SE1450441A1 - Arrangement in a vehicle - Google Patents

Abstract

Summary The present invention relates to an arrangement in a vehicle. The arrangement comprises a hydrodynamic retarder system. SIDITI comprises a retarder (21) in the form of a rotor unit (21a) and a stator unit (21b), a lead circuit adapted to lead a medium to and frail the retarder (21) when activated and a WHR a system comprising a conduit circuit, a pump (30) which pressurizes and circulates a medium in the conduit circuit, dstninstone a conductor (32) where the medium is heated so as to evaporate, a turbine (21, 36) where the fordngacle medium expands, and a condenser 10 (34) where the medium is cooled so that it condenses. The retarder system retarder (21) and the WHR system turbine (21, 36) are rotatably retracted by a driveline (4) of the vehicle (2) via a common motion transmitting mechanism (22).

Description

BACKGROUND OF THE INVENTION AND PRIOR ART The present invention relates to an arrangement in a vehicle which complies with the preamble of the claim.

Hydrodynamic retarders are often used as additional brakes in heavy vehicles.

This can reduce the load and wear on the vehicle's wheel brakes. A hydrodynamic retarder typically includes a stator and a rotor that define a toroidal space for receiving a working medium. The stator and rotor comprise a plurality of vanes arranged at uniform intervals in the toroidal space. The stator is fixedly arranged at a station surface of the vehicle, while the rotor is connected to the vehicle's driveline via a motion transmitting mechanism. When the retarder is activated, a working medium is supplied to the toroidal space. The working medium is led through the toroidal space in contact with the vanes so that it counteracts the rotation of the rotor in relation to the stator, which results in the vehicle being braked. The kinetic energy of the working medium in the toroidal space is converted during the braking process to heat energy. The working medium is passed relatively quickly through the toroidal shape so that it does not obtain a high temperature. In a certain type of hydraulic retarder, cooling roller baths are used as working medium.

WHR (Waste Heat Recovery) system is being developed for use in vehicles and converting hydrogen energy into mechanical energy. A WHR system includes a pump that pressurizes and circulates a medium in a line circuit. The line circuit comprises one or more evaporators where the medium is heated and evaporated with the aid of one or more heaters. The vaporized medium thus provides an elevated temperature and an elevated pressure. The heated and pressurized medium is then led to an expander such as a turbine where it expands so that mechanical energy is generated. The mechanical energy can be used directly for operation of various kinds or converted and stored as electrical energy. After the medium has expanded in the turbine, it is led to a condenser where it cools down so that it condenses and on again over & in liquid form. The liquid-containing medium is then pressurized again by the pump. With the help of a WHR system, heat energy can, for example, be recovered from the exhaust gases from an internal combustion engine and used for the operation of a vehicle. A WHR system is complex and includes a large number of components. Equipping a vehicle with a WHR system is therefore relatively costly.

DE 102011017762 shows a part of a driveline of a heavy vehicle. The vehicle is equipped with a WHR system that extracts heat energy and converts it into mechanical energy for the operation of the vehicle. The WHR system includes an expansion machine driven by media circulating in the WHR system. The expansion machine rotational motions are transmitted to the vehicle's driveline via a first motion transmitting mechanism. The vehicle is also equipped with a hydrodynamic retarder. The hydrodynamic retarder is connected to the vehicle's driveline via a second motion transmitting mechanism.

SUMMARY OF THE INVENTION The object of the present invention is to provide an arrangement in a vehicle which comprises a hydrodynamic retarder system and a WHR system where the number of components can be reduced and hence the total cost of the two systems.

This object is achieved with the arrangement of the kind mentioned in the introduction, which can be characterized by the features stated in the characterizing part of claim 1. A hydrodynamic retarder system includes a retarder that is in constant engagement with the vehicle's driveline via a motion transmitting mechanism. When the hydrodynamic retarder is activated, a working medium is supplied to a space between a rotor unit and a stator unit of the retarder, which counteracts the rotational movement of the rotor unit and the rotational movement of the armed driveline. When the retardem is activated, a braking torque is applied to the driveline and the vehicle. A WHR system includes a circulating medium that yams up and evaporates after which it expands in a turbine. The turbine thus provides a rotational motion which is transmitted to the vehicle's driveline via a motion transmitting mechanism. The WIR system adds a driving torque to the driveline. It can be stated that the retarder system's retarder and the WHR system's turbine are connected to the driveline in different operating cases. It is thus possible to use the same motion-transmitting mechanism between the retarder system retarder and the WHR system turbine. As a result, one motion transmitting mechanism can be excluded in a vehicle that includes both systems. Thus, the number of components can be reduced and the total cost of the two systems can be reduced. 3 According to an embodiment of the present invention, the motion transmitting mechanism comprises a rotatable shaft rotatably connected to the retarder and the turbine. AxeIn thus rotates at a speed that is related to the deceleration speed and the turbine speed. The retarder can allegedly transmit a braking torque, via said shaft, to the driveline when the retarder is activated and the turbine can supply a driving torque, via said shaft !, to the driveline dd. The WHR system is activated According to one embodiment of the present invention, the common axis had a parallel! tensioning with a shaft of the vehicle's driveline which is in contact with the motion transmitting mechanism. With such an invention, the motion transmitting mechanism can be made extremely uncomplicated and with a fatal number of components. The motion transmitting mechanism may comprise a first gear fixed to the common shaft, which, via a second intermediate gear, is connected to a third gear fixed on. narnnda shaft of the driveline. A sadah motion transmitting mechanism is relatively uncomplicated and constitutes a reliable mechanical transmission such as transmitting rotational motions between the retarder / turbine and the driveline. The motion transmitting mechanism may, of course, include other motion transmitting components other than gears.

The motion transmitting mechanism may be connected to the vehicle's driveline via an output shaft of a gearbox. This allows both the retardem and the turbine to be arranged close to the vehicle's gearbox.

According to an embodiment of the present invention, the vehicle comprises a cooling system with a conduction circuit comprising a circulating medium, the conduction circuit of the retarder system being connected to the conduction circuit of the cooling system and using a common medium. Most conventional hydrodynamic retarder systems use oil as the working medium. After the oil has been used as a medium in the retardem, it is led to a waffle exchanger where it is cooled by a cooling water circulating in a cooling system. In this embodiment, a retarder system is used where the coolant is used both as a medium and to apply a braking torque when it is led to the retarder and to cool the retarder. A Want retarder system does not need to be equipped with a separate vamievd.xlare such as Overfor vatme between the medium in the retarder and the coolant in a cooling system. Such a hydrodynamic retarder system bar clamed is designed with fewer components than a conventional hydrodynamic retarder system. However, it is possible that the arrangement comprises a conventional retarder system which has a common motion transmitting mechanism with a WHR system. According to an embodiment of the present invention, the control circuit of the cooling system and the control circuit of the WHR system comprise at least one common line portion and one common medium. In this case, the same medium is thus used in the cooling system as in the WHR system. In this case, the medium must have the property that it evaporates at the pressures and temperatures which arise in the evaporator and that it condenses at the temperatures and pressures which arise in the condenser.

According to an embodiment of the present invention, the conduction circuit of the retarder system and the control circuit of the WHR system comprise at least one common conduit portion and one common medium. With the map retarder system and the WHR system, common wires are obtained, which further reduces the number of components. The common medium in the WHR system and I retardem kart be an alcohol that has larnpliga properties. It is possible that the same medium in all three systems, namely in the cooling system, in the retarder system and in the WHR system.

According to an embodiment of the present invention, the retarder of the retarder system and the turbine of the WHR system constitute two separate components. In this case, the retarder of the retarder system can be designed to have optimum properties to provide a deceleration when a liquid medium is supplied and the turbine of the WHR system is designed to provide optimum properties as it is driven by a pressurized gaseous medium which expands through the turbine.

According to an embodiment of the present invention, the retarder of the retarder system and the turbine of the WHR system consist of one and the same component. Since the retarder system's retarder and the WHR system turbine have a similar structure and (they never need to be used at the same time, it is possible to use one and the same component both as retarder and turbine. Thus, the arrangement can be reduced by another component.

According to an embodiment of the present invention, media in the WHR system are adapted to be warned in the toranger of exhaust gases discharged from an internal combustion engine of the vehicle. Exhaust gases from an internal combustion engine contain a lot of heat energy that is normally released to the environment. With the help of a WHR system, this heat energy can be utilized and used for operation of the vehicle. Avert cla the exhaust gases are used to drive a turbocharger, they generally have a sufficiently high temperature downstream of the turbocharger to provide a heating of a medium in a WHR system sh that it evaporates.

According to an embodiment of the present invention, the WHR system carried an air-cooled condenser. The condenser can be arranged at a front part has a vehicle in connection with a cooler where the coolant is cooled which cools the internal combustion engine of the vehicle. The condenser is conveniently arranged in a position so that it is cooled by air at ambient temperature. Alternatively, the medium in the condenser can be cooled by coolant from the cooling system which cools the combustion engine or a low temperature cooling system.

BRIEF DESCRIPTION OF THE DRAWINGS The following are described, by way of example, preferred embodiments of the invention with reference to the accompanying drawings, in which Fig. 1 shows an arrangement according to a first embodiment of the invention and Fig. 2 shows an arrangement according to a second embodiment of the invention.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION Fig. 1 shows an overcharged internal combustion engine I which may be an otter engine or a diesel engine. The internal combustion engine 1 may, for example, be the drive engine of a vehicle 2 which may be a heavy vehicle. The vehicle comprises a gearbox 3 which is arranged in connection with the internal combustion engine 1. The gearbox 3 has an output shaft 4a which forms part of the vehicle's drivetrain 4. The exhaust gases from the internal combustion engine 1 are led out via an exhaust line 5. The exhaust line 5 comprises a turbine 6 of a turbocharger . The turbine 6 thereby provides a driving force, such as Overfors, via a connection, to a compressor 7 of the turbocharger. The compressor 7 compresses air which is led, via an inlet line 8, to a charge air cooler 9 for cooling before the compressed air is led to the combustion engine 1.

The internal combustion engine 1 comprises a cooling system with a circulating medium. The medium is circulated in the cooling system by means of a pump 10 arranged in an inlet line 11 to the internal combustion engine 1. After the medium has cooled the internal combustion engine, it is led, via an outlet line 12, to a first valve member 13. During normal operation of the vehicle the valve means 13 is stored in a first layer in which it conducts the medium from the first valve means 13, via a line 14, to a return line 15. The return line 15 leads the medium to a thermostat 16. The medium was at a lower temperature than the control temperature of the thermostat 16. a rod layer in which it leads the medium to a bypass line 17 and back to the pump 10 and the internal combustion engine 1 without cooling. When the medium carried a higher temperature than the control temperature, the thermostat device 16 is placed in an open layer in which the cooling liquid is led, via a line 18, to a cooler 19 for cooling. The medium is cooled in the radiator 19 by air which is conveyed through the radiator 19 by means of a radiator surface (not shown) and the speed wind of the vehicle. The cooled medium leaving the cooler 19 is led, via a return line 20, back to the infill solution 11 and the coolant pump 10 for renewed circulation in the cooling system.

The vehicle 2 is equipped with a hydrodynamic retarder system which comprises a retarder 21, a motion transmitting mechanism 22 which connects the retarder 21 to the vehicle driveline 4 and a line circuit for supplying naninda medium to the retarder 21 when it is activated. The retarder 21 consists of a rotor unit 21a and a stator unit 2 lb. The rotor unit 21a and the stator unit 21b define a toroidal space for receiving said medium. The rotor unit 21a and the stator unit 21b comprise a plurality of vanes arranged in the toroidal space. The stator unit 21b is stationary arranged in the vehicle while the rotor unit 21a is rotatably arranged on an axis! 22a included in said motion transmitting mechanism 22 connecting the retarder 21 to the vehicle driveline 4. The motion transmitting mechanism 22 also includes a first gear 22b mounted on said shaft 22a. The first gear 22b is, via a second gear 22c, connected to a third gear 22d which there is arranged the output shaft 4a of the gearbox which thus forms a component of the vehicle's driveline 4. The axis 22a has a parallel! tensioning with the output shaft 4a of the gearbox. A control unit 23 is adapted to activate the retarder 21 with the aid of information from a well control 24.

When the control unit 23 receives information from the brake control 24 indicating that the retarder is to be activated, the control unit 23 places the first valve means 13 in a second position so that the medium is led from the line 12 to a line 25. The line 25 leads the medium to a second valve means 26. The control unit 23 at the same time the second valve member 26 is placed in a first layer in which it leads the medium to a line 27 and the retarder 21. Since the rotor unit 21a is connected to the vehicle driveline 4 via said movement transmitting mechanism 22, it rotates continuously at a speed related to the driveline 7 speed . The supply of the medium to the toroidal space results in it coming into contact with the blades of the rotor unit 21a and the stator unit 21b which are designed so that together with the supplied medium they provide a braking torque which counteracts the rotational size of the rotor unit 21a. Since the rotor unit 21a is connected to the vehicle's driveline 4 via the motion transmitting mechanism 22, the supply of the medium to the toroidal space results in the vehicle 2 being braked. The kinetic energy of the medium in the toroidal space is converted during the braking process into heat energy. The medium is passed relatively quickly through the toroidal shape that it does not obtain an ale & hog temperature. The medium is led from the toroidal space, via a line 28, to a third valve member 29. When the retarder 21 is activated, the control unit 23 places the third valve member 29 in a first position so that the medium is led to the return line 15 and the thermostat 16. The medium essentially always has a higher temperature and thermostat 16 control temperature then retardem fir activated. Thus, the medium is generally led from the thermostat 16 to the cooler 19 before cooling before it is led back to the pump 10 and the internal combustion engine 1.

The vehicle 2 that is also equipped with a WHR system receives recovery of heat energy. The WHR system includes a control circuit that contains the same medium used in the cooling system and in the retarder system. The medium is circulated and pressurized in the line circuit by means of a pump 30. The medium is led from the pump 30, via a line 31, to an evaporator 32. The medium is heated in the evaporator 32 by exhaust gases in the exhaust line 5 so that it evaporates. The evaporated medium is led, via the second valve means 26, which the control unit 23 places in a second layer when the WHR system is activated, to the line 27 and a turbine 21 which in this case consists of the same component as the retarder 21.

Thus, in this case, the turbine 21 comprises a rotor bit 21a and stator unit 21b.

The rotor unit 21a is connected to the vehicle driveline 4 via a () eh same total transmission mechanism 22 which connects the retarder 21 to the vehicle driveline 4. When the gaseous pressurized medium is led to the toroidal space defined by the rotor unit 21a and the stator unit 21b a driving force is provided. As a result, the increased speed of the rotor unit 21a is increased, and the increased speed of the rotor unit 21a is transmitted, via the torque-covering mechanism 22, to the vehicle driveline 4, which armed receives an additional driving force.

After the dot gaseous medium has expanded through the turbine 21, it is led, via line 28, to the third valve means 29. When the WHR system is activated, the control unit 23 staffs the third valve means 29 in a second layer in which the gaseous medium is led, via an 8 line 33 to a condenser 34 which is arranged at a front part of the vehicle 2. The condenser 34 is in this case arranged in front of the charge air cooler 9 and the cooler 19 at the front part of the vehicle. The gaseous medium is thus cooled in the condenser 34 by air at the temperature of the furnace. The gaseous medium is cooled to a temperature at which it condenses. The medium is thus again in liquid form as it is led from the condenser 34, via a line 35, to the pump 30 for renewed circulation in the WHR system. The WHR system can of course also comprise further components such as, for example, a recuperator and a heating device which is located upstream of the evaporator 32 which ensures that all medium in the WHR system is evaporated before the turbine 21.

The retarder system and the WHR system in this case use a common hydrodynamic component 21 which when the retarder system is activated functions as a retarder and when the WHR system is activated functions as a turbine. The retarder system and the WHR system also utilize a common motion transmitting mechanism 22 which connects a rotor unit 21a of the retarder / turbine to the vehicle driveline 4. This motion transmitting mechanism 22 6 transmits a braking torque to the driveline 4 when the retarder system is activated and a torque to the driveline (1a). Since the retarder system and the WHR system never activated at the same time, it is possible that they include the above-mentioned common components. In this case, the cooling system, the retarder system and the WHR system also use a common circulating medium. These maps include a number of common lines. The medium should have the property that it is in liquid form dd it circulates in the cooling system and in the retarder system.It also had the property that it evaporates at the temperature and pressure created in the evaporator 32 as it circulates in the WHR system.The medium can be any kind but that it hat- above mentioned properties.The medium can v ara a light alcohol.

Fig. 2 shows a vehicle 2 equipped with an alternative embodiment of a combined retarder system and WHR system. The internal combustion engine 1 in this case comprises a cooling system with a circulating cooling liquid which can be of a conventional type.

The cooling fluid is circulated in the cooling system by means of a cooling water pump 10 which is arranged in an inlet line 11 to the internal combustion engine 1. After the medium has cooled the internal combustion engine, it is led, via an outlet line 12, to a first valve means 11 during normal operation. a first layer in which it conducts the cooling vessel from the first valve member 13, via a line 14, to a return line 15. The return line 15 leads the cooling liquid to a thermostat 16. Since the medium 9 has a lower temperature than the control temperature of the tin state 16 it is stored in a rod layer which it leads the coolant to a bypass line 17 and back to the coolant pump 10 and the combustion nozzle 1 without cooling. When the cooling liquid is at a higher temperature than the control temperature, the thermostat device 16 is stored in an open layer in which the cooling liquid is led, via a line 18, to a cooler 19 for cooling. The coolant is cooled in the radiator 19 by air which is forced through the radiator 19 by means of a radiator surface (not shown) and the speed wind of the vehicle. The cooled coolant which leaves the cooler 19 is led, via a return line 20, back to the inlet line 11 and the coolant pump 10 for renewed circulation in the cooling system.

The retarder system comprises a retarder 21, a motion transmitting mechanism 22 which connects the retarder 21 to the vehicle driveline 4 and a conduit circuit for supplying coolant to the retarder 21 when it is activated. The retarder 21 consists of a rotor unit 21a and a stator unit 21b. The rotor unit 21a and the stator unit 21b define a toroidal space for receiving said cooling liquid. The rotor unit 21a and the stator unit 21b comprise a plurality of vanes arranged in the toroidal space. The stator unit 21b is stationary mounted in the vehicle while the rotor unit 21a is rotatably mounted on a shaft 22a which is included in said motion transmitting mechanism 22 which connects the retarder 21 to the vehicle driveline 4. The motion transmitting mechanism 22 also includes a first gear 22b mounted thereon. . The first gear 22b is, via a second gear 22c, connected to a third gear 22d which is arranged on the output shaft 4a of the gearbox. SOIT1 thus forms a component of the vehicle's driveline 4. Axis 22a has a parallel tension with the output shaft 4a of the gearbox. A control unit 23 is adapted to activate the retarder 21 with the aid of information from a brake control 24.

When the control unit 23 receives information from the brake control 24 indicating that the retarder is to be activated, the controller 23 places the first valve member 13 in a second laser so that the coolant is led from the line 12 to a line 25 leading the coolant to the retarder 21. The supply of the coolant to the toroidal the space results in the dot being provided with a braking torque which counteracts the rotational movement of the rotor unit 21a. Since the rotor unit 21a is connected to the vehicle's driveline 4 via the motion transmitting mechanism 22, the vehicle 2 is braked. The cooling liquid is passed relatively quickly through the toroidal shape so that it obtains an excessively high temperature. The coolant is led from the toroidal space to the return line 15 and the thermostat 16.

Since the cooling water is essentially always a temperature above the control temperature of the thermostat 16, the retarder 21 is activated, it is led by the thermostat 16 to the cooler 19 for cooling before it is led back to the cooling water pump 10 and the combustion engine 1.

Vehicle 2 is also equipped with a WHR system for heat recovery.

The WHR system includes a lead circuit with a separate medium. The medium is circulated and pressurized in the line circuit by means of a pump 30. The medium is led from the pump 30, via a line 31, to a evaporator 32. The medium is gained in the exhaust 32 by exhaust gases the exhaust line 5 sh that it is footed. The lined medium is led, via a line 27, to a turbine 36 which in this case is formed by a separate unit in relation to the retarder 21.

However, the turbine 36 and the retarder are arranged in a common bus 37. The turbine 36 and the retarder 21 are first on the same rotatable axis! 22a. The turbine 36 is thus connected to the vehicle driveline 4 via one and the same agitation mechanism 22 which connects the retarder 21 to the vehicle driveline 4. As the gaseous pressurized medium is led to the turbine 36, it provides a driving force which results in the rotatable shaft 22a obtaining a high speed . The increased speed of the rotatable shaft 22a is transmitted, via the motion transmitting mechanism 22, to the driveline 4 of the vehicle, which then receives an extra driving force. After the gaseous medium has expanded through the turbine 36, it is led, via a line 33, to a condenser 34 which is arranged at a front part of the vehicle 2. The gaseous medium is cooled in the condenser 34 by tuff with ambient temperature. The gaseous medium is cooled to a temperature at which it condenses. The medium at claimed in vdtskefomi d. It is led from condenser 34, via a line 35, to purnpen 30 for fomyad circulation in the WHR system.

The retarder system and the WHR system in this case use a common motion transmitting mechanism 22 which barrel-binds the retarder 21 and the turbine 36 with the vehicle driveline 4. The torque transmitting mechanism 22 opposite a torque to the driveline 4 & the retarder system is activated and a torque to the driveline d. system to be activated. In this case, the cooling system and the retarder system use cooling liquid as a medium. The WHR system uses a separate medium which had the property of evaporating at the temperature and pressure created in the evaporator 32.

The invention is in no way limited to the embodiment described in the drawing but can be varied freely according to the claims. 11

Claims (12)

Patent claims An arrangement In a vehicle, the arrangement comprising a hydrodynamic retarder system comprising retarder (21) in the form of a rotor unit (21a) and a stator unit (2 lb), a conduction circuit adapted to conduct a medium to and from the retarder (21) when it is activated and a WIR system son 'comprises a line circuit, a pump (30) which pressurizes and circulates a medium in the line circuit, atrnone a vaporizer (32) where the medium is heated so that it evaporates, a turbine (21, 36) where the vaporized medium expands, and a condenser (34) where the medium is cooled so that it condenses, characterized in that the retarder of the retarder system (21) and the turbine (21, 36) of the WHR system are rotatably connected to a driveline (4) of the vehicle (2) via a common motion transmitting mechanism (22). An arrangement according to claim 1, characterized in that the motion transmitting mechanism (22) comprises a rotatable shaft (22a) rotatably connected to the wire retard (21) and the tuxedo (21, 36). Arrangement according to claim 2, characterized in that the common axis (22a) has a parallel! tensioning with a shaft (4a) of the vehicle driveline (4) which is in contact with the motion transmitting mechanism (22). Arrangement according to claim 3, characterized in that the motion transmitting mechanism (22) comprises a first gear (22b) arranged on the hinged shaft (22a), which, via an intermediate second gear (22c), is connected to a third gear (22d) fixed to said axle! at the driveline (4a). A claim according to any one of the preceding claims, characterized in that the motion transmitting mechanism is connected to the driveline (4) of the vehicle via an output shaft (4a) of a gearbox (3). Arrangement according to any one of the preceding claims, characterized in that the vehicle comprises a cooling system with a conduction circuit comprising a circulating medium, wherein the retarder system conduction circuit is connected to the conduction system of the cooling system and that said conduction circuits are adapted to conduct a common medium. 12 Arrangement according to claim 6, characterized in that the control circuit of the cooling system and the control circuit of the WHR system comprise at least one common line portion and that said line circuits are adapted to lead a common medium. Arrangement according to any one of the preceding claims, characterized in that the retarder system control circuit and the WHR system control circuit comprise at least one that said control circuits are adapted to conduct a common medium. Arrangement according to one of the preceding claims, characterized in that the retarder system retarder (21) and the WHR system turbine (36) consist of two separate components. Arrangement according to one of the preceding claims 1 to 8, characterized in that the retarder of the retarder system (21) and the turbine (36) of the WHR system consist of one and the same component. Arrangement according to any one of the preceding claims, characterized in that the medium in the WHR system is adapted to be heated in the evaporator (32) by exhaust gases discharged from an internal combustion engine (1) in the vehicle. Arrangement according to any one of the preceding claims, characterized in that the condenser (34) of the WHR system is air-cooled. 19 J 34 1/2 33 168 7 14 MN 17 26 12