FR3003901A1 - 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 turbocharging supercharger device for air withdrawal and regeneration for an internal combustion engine with alternative combustion. Turbocharger and / or supercharger supercharging is a key strategy that allows - under certain conditions of use - to reduce 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 auto-ignition is undesirable because it produces rattling which 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, it is necessary to set the volumetric ratio of said 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 concerned by these performance degradation factors so that applying a high downsizing rate to them by the supercharging greatly 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 for the commercial success of supercharged diesel engines because the motor vehicles that are equipped with such a low actual mileage consumption regardless of the use that is made of these vehicles. However, despite the disadvantages just described, the gasoline engines "downsized" by the supercharger have reduced fuel consumption on the regulated driving cycle compared to naturally aspirated gasoline engines offering equivalent services in brio and in power. It is noted that the disadvantages previously described are considerably lessened if said gasoline engines have a variable compression ratio, similar to the engine known from the international patents W098 / 51911, W000 / 31377, W003 / 008783 belonging to the applicant and which describe various mechanical devices for a variable volumetric ratio motor. The most economical, the most efficient and consequently the most widespread means of supercharging a gasoline or diesel internal combustion engine is the turbocharger, which comprises a turbine placed at the exhaust of said engine which drives a compressor in rotation. centrifugal positioned at the inlet of said engine. Turbochargers are distinguished from so-called "volumetric" compressors - 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 engine exhaust 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. Indeed, the turbine placed in the exhaust causes a strong counterpressure that increases the amount and temperature of the exhaust gas trapped from one cycle to another in the combustion chamber of said engine. The thus recirculated exhaust gas greatly increase the sensitivity to the rattling of said engine so that it is necessary to further reduce the ignition advance and / or the compression ratio at the expense of its efficiency.

In addition, unlike high-performance diesel engines, which operate in excess of air, and whose exhaust gas temperature does not exceed eight hundred and fifty to nine hundred degrees, gasoline engines are less efficient high, operate in the vicinity of 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 the latter to the gasoline engine with noble and expensive materials, either or concomitantly and beyond a certain load, must be made to cool the cooling system. exhaust of said engine to 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 with a turbocharged turbocharged gasoline engine, particularly when the engine is used under heavy loads. Unfortunately, it is this last strategy that is mostly adopted by car manufacturers because of its low cost.

The disadvantages which have just been described constitute the main obstacles to the downsizing of automobile gasoline engines because the fuel mileage consumption they induce on a regulated driving cycle such as the "New European Driving Cycle" (NEDC) can be Abnormally lower than those actually achieved on average by 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 output power of the crankshaft - 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, the latter increasing the average friction 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 average pressure indicated by the mechanical drive of the positive displacement compressor, but this time, without the heat lost in the exhaust being partially recovered to drive said compressor. Thus, the use of a mechanical compressor induces an effective average consumption greater than that induced by the use of a turbocharger. In addition, volumetric compressors with mechanical drive are complex, expensive, bulky and potentially noisy. The only advantage of said compressors lies in their almost immediate rise in pressure, which considerably reduces the response time of the supercharging and which allows the driver of the vehicle to obtain the desired torque within a short time.

Indeed, the response time of the supercharging of an internal combustion engine supercharged gasoline or diesel fuel remains a disadvantage for any motor vehicle that is equipped. If said time is too long, it is necessary to shorten the transmission ratios of the vehicle so that the engine rises faster and delivers the power required to the wheels of said vehicle within an acceptable time. This is necessary to maintain driving comfort, brilliance and vehicle dynamics. Such short ratios increase the mileage fuel consumption of said vehicle. Note that in order to reduce the response time of the turbo supercharger, the diesel engine is also 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 geometry turbines. fixed. This is why such a turbine is not workable under economically acceptable conditions in the case of gasoline engines given the high temperature of their exhaust gas resulting both from their combustion at stoichiometry, and their higher efficiency. low. 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 said counterpressure 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 a reciprocating internal combustion engine with gasoline or diesel 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 large pressure and flow variations at the terminals of said compressors and said turbines.

To keep an acceptable yield, 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 reciprocating 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 areas of the centrifugal compressor and can lead to the destruction of the centrifugal compressor. The alternative engines gasoline or diesel being volumetric machines, when they operate at low speed, they impose a low flow compressor audit 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 heat engine that best corresponds to 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 flows to stay in its best performance range. At intermediate speeds, the low-pressure and high-pressure compressors cooperate, the first precompressing the air supercharged over the second, which gives the staged compressor system thus constituted an excellent isentropic efficiency, particularly when an intercooler is interposed between both said 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 pollutants emitted by the gasoline engines than by diesel engines. Whatever the type of alternative thermal engine it equips, the turbocharger supercharging remains expensive and cumbersome. In the current state of the art, it is preferentially intended for a restricted market of high performance diesel cars. We note that the "downszing" of gasoline engines is most often associated with direct fuel injection called "IDE", which allows in particular to reduce the sensitivity to rattling of this type of engine, and to avoid to degrade the compression ratio and the ignition advance too much. 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 higher than that corresponding to their 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. However, it is noted that the load sweep is only possible over a narrow speed range where the intake pressure of the engine remains higher than that found at the exhaust.

It should be noted that, in the automobile industry, turbochargers are sought whose compressor-shaft-turbine rotating assembly has the smallest possible moment of inertia so as to minimize the response time of the supercharging and the kinetic losses it armature. Keeping said assembly rotating at a relatively high speed even in the absence of overfeeding is also another strategy, which however leads to a significant energy consumption, the fact of the counter-pressure to the additional permanent exhaust that follows.

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 through them 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 instantaneous flow rate variations, and, on the other hand, to the difficulty in recovering the kinetic energy of the gases in the turbine.

In this context, twin-scroll turbine casings improve the efficiency of turbocharger turbines 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 to largely solve the problems that have just been described related to the turbo supercharging of the internal combustion engines, that the supercharger turbocharger air bleed and regeneration according to the invention provides - according to a first particular embodiment providing only one turbocharger - that: - The turbocharger turbine no longer generates exhaust backpressure, which increases the efficiency of the reciprocating internal combustion engine equipped with it because of a on the other hand, in the case of a spark-ignition engine, the compression ratio of the latter permissible under heavy loads may be increased as well as its ignition advance, and secondly, whatever alternative engine, the positive work that - - - - - 35 - produces on the crankshaft the boost intake pressure is no longer canceled by negative work of the same importance consumed by said crankshaft to overcome the counterpressure exhaust; As a result of the previous point, under heavy loads, the same Effective Mean Pressure is obtained with a lower air and fuel load which further reduces the sensitivity to rattling of the reciprocating internal combustion engine if it is gasoline, and this which reduces - whether the engine is gasoline or diesel - the consumed amount of fuel at work even produced on the crankshaft of said engine, so that the latter has 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 gasoline or diesel engine; For the same Effective Mean Pressure, the total work that is transmitted by the combustion piston of the reciprocating internal combustion engine to the crankshaft 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 supercharged gasoline engines, the temperature of their exhaust gas being significantly reduced compared to the state of the art because the turbocharger turbine no longer generates exhaust backpressure; At the same pressure and supercharging flow, especially in the case of gasoline engines, the temperature of the gases that drive the turbocharger turbine is significantly reduced compared to the state of the art, which avoids the use of noble materials. for producing said turbine as well as its casing and ducts, this making it possible to produce said turbine at low cost, with increased reliability and durability; The energy available for the turbocharger turbine for driving the centrifugal compressor is particularly high, which makes it possible in particular to increase - under heavy loads - 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 which it supercharges remaining mainly in its best efficiency range on the one hand, and far from its pumping limit of other on the other hand, so that the same said compressor makes it possible to greatly reduce the cubic capacity and the average operating speed of the alternative internal combustion heat 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 for 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 faculty of variable compression ratio engines to receive high supercharging pressures from the lowest speeds without being rattling is exploited more advantageously, said engines can reduce their volumetric ratio at high loads to prevent said rattling while they can increasing said partial load ratio to deliver the highest possible thermodynamic efficiency. According to a second embodiment with two turbochargers, the supercharger turbocharger air extraction and regeneration according to the invention provides that: - The response time of the supercharging device is particularly short thanks to the use of on the one hand, a take-off turbocharger specifically sized to ensure that the gasoline or diesel engine supercharges a high intake pressure at the lowest speeds, and secondly, a turbocharger providing power to said engine a high intake pressure at medium and high speeds, said power turbocharger permanently remaining in rotation 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 size of the centrifugal superchargers; - Both turbochargers can operate at a sufficiently low temperature to be made in low cost materials, and have excellent reliability and durability. As a result, the supercharger turbocharger air bleed and regeneration according to the invention allows: - To achieve extremely compact alternative heat engines with a high specific power and torque; - To reduce or even eliminate the energy handicap that gasoline engines have over diesel engines, which consists mainly of higher specific fuel consumption at higher loads, with more competitiveness given to gasoline engines by compared to diesel engines; - As a consequence of the above point, to reduce or even eliminate the disappointment of end-users of gasoline supercharged vehicles which find that in actual driving conditions, the mileage fuel consumption of their vehicle is significantly higher than those announced for the said vehicle by the car manufacturer who sold it 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 manifold outlet duct, said gases being able to cool in contact with the internal walls of said cooling duct before reaching the exhaust line outlet, said exchanger also comprising at least one regeneration heating duct in which can flow other gases that can heat up in contact with the internal walls of said reheat channel while the gases that can circulate in the regeneration cooling channel can transfer their heat to other gases that can flow in the regeneration reheat channel; at least one power turbocharger which comprises at least one centrifugal power compressor capable of compressing the other gases, said compressor comprising at least one input connected to the intake intake of the engine via an intake duct of the power compressor while it has an output that can be connected to either the inlet manifold via the inlet manifold inlet duct, the regeneration reheat channel, or both via at least one compressor outlet duct. power ; at least one power turbine which comprises the power turbocharger and which can relax the other gases in order to drive the centrifugal power compressor in rotation, said turbine comprising an input connected to the power compressor output duct via the heating channel; regeneration then via an intake duct of the power turbine interposed between said channel and said inlet, while said turbine has an output connected directly or indirectly to the exhaust line outlet via an outlet duct of the power turbine .

The turbo charging and regenerative turbocharging device according to the present invention comprises exhaust gases that are expelled by the reciprocating internal combustion engine via the exhaust manifold outlet duct which are mixed before being introduced into the regeneration cooling channel at a gas mixing junction with the other gases expelled by the power turbine via the output duct of the power turbine, the exhaust gases and said other circulating gases together in said cooling channel before reaching the exhaust line exit. The turbocharger supercharger device with air withdrawal and regeneration according to the present invention comprises particular exhaust gases circulating in the regeneration cooling channel which move in a direction approximately opposite to that along which the other gases which circulate in the regeneration heating channel 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 heating channel, or vice versa. The air take-off and regeneration turbocharger supercharger in accordance with the present invention comprises an intake manifold inlet conduit which includes a charge air cooler. The turbo charging and regenerative turbocharging booster device according to the present invention comprises a power compressor output duct which includes a power compressor output check valve allowing gases flowing in said duct to exit the compressor. Centrifugal power but not going back. The turbo charging and regenerative turbocharging boosting device according to the present invention comprises a power compressor output conduit which has a power compressor output valve which can relate the output of the centrifugal power compressor to the Intake duct of the power turbine.

The turbo charging and regenerative turbocharging booster device according to the present invention comprises a power compressor output duct which comprises a power compressor withdrawal valve which can connect said outlet duct with the duct of the compressor. intake manifold inlet.

The turbocharger supercharger with air withdrawal and regeneration according to the present invention comprises an intake duct of the power compressor and a power compressor output duct which are interconnected by a bypass duct of the power compressor. which can be closed by a bypass valve of the power compressor.

The turbo charging and regenerative turbocharging boosting device according to the present invention comprises a power compressor bypass duct which comprises a centrifugal priming compressor.

The turbo charging and regenerative turbocharging booster device according to the present invention comprises an intake duct of the power turbine and an output duct of the power turbine which are interconnected by a discharge duct of the turbine. power turbine which can be closed by a discharge valve of the power turbine. The turbo charging and regenerative turbocharging boosting device according to the present invention comprises a discharge duct of the power turbine which comprises at least one power clutch driving turbine. The turbo charging and regenerative turbocharging booster device 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 turbocharger supercharger device with air withdrawal and regeneration according to the present invention comprises a portion of the intake duct of the power turbine which is partly a regeneration pre-exchanger by forming at least one preheating channel. -Exchanger in which the other gases can circulate after the latter have been expelled by the centrifugal power compressor and then have warmed in contact with the internal walls of the regeneration heating channel, said pre-exchanger also comprising at least one cooling channel pre-exchanger that forms a portion of the exhaust manifold outlet duct and in which can circulate the exhaust gas expelled by the reciprocating internal combustion engine, the latter gases being able to cool in contact with the internal walls of said cooling channel by giving up their heat to the other gases expelled by r the centrifugal power compressor.

The turbocharger supercharger with air withdrawal and regeneration according to the present invention comprises a regeneration pre-exchanger and a regeneration exchanger which are contiguous to form commonly a two-stage exchanger comprising at least five exchanger ports. The turbo charging and regenerative turbocharging booster device according to the present invention comprises a portion of the power compressor output duct which partly constitutes a regeneration post-heat exchanger by forming at least one post-heat exchanger heating channel. in which the other gases can be circulated after they have been expelled by the centrifugal power compressor and before these circulate in the regeneration heating channel, said post-exchanger also comprising at least one post-cooling cooling channel. exchanger that forms a portion of the output duct of the power turbine and wherein can circulate said other gases after they have been expelled by the power turbine, the latter other gases can cool in contact with the inner walls of said channel of cooling by yielding their heat to said other gases expelled by the compre centrifugal power sseur. The turbocharger supercharger device with air withdrawal and regeneration according to the present invention comprises a post regeneration exchanger and a regeneration exchanger which are contiguous to form commonly a two-stage exchanger having at least six exchanger ports. The turbo charging and regenerative turbocharging device according to the present invention comprises a power compressor output duct and / or an intake duct of the power turbine which may comprise a booster pressure tank.

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 turbocharger supercharger with air withdrawal and regeneration according to the present invention comprises an intake duct of the power compressor which is connected to the intake intake of the engine by a direct supply duct of the power compressor. which bypasses the takeoff compressor.

The turbo charging and regenerating turbocharging device according to the present invention comprises a direct supply duct of the power compressor which comprises a direct power supply check valve allowing the gases flowing in said duct to go from the intake inlet of the engine to the intake duct of the power compressor but not vice versa. The air take-off and regeneration turbocharger supercharger in accordance with the present invention comprises a take-off compressor which includes an outlet which is connected to the intake manifold inlet duct by a direct blow-off duct of the independent take-off compressor. the direct supply duct of the power compressor.

The turbocharging and air-regenerative supercharging device according to the present invention comprises a direct blow-off duct of the take-off compressor which comprises a direct blow-back check valve allowing the gases flowing in said duct to go from take-off compressor to intake manifold inlet duct but not the other way around. The turbocharger supercharger with air withdrawal and regeneration according to the present invention comprises a direct blow duct of the takeoff compressor which is connected to the direct supply duct of the power compressor by an inter-compressor connection duct which can be closed by an inter-compressor link pipe valve.

The turbocharging and regenerative air boosting device according to the present invention comprises a takeoff compressor which can be rotated by at least one take-off turbine positioned on the exhaust manifold outlet conduit. The turbo charging and regenerative turbocharging booster device according to 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 off by a pressure relief valve. bypass compressor takeoff. The turbo charging and regenerative turbocharging booster device according to the present invention comprises a take-off turbine which comprises an inlet and an outlet connected together by a take-off turbine discharge duct which can be closed off by a valve of take off turbine discharge. The turbo charging and regenerative turbocharging booster device according to the present invention comprises an intake duct of the power compressor and an intake manifold inlet duct which are interconnected by a direct intake duct. which can be closed by a direct inlet valve.

The turbocharging and air-regenerative supercharging device according to the present invention comprises an intake duct of the heat engine and / or an intake duct of the power compressor which is (are) connected to the line exhaust through an exhaust gas recirculation duct which can be closed by an exhaust gas recirculation valve. The turbo charging and regenerative turbocharging device according to the present invention comprises an exhaust gas recirculation duct having a recirculated exhaust gas cooler.

The turbocharger supercharger with air withdrawal and regeneration 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 duct and / or the exhaust line which is coated with a heat shield. 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 it presents, and the advantages that it is likely to provide: FIG. of principle of the air-turbocharging supercharger device and regeneration for an internal combustion engine according to the present invention provided with a turbocharger for the sole supercharging power, the gases expelled at the output of the power turbine opening as an output of the exhaust line without passing through the regeneration cooling channel of the regeneration exchanger. FIG. 2 illustrates the schematic diagram of the turbocharger supercharger with air withdrawal and regeneration for a reciprocating internal combustion engine according to the present invention provided with a turbocharger for supercharger only, the gases expelled at the turbine outlet. of power passing through the regeneration cooling channel of the regeneration exchanger via a gas mixing junction before opening out of the exhaust line.

Figure 3 illustrates the block diagram of a variant of the supercharger turbocharger air bleed and regeneration according to the invention which provides in particular a regeneration pre-exchanger and a direct intake duct.

FIG. 4 illustrates the block diagram of a variant that is particularly adapted to alternative internal combustion engines intended for the automotive propulsion of the air-turbocharging supercharger device with air withdrawal and regeneration according to the invention, said variant notably providing for a take-off turbocharger. and an exhaust gas recirculation duct.

FIG. 5 illustrates the block diagram of a variant adapted to alternative internal combustion engines intended for the automotive propulsion of the turbocharger supercharger device with air withdrawal and regeneration according to the invention, said variant providing in particular - in addition to a turbocharger of take-off and an exhaust gas recirculation duct - a direct supply duct of the power compressor, a direct blow duct of the take-off compressor, an inter-compressor connection duct and a two-stage exchanger.

FIG. 6 illustrates the block diagram of a variant of the turbocharger supercharger with air withdrawal and regeneration according to the invention similar to that illustrated in FIG. 5, but which differs from the latter in that it comprises a post-regeneration exchanger (70).

DESCRIPTION OF THE INVENTION: FIGS. 1 to 6 show the turbo supercharger with air withdrawal and regeneration 1 for a reciprocating internal combustion engine 2.

The turbocharger supercharger with air withdrawal and regeneration 1 is provided for an internal combustion engine AC 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 intake air filter 7 comprising an inlet connected to an intake inlet of the engine 51 and an outlet connected to an intake distributor 11 via an intake duct of the heat engine 8, via a duct of intake manifold inlet 52 and via a throttle valve inlet 9, said engine 2 also comprising at least one exhaust line 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 muffler 15 and ending in an exhaust line outlet 16 while led it is driven by at least one management computer EMS 6. It can be seen in FIGS. 1 to 6 that the supercharging device with turbocharger with air withdrawal and regeneration 1 comprises at least one regeneration exchanger 31 which comprises at least a regeneration cooling channel 32 in which exhaust gases can in particular circulate and the reciprocating internal combustion engine 2 is exhausted via the exhaust manifold outlet duct 54, said gases being able to cool in contact with the internal walls of said exhaust pipe; cooling channel 32 before reaching the exhaust line exit 16, said exchanger 31 also comprising at least one regeneration heating channel 33 in which other gases can be circulated which can be heated in contact with the inner walls of said channel 33 while the gases that can circulate in the regeneration cooling channel 32 can be their heat to other gases that can circulate in the regeneration heating channel 33. According to a particular embodiment of the supercharging device 1 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. 1 to 6 illustrate that the turbo-charging device with air withdrawal and regeneration 1 also comprises at least one 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 motor 51 or to any other inlet via a inlet duct of the power compressor 19 while it has an output which can be connected to either the inlet distributor 11 via the pipe the inlet distributor 52, either to the regeneration heating duct 33 or both, via at least one power compressor output duct 24, the centrifugal power compressor 21 being able to be axial or radial, mono , bi or multistage, consisting of any material more or less resistant to temperature and / or oxidation and be - in general - of any type known to those skilled in the art. The turbo supercharger with air withdrawal and regeneration device 1 furthermore comprises at least one power turbine 27 which comprises the power turbocharger 20 and which can relax the other gases after they have been compressed by the centrifugal compressor of power 21 for rotating the centrifugal power compressor 21, said turbine 27 having an input connected to the power compressor output duct 24 via the regeneration heating duct 33 and 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 directly or indirectly to the exhaust line outlet 16 or to any other output via an outlet duct of the power turbine 30.

Note also that the power turbine 27 may be axial or radial, fixed geometry or variable geometry being for example housed in a housing provided with blades whose angular orientation can be changed by the EMS management calculator 6 by means of a pneumatic, electropneumatic, electric, hydraulic or electro-hydraulic actuator. Note that said turbine 27 may also be mono, bi or multi-stage, consisting of any material more or less resistant to temperature and / or oxidation and be - in general - of any type known to man art. According to a particular embodiment of the supercharging device 1 according to the invention, the power turbine 27 can be connected to a motor generator which can produce electricity when it is rotated by said turbine 27 or which can spin the latter when it is subjected to the passage of an electric current.

According to another particular embodiment of the supercharging device 1 according to the invention, the intake duct of the power turbine 26 may comprise a combustion chamber which comprises a fuel supply device such as an injector, and a device ignition can be for example a spark plug. Said combustion chamber has the function of superheating the other gases so that these deniers provide more energy to the power turbine 27, said other gases serving as an oxidizer in the combustion process operated in said chamber. As an alternative, the combustion chamber previously mentioned may be replaced by an explosion chamber in which an air-fuel mixture accumulates, said air being constituted by the other gases while said fuel is supplied by a fuel supply device. such an injector, said mixture being then ignited by an ignition device which can be for example a spark plug. As an improvement, said explosion chamber can cooperate with at least one non-return valve positioned upstream of said chamber with respect to the flow of the other gases in the inlet duct of the power turbine 26 so that the the entire thrust caused by the combustion of said mixture is used to drive the power turbine 27. As illustrated in Figures 2 to 5, the turbocharger supercharger with air withdrawal and regeneration 1 provides that the gases of The exhaust that is expelled by the reciprocating internal combustion engine 2 via the exhaust manifold outlet duct 54 is mixed before being introduced into the regeneration cooling duct 32 at a gas mixing junction 53. with the other gases expelled by the power turbine 27 via the outlet duct of the power turbine 30, the exhaust gases and said other gases flowing together ns said cooling channel 32 before reaching the exhaust line outlet 16. According to the turbocharger supercharger device with air withdrawal and regeneration 1 according to the invention, the particular exhaust gases flowing in the channel regeneration cooling 32 can move in a direction approximately opposite to that in which the other gases circulating in the regeneration heating channel 33 move while a material of a certain thickness of which one of the faces forms all or part of the internal walls of said cooling channel 32 also forms, on its opposite face, all or part of the inner walls of said heating channel 33, or vice versa. It will be noted that the countercurrent regeneration exchanger 34 resulting from this arrangement can be made by stacking sheets fixed together, by tube assembly, or by any other method of design and manufacture known to man. of 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 compressed air. the centrifugal power compressor 21 before said air reaches the inlet distributor 11, said cooler 10 may for example be of air / air or air / water type. In the latter case, said water can come from a cooling circuit that can comprise the reciprocating internal combustion engine 2, or an independent cold water circuit.

It will be noted in FIGS. 1 to 3 that the power compressor output duct 24 may comprise a power compressor output check valve 25 enabling the gases flowing in said duct 24 to exit the centrifugal power compressor 21 but not to return.

Alternatively illustrated in FIGS. 4 to 6, the power compressor output duct 24 may comprise a power compressor output valve 57 which can connect the output of the centrifugal power compressor 21 with the intake duct of the compressor. power turbine 26, or which can close said outlet conduit 24. Said valve 57 can be kept open, closed or ajar so as to allow or not the passage of gas in said outlet conduit 24, said valve 57 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 duct, and said valve 57 can be controlled opening or closing by the management computer EMS 6 in particular by means of a pneumatic, electropneumatic, electric, hydraulic or electro-hydraulic actuator. It should be noted in FIGS. 5 and 6 that the power compressor output duct 24 may also include a draw off valve of the power compressor 66 which can connect said outlet duct 24 with the inlet distributor inlet duct. 52. In a similar manner to the power compressor output valve 57, the draw-off valve of the power compressor 66 may consist of a flap, a plug, a valve or any other means known to the compressor. skilled in the art for closing or opening a duct, while said valve 66 can also be controlled by the EMS 6 management computer for opening or closing, in particular by means of a pneumatic, electropneumatic, electric actuator , hydraulic or electro-hydraulic.

According to a variant of the turbocharger supercharger with air withdrawal and regeneration 1, the intake duct of the power compressor 19 and the output duct of the power compressor 24 can be connected to each other by a bypass duct of the compressor power 22 which can be closed by a bypass valve of the power compressor 23 which can be kept open, closed or ajar so as to allow or not the passage of gas in said bypass duct 22, said valve 23 may 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, said valve 23 being operable to open or close by the management computer EMS 6 in particular by means of a pneumatic actuator, electropneumatic, electric, hydraulic or electro-hydraulic. As another variant of the turbocharger supercharger with air withdrawal and regeneration 1 illustrated in FIGS. 1 and 2, the bypass duct of the power compressor 22 may comprise a centrifugal priming compressor 39 which can suck up gases. in the intake duct of the power compressor 19 and / or the intake 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 when starting the reciprocating internal combustion engine 2.

For this purpose, an ignition compressor electric motor 40 can be mechanically connected to the centrifugal priming compressor 39, the EMS management calculator 6 being able to power up said electric motor 40 so that the latter puts said compressor 39 in rotation . According to a particular 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. 'training.

The turbocharging and turbocharging supercharging device 1 further provides that the intake duct of the power turbine 26 and the outlet duct of the power turbine 30 can be connected to one another by means of a discharge duct. the power turbine 28 which can be closed by a 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 pipe 28, said valve 29 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 29 can be controlled opening or closing by the management computer EMS 6 including by means of a pneumatic, electropneumatic, electric, hydraulic or electrohydraulic actuator. As shown in FIGS. 4 to 6, the turbocharging and air-regenerating turbocharging device 1 also provides for the discharge duct of the power turbine 28 to comprise at least one power clipping turbine 48 which can rotate a power clip power generator 49, said turbine 28 can be of mono or multi-stage type and volumetric or centrifugal type while said electricity generator 49 can produce DC or AC power, to high 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 reciprocating internal combustion engine 2.

FIGS. 1 and 2 show that, according to 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 charge air tapping duct 55 which can be closed by a charge air tapper valve 56 which can be kept open, closed or ajar so as to allow or not the passage of gas in said stitching duct 55, said valve 56 possibly consisting of a flap, a plug, a valve or any other means known to those skilled in the art for closing or opening a duct, and said valve 56 can be controlled opening or closing by the EMS management computer 6 including by means of a pneumatic actuator, electropneumatic, electrical, hydraulic or electro-hydraulic.

Note that - according to a particular embodiment of the supercharging device 1 according to the invention - the supercharging air tapping conduit 55 can lead into the exhaust manifold outlet conduit 54 upstream of the post-catalyst. treatment of the pollutants 13 so that the exhaust gases expelled by the reciprocating internal combustion engine 2 are mixed with the gases leaving the booster duct 55 before they pass inside said catalyst 13 As shown in FIGS. 3 and 5, a portion of the intake duct of the power turbine 26 may form part of a regeneration pre-exchanger 35 by forming at least one pre-exchanger heating channel 37 in which can circulating the other gases after the latter have been expelled by the centrifugal power compressor 21 and then have warmed up in contact with the internal walls of the channel of regeneration heating 33, said pre-exchanger 35 also comprising at least one pre-heat exchanger cooling channel 36 that forms part of the exhaust manifold outlet duct 54 and in which the exhaust gases that can be expelled can circulate the reciprocating internal combustion engine 2, the latter gases being able to cool in contact with the internal walls of said cooling channel 36 by yielding their heat to the other gases expelled by the centrifugal power compressor 21.

According to a particular embodiment of the supercharging device 1 according to the invention, the other gases circulating in the pre-heat exchanger heating channel 37 can move in a direction approximately opposite to that according to which the gases circulating in pre-heat exchanger cooling channel 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 said cooling channel 36, or vice versa. The countercurrent regeneration pre-exchanger which results from this arrangement can be made by stacking sheets fixed together, by tube assembly, or by any other method of design and manufacture known to the person skilled in the art. art and applicable to heat exchangers. FIG. 5 shows that the pre regeneration exchanger 35 and the regeneration exchanger 31 can be joined together to form a two-stage heat exchanger 61 having at least five exchanger ports 69 respectively and directly or indirectly connected to the outlet duct of FIG. power compressor 24, the inlet duct of the power turbine 26, the exhaust line outlet 16, the exhaust manifold 12 and the outlet duct of the power turbine 30. It is noted that advantageously , the two-stage heat exchanger 61 may be a plate heat exchanger, each plate may consist of a thin sheet of stainless steel whose relief is engineered to provide a large heat exchange surface and on the other hand, to promote a non-laminar flow of gases on the surface of said sheet. Note that according to this configuration, said plates can be sandwiched between two plenums whose structure allows to provide the two-stage heat exchanger 61 the desired rigidity while ensuring the routing of gas between the exchanger orifices 69 and connectors not shown on which can be connected the different ducts connecting the two-stage heat exchanger 61 to the bodies 24, 26, 16, 12, 30 previously listed. As illustrated in FIG. 6, a portion of the power compressor output duct 24 may constitute in part a post regeneration exchanger 70 by forming at least one post-exchanger heating channel 72 in which the other gases can circulate after they have been expelled by the centrifugal power compressor 21 and before the latter circulate in the regeneration heating channel 33, said post-exchanger 70 also comprising at least one post-exchanger cooling channel 71 that forms a part of the output duct of the power turbine 30 and wherein can circulate said other gases after they have been expelled by the power turbine 27, the latter other gases can cool in contact with the inner walls of said cooling channel 71 by giving up their heat to said other gases expelled by the centrifugal power compressor 21.

According to a particular embodiment of the supercharging device 1 according to the invention, the other gases circulating in the post-exchanger heating channel 72 can move in a direction approximately opposite to that along which the other gases circulating in the direction post-heat exchanger cooling channel 71 while a material of a certain thickness, one of whose faces forms all or part of the internal walls of said heating channel 72, also forms, on its opposite face, all or part of the internal walls said cooling channel 71, or vice versa. The counter-current regeneration post-heat exchanger which results from this arrangement can be made by stacking sheets fixed together, by tube assembly, or by any other method of design and manufacture known to the person skilled in the art. art and applicable to heat exchangers.

FIG. 6 illustrates that the post regeneration exchanger 70 and the regeneration exchanger 31 can be joined together to form commonly a two-stage exchanger 61 having at least six exchanger ports 69 respectively and directly or indirectly connected to the outlet duct of FIG. power compressor 24, the inlet duct of the power turbine 26, the exhaust line outlet 16, the exhaust manifold 12 and the outlet duct of the power turbine 30. It is noted that advantageously said two-stage heat exchanger 61 may be a plate heat exchanger, each plate being able to consist of a thin stainless steel sheet whose relief is engineered so as, on the one hand, to offer a large heat exchange surface and on the other hand on the other hand, to promote a non-laminar flow of gases on the surface of said sheet. Note that according to this configuration, said plates can be sandwiched between two plenums whose structure allows to provide the two-stage heat exchanger 61 the desired rigidity while ensuring the routing of gas between the exchanger orifices 69 and connectors not shown on which can be connected the different ducts connecting the two-stage heat exchanger 61 to the bodies 24, 26, 16, 12, 30 previously listed. FIG. 3 illustrates that the turbocharger supercharger with air withdrawal and regeneration 1 comprises, according to a particular embodiment, a power compressor output duct 24 and / or an intake duct of the power turbine. 26 which may comprise a booster pressure tank 38. In addition, as illustrated in FIGS. 4 to 6, the supercharger by turbocharger with air withdrawal and regeneration 1 may comprise an intake duct for the engine 8 which comprises at least one takeoff compressor 42 which can suck atmospheric air or a gas notably via the intake inlet of the engine 51 while said compressor 42 can be centrifugal, volumetric, vane, piston, vane, spiral or any type known to those skilled in the art, that it can be rotated by any electrical, pneumatic, hydraulic, or mechanical means, and that its output can have a charge air cooler or be connected directly or indirectly to the charge air cooler.

FIGS. 5 and 6 show that the intake duct of the power compressor 19 can be connected to the inlet of the engine 51 via a direct feed duct of the power compressor 62 which bypasses the takeoff compressor 42.

It should be noted moreover that the direct feed duct of the power compressor 62 may comprise a direct power supply check valve 63 allowing the gases flowing in said duct 62 to go from the intake inlet of the motor 51 to the intake duct of the power compressor 19 but not vice versa.

In the particular context illustrated in FIGS. 5 and 6, note that the take-off compressor 42 may advantageously comprise an outlet which is connected to the inlet distributor inlet duct 52 via a direct blowing duct of the take-off compressor. 64 independent of the direct supply duct of the power compressor 62.

The direct blow duct of the take-off compressor 64 may in this case comprise a direct take-off take-back check valve 65 allowing the gases flowing in said duct 64 to go from the take-off compressor 42 to the distributor inlet duct. 52 but not the other way around.

FIGS. 5 and 6 also show that the direct blow duct of the take-off compressor 64 can be connected to the direct supply duct of the power compressor 62 via an inter-compressor connection duct 67 which can be closed off by a duct valve It will be noted in FIGS. 4 to 6 that the take-off compressor 42 can be driven in rotation by at least one take-off turbine 45 positioned on the exhaust manifold outlet duct 54, said compressor 42 being able to be centrifuged so as to constitute with said turbine 45 a take-off turbocharger 41, and to be axial or radial, mono, bi or multi-stage, consisting of any material more or less resistant to temperature and / or oxidation and to be - in general - 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 in a housing equipped with blades whose angular orientation can be modified by the EMS management calculator 6 by means of a pneumatic, electropneumatic, electric, hydraulic or electro-hydraulic actuator.

As a variant set forth in FIGS. 4 to 6, the turbocharger supercharger with air withdrawal and regeneration 1 provides that the takeoff compressor 42 may comprise an inlet and an outlet connected to each other by a compressor bypass duct. takeoff 43 which can be closed by a take-off compressor bypass valve 44 which can be kept open, closed or ajar so as to allow or not the passage of atmospheric air or a gas in said bypass duct 43 said valve 44 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 44 which can be controlled in opening or closing by the EMS management computer 6 in particular by means of a pneumatic, electropneumatic, electric, hydraulic or electro-hydraulic actuator. Similarly, the take-off turbine 45 may include an inlet and an outlet interconnected by a take-off turbine discharge duct 46 which can be closed by a take-off turbine discharge valve 47 that can be held 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 another 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 EMS management computer 6 including by means of a pneumatic actuator, electro-pneumatic, electric, hydraulic or electro-hydraulic. FIG. 3 shows that the admission duct of the power compressor 19 and the intake distributor inlet duct 52 can be connected to each other by a direct intake duct 17 which can be closed by an intake valve direct 18 which can be kept open, closed or ajar so as to allow or not the passage of gas in said direct intake pipe 17, said valve 18 can be constituted by 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 18 can be controlled opening or closing by the EMS management calculator 6 including by means of a pneumatic, electropneumatic, electric, hydraulic or electro-hydraulic actuator.

The supercharging device turbocharger air withdrawal and regeneration 1 may also comprise, as illustrated in Figures 4 to 6, an intake duct of the heat engine 8 and / or an intake duct of the power compressor 19 which is (are) connected (s) with the exhaust line 14 by an exhaust gas recirculation duct 58 which can be closed by an exhaust gas recirculation valve 59 the latter can be kept open, 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 the man of 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, electrical, hydraulic or electroh YDRAULIC E XCAVATOR. Moreover, it will be noted in FIGS. 4 to 6 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 line of exhaust 14 to the intake duct of the heat engine 8 and / or the intake duct of the power compressor 19 before said gas reaches said duct or ducts, said cooler 60 may for example be of the type air / air or air / water. In the latter case, said water can come from a cooling circuit that can comprise the reciprocating internal combustion engine 2, or an independent cold water circuit.

The turbo charging and regenerating turbocharging device 1 furthermore provides that all or part of the outer and / or inner surface of the power compressor output duct 24 and / or the intake duct of the turbine power 26 and / or the regeneration exchanger 31 and / or the regeneration pre-exchanger 35 and / or the exhaust manifold 12 and / or the exhaust manifold outlet duct 54 and / or the line exhaust 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 above listed. Said material and / or heat-insulating structure may consist of rockwool, a double or multiple skin (s) metal (s) or not and / or thermal screen (s) maintained (s) distance said 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 heat-insulating structure can be applied to any other constituent member of the supercharging device 1 according to the invention.

OPERATION OF THE INVENTION: From the foregoing description and in connection with FIGS. 1 to 6, the operation of the turbocharger supercharger with air withdrawal and regeneration 1 for a reciprocating internal combustion engine 2 is understood. the present invention. To illustrate the operation of said device 1, we mainly chose the configuration shown in Figure 5 that was applied to a reciprocating internal combustion engine 2 responsible for propelling an unrepresented automobile. The reciprocating internal combustion engine 2 being stopped and being cold is started by the driver of said automobile. Said engine 2 then draws atmospheric air through the intake inlet of the engine 51 and expels exhaust gases through the exhaust line outlet 16. Said driver then decides to use said automobile at 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 rotates at low speed. At the same time, the take-off turbine discharge valve 47 shown in FIG. 5 is kept open so that hot exhaust gases expelled from said engine 2 heat up the pollutant aftertreatment catalyst 13 as quickly as possible. The entire exhaust line 14 then rises in temperature including the two-stage heat exchanger 61 which includes the countercurrent regeneration exchanger 34 and the regeneration pre-exchanger 35, while the Exit Compressor Bypass 44 is kept open. So far, the inter-compressor link conduit valve 68 has been kept open, while the power compressor output valve 57 and the power compressor 66 take-off valve have both been kept closed by the compressor. EMS management 6.

If, in response to the vagaries of its journey, said driver requires a high torque to the internal combustion engine 2 reciprocating by depressing the accelerator pedal of said automobile, then the management computer EMS 6 fully opens the throttle valve intake 9, closes the take-off turbine discharge valve 47 and the take-off compressor bypass valve 44. This has the effect of fully filling the combustion cylinders 3 of the reciprocating internal combustion engine 2 which immediately delivers more power on the crankshaft 5 and gives more flow, pressure and temperature to the exhaust gas as it expels into the exhaust manifold outlet conduit 54 on which the take-off turbine 45 is positioned.

Said turbine 45 then starts rotating rapidly and drives the take-off compressor 42 which raises the pressure of the atmospheric air flowing in the direct blow duct of the take-off compressor 64. The atmospheric air leaving the take-off compressor 42 is admitted by the reciprocating internal combustion engine 2 via respectively the direct blow duct of the takeoff compressor 64, the charge air cooler 10, the intake manifold inlet duct 52 which comprises the throttle valve intake 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 take-off turbine 45 via its exhaust gas. It is noted that at this stage the direct power supply check valve 63 that comprises the direct supply duct of the power compressor 62 is kept closed by the pressure prevailing downstream of said valve 63. The combustion heat engine internal rectifier 2 having reached a sufficient specific torque, the EMS management computer 6 half-opens the power compressor output valve 57 to pass a portion of the atmospheric air flow leaving the take-off compressor 42 through the centrifugal power compressor 21 which starts to rotate under the effect of the passage of said atmospheric air, said flow previously being passed respectively in the direct blowing duct of the takeoff compressor 64, then through the inter-compressor link conduit 67 and the duct intake of the power compressor 19.

It is noted at this stage that the reciprocating internal combustion engine 2 slowly turning but having to deliver a high torque, the take-off turbocharger 41 must deliver - by means of the take-off compressor 42 - a high pressure in the intake distributor 11, while the air flow that is able to admit said engine 2 remains low. This exposes the take-off compressor 42 to the risk of entering the pumping zone, this risk being, however, greatly reduced by the turbocharger supercharger with air withdrawal and regeneration 1 according to the present invention.

Indeed, the take-off turbocharger 41 is exclusively reserved for the supercharging of the reciprocating internal combustion engine 2 when the latter is running at low speed, for example up to one thousand five hundred or two thousand revolutions per minute. The take-off turbocharger 41 is therefore specifically sized to provide strong supercharging at low speeds while offering the shortest possible response time, as is the case for twin-stage turbocharger supercharging systems according to the invention. State of the art of which the turbocharger said "high-pressure" supercharged the engines at low rotation speed.

However, according to the state of the art, for said "high-pressure" compressor to escape pumping and operate as close as possible to its optimum efficiency when the supercharged engine is running at a very low speed, the load is swept over. 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, for gasoline engines, the direct injection of gasoline. As an alternative to said load sweep, the supercharging device 1 according to the invention provides that the flow of the take-off compressor 42 is artificially increased not by a sweeping of the load through said chamber, but by the passage of a fraction. the flow rate of said compressor 42 through the output valve of the power compressor 57. Said compressor 42 thus escapes pumping by different means, is of larger size and therefore has a better efficiency, and can operate closer to its maximum yield.

In order for the take-off turbine 45 to drive the take-off compressor 42 despite the additional work to be performed by said turbine 45 that induces the fraction of the flow rate of said compressor 42 passing through the power compressor output valve 57, provided a housing in which is housed said turbine 45 which leaves between it and said turbine 45 a narrow passage. Thus, the exhaust gas pressure expelled 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 taken on the crankshaft 5 of said engine. 2 via the combustion piston 4 which must overcome an increased back pressure in the exhaust phase. The drive of the take-off compressor 42 is therefore expensive in energy in return for a good responsiveness of said compressor 42 to rapidly provide a high boost pressure to the reciprocating internal combustion engine 2. However, the supercharging of said engine 2 by means of the Take-off turbocharger 41 is transient. Indeed, the fraction of the atmospheric air exhaled by the takeoff compressor 42 and which passes through the power compressor output valve 57 rapidly reaches the regeneration exchanger 31 and more precisely the regeneration heating channel. 33. In the latter, said air is preheated to a temperature substantially lower than that which the exhaust gases immediately after they have been expelled by the reciprocating internal combustion engine 2 because, in fact, said gases of reverse flow exhaust in the regeneration cooling channel 32 were mixed with said atmospheric air at the gas mixing junction 53 after said air passed through the power turbine 27 and then also joined said cooling channel 32 via said junction 53 after having been expelled by said turbine 27 via the outlet duct of the power turbine 3 0. Said exhaust gas mixed with said atmospheric air and flowing in the regeneration cooling channel 32 emerge from the latter at a lowered temperature, potentially close to that of atmospheric air when it is expelled by the compressor. take-off 42. Immediately after being preheated by the mixture consisting of exhaust gas mixed with the atmospheric air circulating in the regeneration cooling channel 32, the atmospheric air initially expelled by the takeoff compressor 42 and then by the centrifugal compressor 21 reaches the pre-regeneration exchanger 35 and more precisely the pre-exchanger heating channel 37. In the latter, said air is heated to a temperature substantially equal to that which the exhaust gas immediately after 'they were expelled by the internal combustion engine alternative combustion 2 because this time here, said exhaust gas circulating in opposite direction in the pre-exchanger cooling channel 36 have not been mixed.

Thus, in the two-stage heat exchanger 61, said exhaust gases have yielded much of their heat to the atmospheric air having passed through the power compressor output valve 57.

When it passes through the two-stage heat exchanger 61, the atmospheric air expands strongly following the increase in its temperature. Its flow and its pressure increase as it reaches the power turbine 27 via the intake duct of the power turbine 26. It is then expanded by said turbine 27 which produces work that it communicates with the centrifugal compressor of power 21 which in return compresses the atmospheric air which is brought to it by the intake duct of the power compressor 19, with a flow and a pressure which increases. The output compressor output valve 57 hitherto open opens more and more, accompanying the increase in flow rate and pressure of the atmospheric air expelled at the output of the centrifugal compressor power 21, then it is the turn the draw off valve of the power compressor 66 to be ajar by the management computer EMS 6 so that the centrifugal power compressor 21 contributes to supercharging the reciprocating internal combustion engine 2.

Indeed, when the draw off valve of the power compressor 66 is opened, the opening of the power compressor outlet valve 57 being suitably adjusted, the pressure downstream of the direct takeoff blow-off check valve 65 becomes greater than the pressure upstream of said valve 65. Said valve therefore remains closed. It is easily understood from the study of FIG. 5 that it follows from this configuration that the takeoff compressor 42 pre-compresses the atmospheric air in the direct blow duct of the take-off compressor 64, whereas the centrifugal power compressor 21 supercharges said air in the power compressor output duct 24, said air being fed in part to the intake manifold 11 of the reciprocating internal combustion engine 2. The power turbine 27 receiving a mass and volume flow of atmospheric air to relax more and more important, it gradually increases in power. Simultaneously, the air flow supplied by the centrifugal power compressor 21 increases. The EMS management calculator 6 can then progressively open the take-off turbine discharge valve 47 so as to gradually reduce the work produced by the take-off turbine 45 and the contribution of the take-off turbocharger 41 to the supercharging of the internal combustion engine. alternative 2. Beyond a certain air flow supplied by the centrifugal power compressor 21, the EMS management calculator 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, which is then no longer supercharged except by the power turbocharger 20, while said computer 6 also fully opens the take-off turbine discharge valve 47 so that the take-off turbine 45 ceases to drive the takeoff compressor 42.

It is noted at this point that the centrifugal power compressor 21 provides both the atmospheric air to be heated in the two-stage heat exchanger 61 to provide the energy required for the power turbine 27, and at the same time - by withdrawing via the discharge valve of the power compressor 66 - 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 motor 2 via the intake distributor 11. As can be readily deduced from FIG. 5 taken here to illustrate the operation of the device 1 according to the invention, the hot atmospheric air expanded by the power turbine 27 is then expelled by said turbine 27 in the output duct of the power turbine 30, then mixed at the junction of the mixture of gases 53 with the hot exhaust gases expelled by the m 2. Thereafter, as they flow through the regeneration cooling channel 32, said air and said gases yield a large part of their heat to the atmospheric air expelled by the centrifugal power compressor 21, before that said atmospheric air is finally superheated in the pre-exchanger heating channel 37.

Thus, the hot atmospheric air exiting the pre-heat exchanger heating channel 37 loses part of its heat when it is expanded by the power turbine 27, said heat being transformed into work by said turbine 27, then yields - in the regeneration exchanger 31 - a large part of its remaining heat to atmospheric air expelled from the centrifugal power compressor 21. The thermal regeneration that constitutes the passage of said air in said exchanger 31 provides a large part of the heating power required for operation of the power turbine 27, while the additional heating power necessary for the operation of the power turbocharger 20 is provided by the cooling of the exhaust gas expelled by the reciprocating internal combustion engine 2 in the regeneration exchanger 31 d. on the one hand and in the pre-regeneration exchanger 35 on the other hand, said exchanger 31 and led it pre-exchanger 35 being collected in one and the same two-stage exchanger 61.

Thus, said engine 2 is supercharged without having to undergo the additional counterpressure to the exhaust ordinarily generated by the turbocharger turbines according to the prior art, with the exception of starts since stopping or during certain operations in power transient which require temporary use of the take-off turbocharger 41.

Consequently, because of the absence of additional counterpressure, the turbocharger supercharger with air withdrawal and regeneration 1 according to the invention allows - compared to the state of the art and in accordance with what has been 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 Average Pressure the reciprocating internal combustion engine 2 rises, the amount of atmospheric air under pressure that withdraws said engine 2 to 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 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 should be noted that, since the reciprocating internal combustion engine 2 is sufficiently hot and operating at partial loads, that is to say without supercharging, the power turbocharger 20 can continue to exploit the thermal power delivered to the exhaust of said engine 2 - under provided that the temperature of the corresponding exhaust gas is sufficient - so that the centrifugal power compressor 21 delivers the highest possible flow and pressure to the power turbine 27 which in turn drives said compressor 21 in rotation. This strategy makes it possible to keep the turbocharger of power 20 as available as possible to relay the take-off turbocharger 41 in the load transient of the reciprocating internal combustion engine 2.

For this, once the power turbocharger 20 is mounted in flow and pressure on the occasion of a first load increase, when the reciprocating internal combustion engine 2 no longer requires supercharging, the EMS management calculator 6 leaves the power compressor output valve 57 open while it holds the draw off valve of the power compressor 66 closed. Thus, the entire flow of atmospheric air delivered by the centrifugal power compressor 21 is reserved for driving the power turbine 27, as well as the entire heat recoverable by the two-stage heat exchanger 61 is reserved for reheating said atmospheric air before it is expanded by said turbine 27.

It should be noted in this connection that according to the configuration retained in FIGS. 5 and 6, the adjustment of the load of the reciprocating internal combustion engine 2 by means of the inlet throttle valve 9 has no consequences on the flow of atmospheric air. the centrifugal power compressor 21 may admit via the direct blow duct of the take-off compressor 64 and / or the direct supply duct of the power compressor 62, and vice versa. FIGS. 5 and 6 show the inter-compressor link pipe valve 68 which can close off the inter-compressor link pipe 67.

Said valve 68 makes it possible to reserve - when it is kept closed - the entire flow of atmospheric air delivered by the take-off compressor 42 to the reciprocating internal combustion engine 2 to the extent that the power turbocharger 20 is already established. in flow and pressure following a previous increase in load. Thus, said valve 68 makes it possible, for example, to guarantee a sufficient thermal power for the exhaust of said engine 2 by means of the take-off turbocharger 41 before opening the draw-off valve of the power compressor 66, which avoids temporarily imbalancing the balance sheet. energy between the thermal power available at the exhaust of said engine 2 for driving the centrifugal power compressor 21 and the supercharging power withdrawn by the draw off valve of the power compressor 66. It is noted that the turbocharging supercharger The air and regeneration 1 according to the invention as shown in FIGS. 4 to 6 makes it possible to reduce the maximum temperature at which the take-off turbine 45 is subjected, since the latter is only subjected to the low speeds of the internal combustion engine. alternatively 2, where the exhaust gases of said engine come out at moderate temperature y-comp ris at very heavy 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 6 because the temperature of the atmospheric air that it admits at its inlet is always lower than that of the exhaust gases expelled by the reciprocating internal combustion engine 2, the temperature of said gases being already lower - due to the absence of significant exhaust backpressure - than that ordinarily found on supercharged gasoline engines operating at comparable speeds and loads according to the state of the art. It is noted that it is possible in particular to limit the temperature at the power turbine inlet 27 by providing a mass flow rate of atmospheric air admitted by said turbine 27 always larger than that retained for the air admitted by said engine 2 via the Intake manifold 11. In this case, the rate of withdrawal of air 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 engine 2.

In addition, the fact that, in addition to the fact that the regeneration exchanger 31 can not have a one hundred percent efficiency, the power turbine 27 transforms part of the heat of the exhaust gases expelled by said engine 2 into job. This causes the average temperature of the atmospheric air circulating in the regeneration loop formed by the supercharger turbocharger air withdrawal and regeneration 1 according to the invention to fall, for example by means of the two-stage exchanger. 61. Finally, the supercharging device turbocharger air bleed and regeneration 1 according to the invention offers various levers for sizing and adjustment to achieve the best possible compromise between the inlet temperature of the power turbine 27 which depends in particular on the rate of air withdrawal at the centrifugal power compressor 21, the performance of the power turbocharger 20 resulting in particular from said temperature, and the efficiency of the two-stage exchanger 61.

It will also be noted that in the context of the device 1 according to the invention, the power turbocharger 20 is not very subject to the pulsations of air present at the intake and exhaust of the reciprocating internal combustion engine 2. Said pulsations are indeed 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, 36, 37 which connect the centrifugal power compressor 21 to the power turbine 27. It will be understood from the analysis of FIGS. 4 to 6 that the device 1 according to the invention makes it possible to produce a supercharging system using two-stage turbochargers having only one turbine at the same time. exhaust of the reciprocating 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 post-milking catalysts. pollutants related to turbocharging two-stage turbocharging 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 1 according to the invention. It is easy to deduce from FIGS. 1 to 6 that the design and design of the power turbocharger 20 are greatly facilitated with respect to the prior art by the device 1 according to the invention, 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 configurations shown in FIGS. 5 and 6 are retained which offer the most extensive possibilities in settings and optimizations. Indeed, maintaining pressure and speed of the 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 may have a high moment of inertia without the fact that the kinetic losses it can induce in transient load of the reciprocating 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 compressor 21 can be made of a material with high resistance to abrasion and cavitation, such material being by reputation heavier. This strategy makes it possible, in particular, to admit recirculated exhaust gas 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 air duct. recirculation of the exhaust gas 58 as shown in Figures 4 to 6, said duct 58 comprising a recirculated exhaust gas cooler 60 and an exhaust gas recirculation valve 59. In addition, the turbocharger supercharger With air withdrawal and regeneration 1 according to the invention potentially provides large amounts of recirculated exhaust gas to the internal combustion engine 2 reciprocating it supercharges, which is an additional factor to improve the efficiency of said 2. In fact, according to the state of the art, the power and the efficiency of the supercharging limit the rate of exhaust gas. recirculated feed at high loads, especially 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 turbocharger supercharger with air withdrawal and regeneration 1 according to the invention largely solves this problem in that the power turbocharger 20 has a lot of energy - thanks to the regeneration - to compress a mixture of Atmospheric air and recirculated exhaust gas in the intake manifold 11. The additional energy used by the power turbocharger 20 is ordinarily lost in the case of reciprocating internal combustion engines according to the state of the art. In this context, it is advantageous to increase as much as possible the rate of recirculated exhaust gas at high loads which has the effect of increasing the intake pressure of the reciprocating internal combustion engine 2 since said increase produces a additional positive work exploitable on the crankshaft 5 of said engine 2, without additional fuel consumption.

Thus, the exhaust gas recirculation operated by the device 1 according to the invention makes it possible - in addition to reducing the sensitivity to rattling and thermal losses of the gasoline engines - to recover more heat energy from the exhaust of the combustion engine. alternating internal combustion 2, said energy being converted into work available on the crankshaft 5 via 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 inlet distributor 11, said mixture pushing on the combustion piston 4 which produces said work on the crankshaft 5. Another way of exploiting the excess energy available to the turbocharger 20 and more particularly the power turbine 27 is to supercharge more than necessary the internal combustion engine alternatively 2 to exploit the positive work that can produce the compressed gas inlet gases by the centrifugal power compressor 21 on the combustion piston 4 of said engine 2. This is achieved by voluntarily reducing the volumetric efficiency of said engine 2 in particular by adjusting the distribution of said engine 2 so that the latter executes a cycle called "Miller". In this case, said motor 2 discharges the excess part of the intake gases into the intake manifold 11 by its intake valve (s), but a part of the positive work produced by said gases on the combustion piston 4 remains which contributes to produce more work on the crankshaft 5 and thus to reduce the consumption of said engine 2.

It will be noted that in FIGS. 1 to 6, the pollutant after-treatment catalyst 13 is always placed before the regeneration exchanger 31 and possibly before the regeneration pre-exchanger 35. This configuration makes it possible in particular to recover the heat released by the exothermic combustion of the pollutants in said catalyst 13 to increase, via the regeneration exchanger 31 to which may be added the pre-regeneration exchanger 35, the energy available for the power turbine 27. It is noted that to protect the catalyst After the treatment of the pollutants 13 of any excessive temperature, it may be provided that the regeneration pre-exchanger 35 is positioned relative to the flow direction of the exhaust gases expelled by the reciprocating internal combustion engine 2. said catalyst 13. This configuration shown in Figure 3, has the advantage of substantially reducing the temperature of the ga z exhaust before they pass through said catalyst 13.

Another strategy that can be combined with the previous one is to operate the reciprocating internal combustion engine 2 in excess of fuel, which enables it to deliver more power per quantity of atmospheric air admitted at the intake distributor 11, while the pollutants inevitably produced by such operation are burned, stoichiometrically, in the post-pollutant treatment catalyst 13 via the supply of the strictly necessary amount of atmospheric air upstream of said catalyst 13 via the air duct conduit supercharging 55 shown in FIGS. 1 and 2, said intake being controlled by the EMS management calculator 6 by means of the supercharging air connection valve 56.

It should be understood that the foregoing description has been given only by way of example and which in no way limits the scope of the invention which would not be overcome by replacing the execution details described by any other equivalent. 30

Claims (32)

REVENDICATIONS1. Turbocharging supercharger with air withdrawal and regeneration (1), intended for an internal combustion engine (2) which comprises at least one combustion cylinder (3), at least one combustion piston (4) connected at least one crankshaft (5), at least one intake air filter (7) comprising an inlet connected to an intake inlet of the engine (51) and an outlet connected to an intake manifold (11) via an intake duct of the heat engine (8) via an intake manifold inlet duct (52) and via an intake throttle valve (9), said engine (2) also comprising at least one line of exhaust (14) which begins with an exhaust manifold (12) extended by an exhaust manifold outlet conduit (54) which includes a pollutant aftertreatment catalyst (13), said line (14) comprising also an exhaust silencer (15) and ending with a line exit of exhaust (16) while said engine (2) is driven by at least one management computer EMS (6), characterized in that it comprises: - At least one regeneration exchanger (31) which comprises at least one channel of regeneration cooling (32) in which exhaust gases can be circulated such that the reciprocating internal combustion engine (2) expels via the exhaust manifold outlet duct (54), said gases being able to cool in contact with the internal walls of said cooling channel (32) before reaching the exhaust line outlet (16), said exchanger (31) also comprising at least one regeneration heating channel (33) in which other gases can circulate which can be heated in contact with the internal walls of said reheat channel (33) while the gases which can flow in the regeneration cooling channel (32) can give up their heat to other gases which can circulate. ule in the regeneration reheat channel (33); at least one power turbocharger (20) which comprises at least one centrifugal power compressor (21) capable of compressing the other gases, said compressor comprising at least one input connected to the inlet of the motor (51) via a duct of the power compressor (19) while having an outlet which can be connected to either the inlet manifold (11) via the inlet manifold inlet duct (52) or to the reheat channel regenerator (33), or both, via at least one power compressor output conduit (24); at least one power turbine (27) which comprises the power turbocharger (20) and which can relax the other gases to rotate the centrifugal power compressor (21), said turbine (27) having an input connected to the conduit power compressor output (24) via the regeneration heating channel (33) and then via a power turbine intake duct (26) interposed between said channel (33) and said inlet, while said turbine ( 27) has an output connected directly or indirectly to the exhaust line outlet (16) via an output duct of the power turbine (30). Turbocharging and turbocharging supercharger according to Claim 1, characterized in that the exhaust gas expelled by the reciprocating internal combustion engine (2) via the collector outlet duct exhaust (54) are mixed before being introduced into the regeneration cooling channel (32) at a gas mixing junction (53) with the other gases exhaled by the power turbine (27) via the output duct of the power turbine (30), the exhaust gases and said other gases flowing together in said cooling channel (32) before reaching the exhaust line outlet (16). 3. A turbocharging supercharger device with air withdrawal and regeneration according to claim 1, characterized in that the particular exhaust gases flowing in the regeneration cooling channel (32) move in a direction approximately opposite to the following one. which other gases circulating in the regeneration heating duct (33) move while a material of a certain thickness, one of whose faces forms all or part of the internal walls of said cooling duct (32) also forms, on its opposite face, all or part of the internal walls of said heating channel (33), or vice versa. Air-cooled turbocharging booster and regeneration device according to Claim 1, characterized in that the intake manifold inlet duct (52) comprises a charge air cooler (10). Air boost and regeneration turbocharger boosting device according to Claim 1, characterized in that the power compressor output duct (24) comprises a power compressor output check valve (25) enabling the gases flowing in said duct (24) out of the centrifugal power compressor (21) but not return. Air-cooled turbocharging booster and regeneration device according to Claim 1, characterized in that the power compressor output duct (24) comprises a power compressor output valve (57) which can relates the output of the centrifugal power compressor (21) to the intake duct of the power turbine (26). Air-recirculating turbocharger booster and regeneration device according to claim 1, characterized in that the power compressor output duct (24) has a draw-off valve of the power compressor (66) which can relating said output conduit (24) to the inlet manifold inlet conduit (52). Air-cooled turbocharging and regeneration boosting device 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-cooled turbocharger booster and regeneration device according to claim 7, characterized in that the deflecting duct of the power compressor (22) comprises a centrifugal priming compressor (39). Air-cooled turbocharging booster and regeneration 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 booster 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). Turbocharging and turbocharging supercharger according to Claim 1, characterized in that the power compressor output duct (24) and the exhaust manifold outlet duct (54) are connected between them by a charge air tapping duct (55) which can be closed by a charge air tapping valve (56). Turbocharging and air-regenerating turbocharger according to Claim 2, characterized in that part of the intake duct of the power turbine (26) partly constitutes a regeneration pre-exchanger (35). ) by forming at least one pre-exchanger heating channel (37) in which the other gases can circulate after the latter have been expelled by the centrifugal power compressor (21) and then have warmed up in contact with the inner walls of the channel regeneration heater (33), said pre-exchanger (35) also having at least one pre-heat exchanger cooling channel (36) forming a portion of the exhaust manifold outlet conduit (54) and wherein circulating the exhaust gas exhaled by the reciprocating internal combustion engine (2), the latter gases being able to cool in contact with the internal walls of said cooling channel (36) by giving up their heat to the other gases expelled by the centrifugal power compressor (21). Air-cooled turbocharging booster and regeneration device according to Claim 13, characterized in that the regeneration pre-exchanger (35) and the regeneration exchanger (31) are contiguous to form commonly a two-stage exchanger. step (61) having at least five exchanger ports (69). Air-cooled turbocharging and regeneration boosting device according to Claim 1, characterized in that part of the power compressor output duct (24) is partly a regeneration post-heat exchanger (70). forming at least one post-heat exchanger channel (72) in which the other gases can be circulated after they have been expelled by the centrifugal power compressor (21) and before these circulate in the heating channel of the regeneration (33), said post-exchanger (70) also comprising at least one post-exchanger cooling channel (71) that forms part of the output duct of the power turbine (30) and in which said other circulators can circulate gas after the latter have been expelled by the power turbine (27), the latter other gases being able to cool in contact with the inner walls of said cooling channel (71) ceded nt their heat to said other gases expelled by the centrifugal power compressor (21). Air-cooled turbocharging booster and regeneration device according to Claim 15, characterized in that the regeneration after-exchanger (70) and the regeneration exchanger (31) are contiguous to form commonly a bi-type exchanger. stepped (61) having at least six exchanger ports (69). Air-cooled turbocharging booster and regeneration device according to Claim 1, characterized in that the power compressor output duct (24) and / or the power turbine inlet duct (26). may include a boost pressure reservoir (38). Air-cooled turbocharger booster and regeneration device according to claim 1, characterized in that the admission duct of the heat engine (8) comprises at least one takeoff compressor (42). Turbocharging and air-regenerating turbocharger according to Claim 18, characterized in that the intake duct of the power compressor (19) is connected to the inlet of the engine (51) via a direct supply duct of the power compressor (62) which bypasses the takeoff compressor (42). Turbocharging and air-regenerating turbocharger according to Claim 19, characterized in that the direct supply duct of the power compressor (62) comprises a direct power supply non-return valve (63). ) allowing the gases flowing in said duct (62) to go from the intake inlet of the motor (51) to the intake duct of the power compressor (19) but not vice versa. Air-recirculating turbocharger booster and regeneration device according to claim 18, characterized in that the take-off compressor (42) comprises an outlet which is connected to the inlet manifold inlet duct (52) by a direct blow duct of the takeoff compressor (64) independent of the direct supply duct of the power compressor (62). Air-cooled turbocharger boosting and regeneration device according to claim 21, characterized in that the direct blow duct of the take-off compressor (64) comprises a direct takeoff blow-off check valve (65) allowing to the gases flowing in said duct (64) from the takeoff compressor (42) to the inlet manifold inlet duct (52) but not vice versa. Air-cooled turbocharging booster and regeneration device according to Claim 21, characterized in that the direct blow duct of the take-off compressor (64) is connected to the direct supply duct of the power compressor (62). by an inter-compressor link conduit (67) which can be closed by an inter-compressor link conduit valve (68). Air-regenerating turbocharging booster device according to claim 18, characterized in that the take-off compressor (42) can be rotated by at least one take-off turbine (45) positioned on the air intake duct. exhaust manifold outlet (54). Air boost and regeneration turbocharger boosting device according to claim 18, characterized in that the takeoff compressor (42) comprises an inlet and an outlet connected to each other by a take-off compressor bypass duct ( 43) which can be closed by a take-off compressor bypass valve (44). Air-cooled turbocharging booster and regeneration device according to Claim 24, characterized in that the take-off turbine (45) comprises an inlet and an outlet connected together by a take-off turbine discharge duct ( 46) which can be closed by a take-off turbine discharge valve (47). Air-cooled turbocharger booster and regeneration device according to Claim 1, characterized in that the intake duct of the power compressor (19) and the intake manifold inlet duct (52) are interconnected by a direct intake duct (17) which can be closed by a direct inlet valve (18). 28. A turbocharger turbocharger and regeneration according to claim 1, characterized in that the inlet duct of the heat engine (8) and / or the inlet duct of the power compressor (19) is (are) connected to the exhaust line (14) by an exhaust gas recirculation duct (58) which can be closed by an exhaust gas recirculation valve (59). Air-cooled turbocharger booster and regeneration device according to claim 28, characterized in that the exhaust gas recirculation duct (58) comprises a recirculated exhaust gas cooler (60). 3003 901 55 Air-cooled turbocharger booster and regeneration device 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 Intake duct of the power turbine (26) is coated with a heat shield (50). Air-cooled turbocharger booster and regeneration 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 regeneration exchanger (35) is coated with a heat shield (50). 32. A turbocharging and air-regenerating turbocharger according to claim 1, characterized in that all or part of the outer and / or inner surface of the exhaust manifold (12) and / or the outlet duct. exhaust manifold (54) and / or the exhaust line (14) is coated with a heat shield (50). 20