises the inlet valve 9, and finally, the intake distributor 11, so that the torque of said engine 2 increases rapidly, as well as the energy it makes available to the takeoff turbine 45 via its exhaust gas.

At this stage, it should be noted that, with said engine 2 slowly turning, the take-off turbocharger 41 must deliver (iik) yen from the take-off compressor 42 - an elevated pressure in the tundish 11, while the air flow rate is able to admit said engine 2 remains weak. This exposes the take-off compressor 42 to the risk of entering the pumping zone, this risk being, however, greatly reduced by the supercharger turbomach-fpresseur with air withdrawal and regeneration 1 according to the present invention. Indeed, the turbocompressor of det, oi age 41 is exclusively reserved for the supercharging of the internal combustion engine with alternative internal combustion 2 when the latter is running at low speed, for example up to a thousand-five-c ([Li or two thousand The take-off turbocharger 41 is therefore specifically sized to provide a strong supercharging at low revs while offering the shortest response time possible, as is the case with twin turbocharger superchargers. -States according to the state of the art of which the turbocharger said "high-pressure" supercharges the engines at low rotational speed.However, according to the state of the art for said compressor "high-pressior escapes when pumping and operating as close as possible to its optimum efficiency when the supercharged engine is running at very low speed, the load is swept through the combustion chamber of said engine so as to artificially increase the flow rate of said compressor. The sweep in question is obtained by means of at least one camshaft dephaser and requires, with respect to -, gasoline engines, direct fuel injection. alternative to said load scan. the supercharging device according to the invention provides that the flow of the take-off compressor 42 is artificially increased not by scanning the charge through said chamber, but by passing a fraction of the flow of said compressor 42 through the output compressor valve 57. Said compressor 42 and escapes pumping by different means, is of greater size and therefore has a better performance, and can operate closer to its maximum efficiency 10 For the turbine to take off 45 may drive the takeoff compressor 42 despite the additional work to be provided by said turbine 45 that induces the fraction of the flow rate of said compressor 42 passing through the power compressor output valve 57, there is provided a housing in which is housed said to-qme, 45 which isse between it and said turbine 45 a narrow passage. Thus, the pressure of the exhaust gas exhausted from the reciprocating internal combustion engine 2 is increased so that the take-off turbine 45 effectively produces said additional work, even if a large part of it is connected to the crankshaft 5 of said engine 2 via the combustion piston 4 which must overcome the n: increased pressure in the exhaust phase. The drive of the compressor Hécollage 42 is expensive energy in return for a good responsiveness of said compressor 42 to quickly provide a high pressure superalirrir rtion to the combustion engine. 2. However, the supercharging of said engine 2 by means of the take-off turbocharger 41 is transitoH, the fraction of the air mosphéricp that expels the decoilage compressor 42 and which passes through the valve 30 exit of Power compressor 57 rapidly reaches the regeneration exchanger 31 and more pusk: isnirpnt the regeneration heating channel 33. In said reheat channel 33, said air heats to a temperature close to that which the exhaust gas immediately after they have been expelled by the reciprocating internal combustion engine 2. Said exhaust gas circulating in the reverse direction in the regeneration cooling channel 32 emerges therefrom a temperature close to that of the atmospheric air immediately after it has been expelled by the takeoff compressor 42. Thus, in the regenerator exchanger J 31, said exhaust gas: Most of their heat is transferred to the atmospheric air having passed through the power compressor output valve 57. As it passes through the regeneration heating channel 33, atmospheric air expands strongly as a result of increase in temperature. Its volume flow increases proportionally then it reaches the power turbine 27 via the intake duct of the power turbine 26. It is then expanded by said turbine 27 which begins to produce work that it communicates to the centrifugal compressor of power 21 which begins to compress the atmospheric air which is brought to it by the intake duct of the power compressor 19, with a flow that is increasing. The output compressor output valve 57 hitherto ajar opens jahi; in addition, accompanying the rise in atmospheric air flow of the compre-i, ur: centrifugal power 21 so that the combustion engine mie .... alternating energy is always supercharged to the desired value while that the power turbine 27 receives a mass flow and volume atmospheric é to relax more and more important so that you progressiprrient power. As op :, the air flow supplied by the centrifugal power compressor 21 increases, the EMS management calculator 6 opens more and more the take-off turbine discharge valve 47 so as to progressively reduce the work produced by the take-off turbine 45 and the contribution of the take-off turbocharger 41 to the supercharging of the reciprocating internal combustion engine 2. 0 Beyond a certain air flow rate supplied by the centrifugal power compressor 21. the calculator management system EMS 6 fully opens the take-off compressor bypass valve 44 so that the take-off compressor 42 stops supercharging the reciprocating internal combustion engine 2, the latter being then no longer supercharged except by the power turbocharger 20, that said calculator 6 also fully opens the take-off turbine decharger valve 47 so that the takeoff turbine 45 ceases Yesterday the take-off compressor 42. It is noted at this stage that the centrifugal power compressor 21 provides both the atmospheric air to be heated in the regeneration heating channel 33 to supply the energy required by the power turbine 27, and at the same time - by withdrawal - the atmospheric air necessary for the supercharging of the reciprocating internal combustion engine 2, said air being cooled in the charge air cooler 10 before being sucked by said engine 2 via the distributor 11. As can be readily deduced from FIG. 3, the hot atmospheric air (expanded by the power turbine 27 is then expelled by said turbine 27 into the outlet duct of the power turbine 30 and then mixed at the junction of the mixture of the gases 53 with the hot exhaust gases expelled by the internal combustion engine alternative fuel 2. Then, during their circulation In the regeneration cooling channel 32, said air e said gases yield a large part of their heat to the atmospheric air expelled by the centrifugal power compressor 2 2 Thus, the hot atmospheric air exits the regeneration heating channel 33 loses some of its heat when it is depressed by the power coil 27, said heat being transformed into work by said turbin 27 and then gives up much of its remaining heat to the expelled atmospheric air of the centrifugal power compressor 21 in the regeneration exchanger 31. The thermal regeneration that constitutes the passage of said air in said exchanger 31 provides a large part of the heating power required for the forictionnemei it the power turbine 27, while the additional complementnal power required is provided 0 by the exhaust gas (pulse the reciprocating internal combustion engine 2. The engine 2 is supercharged without having to undergo the additional exhaust backpressure ordinarily generated by the turbocharger turbines according to the prior art, with the exception of starts since stopping or during certain power transient operations which Therefore, because of the absence of additional backpressure, the air turbocharging boost device Ir with air withdrawal and regeneration 1 according to the invention makes it possible - with respect to the state of art and in accordance with what has been exposed in the preamble - a better phasing of the combustion of gasoline engines and / or an increase in their volumetric ratio. This is favorable to the performance of said gasoline engines. In addition, said device 1 confers on any reciprocating internal combustion engine 2 which is equipped with an intake pressure greater than its exhaust pressure, which produces on the crankshaft 5 of said engine 2 additional positive and exploitable work. , without additional fuel consumption. Note that when at the same Effective Mean Pressure the reciprocating internal combustion engine 15 rises, the amount of atmospheric air under pressure that withdraws the engine 2 from the centrifugal power compressor 21 increases. As a result, the mass flow rate of said compressor 21 must increase, as well as the work that the power turbine 27 must provide to drive it. However, the increase of the withdrawal 20 is accompanied immediately by the increase of the thermal power available for said turbine 27, said power being delivered to the exhaust of said engine 2 via the exhaust gas of the latter. It will be noted that since the reciprocating internal combustion engine 2 is sufficiently hot and operating at partial loads, ie without supercharging, the power turbocharger 20 continues to exploit the thermal power delivered to the exhaust of said engine 2 so that the centrifugal power compressor 21 delivers the highest possible flow and pressure. This strategy makes it possible to keep the turbocharger 30 of power 20 as available as possible to relay the turbocharger 41 in the transient load of the reciprocating internal combustion engine 2. For this, the inlet valve 9 is used by the calculator EMS management 6 to adjust the air withdrawal necessary to obtain the desired partial load for said engine 2 regardless of the flow and pressure of the centrifugal power compressor 21 while the outlet valve of power compressor 57 is open.

To better serve this strategy, a variant illustrated in FIG. 2 provides that the entire flow rate of the centrifugal power compressor 21 is reserved for the power turbine 27 when the reciprocating internal combustion engine 2 is operating at partial load, which is regulated by means of of the direct intake valve 18 that comprises the direct intake duct 17. This latter variant - which is also applicable to that shown in Figure 3 - therefore provides that there is no longer air withdrawal to the compressor Centrifugal power 21 when the reciprocating internal combustion engine 2 operates at partial load. According to this variant, the maintaining in regime and pressure of said compressor 21 is improved, which increases the reactivity of the power turbocharger 20 to relay the take-off turbocharger 41 in transit () r, of the charge of the reciprocating internal combustion engine 2 This last arrangement results in a potential reduction in the consumption of any motor vehicle driven by an alternating heat engine equipped with the supercharging device 1 according to the invention, and an increase in the dynamics and brilliance of said vehicle. It should be noted that the supercharger turbocharger with air withdrawal and regeneration 1 according to the invention as shown in FIG. 3 makes it possible to reduce the maximum temperature at which the take-off turbine 45 is subjected, since the latter is only required to at the low speeds of the reciprocating combustion engine 2, where the exhaust gases of said exhaust gas come out at a moderate temperature and at very high loads. This makes it possible to produce said turbine 45 in inexpensive materials.

It is furthermore noted that this advantage also applies to the power turbine 27 as shown in FIGS. 1 to 3 because the temperature of the atmospheric air that it admits at its inlet can be lower than that of the gases of FIG. Exhaust gas exhausted by the internal combustion engine 2, the temperature of said gases being already lower - due to the absence of backpressure signOi: ative to the exhaust - than that ordinarily found on supercharged gasoline engines. operating at comparable speed and load according to the state of the art. It should be noted that it is possible in particular to limit the temperature at the inlet of the power turbine 27 by providing a mass and volume flow rate of atmospheric air admitted by said turbine 27, which is always larger than that retained for the air admitted by said engine. 2 in the intake manifold 11. In this case, the rate of air withdrawal to the centrifugal power compressor 21 for supercharging the reciprocating internal combustion engine 2 remains always less than fifty percent, regardless of the load of said 2. In addition, the fact that, in addition to the fact that regeneration exchanger 31 can not produce a hundred per cent efficiency, the power turbine 27 transforms part of the heat of the exhaust gases expelled by said engine 2. at work. This causes the average temperature of the atmospheric air circulating in the regeneration loop to be reduced by the turbocharger supercharger device 10 with air withdrawal and regeneration according to the invention, in particular by means of the regeneration exchanger. Finally, the supercharging device turbocharger air-bleed and regeneration 1 according to the invention offers various levers 15 sizing and adjustment to achieve the best compromise possible between the inlet temperature of the lur bine puir Ice 27 which This depends, in particular, on the rate of air withdrawal at the center of the power plant 21, the efficiency of the power turbocharger 20 resulting in particular from the said temperature, (1 the efficiency of the regeneration exchanger 31. It will also be noted that in the context of the device 1 according to the invention, the power turbocharger 20 is not subject to the air pulsations present at the admissibility u at the exhaust of the reciprocating internal combustion engine 2. LesLiii, ..; These pulsations are in fact proportional to the rate of air withdrawal which may never exceed fifty percent, and are strongly filtered by the internal volume of the ducts 24, 26, 30 and channels 32, 33 which connect the centrifugal power compressor 21. In the analysis of FIG. 3, it can be understood that the device 1 according to the invention makes it possible to produce a supercharging system using two-stage turbochargers having only one exhaust pipe at the exhaust of the engine. alternative internal combustion engine 2, in this case, the takeoff turbine 45. This notably solves the problem of the excessively long temperature rise time of the catalysts for post-treatment of the pollutants, said excessive time being directly related to the supercharging two-stage turbocharger according to the prior art. Indeed, when two turbines succeed each other at the exhaust of an internal combustion engine with an alternative internal combustion, said turbines are primarily heated by the exhaust gases expelled by said engine and the catalyst which is positioned after the last turbine no longer receives enough heat to reach its operational temperature within the required time. The result of this problem is a great difficulty or even an impossibility to remain below the maximum thresholds of polluting emissions imposed by the regulations. This problem is solved by the device t according to the invention.

It is easy to deduce from FIGS. 1 to 3 that the design and design of the turbocharger 20 are greatly facilitated by the device according to the invention compared to the prior art, because in addition to the advantage of the temperature reduction previously described. the moment of inertia of said turbocharger 20 has little effect on the dynamism and brilliance of the vehicles intended to receive said device 1, particularly if the configuration shown in FIG. 3 receives the direct intake duct t 7 and the valve of direct intake 18 shown in Figure 2. Indeed, maintaining pressure and re 'Hie a turbocharger power 20 makes it permanently available to relay the take-off turbocharger 41 without having to restart said turbocharger 20 in rotation from a low speed . As a result, said turbocharger 20 can have a high moment of inertia without the kinetic losses that it can induce in the transient load of the thrombotic internal combustion engine 2 are significantly increased. This facilitates the design and design of said turbocharger 20 to obtain more output at lower cost taking into account what has just been said. the wheel of the centrifugal power depressor 21 can be made of a material with high resistance to abrasion and cavitation, such a material being by reputation heavier. This strategy makes it possible, in particular, to admit recirculated exhaust gases at the inlet of said compressor 21 even if said gases carry condensation water droplets formed during the cooling of said gases, the latter being able to be admitted for example via the duct. recirculating the exhaust gas 58 such as rH, ntré in Figure 3, said duct 58 comprising a recirculated exhaust gas cooler 60 and an exhaust gas recirculation valve 59. In addition, the supercharging device by The air withdrawal and regeneration tutocharger 1 according to the invention can potentially provide a large amount of recirculated exhaust gas to the reciprocating internal combustion engine 2 which it supercharges, which constitutes an additional factor of improvement! Ji. ' yield of said rm.) their 2.

Indeed, according to the state of the art, ic! Power and performance of the supercharger limit the rate of recirculated exhaust at high loads, particularly in the case of gasoline engines. This is due to the fact that said gases do not participate in the combustion and that compressing them consumes energy. Thus, beyond a certain rate of recirculated exhaust gas, the efficiency in thermodynamic efficiency provided by said gas becomes lower than the energy cost related to the compression of the latter. The supercharging device p, it compresses air withdrawal and regeneration 1 according to the invention solves, -, LJÉ, irande part this problem in that 20 the turbocharger power 20 has a lot of energy - thanks to regeneration - The additional energy used by the power turbocharger 20 is ordinarily lost in the case of combustion combustion engines. internal 25 alternative according to the state of the art. In this context, J advantageous J uunninter auiuH uue possible the rate of recirculated exhaust gas at high loads which has the effect of increasing the intake pressure of the internal combustion engine 0 0 reciprocating 2 since said increase produces an increase Positive working workable on the crankshaft 5 HijIt engine 2, without additional fuel consumption. Thus, the recirculation of the exhaust gas effected by the device according to the invention makes it possible, in addition, to reduce the sensitivity to knock and the thermal losses of gasoline engines, to recover more heat energy at the exhaust of the combustion engine. internal alterem, 2, said energy being converted into work available on the crankshaft 5 through the power turbine 27 which drives the centrifugal power compressor 21 which compresses a mixture of atmospheric air and exhaust gas recirculated to the intake of said engine 2 via the intake manifold 11, said mixture pushing -lx the combustion piston 4 which produces said work on the vile -equin 5. Note that in Figures 1 to 3. the post-catalyst The treatment of the pollutants 13 is always placed before the regeneration signal 31. This configuration makes it possible in particular to recover the heat released by the exothermic combustion. pollutants in said catalyst 13 to increase, via the regeneration sample 31, the energy available for the power turbine 27. It is noted that to protect said catalyst 13 from any excessive temperature, it can be provided that regeneration exchanger 35 shown in Figure 2, which has the particular interest of substantially reducing the temperature of the exhaust gas before they pass through said catalyst 13. This strategy can be coupled with that of operating the engine alternating internal combustion 2 in excess of fuel which allows it to deliver more power by amount of atmospheric air admitted at the inlet distributor 11, while the pollutants inevitably produced by such operation are burned, stoichiometry in the post-treatment catalyst of the pollutants 13 via the contribution of the strict necessary amount of air America upstream of said catalyst through line 13 to charge air stitching 55 shown in Figure 1, said input being controlled by the management computer EMS 6 by means of the charge air tapping valve 56.

It should be understood that the foregoing description has been given by way of example only and which in no way limits the scope of the invention of which one would not go out by replacing the execution details described by any other equivalent

Claims (23)

REVENDICATIONS1. Turbocharging supercharger with regenerative air withdrawal (1), provided for an internal combustion engine (2) which comprises at least one combustion cylinder (at least one combustion piston connected to at least one crankshaft) (5), at least one inlet air filter (7) comprising an inlet connected to an intake inlet of the engine (51) and an outlet connected to an inlet distributor (11) via a duct of admitting the heat engine (8), via an intake manifold inlet pipe (52) and via an inlet valve (9), said engine (2) also comprises at least one exhaust line (14). ) which starts with an exhaust manifold (12) extended by an exhaust manifold outlet duct (54) which includes a post-treatment catalyst Li, Hs polluitn s (1 said line (4) also comprising an exhaust silencer 15) and ending with an escape line exit tion (16) while said engine (2) is driven by at least one EMS management calculator (6), characterized in that it comprises: Au moinc an exchanging regeneration 31) which comprises at least 1 1 cooling channel of regeneration (32) in which can in particular circulate the exhaust gas that expels the reciprocating internal combustion engine (2) via the exhaust manifold outlet conduit said gas can cool in contact with the walls L-)! said cooling calais 32) before reaching the exhaust line outlet (16), said exchanger (31) also comprising at least one regeneration heating channel (33) in which can flow from Other gases which can heat up in contact with the internal walls of the said heating channel (33) while the gases which can flow through the regeneration cooling channel (32) can give up their heat to the other gases which can circulate in the atmosphere. in the regeneration heating duct at least one power turbocharger which comprises at least one power compressor (21) capable of compressing the other gases, said compressor having an inlet at least connected to the intake inlet the motor (51) via an intake duct of the power compressor (19), which includes an outlet which can be connected to either the inlet distributor (11) via the intake manifold inlet duct ( 52), either to the regeneration heating duct (33) or to both via at least one power compressor output duct (24); at least one power turbine (27) which comprises the power turbocharger (20) and which is able to relax the other gases in order to rotate the centrifugal power compressor (21), said turbine (27) having an input connected to the power supply duct (21); power compressor output (24) via the regeneration heating channel (33) and then via an intake duct of the power turbine (26) interposed between said channel (33) and said inlet, while said turbine (27) ) has an output connected to the regeneration cooling duct (32) via an output duct of the power turbine (30), the other gases that expel said turbine (27) being able to cool in contact with the internal walls of said duct cooling 32). Air-cooled turbocharging booster and regeneration device according to Claim 1, characterized in that the exhaust gases expelled by the reciprocating internal combustion engine (2) via the exhaust gas collecting duct. exhaust pipes (54) are mixed at a gas mixing junction (53) with the other gases expelled by the power turbine (27) via the output duct of the power turbine (30). Air-cooled turbocharger and regeneration device according to Claim 1, characterized in that the exhaust gas circulating in the regeneration cooling channel (32) moves in an approximately opposite direction. the one along which the other gases circulating in the regeneration reheating channel are moving, and that a material of a certain thickness, one of whose faces forms all or part of the inner walls of said cooling channel (32) also forms, on its opposite face, all or part of the inner walls of said warming channel; ipge 33), or inverserr 4. Supercharger turbocharger regenerative air bleed according lia revendicahon 1, characterized in that the intake manifold inlet duct (52) comprises a charge air cooler (10). An air take-off and regeneration boosting device according to claim 1, characterized in that the power compressor output duct (24) comprises a power compressor output check valve (25). . 6. A turbocharging supercharger with regenerative air withdrawal according to claim 1, characterized in that the power compressor output conduit (24) comprises a power compressor output valve (57). Air-regenerated regenerative turbocharging booster according to Claim 1, characterized in that the intake duct of the power compressor (19) and the power compressor output duct (24) are connected between them by a bypass duct of the power compressor (22) which can be closed by a bypass valve of the power compressor (23). Air-recirculating turbocharger booster and regenerator according to claim 7, characterized in that the compressor bypass duct (22) comprises a centrifugal priming compressor (39). Boosting device according to claim 1, characterized in that the intake duct of the power turbine (26) and the outlet duct of the power turbine (30). are interconnected by a discharge duct of the power turbine (28) which can be closed by a discharge valve of the power turbine (29). Air-cooled turbocharger boosting and regeneration device according to claim 9, characterized in that the discharge duct of the power turbine (28) comprises at least one power clutch driving turbine (48). Air-recirculating turbocharging booster device according to Claim 1, characterized in that the power compressor output duct (24) and the exhaust manifold outlet duct (54) are connected between they are connected by a charge air tapping duct (55) which can be closed off by a charge air tapping valve 0 12. turbocharger supercharging device (regeneration air) according to claim 1, characterized in that a portion of the inlet duct of the power turbine (26) constitutes a regeneration pre-exchanger (35) forming at least one pre-heat exchanger channel (37) in which the other gases can circulate after the latter have been expelled by the centrifugal power compressor (2 and then have warmed up in contact with the inner walls of the heat exchanger channel; regenerator (33), said pre-exchanger (35) also comprising at least one pre-exchanger cooling duct (36) formed by a portion of the exhaust manifold outlet duct (54) and in which circulators can circulate. exhaust gas expelled by the reciprocating internal combustion engine (2), the latter gases being able to cool in contact with the inner walls of said cooling duct (36) yielding their heat to the other gases expelled by the centrifugal compressor 25 of power (, 1 13. Regenerative air withdrawal turbocharger booster according to Claim 1, characterized in that the power compressor output duct (24) and / or the inlet duct of the power turbine (26 ) may include a boost pressure reservoir (38). Air-cooled turbocharging and regeneration booster according to Claim 1, characterized in that the inlet duct 5 of the heat engine (8) comprises at least one take-off compressor (42). 15. Reversing air-regenerating turbocharger booster 14, characterized in that the take-off compressor (42) can be rotated by at least one take-off turbine (45) positioned on the Exhaust manifold trap line 54). 16. A turbocharging supercharger regeneration regeneration according to revepclication 14, characterized in that the takeoff compressor (42) compi end an inlet and an outlet interconnected by 10 a compressor bypass duct takeoff (43) which can be closed off by a take-off compressor bypass 44). 17. Device of su. Turbocharging with air withdrawal and subsequent regeneration; claim 15, characterized in that the take-off turbine (45) comprises an inlet and an outlet interconnected by a take-off turbine discharge duct (46) which can be closed off by a take-off turbine discharge valve (47). 20 18.A regenerative air withdrawal turbocharger booster according to claim 1, characterized in that the intake duct of the power compressor (19) and the intake manifold inlet duct (52) are They are interconnected by a direct intake duct 17 which can be closed by a direct inlet valve (18). 25 19. A regenerative air extraction turbocharger booster according to claim 1, characterized in that the inlet duct of the heat engine (8) and / or the intake duct of the power compressor (19) is (are) connected with the exhaust lineEm 0 (14) by an exhaust gas recirculation duct 58) which can be closed by an exhaust gas recirculation valve 59). 20. An air-take-up turbocharger booster and regenerator as claimed in claim 19, characterized in that the exhaust gas recirculation duct (58) comprises a recirculated exhaust gas cooler (60). Air-boosting and regenerative turbocharging booster according to Claim 1, characterized in that all or part of the outer and / or inner surface of the power compressor output duct (24) and / or the duct inlet of the power turbine (26) is coated with a heat shield (50). Air-cooled turbocharging and regeneration boosting device according to Claim 1, characterized in that all or part of the outer and / or inner surface of the regeneration exchanger (31) and / or the pre-exchanger regenerator (35) is coated with a heat shield (50). Air-cooled turbocharging and regeneration boosting device according to Claim 1, characterized in that all or part of the outer and / or inner surface of the exhaust manifold outlet duct (54) and / or the exhaust line (14) is coated with a heat shield (50).