SE540231C2 - Vehicle with arrangement for recovering heat energy of exhaust gas from a combustion engine - Google Patents

Vehicle with arrangement for recovering heat energy of exhaust gas from a combustion engine

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Publication number
SE540231C2
SE540231C2 SE1651267A SE1651267A SE540231C2 SE 540231 C2 SE540231 C2 SE 540231C2 SE 1651267 A SE1651267 A SE 1651267A SE 1651267 A SE1651267 A SE 1651267A SE 540231 C2 SE540231 C2 SE 540231C2
Authority
SE
Sweden
Prior art keywords
heat
exhaust
exhaust gas
conduit
valve
Prior art date
Application number
SE1651267A
Other languages
Swedish (sv)
Other versions
SE1651267A1 (en
Inventor
Kardos Zoltan
Hall Ola
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE1651267A priority Critical patent/SE540231C2/en
Publication of SE1651267A1 publication Critical patent/SE1651267A1/en
Publication of SE540231C2 publication Critical patent/SE540231C2/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
    • F01K23/02—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled
    • F01K23/06—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle
    • F01K23/065—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle the combustion taking place in an internal combustion piston engine, e.g. a diesel engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
    • F01K23/02—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled
    • F01K23/06—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle
    • F01K23/10—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle with exhaust fluid of one cycle heating the fluid in another cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
    • F02G5/02—Profiting from waste heat of exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D15/00—Heat-exchange apparatus with the intermediate heat-transfer medium in closed tubes passing into or through the conduit walls ; Heat-exchange apparatus employing intermediate heat-transfer medium or bodies
    • F28D15/02—Heat-exchange apparatus with the intermediate heat-transfer medium in closed tubes passing into or through the conduit walls ; Heat-exchange apparatus employing intermediate heat-transfer medium or bodies in which the medium condenses and evaporates, e.g. heat pipes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G2254/00—Heat inputs
    • F02G2254/15—Heat inputs by exhaust gas
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E20/00—Combustion technologies with mitigation potential
    • Y02E20/30—Technologies for a more efficient combustion or heat usage
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

A vehicle with an arrangement (10) for recovering heat energy of exhaust gas from a combustion engine (2). Said arrangement comprises a heat storage unit (11 ) and one or more heat pipes (12) for transferring heat energy from exhaust gas in the exhaust line (3) to the heat storage unit. The exhaust line comprises a first conduit (13) arranged in a section (14) of the exhaust line between a turbine (4a) and an exhaust brake valve (7). An evaporator region (12a) of the heat pipes is arranged in this first conduit (13). A bypass conduit (15) is arranged in parallel with the first conduit (13). The flow of exhaust gas through said conduits is controlled by a valve device (16) so as to allow the exhaust gas to flow through the first conduit (13) when the exhaust brake is applied and through the bypass conduit (15) when the exhaust brake is not applied.

Description

Vehicle with arrangement for recovering heat energy of exhaust gas from a combustion engine FIELD OF THE INVENTION AND PRIOR ART The present invention relates to a vehicle according to the preamble of claim 1.
A WHR system (WHR = Waste Heat Recovery) can be used in a vehicle for recovering heat energy of the exhaust gas from a combustion engine in the vehicle and convert the heat energy to mechanical energy or electric energy. Such a WHR system may for instance be of the Rankine Cycle type, wherein the WHR system includes a pump which pressurizes and circulates a working medium in a closed circuit. The circuit comprises an evaporator where the working medium is heated and evaporated by exhaust gas from the combustion engine. The pressurized and heated gaseous working medium expands in an expander. The expander generates mechanical energy which can be used to support the combustion engine and/or apparatuses in the vehicle. The expander may as an alternative be connected to a generator in order to generate electric energy. The fuel consumption of a combustion engine can be reduced by means of a WHR system. However, the heat energy can normally only be utilized at the moments when it is generated, unless the WHR system comprises expensive equipment for converting the heat energy to electrical energy. During certain operating conditions, there is more heat energy in the exhaust gas than can be utilized by the WHR system. During other operating conditions, there is substantially no heat energy in the exhaust gas that can be utilized by the WHR system.
WO 2014/096892 A1 discloses a WHR system of the abovementioned type where a heat storage device is added to the WHR system in order to allow heat energy of the exhaust gas from a combustion engine to be stored for later release to the working fluid of the WHR system. According to one embodiment disclosed in WO 2014/096892 A1 , the heat storage device is connected to the exhaust line from the combustion engine downstream of the evaporator of the WHR system. According to another embodiment disclosed in WO 2014/096892 A1 , the heat storage device is connected to the exhaust line from the combustion engine in parallel with the evaporator of the WHR system.
An exhaust gas aftertreatment device with a catalyst, such as for instance an SCR catalyst (SCR = Selective Catalytic Reduction), normally has to be kept at a rather high temperature in order to operate with sufficient efficiency. If the evaporator of a WHR system is arranged in the exhaust line from a combustion engine upstream of such an exhaust gas aftertreatment device, there is a risk that the temperature of the exhaust gas will be reduced to a temperature level which is too low for the exhaust gas aftertreatment device when the exhaust gas passes through the evaporator. Thus, when the vehicle comprises such an exhaust gas aftertreatment device, the evaporator of the WHR system has to be arranged in the exhaust line downstream of the exhaust gas aftertreatment device.
A heat pipe is a well-known type of thermal conductor and is used in various technical fields. A heat pipe is a closed evaporator-condenser system consisting of a sealed, hollow tube whose inside walls are lined with a capillary structure or wick. Thermodynamic working fluid, with substantial vapor pressure at the desired operating temperature, saturates the pores of the wick in a state of equilibrium between liquid and vapor. When heat is applied to the heat pipe, the liquid in the wick heats and evaporates. As the evaporating fluid fills the hollow centre of the heat pipe, it diffuses throughout the length of the heat pipe. Condensation of the vapor occurs wherever the temperature is even slightly below that of the evaporation area. As it condenses, the vapor gives off the heat it acquired during evaporation. In a heat pipe, heat may be very rapidly and efficiently conducted from an evaporation area at one end of the heat pipe to a condensation area at the other end of the heat pipe. Thus, heat pipes are highly effective thermal conductors.
OBJECT OF THE INVENTION The object of the present invention is to achieve improved possibilities of recovering heat energy of exhaust gas from a combustion engine in a vehicle.
SUMMARY OF THE INVENTION According to the present invention, the above-mentioned object is achieved by a vehicle having the features defined in claim 1.
The vehicle of the present invention comprises: - a combustion engine; - an exhaust line connected to the combustion engine; - a turbo charger, which comprises a turbine arranged in the exhaust line; - an exhaust brake valve arranged in the exhaust line downstream of the turbine; and - an arrangement for recovering heat energy of exhaust gas from the combustion engine flowing through the exhaust line, this arrangement comprising a heat storage unit and one or more heat pipes for transferring heat energy from exhaust gas in the exhaust line to the heat storage unit.
The exhaust line comprises a first conduit arranged in a section of the exhaust line between the turbine and the exhaust brake valve, wherein an evaporator region of said heat pipes is arranged in this first conduit in order to allow the heat pipes to absorb heat energy from exhaust gas flowing through the first conduit. The exhaust line further comprises a bypass conduit, which is arranged in said section of the exhaust line in parallel with said first conduit and via which exhaust gas flowing between the turbine and the exhaust brake valve can bypass the evaporator region of the heat pipes. A valve device is arranged in the exhaust line for controlling the flow of exhaust gas through the bypass conduit and said first conduit, wherein the valve device is adjustable into a first setting position, in which the valve device is configured to direct the exhaust gas flow in said section of the exhaust line through the bypass conduit, and a second setting position, in which the valve device is configured to direct the exhaust gas flow in said section of the exhaust line through said first conduit.
When the exhaust brake is applied by setting the exhaust brake valve in a position in which it restricts the exhaust gas flow through the exhaust line, the exhaust gas flowing through the part of the exhaust line upstream of the exhaust gas valve will reach a rather high temperature. In the vehicle of the present invention, it will be possible to take advantage of the heat energy of the exhaust gas upstream of the exhaust gas valve while the exhaust brake is applied by directing the exhaust gas flow through the above-mentioned first conduit and thereby allow the heat pipes to transfer heat energy from the hot exhaust gas upstream of the exhaust brake valve to the heat storage unit. The heat energy stored in the heat storage unit may for instance be used in a WHR system at a later moment. When the exhaust brake valve is in its inactive open position, i.e. when the exhaust brake is not applied, the exhaust gas flow may be directed through the bypass conduit to thereby prevent the heat pipes from absorbing heat energy from the exhaust gas upstream of a possible catalyst included in an exhaust gas aftertreatment device arranged in the exhaust line downstream of the exhaust brake valve. The heat pipes may thereby be prevented from affecting the temperature level of the exhaust gas reaching the catalyst during normal operating conditions when the exhaust brake is not applied.
Further advantages as well as advantageous features of the vehicle of the present invention will appear from the description following below and the dependent claims.
BRIEF DESCRIPTION OF THE DRAWINGS With reference to the appended drawings, a specific description of embodiments of the invention cited as examples follows below. In the drawings: Fig 1 is an outline diagram of a vehicle according to an embodiment of the present invention, Fig 2a is a schematic illustration of components included in the vehicle of Fig 1 , with a valve device arranged in an exhaust line from a combustion engine of the vehicle shown in a first setting position, Fig 2b is a schematic illustration corresponding to Fig 2a, but with the valve device shown in a second setting position, and Fig 3 is a schematic illustration corresponding to Fig 2a, but with a valve device of an alternative type.
DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION A vehicle 1 powered by a supercharged combustion engine 2 is very schematically illustrated in Fig 1. The combustion engine 2 may be a diesel engine. The vehicle 1 may be a heavy vehicle, for instance in the form of a truck or a bus. The vehicle 1 comprises an exhaust line 3, which is connected to the combustion engine 2 in order to receive exhaust gas from the combustion engine 2. A turbine 4a of a turbo charger 4 is arranged in the exhaust line 3. The turbo charger 4 further comprises a compressor 4b. The compressor 4b is configured to compress air which is conducted to an air intake of the combustion engine 2 via a charged air line 5. The compressor 4b is driven by the turbine 4a, which in its turn is driven in rotation by the exhaust gas from the combustion engine 2. A charge air cooler 6 is arranged in the charged air line 5 between the compressor 4b and the combustion engine 2. This charge air cooler 6 is arranged at a front portion of the vehicle 1 .
An exhaust brake valve 7 is arranged in the exhaust line 3 downstream of the turbine 4a. In the embodiments illustrated in Figs 2a, 2b and 3, the exhaust brake valve 7 is a butterfly valve and comprises a valve member 8 in the form of a rotatable disc and an actuator 9 for rotating the valve member 8. The actuator 9 is with advantage an electric motor, but any other suitable type of actuator having a sufficiently quick response time may be used for adjusting the position of the valve member 8. The exhaust brake valve 7 may of course also have any other suitable configuration.
The vehicle 1 is provided with an arrangement 10 for recovering heat energy of exhaust gas from the combustion engine 2 flowing through the exhaust line 3. This arrangement 10 comprises a heat storage unit 11 and one or more heat pipes 12 for transferring heat energy from exhaust gas in the exhaust line 3 to the heat storage unit 1 1 .
The heat pipes 12 are dimension to transfer heat energy within a temperature range defined by the working fluid in the heat pipes. The working fluid of the heat pipes 12 is with advantage antimony tribromide (SbBr3) or cesium, which are working fluids with an operating temperature range suitable for this application. The heat pipes 12 are of a type which are only able to transfer heat in one direction, and they are preferably diode heat pipes. The heat pipes 12 have an evaporator region 12a at a first end and a condenser region 12b at a second end, and they are capable of transferring heat energy from the evaporator region 12a to the condenser region 12b in a rapid and efficient manner.
The heat storage unit 11 may comprise a solid material, for instance a ceramic material, to be heated by heat emitted from the condenser region 12b of the heat pipes 12. As an alternative to a solid material, or in combination with a solid material, the heat storage unit 11 may comprise a phase changing material to be heated by heat emitted from the condenser region 12b of the heat pipes 12. The phase changing material may for instance be tin, which melts at a temperature of approximately 230°C, or zinc, which melts at a temperature of approximately 430°C. The heat storage unit 11 may also comprise a mix of two different phase changing materials.
The exhaust line 3 comprises a first conduit 13 arranged in a section 14 of the exhaust line between the turbine 4a and the exhaust brake valve 7, wherein the evaporator region 12a of the heat pipes 12 is arranged in this first conduit 13 in order to allow the heat pipes to absorb heat energy from exhaust gas flowing through the first conduit 13. The exhaust line 3 also comprises a bypass conduit 15, which is arranged in said section 14 of the exhaust line in parallel with the first conduit 13. Exhaust gas flowing through the exhaust line between the turbine 4a and the exhaust brake valve 7 is allowed to bypass the first conduit 13, and thereby also allowed to bypass the evaporator region 12a of the heat pipes 12, via the bypass conduit 15. Thus, the heat pipes 12 are configured to transfer heat from the exhaust gas to the heat storage unit 11 when the exhaust gas upstream of the exhaust brake valve 7 is directed through the first conduit 13 and prevented from transferring heat from the exhaust gas to the heat storage unit 11 when the exhaust gas upstream of the exhaust brake valve 7 is directed through the bypass conduit 15.
A valve device 16 is arranged in the exhaust line 3 for controlling the flow of exhaust gas through the above-mentioned first conduit 13 and the bypass conduit 15. The valve device 16 is adjustable into a first setting position (see Figs 2a and 3), in which the valve device 16 is configured to direct the exhaust gas flow in the above-mentioned section 14 of the exhaust line through the bypass conduit 15, and a second setting position (see Fig 2b), in which the valve device 16 is configured to direct the exhaust gas flow in this section 14 of the exhaust line through the first conduit 13. Thus, transfer of heat energy from the exhaust gas to the heat storage unit 11 via the heat pipes 12 is only possible when the valve device 16 is in the second setting position, and prevented when the valve device 16 is in the first setting position.
In the embodiment illustrated in Figs 2a and 2b, the valve device 16 comprises one single valve member 17 for controlling the flow of exhaust gas through the bypass conduit 15 and the first conduit 13. The valve member 17 has the form of a disc or plate and is configured to cover an inlet opening of the first conduit 13 when the valve device 16 is in the above-mentioned first setting position, as illustrated in Fig 2a, and to cover an inlet opening of the bypass conduit 15 when the valve device 16 is in the abovementioned second setting position, as illustrated in Fig 2b. The valve member 17 is moveable by means of an actuator 18. The actuator 18 is with advantage an electric motor, but any other suitable type of actuator having a sufficiently quick response time may be used for adjusting the position of the valve member 17. The valve member 17 is preferably pivotally mounted so as to be pivotable between the above-mentioned positions by means of the actuator 18. In the illustrated embodiment, the valve member 17 is pivotable about a pivot axis located at one end of the valve member. First and second stop members 19a, 19b are with advantage provided at the inlet opening of the first channel 13 and the bypass channel 15 in order to define the abovementioned end positions of the valve member.
In the embodiment illustrated in Fig 3, the valve device 16 comprises two valves 20a, 20b for controlling the flow of exhaust gas through the bypass conduit 15 and the first conduit 13, wherein a first valve 20a is arranged in the first conduit 13 and a second valve 20b is arranged in the bypass conduit 15. The first valve 20a is closed and the second valve 20b is open when the valve device 16 in the above-mentioned first setting position, as illustrated in Fig 3. The first valve 20a is open and the second valve 20b is closed when the valve device 16 in the abovementioned second setting position. Each valve 20a, 20b is with advantage a butterfly valve and comprises a valve member 21 in the form of a rotatable disc and an actuator 22 for rotating the valve member 21. The actuator 22 is with advantage an electric motor, but any other suitable type of actuator having a sufficiently quick response time may be used for adjusting the position of the valve member 21 .
The vehicle 1 comprises an electronic control device 25 for controlling the exhaust brake valve 7 and the valve device 16. The electronic control device 25 is configured to keep the valve device 16 in the above-mentioned first setting position when the exhaust brake valve 7 is in an inactive open position (see Fig 2a and 3), i.e. when the exhaust brake is not applied, and to keep the valve device 16 in above-mentioned second setting position when the exhaust brake valve 7 is in an active braking position (see Fig 2b), i.e. when the exhaust brake is applied. The electronic control device 25 is configured to control the operation of the above-mentioned actuators 9, 18, 22 to thereby control the position of the valve members 8, 17, 21 of the exhaust brake valve 7 and the valve device 16.
The electronic control device 25 may be implemented by one single electronic control unit, as illustrated in Figs 1-3. However, the electronic control device 25 could as an alternative be implemented by two or more mutually co-operating electronic control units.
The vehicle 1 is provided with a cooling system 30 for cooling the combustion engine 2. The cooling system comprises an engine inlet line 31 for directing coolant to the combustion engine 2. A pump 32 for circulating a coolant in the cooling circuit of the cooling system 30 is provided in the engine inlet line 31. The coolant leaving the combustion engine 2 is received by an engine outlet line 33. A first valve device 34 in the form of a three way valve is arranged at an end of the engine outlet line 33. The cooling system 30 further comprises a radiator 35 and a radiator bypass line 36. The first valve device 34 is capable of receiving coolant from the engine outlet line 33 and distributing a part of it to the radiator bypass line 36 and a remaining part of it to the radiator 35. The cooling system 30 also comprises a second valve device 37 in the form of a three way valve. The second valve device 37 may receive coolant from the radiator bypass line 36 and direct it to the engine inlet line 31 or to a condenser circuit 38, in which the coolant cools a working medium in a condenser 41 of a WHR system 40. In the latter case, coolant from the radiator bypass line 36 and possible coolant from the radiator 35 are mixed and directed to the condenser circuit 38. Alternatively, the second valve device 37 receives coolant from the radiator 35 and directs it to the engine inlet line 31 .
The condenser circuit 38 comprises a condenser inlet line 38a configured to direct coolant to the condenser 41 and a condenser outlet line 38b configured to direct coolant from the condenser 41 to the engine inlet line 31 .
The WHR system 40 is included in the above-mentioned arrangement 10 for recovering heat energy of exhaust gas from the combustion engine 2. In the illustrated example, the WHR system 40 is a Rankine Cycle WHR system and comprises a pump 42 for pressurizing and circulating a working medium in a WHR Circuit 43. The working medium may be ethanol, R245fa or any other suitable type of working medium. The WHR system further comprises an evaporator 44 and an expander 45. The working medium leaving the pump 42 may be directed to the evaporator 44 in order to allow the working medium to be heated in the evaporator 44 by exhaust gas from the combustion engine 2 so that the working medium is evaporated and superheated before it is directed to the expander 45 via an expander inlet line 46. The superheated working medium expands in the expander 45. The expander 45 generates a rotary motion which may be transmitted, via a suitable mechanical transmission, to a shaft of the drive train of the vehicle 1. The expander 45 may as an alternative be connected to a generator in order to generate electric energy. When the working medium has passed through the expander 45, it is directed to the condenser 41. The working medium is cooled in the condenser 41 by the coolant in the condenser circuit 38 to a temperature at which it is condensed. In the illustrated embodiment, the working medium is directed from the condenser 41 to a reservoir 47, which is configured to act as an expansion tank for the working fluid in the WHR circuit 43. The working medium is sucked from the reservoir 47 to the pump 42.
The vehicle 1 comprises an exhaust gas aftertreatment device 26 arranged in the exhaust line 3 downstream of the exhaust brake valve 7. The evaporator 44 of the WHR system is connected to the exhaust line 3 downstream of the exhaust gas aftertreatment device 26. The exhaust gas aftertreatment device 26 may comprise one or more catalysts, such as for instance an SCR catalyst.
The exhaust brake is only applied in a situation when no fuel is injected into and combusted in the cylinders of the combustion engine 2. Thus, during the moments when the exhaust brake is applied, there are no environmentally harmful exhaust components to be converted by a catalyst included in the exhaust gas aftertreatment device 26, and it will thereby not be detrimental to the functionality of the catalyst if heat energy is recovered from the exhaust gas upstream of the exhaust brake valve 7, i.e. upstream of the catalyst, during such moments.
The heat storage unit 11 is connected to the WHR circuit 43 in order to allow the working medium in the WHR circuit to be heated by heat stored in the heat storage unit 11. In the embodiment illustrated in Fig 1 , the heat storage unit 11 is arranged in an evaporator bypass line 48 of the WHR circuit 43. Thus, the heat storage unit 11 is in this case arranged in the WHR circuit 43 in parallel with the evaporator 44. In the illustrated example, the WHR system 40 comprises a first valve 49 for controlling the working medium flow through the evaporator 44 and a second valve 50 for controlling the working medium flow through the evaporator bypass line 48. In the illustrated embodiment, the electronic control device 25 that controls the exhaust brake valve 7 and the valve device 16 is also configured to control the first and second valves 49, 50 of the WHR system.
The heat storage unit 11 could as an alternative be arranged in the WHR circuit 43 in series with the evaporator 44.
A first temperature sensor 27 is configured to sense the temperature T1 of the exhaust gas in a position upstream of evaporator 44 and downstream of the exhaust gas aftertreatment device 26 and a second temperature sensor 28 is configured to sense the temperature T2 of the heat storage unit 11. The electronic control device 25 is configured to receive temperature information from the temperature sensors 27, 28. The electronic control unit 25 may also be configured to receive information about other operating parameters, such as the load of the combustion engine 2 and the power demand of the WHR system 40. The load of the combustion engine 2 is related to the amount of heat energy in the exhaust gas.
During operation, the electronic control device 25 receives information about the temperature T1 of the exhaust gas in the exhaust line 3, the temperature T2 of the heat storage unit 11 , the load of the combustion engine 2, and the power demand of the WHR system 40. If there is a power demand of the WHR system 40, the electronic control device 25 initially verifies if the exhaust gas has a temperature T1 high enough to evaporate and superheat the working medium in the evaporator 44. If the temperature T1 is high enough, the electronic control device 25 opens the first valve 49 and closes the second valve 50 so that the working medium is directed through the evaporator 44. If the temperature T1 is not high enough, the electronic control device 25 verifies if the heat storage unit 11 has a temperature T2 high enough to evaporate and superheat the working medium. If the temperature T2 is high enough, the electronic control device 25 closes the first valve 49 and opens the second valve 50 so that the working medium is directed through the heat storage unit 11 .
The heat stored in the heat storage unit 11 during the moments when the exhaust brake is applied may as an alternative be utilized in any other suitable type of WHR system or for any other suitable purpose.
The invention is of course not in any way restricted to the embodiments described above. On the contrary, many possibilities to modifications thereof will be apparent to a person with ordinary skill in the art without departing from the basic idea of the invention such as defined in the appended claims.

Claims (10)

1. A vehicle comprising: - a combustion engine (2); - an exhaust line (3) connected to the combustion engine (2); - a turbo charger (4), which comprises a turbine (4a) arranged in the exhaust line (3); - an exhaust brake valve (7) arranged in the exhaust line (3) downstream of the turbine (4a); and - an arrangement (10) for recovering heat energy of exhaust gas from the combustion engine (2) flowing through the exhaust line (3), characterized in: - that said arrangement (10) comprises a heat storage unit (11 ) and one or more heat pipes (12) for transferring heat energy from exhaust gas in the exhaust line (3) to the heat storage unit (1 1 ); - that the exhaust line (3) comprises a first conduit (13) arranged in a section (14) of the exhaust line between the turbine (4a) and the exhaust brake valve (7), wherein an evaporator region (12a) of said heat pipes (12) is arranged in this first conduit (13) in order to allow the heat pipes to absorb heat energy from exhaust gas flowing through the first conduit (13); - that the exhaust line (3) comprises a bypass conduit (15), which is arranged in said section (14) of the exhaust line in parallel with said first conduit (13) and via which exhaust gas flowing between the turbine (4a) and the exhaust brake valve (7) can bypass the evaporator region (12a) of the heat pipes (12); and - that a valve device (16) is arranged in the exhaust line for controlling the flow of exhaust gas through the bypass conduit (15) and said first conduit (13), wherein the valve device (16) is adjustable into a first setting position, in which the valve device (16) is configured to direct the exhaust gas flow in said section (14) of the exhaust line through the bypass conduit (15), and a second setting position, in which the valve device (16) is configured to direct the exhaust gas flow in said section (14) of the exhaust line through said first conduit (13).
2. A vehicle according to claim 1 , characterized in that that the vehicle (1 ) comprises an electronic control device (25) for controlling the valve device (16), wherein the electronic control device (25) is configured to keep the valve device (16) in said first setting position when the exhaust brake valve (7) is in an inactive open position and to keep the valve device (16) in said second setting position when the exhaust brake valve (7) is in an active braking position.
3. A vehicle according to claim 1 or 2, characterized in that each heat pipe (12) is a diode heat pipe.
4. A vehicle according to any of claims 1-3, characterized in that the valve device (16) comprises a pivotally mounted valve member (17) for controlling the flow of exhaust gas through the bypass conduit (15) and said first conduit (13), wherein this valve member (17) is configured to cover an inlet opening of the first conduit (13) when the valve device (16) is in said first setting position and to cover an inlet opening of the bypass conduit (15) when the valve device (16) is in said second setting position.
5. A vehicle according to any of claims 1-4, characterized in: - that said arrangement (10) comprises a WHR system (40), the WHR system comprising a WHR circuit (43) containing a circulating working medium, an expander (45) arranged in the WHR circuit, an evaporator (44) arranged in the WHR circuit and a condenser (41 ) arranged in the WHR circuit; and - that the heat storage unit (11 ) is connected to the WHR circuit (43) in order to allow the working medium in the WHR circuit to be heated by heat stored in the heat storage unit.
6. A vehicle according to claim 5, characterized in that the heat storage unit (11 ) is connected to the WHR circuit (43) in parallel with the evaporator (44), wherein the WHR system comprises one or more valves (49, 50) which are arranged in the WHR circuit (43) and configured to direct the working medium to the evaporator (44) or the heat storage unit (1 1 ).
7. A vehicle according to any of claims 1-6, characterized in that the heat storage unit (11 ) comprises a solid material to be heated by heat emitted from a condenser region (12b) of said heat pipes (12).
8. A vehicle according to any of claims 1-7, characterized in that the heat storage unit (11 ) comprises a phase changing material to be heated by heat emitted from a condenser region (12b) of said heat pipes (12).
9. A vehicle according to claim 8, characterized in that the heat storage unit (11 ) comprises a mix of two different phase changing materials to be heated by heat emitted from a condenser region (12b) of said heat pipes (12).
10. A vehicle according to any of claims 1-9, characterized in that each heat pipe (12) contains a working medium in the form of cesium or antimony tribromide.
SE1651267A 2016-09-26 2016-09-26 Vehicle with arrangement for recovering heat energy of exhaust gas from a combustion engine SE540231C2 (en)

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SE1651267A SE540231C2 (en) 2016-09-26 2016-09-26 Vehicle with arrangement for recovering heat energy of exhaust gas from a combustion engine

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SE1651267A SE540231C2 (en) 2016-09-26 2016-09-26 Vehicle with arrangement for recovering heat energy of exhaust gas from a combustion engine

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SE1651267A1 SE1651267A1 (en) 2018-03-27
SE540231C2 true SE540231C2 (en) 2018-05-08

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