EP2229513A2 - Internal combustion engine and vehicle equipped with such engine - Google Patents

Internal combustion engine and vehicle equipped with such engine

Info

Publication number
EP2229513A2
EP2229513A2 EP09704671A EP09704671A EP2229513A2 EP 2229513 A2 EP2229513 A2 EP 2229513A2 EP 09704671 A EP09704671 A EP 09704671A EP 09704671 A EP09704671 A EP 09704671A EP 2229513 A2 EP2229513 A2 EP 2229513A2
Authority
EP
European Patent Office
Prior art keywords
circuit
shaft
compressor
engine
exhaust
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP09704671A
Other languages
German (de)
French (fr)
Inventor
Armel Le Lievre
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
PSA Automobiles SA
Original Assignee
Peugeot Citroen Automobiles SA
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 Peugeot Citroen Automobiles SA filed Critical Peugeot Citroen Automobiles SA
Publication of EP2229513A2 publication Critical patent/EP2229513A2/en
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/12—Drives characterised by use of couplings or clutches therein
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
    • B60H1/18—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the air being heated from the plant exhaust gases
    • B60H1/20—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the air being heated from the plant exhaust gases using an intermediate heat-transferring medium
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/04—Mechanical drives; Variable-gear-ratio drives
    • F02B39/06—Mechanical drives; Variable-gear-ratio drives the engine torque being divided by a differential gear for driving a pump and the engine output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/085—Non-mechanical drives, e.g. fluid drives having variable gear ratio the fluid drive using expansion of fluids other than exhaust gases, e.g. a Rankine cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/025—Adding water
    • F02M25/03—Adding water into the cylinder or the pre-combustion chamber
    • 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
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • 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
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
    • 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

Definitions

  • the invention relates to internal combustion engines and in particular the optimization of the energy efficiency of an internal combustion engine of a motor vehicle.
  • a first supercharging solution consists in placing a positive displacement compressor in the intake duct.
  • the compressor is driven by the crankshaft of the engine via a belt.
  • Such a compressor provides a large boost pressure at low engine speeds with a reduced response time during load changes.
  • a second supercharging solution is to use a turbocharger.
  • the turbocharger has an expansion turbine driven in rotation by the exhaust gas.
  • the expansion turbine rotates a compression turbine of the intake air. Exhaust gas energy is thus recovered to increase the intake pressure.
  • Document FR-2,500,536 describes an internal combustion engine equipped with a positive displacement compressor.
  • the output shaft of the engine is coupled to a first pulley via a first controlled clutch.
  • the first pulley drives a second pulley through a belt.
  • the second pulley is coupled to a drive shaft of the positive displacement compressor via a second controlled clutch.
  • the internal combustion engine is further provided with a Rankine cycle circuit.
  • the Rankine cycle circuit comprises a heat exchange boiler traversed by the exhaust gases of the internal combustion engine. Another heat transfer fluid circuit passes through the boiler. The heat transfer fluid enters in liquid form into the boiler and is vaporized by the heat provided by the exhaust gas. The vaporized heat transfer fluid drives a rotating turbine. The coolant passing through the circuit is also heated on the one hand by the engine coolant and on the other hand by the engine oil.
  • the turbine is coupled to a third pulley via a third controlled clutch. The third pulley drives a fourth pulley in rotation through a belt. The fourth pulley is coupled to the engine output shaft via a fourth controlled clutch, so that the turbine can transmit motor torque to the output shaft.
  • Such a motor has drawbacks.
  • This engine involves a large number of mechanical components on its manufacturing cost and increasing the volume occupied in the engine compartment.
  • such an engine requires managing the control of several clutches without optimizing combustion during the entire operating cycle of the engine.
  • the heat transfer fluid circuit is relatively complex and bulky.
  • the positioning of the boiler in the exhaust system is not optimized and such a motor is capable of emitting large quantities of nitrogen oxides.
  • the invention aims to solve one or more of these disadvantages.
  • the invention thus relates to an internal combustion engine, comprising:
  • a compressor having an input shaft adapted to increase the air pressure in the intake circuit when its input shaft is rotated;
  • a Rankine cycle circuit provided with an evaporator in thermal contact with the exhaust circuit and provided with an expansion member driven by gas from the evaporator,
  • said selective coupling means comprise first and second freewheels mounted on the input shaft of the compressor.
  • the motor comprises an intermediate shaft, the intermediate shaft and the input shaft of the compressor respectively forming the driving shaft and the driven shaft of the first freewheel, the intermediate shaft being rotated by the output shaft of the motor.
  • the intermediate shaft is coupled to the output shaft of the motor via an electromagnetic clutch.
  • the expansion member is a turbine.
  • the expansion member comprises an output shaft, this output shaft and the input shaft of the compressor respectively forming the driving shaft and the driven shaft of the second freewheel.
  • the exhaust circuit comprises a pollution control member disposed in the flow of the exhaust gas, and wherein the evaporator is disposed in thermal contact with the exhaust circuit downstream of the exhaust gas. depollution body.
  • the Rankine cycle circuit comprises a pump supplying the evaporator with liquid to vaporize and a condenser connected between the pump and the expansion member.
  • the engine comprises an exhaust gas recirculation circuit connecting the exhaust circuit to the intake circuit, the exhaust gas recirculation circuit opening into the exhaust circuit in downstream of the thermal contact between the evaporator and the exhaust circuit.
  • the air intake circuit passes through a cooling radiator disposed downstream of the compressor.
  • the invention also relates to a motor vehicle comprising a motor as described above and a ventilation circuit of the passenger compartment, the engine comprising a valve putting an output of the detent member selectively in communication with the condenser or with a heat exchanger in contact with the aeration circuit.
  • FIG. 1 schematically illustrates an internal combustion engine according to a first embodiment of the invention
  • FIG. 2 schematically illustrates an internal combustion engine according to a second embodiment of the invention
  • FIG. 3 schematically illustrates an internal combustion engine according to a third embodiment of the invention.
  • the invention provides an internal combustion engine comprising a compressor and a Rankine cycle circuit provided with an evaporator in thermal contact with the exhaust circuit.
  • the motor output shaft can selectively be coupled or uncoupled from the input shaft of the compressor.
  • the Rankine cycle circuit has an expansion member driven by gas from the evaporator.
  • the detent member may selectively be coupled or uncoupled from the input shaft of the compressor.
  • the invention makes it possible in practice to increase the energy efficiency of the engine by reducing the loads on its output shaft.
  • the invention makes it possible to reduce the number of mechanical components by reducing the number of clutches required, thereby also reducing the complexity of the control of these clutches.
  • FIG. 1 illustrates more specifically a first embodiment of an internal combustion engine 1 according to the invention.
  • the engine 1 comprises a motor unit 2 in which opens an intake circuit 3 of combustion air and out of which a exhaust circuit 6 of combustion gas.
  • the engine 1 comprises a compressor 4 mounted in the intake circuit 3.
  • the compressor 4 comprises an input shaft 41. When the input shaft 41 is rotated, the compressor 4 increases the air pressure in the intake circuit 3.
  • the compressor 4 may for example be designed as a supercharger, turbine or scroll compressor.
  • the input shaft 41 has two ends on which first and second selective coupling means 42 and 44 are mounted.
  • the intake circuit 3 opens into a combustion chamber of the engine block 2.
  • the combustion chamber communicates with the exhaust circuit 6.
  • the exhaust circuit 6 is in thermal contact with an evaporator 71 of a Rankine cycle circuit 7.
  • a heat exchanger can thus be mounted in the exhaust circuit 6 in order to transfer heat energy to the evaporator 71.
  • the Rankine cycle circuit 7 further comprises an expansion device 72 driven by gas from the evaporator 71.
  • the expansion member 72 may be embodied in the form of a turbine or a volumetric expansion device known in itself to those skilled in the art.
  • the expansion member 72 has an output shaft 75 coupled to the coupling means 44.
  • the coupling means 44 thus selectively couples the output shaft 75 and the input shaft 41.
  • the engine block 2 has an output shaft 21, typically formed of the crankshaft of a piston engine.
  • the output shaft 21 is coupled to the coupling means 42.
  • the coupling means 42 selectively couple the output shaft 21 and the input shaft 41.
  • the energy supplied by the expansion member 72 is recovered to compress the combustion gas at the inlet instead of applying a motor torque on the output shaft 21.
  • the loop circuit Rankine 7 does not generate pressure drop in the exhaust system 6, which is favorable to the energy efficiency of the engine.
  • the resisting torque on the output shaft 21 can be reduced by uncoupling the shafts 75 and 41: especially when the engine block 2 is cold, the circuit 7 does not generate enough energy and insufficient drive torque is generated at the shaft 75.
  • the shafts 75 and 41 are advantageously uncoupled to reduce the resistive torque on the output shaft 21.
  • the shafts 21 and 41 are advantageously coupled so that an overpressure is generated by the compressor 4 in the intake circuit 3.
  • the resisting torque on the output shaft 21 can also be reduced by uncoupling the shafts 21 and 41, especially when the engine block 2 is hot.
  • the circuit 7 then generates enough energy and a sufficient drive torque is generated at the shaft 75.
  • the shafts 21 and 41 are advantageously uncoupled to reduce the resistive torque on the shaft 21.
  • the shafts 41 and 75 are advantageously coupled so that an overpressure is generated by the compressor 4 in the intake circuit 3.
  • the resisting torque on the output shaft 21 can be further reduced by coupling the shafts 21, 41 and 75, especially during an intermediate phase of temperature rise of the engine block 2 or in all cases where the torque of drive generated at the shaft 75 does not allow to obtain a sufficient overpressure at the compressor 4.
  • the torques applied by the shafts 21 and 75 on the shaft 41 are cumulative: the resisting torque on the 21 is then reduced (due to the torque provided by the shaft 75) and the overpressure generated at the intake by the compressor 4 is sufficient.
  • a high supply overpressure is thus generated for a partial load of the engine, which promotes its energy efficiency and the reduction of polluting emissions.
  • the invention is particularly advantageous in stratified direct injection engines.
  • the shaft 75 forms the driving shaft of the second freewheel.
  • the shaft 41 forms the driven shaft of the second freewheel.
  • the engine 1 comprises an intermediate shaft 45 forming the driving shaft of the first freewheel.
  • the shaft 41 forms the driven shaft of the first freewheel.
  • the intermediate shaft 45 is rotated by the output shaft 21, via a pulley 43, a belt 24, a pulley 23 and an electromagnetic clutch 22.
  • the electromagnetic clutch 22 eliminates the resisting torque pulleys 23 and 43, the belt 24 and the intermediate shaft 45, especially when the torque generated on the shaft 75 is sufficient.
  • the Rankine loop circuit 7 forms a closed circuit. A two-phase Rankine loop is produced using a heat transfer fluid in a manner known per se.
  • the Rankine loop circuit 7 comprises the evaporator 71 supplying the vaporized gas to the expansion member 72.
  • the output of the expansion member 72 is connected in a manner known per se to a condenser 73, liquefying the fluid coming from the expansion member 72.
  • the outlet of the condenser 73 is connected to an inlet of the vaporizer 71 via a pump 74 supplying the vaporizer 71 with liquefied fluid.
  • the engine 1 further comprises a pollution control member 61 disposed in the flow of the exhaust gas.
  • This pollution control member 61 forms a post-treatment device and may typically include a particulate filter, a carbon monoxide catalyst, a nitrogen oxide catalyst, an unburnt hydrocarbon catalyst or a carbon oxide trap. nitrogen.
  • the evaporator 71 is placed in thermal contact with the exhaust circuit downstream of this pollution control member 61.
  • the efficiency of the pollution control member 61 is optimal since it deals with the exhaust gases It has not been cooled by the evaporator 71.
  • the evaporator 71 does not add thermal inertia that can delay the priming of the catalysts of the pollution control member 61.
  • the pollution control member 61 performs exothermic reactions (oxidation of unburned hydrocarbons and carbon monoxide) whose energy is recovered by the evaporator 71.
  • the engine 1 advantageously comprises a charge air cooler 5 mounted in the intake circuit 3 between the compressor 4 and the combustion chamber. A larger amount of oxidant gas can thus be introduced into the combustion chamber at each engine cycle.
  • the engine 1 may include an exhaust gas recirculation circuit or EGR 8 for promoting the reduction of nitrogen oxide emissions.
  • the EGR circuit 8 connects the exhaust circuit 6 to the intake circuit 3 via a valve 81.
  • the EGR conduit 8 opens into the exhaust circuit 6 downstream of the thermal contact between the evaporator 71 and the exhaust circuit 6.
  • the exhaust gas passing through the EGR circuit 8 is cooled by the evaporator, which makes it possible not to mount a radiator of dedicated cooling in the EGR circuit 8.
  • the mode illustrated embodiment corresponds to a low pressure EGR circuit, that is to say that the EGR circuit 8 is connected to the intake circuit 3 upstream of the compressor 4.
  • the conduit 8 also opens downstream of the organ depollution 61, the reliability of the valve 81 is improved because it is traversed by cooled gases and cleaned.
  • FIG. 2 does not include driving the compressor 4 by the output shaft 21 of the engine block 2.
  • a bypass 9 for heating the air to the passenger compartment of the vehicle interacts with the Rankine loop circuit 7.
  • the bypass 9 comprises a heat exchanger 92 putting in thermal contact a line 93 of the circuit 7 with a duct (not shown) of air flow to the aerators of the passenger compartment.
  • the branch 9 comprises a three-way valve 91 putting the outlet of the expansion member 72 in communication selectively with the condenser 73 or with the heat exchanger 92.
  • FIG. 3 does not include driving the compressor 4 by the output shaft 21 of the engine block 2.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
  • Supercharger (AREA)

Abstract

The invention relates to an internal combustion engine (1) that includes an inlet circuit (3) for oxidant air, an exhaust circuit (6), a compressor (4) having an input shaft (41), capable of increasing the air pressure in the inlet circuit when the input shaft thereof is rotated, an engine output shaft (21), a means for selective coupling (42) between the engine output shaft and the compressor input shaft, a Rankine cycle circuit (7) with an evaporator (71) in thermal contact with the exhaust circuit and provided with an expansion member (72) driven by the gas from the evaporator, characterised in that it further comprises a means for selective coupling (44) between the expansion member (72) and the input shaft (41) of the compressor.

Description

MOTEUR A COMBUSTION INTERNE ET VEHICULE EQUIPE D'UN TEL MOTEUR INTERNAL COMBUSTION ENGINE AND VEHICLE EQUIPPED WITH SUCH ENGINE
[0001 ] La présente invention revendique la priorité de la demande françaiseThe present invention claims the priority of the French application
0850307 déposée le 18 janvier 2008 dont le contenu (texte, dessins et revendications) est ici incorporé par référence.0850307 filed January 18, 2008 whose content (text, drawings and claims) is hereby incorporated by reference.
[0002] L'invention concerne les moteurs à combustion interne et en particulier l'optimisation du rendement énergétique d'un moteur à combustion interne de véhicule automobile.The invention relates to internal combustion engines and in particular the optimization of the energy efficiency of an internal combustion engine of a motor vehicle.
[0003] Pour limiter la consommation de carburant des véhicules automobiles, de nombreuses recherches visent à augmenter leur rendement énergétique. Pour accroître le rendement énergétique d'un moteur à combustion interne, il est notamment connu de réaliser une suralimentation d'air au niveau du conduit d'admission afin d'augmenter la quantité de comburant dans la chambre de combustion. Une première solution de suralimentation consiste à placer un compresseur volumétrique dans le conduit d'admission. Le compresseur est entrainé par le vilebrequin du moteur par l'intermédiaire d'une courroie. Un tel compresseur fournit une importante pression de suralimentation dès les bas régimes moteur avec un temps de réponse réduit lors des variations de charge. Une deuxième solution de suralimentation consiste à utiliser un turbocompresseur. Le turbocompresseur présente une turbine de détente entraînée en rotation par les gaz d'échappement. La turbine de détente entraine en rotation une turbine de compression de l'air d'admission. De l'énergie des gaz d'échappement est ainsi récupérée pour accroître la pression d'admission.To limit the fuel consumption of motor vehicles, many research aims to increase their energy efficiency. To increase the energy efficiency of an internal combustion engine, it is known in particular to perform a supercharging of air at the intake duct to increase the amount of oxidant in the combustion chamber. A first supercharging solution consists in placing a positive displacement compressor in the intake duct. The compressor is driven by the crankshaft of the engine via a belt. Such a compressor provides a large boost pressure at low engine speeds with a reduced response time during load changes. A second supercharging solution is to use a turbocharger. The turbocharger has an expansion turbine driven in rotation by the exhaust gas. The expansion turbine rotates a compression turbine of the intake air. Exhaust gas energy is thus recovered to increase the intake pressure.
[0004] Le rendement énergétique n'est augmenté que dans une moindre mesure puisque la turbine de détente crée une perte de charge dans l'écoulement des gaz d'échappement. En cas de variation de charge, l'inertie du turbocompresseur génère un problème de temps de réponse : l'augmentation de la pression d'admission est retardée par rapport à la commande d'augmentation de charge. Ainsi, la suralimentation doit être limitée en charge partielle et à faible régime, ce qui abaisse le rendement et accroit les émissions nocives. [0005] Le document FR-2 500 536 décrit un moteur à combustion interne muni d'un compresseur volumétrique d'admission. L'arbre de sortie du moteur est accouplé à une première poulie par l'intermédiaire d'un premier embrayage commandé. La première poulie entraîne une deuxième poulie par l'intermédiaire d'une courroie. La deuxième poulie est accouplée à un arbre d'entrainement du compresseur volumétrique par l'intermédiaire d'un deuxième embrayage commandé. Le moteur à combustion interne est par ailleurs muni d'un circuit à cycle de Rankine. Le circuit à cycle de Rankine comprend une chaudière d'échange thermique traversée par les gaz d'échappement du moteur à combustion interne. Un autre circuit de fluide caloporteur traverse la chaudière. Le fluide caloporteur entre sous forme liquide dans la chaudière et est vaporisé par la chaleur apportée par les gaz d'échappement. Le fluide caloporteur vaporisé entraine une turbine en rotation. Le liquide caloporteur traversant le circuit est par ailleurs réchauffé d'une part par le liquide de refroidissement du moteur et d'autre part par l'huile moteur. La turbine est accouplée à une troisième poulie par l'intermédiaire d'un troisième embrayage commandé. La troisième poulie entraine une quatrième poulie en rotation par l'intermédiaire d'une courroie. La quatrième poulie est accouplée à l'arbre de sortie du moteur par l'intermédiaire d'un quatrième embrayage commandé, de sorte que la turbine peut transmettre un couple moteur sur l'arbre de sortie.The energy efficiency is increased to a lesser extent since the expansion turbine creates a pressure drop in the flow of exhaust gas. In case of load variation, the inertia of the turbocharger generates a problem of response time: the increase in the intake pressure is delayed compared to the load increase control. Thus, overfeeding must be limited in partial load and at low rpm, which lowers yield and increases harmful emissions. Document FR-2,500,536 describes an internal combustion engine equipped with a positive displacement compressor. The output shaft of the engine is coupled to a first pulley via a first controlled clutch. The first pulley drives a second pulley through a belt. The second pulley is coupled to a drive shaft of the positive displacement compressor via a second controlled clutch. The internal combustion engine is further provided with a Rankine cycle circuit. The Rankine cycle circuit comprises a heat exchange boiler traversed by the exhaust gases of the internal combustion engine. Another heat transfer fluid circuit passes through the boiler. The heat transfer fluid enters in liquid form into the boiler and is vaporized by the heat provided by the exhaust gas. The vaporized heat transfer fluid drives a rotating turbine. The coolant passing through the circuit is also heated on the one hand by the engine coolant and on the other hand by the engine oil. The turbine is coupled to a third pulley via a third controlled clutch. The third pulley drives a fourth pulley in rotation through a belt. The fourth pulley is coupled to the engine output shaft via a fourth controlled clutch, so that the turbine can transmit motor torque to the output shaft.
[0006] Un tel moteur présente des inconvénients. Ce moteur implique un grand nombre de composants mécaniques grevant son coût de fabrication et accroissant le volume occupé dans le compartiment moteur. Par ailleurs, un tel moteur nécessite de gérer la commande de plusieurs embrayages sans pour autant optimiser la combustion durant tout le cycle de fonctionnement du moteur. De plus, le circuit de fluide caloporteur est relativement complexe et volumineux. En outre, le positionnement de la chaudière dans le circuit d'échappement n'est pas optimisé et un tel moteur est susceptible d'émettre de grandes quantités d'oxydes d'azote.Such a motor has drawbacks. This engine involves a large number of mechanical components on its manufacturing cost and increasing the volume occupied in the engine compartment. Moreover, such an engine requires managing the control of several clutches without optimizing combustion during the entire operating cycle of the engine. In addition, the heat transfer fluid circuit is relatively complex and bulky. In addition, the positioning of the boiler in the exhaust system is not optimized and such a motor is capable of emitting large quantities of nitrogen oxides.
[0007] L'invention vise à résoudre un ou plusieurs de ces inconvénients.The invention aims to solve one or more of these disadvantages.
L'invention porte ainsi sur un moteur à combustion interne, comprenant :The invention thus relates to an internal combustion engine, comprising:
• -un circuit d'admission d'air comburant ;• a combustion air intake circuit;
• -un circuit d'échappement ; • -un compresseur présentant un arbre d'entrée, apte à accroître la pression d'air dans le circuit d'admission lorsque son arbre d'entrée est entrainé en rotation ;• an exhaust circuit; A compressor having an input shaft adapted to increase the air pressure in the intake circuit when its input shaft is rotated;
• -un arbre de sortie du moteur ;• an output shaft of the engine;
• -des moyens d'accouplement sélectif entre l'arbre de sortie du moteur et l'arbre d'entrée du compresseur ;Selective coupling means between the output shaft of the motor and the input shaft of the compressor;
• -un circuit à cycle de Rankine muni d'un évaporateur en contact thermique avec le circuit d'échappement et muni d'un organe de détente entrainé par du gaz issu de l'évaporateur,A Rankine cycle circuit provided with an evaporator in thermal contact with the exhaust circuit and provided with an expansion member driven by gas from the evaporator,
• -des moyens d'accouplement sélectif entre l'organe de détente et l'arbre d'entrée du compresseur.Selective coupling means between the expansion member and the input shaft of the compressor.
[0008] Selon une variante, lesdits moyens d'accouplement sélectif comprennent des première et deuxième roues libres montées sur l'arbre d'entrée du compresseur.According to a variant, said selective coupling means comprise first and second freewheels mounted on the input shaft of the compressor.
[0009] Selon une autre variante, le moteur comprend un arbre intermédiaire, l'arbre intermédiaire et l'arbre d'entrée du compresseur formant respectivement l'arbre menant et l'arbre mené de la première roue libre, l'arbre intermédiaire étant entrainé en rotation par l'arbre de sortie du moteur.According to another variant, the motor comprises an intermediate shaft, the intermediate shaft and the input shaft of the compressor respectively forming the driving shaft and the driven shaft of the first freewheel, the intermediate shaft being rotated by the output shaft of the motor.
[0010] Selon encore une variante, l'arbre intermédiaire est accouplé à l'arbre de sortie du moteur par l'intermédiaire d'un embrayage électromagnétique.According to another variant, the intermediate shaft is coupled to the output shaft of the motor via an electromagnetic clutch.
[0011 ] Selon encore une autre variante, l'organe de détente est une turbine.According to yet another variant, the expansion member is a turbine.
[0012] Selon une variante, l'organe de détente comprend un arbre de sortie, cet arbre de sortie et l'arbre d'entrée du compresseur formant respectivement l'arbre menant et l'arbre mené de la deuxième roue libre.According to a variant, the expansion member comprises an output shaft, this output shaft and the input shaft of the compressor respectively forming the driving shaft and the driven shaft of the second freewheel.
[0013] Selon une autre variante, le circuit d'échappement comprend un organe de dépollution disposé dans l'écoulement des gaz d'échappement, et dans lequel l'évaporateur est disposé en contact thermique avec le circuit d'échappement en aval de l'organe de dépollution. [0014] Selon encore une variante, le circuit à cycle de Rankine comprend une pompe alimentant l'évaporateur en liquide à vaporiser et un condenseur connecté entre la pompe et l'organe de détente.According to another variant, the exhaust circuit comprises a pollution control member disposed in the flow of the exhaust gas, and wherein the evaporator is disposed in thermal contact with the exhaust circuit downstream of the exhaust gas. depollution body. According to another variant, the Rankine cycle circuit comprises a pump supplying the evaporator with liquid to vaporize and a condenser connected between the pump and the expansion member.
[0015] Selon encore une autre variante, le moteur comprend un circuit de recyclage de gaz d'échappement raccordant le circuit d'échappement au circuit d'admission, le circuit de recyclage de gaz d'échappement débouchant dans le circuit d'échappement en aval du contact thermique entre l'évaporateur et le circuit d'échappement.According to yet another variant, the engine comprises an exhaust gas recirculation circuit connecting the exhaust circuit to the intake circuit, the exhaust gas recirculation circuit opening into the exhaust circuit in downstream of the thermal contact between the evaporator and the exhaust circuit.
[0016] Selon une variante, le circuit d'admission d'air traverse un radiateur de refroidissement disposé en aval du compresseur.According to a variant, the air intake circuit passes through a cooling radiator disposed downstream of the compressor.
[0017] L'invention porte également sur un véhicule automobile comprenant un moteur tel que décrit ci-dessus et un circuit d'aération de l'habitacle, le moteur comprenant une vanne mettant une sortie de l'organe de détente sélectivement en communication avec le condenseur ou avec un échangeur thermique au contact du circuit d'aération.The invention also relates to a motor vehicle comprising a motor as described above and a ventilation circuit of the passenger compartment, the engine comprising a valve putting an output of the detent member selectively in communication with the condenser or with a heat exchanger in contact with the aeration circuit.
[0018] D'autres caractéristiques et avantages de l'invention ressortiront clairement de la description qui en est faite ci-après, à titre indicatif et nullement limitatif, en référence aux dessins annexés, dans lesquels :Other features and advantages of the invention will become apparent from the description which is given below, for information only and in no way limitative, with reference to the accompanying drawings, in which:
• -la figure 1 illustre schématiquement un moteur à combustion interne selon un premier mode de réalisation de l'invention ;FIG. 1 schematically illustrates an internal combustion engine according to a first embodiment of the invention;
• -la figure 2 illustre schématiquement un moteur à combustion interne selon un deuxième mode de réalisation de l'invention ;FIG. 2 schematically illustrates an internal combustion engine according to a second embodiment of the invention;
• -la figure 3 illustre schématiquement un moteur à combustion interne selon un troisième mode de réalisation de l'invention.FIG. 3 schematically illustrates an internal combustion engine according to a third embodiment of the invention.
[0019] L'invention propose un moteur à combustion interne comprenant un compresseur et un circuit à cycle de Rankine muni d'un évaporateur en contact thermique avec le circuit d'échappement. L'arbre de sortie du moteur peut sélectivement être accouplé ou désaccouplé de l'arbre d'entrée du compresseur. Le circuit à cycle de Rankine présente un organe de détente entrainé par du gaz issu de l'évaporateur. L'organe de détente peut sélectivement être accouplé ou désaccouplé de l'arbre d'entrée du compresseur.The invention provides an internal combustion engine comprising a compressor and a Rankine cycle circuit provided with an evaporator in thermal contact with the exhaust circuit. The motor output shaft can selectively be coupled or uncoupled from the input shaft of the compressor. The Rankine cycle circuit has an expansion member driven by gas from the evaporator. The detent member may selectively be coupled or uncoupled from the input shaft of the compressor.
[0020] L'invention permet en pratique d'augmenter le rendement énergétique du moteur en réduisant les charges sur son arbre de sortie. De plus, l'invention permet de réduire le nombre de composants mécaniques en réduisant le nombre d'embrayages nécessaires, en réduisant par conséquent également la complexité de la commande de ces embrayages.The invention makes it possible in practice to increase the energy efficiency of the engine by reducing the loads on its output shaft. In addition, the invention makes it possible to reduce the number of mechanical components by reducing the number of clutches required, thereby also reducing the complexity of the control of these clutches.
[0021 ] La figure 1 illustre plus précisément un premier mode de réalisation d'un moteur à combustion interne 1 selon l'invention. Le moteur 1 comprend un bloc moteur 2 dans lequel débouche un circuit d'admission 3 d'air comburant et duquel sort un circuit d'échappement 6 de gaz de combustion. Le moteur 1 comprend un compresseur 4 monté dans le circuit d'admission 3. Le compresseur 4 comprend un arbre d'entrée 41. Lorsque l'arbre d'entrée 41 est entrainé en rotation, le compresseur 4 accroit la pression d'air dans le circuit d'admission 3. Le compresseur 4 peut par exemple être réalisé sous forme de compresseur volumétrique, de turbine ou de compresseur à spirale. L'arbre d'entrée 41 présente deux extrémités sur lesquelles des premiers et deuxièmes moyens d'accouplement sélectifs 42 et 44 sont montés.Figure 1 illustrates more specifically a first embodiment of an internal combustion engine 1 according to the invention. The engine 1 comprises a motor unit 2 in which opens an intake circuit 3 of combustion air and out of which a exhaust circuit 6 of combustion gas. The engine 1 comprises a compressor 4 mounted in the intake circuit 3. The compressor 4 comprises an input shaft 41. When the input shaft 41 is rotated, the compressor 4 increases the air pressure in the intake circuit 3. The compressor 4 may for example be designed as a supercharger, turbine or scroll compressor. The input shaft 41 has two ends on which first and second selective coupling means 42 and 44 are mounted.
[0022] Le circuit d'admission 3 débouche dans une chambre de combustion du bloc moteur 2. La chambre de combustion communique avec le circuit d'échappement 6. Le circuit d'échappement 6 est en contact thermique avec un évaporateur 71 d'un circuit à cycle de Rankine 7. Un échangeur de chaleur peut ainsi être monté dans le circuit d'échappement 6 afin de transférer de l'énergie thermique vers l'évaporateur 71. Le circuit à cycle de Rankine 7 comprend en outre un organe de détente 72 entrainé par du gaz issu de l'évaporateur 71. L'organe de détente 72 peut être réalisé sous forme d'une turbine ou d'un dispositif d'expansion volumétrique connu en soi de l'homme du métier. L'organe de détente 72 présente un arbre de sortie 75 accouplé aux moyens d'accouplement 44. Les moyens d'accouplement 44 accouplent ainsi sélectivement l'arbre de sortie 75 et l'arbre d'entrée 41. [0023] Le bloc moteur 2 présente un arbre de sortie 21 , typiquement formé du vilebrequin d'un moteur à pistons. L'arbre de sortie 21 est accouplé aux moyens d'accouplement 42. Les moyens d'accouplement 42 accouplent sélectivement l'arbre de sortie 21 et l'arbre d'entrée 41.The intake circuit 3 opens into a combustion chamber of the engine block 2. The combustion chamber communicates with the exhaust circuit 6. The exhaust circuit 6 is in thermal contact with an evaporator 71 of a Rankine cycle circuit 7. A heat exchanger can thus be mounted in the exhaust circuit 6 in order to transfer heat energy to the evaporator 71. The Rankine cycle circuit 7 further comprises an expansion device 72 driven by gas from the evaporator 71. The expansion member 72 may be embodied in the form of a turbine or a volumetric expansion device known in itself to those skilled in the art. The expansion member 72 has an output shaft 75 coupled to the coupling means 44. The coupling means 44 thus selectively couples the output shaft 75 and the input shaft 41. The engine block 2 has an output shaft 21, typically formed of the crankshaft of a piston engine. The output shaft 21 is coupled to the coupling means 42. The coupling means 42 selectively couple the output shaft 21 and the input shaft 41.
[0024] Ainsi, l'énergie fournie par l'organe de détente 72 est récupérée pour compresser le gaz comburant à l'admission au lieu d'appliquer un couple moteur sur l'arbre de sortie 21. Par ailleurs, le circuit à boucle de Rankine 7 ne génère pas de perte de charge dans le circuit d'échappement 6, ce qui est favorable au rendement énergétique du moteur.Thus, the energy supplied by the expansion member 72 is recovered to compress the combustion gas at the inlet instead of applying a motor torque on the output shaft 21. Moreover, the loop circuit Rankine 7 does not generate pressure drop in the exhaust system 6, which is favorable to the energy efficiency of the engine.
[0025] Le couple résistant sur l'arbre de sortie 21 peut être réduit en désaccouplant les arbres 75 et 41 : notamment lorsque le bloc moteur 2 est froid, le circuit 7 ne génère pas suffisamment d'énergie et un couple d'entrainement insuffisant est généré au niveau de l'arbre 75. Dans ce cas, les arbres 75 et 41 sont avantageusement désaccouplés pour réduire le couple résistant sur l'arbre de sortie 21. Pendant ce temps, les arbres 21 et 41 sont avantageusement accouplés de sorte qu'une surpression est générée par le compresseur 4 dans le circuit d'admission 3.The resisting torque on the output shaft 21 can be reduced by uncoupling the shafts 75 and 41: especially when the engine block 2 is cold, the circuit 7 does not generate enough energy and insufficient drive torque is generated at the shaft 75. In this case, the shafts 75 and 41 are advantageously uncoupled to reduce the resistive torque on the output shaft 21. During this time, the shafts 21 and 41 are advantageously coupled so that an overpressure is generated by the compressor 4 in the intake circuit 3.
[0026] Le couple résistant sur l'arbre de sortie 21 peut également être réduit en désaccouplant les arbres 21 et 41 , notamment lorsque le bloc moteur 2 est chaud. Le circuit 7 génère alors suffisamment d'énergie et un couple d'entrainement suffisant est généré au niveau de l'arbre 75. Dans ce cas, les arbres 21 et 41 sont avantageusement désaccouplés pour réduire le couple résistant sur l'arbre 21. Pendant ce temps, les arbres 41 et 75 sont avantageusement couplés de sorte qu'une surpression est générée par le compresseur 4 dans le circuit d'admission 3.The resisting torque on the output shaft 21 can also be reduced by uncoupling the shafts 21 and 41, especially when the engine block 2 is hot. The circuit 7 then generates enough energy and a sufficient drive torque is generated at the shaft 75. In this case, the shafts 21 and 41 are advantageously uncoupled to reduce the resistive torque on the shaft 21. During this time, the shafts 41 and 75 are advantageously coupled so that an overpressure is generated by the compressor 4 in the intake circuit 3.
[0027] Le couple résistant sur l'arbre de sortie 21 peut encore être réduit en accouplant les arbres 21 , 41 et 75, notamment durant une phase intermédiaire de montée en température du bloc moteur 2 ou dans tous les cas où le couple d'entrainement généré au niveau de l'arbre 75 ne permet pas d'obtenir une surpression suffisante au niveau du compresseur 4. Dans ce cas, les couples appliqués par les arbres 21 et 75 sur l'arbre 41 se cumulent : le couple résistant sur l'arbre 21 est alors réduit (du fait du couple fourni par l'arbre 75) et la surpression générée à l'admission par le compresseur 4 est suffisante. Une surpression d'alimentation élevée est ainsi générée pour une charge partielle du moteur, ce qui favorise son rendement énergétique et la réduction des émissions polluantes.The resisting torque on the output shaft 21 can be further reduced by coupling the shafts 21, 41 and 75, especially during an intermediate phase of temperature rise of the engine block 2 or in all cases where the torque of drive generated at the shaft 75 does not allow to obtain a sufficient overpressure at the compressor 4. In this case, the torques applied by the shafts 21 and 75 on the shaft 41 are cumulative: the resisting torque on the 21 is then reduced (due to the torque provided by the shaft 75) and the overpressure generated at the intake by the compressor 4 is sufficient. A high supply overpressure is thus generated for a partial load of the engine, which promotes its energy efficiency and the reduction of polluting emissions.
[0028] L'invention se révèle particulièrement avantageuse dans des moteurs à injection directe stratifiée.The invention is particularly advantageous in stratified direct injection engines.
[0029] Avantageusement, dans l'exemple illustré, les moyens d'accouplementAdvantageously, in the illustrated example, the coupling means
42 et 44 sont formés respectivement de première et deuxième roues libres montées aux extrémités de l'arbre d'entrée 41. L'utilisation de roues libres permet en pratique d'éviter de commander les moyens d'accouplement 42 et 44, le désaccouplement entre l'arbre 41 et les arbres 21 et 75 s'opérant automatiquement lorsque soit l'arbre 21 soit l'arbre 75 ne fournit plus un couple d'entrainement suffisant.42 and 44 are formed respectively of first and second freewheels mounted at the ends of the input shaft 41. The use of freewheels makes it possible in practice to avoid controlling the coupling means 42 and 44, the uncoupling between the shaft 41 and the shafts 21 and 75 operating automatically when either the shaft 21 or the shaft 75 no longer provides a sufficient drive torque.
[0030] L'arbre 75 forme l'arbre menant de la deuxième roue libre. L'arbre 41 forme l'arbre mené de la deuxième roue libre.The shaft 75 forms the driving shaft of the second freewheel. The shaft 41 forms the driven shaft of the second freewheel.
[0031 ] Le moteur 1 comprend un arbre intermédiaire 45 formant l'arbre menant de la première roue libre. L'arbre 41 forme l'arbre mené de la première roue libre. L'arbre intermédiaire 45 est entrainé en rotation par l'arbre de sortie 21 , par l'intermédiaire d'une poulie 43, d'une courroie 24, d'une poulie 23 et d'un embrayage électromagnétique 22.The engine 1 comprises an intermediate shaft 45 forming the driving shaft of the first freewheel. The shaft 41 forms the driven shaft of the first freewheel. The intermediate shaft 45 is rotated by the output shaft 21, via a pulley 43, a belt 24, a pulley 23 and an electromagnetic clutch 22.
[0032] Lorsqu'un des arbres 45 ou 75 tourne moins vite que l'arbre 41 , il est désaccouplé par la roue libre. Ainsi, celui des arbres 45 ou 75 qui tournera le plus vite s'accouplera à l'arbre 41 pour l'entrainer. Lorsque les couples fournis par les arbres 45 et 75 sont proches, ces arbres se synchronisent pour entrainer l'arbre 41. Pour favoriser une telle synchronisation, on pourra réguler le cycle de la boucle de Rankine de façon adéquate.When one of the shafts 45 or 75 turns slower than the shaft 41, it is uncoupled by the freewheel. Thus, that of the trees 45 or 75 which will turn faster will mate with the shaft 41 to train. When the pairs provided by the shafts 45 and 75 are close, these shafts synchronize to drive the shaft 41. To promote such synchronization, it will be possible to regulate the cycle of the Rankine loop adequately.
[0033] L'embrayage électromagnétique 22 permet de supprimer le couple résistant des poulies 23 et 43, de la courroie 24 et de l'arbre intermédiaire 45, notamment lorsque le couple généré sur l'arbre 75 est suffisant. [0034] Le circuit à boucle de Rankine 7 forme un circuit fermé. On réalise une boucle de Rankine diphasique en utilisant un fluide caloporteur de façon connue en soi. Le circuit à boucle de Rankine 7 comprend l'évaporateur 71 fournissant le gaz vaporisé à l'organe de détente 72. La sortie de l'organe de détente 72 est connectée de façon connue en soi à un condenseur 73, liquéfiant le fluide issu de l'organe de détente 72. La sortie du condenseur 73 est connectée à une entrée du vaporisateur 71 par l'intermédiaire d'une pompe 74 alimentant le vaporisateur 71 en fluide liquéfié.The electromagnetic clutch 22 eliminates the resisting torque pulleys 23 and 43, the belt 24 and the intermediate shaft 45, especially when the torque generated on the shaft 75 is sufficient. The Rankine loop circuit 7 forms a closed circuit. A two-phase Rankine loop is produced using a heat transfer fluid in a manner known per se. The Rankine loop circuit 7 comprises the evaporator 71 supplying the vaporized gas to the expansion member 72. The output of the expansion member 72 is connected in a manner known per se to a condenser 73, liquefying the fluid coming from the expansion member 72. The outlet of the condenser 73 is connected to an inlet of the vaporizer 71 via a pump 74 supplying the vaporizer 71 with liquefied fluid.
[0035] Le moteur 1 comprend par ailleurs un organe de dépollution 61 disposé dans l'écoulement des gaz d'échappement. Cet organe de dépollution 61 forme un dispositif de post-traitement et peut typiquement inclure un filtre à particules, un catalyseur de monoxydes de carbone, un catalyseur d'oxydes d'azote, un catalyseur d'hydrocarbures imbrûlés ou un piège à oxydes d'azote. L'évaporateur 71 est placé en contact thermique avec le circuit d'échappement en aval de cet organe de dépollution 61. Ainsi, l'efficacité de l'organe de dépollution 61 est optimale puisqu'il traite des gaz d'échappement n'ayant pas été refroidis par l'évaporateur 71. De plus, l'évaporateur 71 n'ajoute pas d'inertie thermique pouvant retarder l'amorçage des catalyseurs de l'organe de dépollution 61. Par ailleurs, l'organe de dépollution 61 effectue des réactions exothermes (oxydation des hydrocarbures imbrulés et du monoxyde de carbone) dont l'énergie est récupérée par l'évaporateur 71.The engine 1 further comprises a pollution control member 61 disposed in the flow of the exhaust gas. This pollution control member 61 forms a post-treatment device and may typically include a particulate filter, a carbon monoxide catalyst, a nitrogen oxide catalyst, an unburnt hydrocarbon catalyst or a carbon oxide trap. nitrogen. The evaporator 71 is placed in thermal contact with the exhaust circuit downstream of this pollution control member 61. Thus, the efficiency of the pollution control member 61 is optimal since it deals with the exhaust gases It has not been cooled by the evaporator 71. In addition, the evaporator 71 does not add thermal inertia that can delay the priming of the catalysts of the pollution control member 61. Moreover, the pollution control member 61 performs exothermic reactions (oxidation of unburned hydrocarbons and carbon monoxide) whose energy is recovered by the evaporator 71.
[0036] Le moteur 1 comprend avantageusement un radiateur d'air de suralimentation 5 monté dans le circuit d'admission 3 entre le compresseur 4 et la chambre de combustion. Une plus grande quantité de gaz comburant peut ainsi être introduite dans la chambre de combustion à chaque cycle moteur.The engine 1 advantageously comprises a charge air cooler 5 mounted in the intake circuit 3 between the compressor 4 and the combustion chamber. A larger amount of oxidant gas can thus be introduced into the combustion chamber at each engine cycle.
[0037] Comme illustré à la figure 2, le moteur 1 peut comprendre un circuit de recyclage de gaz d'échappement ou EGR 8 destiné à favoriser la réduction des émissions d'oxydes d'azote. Le circuit EGR 8 raccorde le circuit d'échappement 6 au circuit d'admission 3 par l'intermédiaire d'une vanne 81. Le conduit EGR 8 débouche dans le circuit d'échappement 6 en aval du contact thermique entre l'évaporateur 71 et le circuit d'échappement 6. Ainsi, les gaz d'échappement traversant le circuit EGR 8 sont refroidis par l'évaporateur, ce qui permet de ne pas monter de radiateur de refroidissement dédié dans le circuit EGR 8. Par ailleurs, l'intégralité des gaz d'échappement a traversé l'évaporateur 71 avant d'atteindre le circuit EGR 8, ce qui optimise le rendement énergétique du circuit à boucle de Rankine 7. Le mode de réalisation illustré correspond à un circuit EGR basse pression, c'est-à-dire que le circuit EGR 8 est connecté au circuit d'admission 3 en amont du compresseur 4. Lorsque le conduit 8 débouche en outre en aval de l'organe de dépollution 61 , la fiabilité de la vanne 81 est améliorée car elle est traversée par des gaz refroidis et dépollués.As illustrated in Figure 2, the engine 1 may include an exhaust gas recirculation circuit or EGR 8 for promoting the reduction of nitrogen oxide emissions. The EGR circuit 8 connects the exhaust circuit 6 to the intake circuit 3 via a valve 81. The EGR conduit 8 opens into the exhaust circuit 6 downstream of the thermal contact between the evaporator 71 and the exhaust circuit 6. Thus, the exhaust gas passing through the EGR circuit 8 is cooled by the evaporator, which makes it possible not to mount a radiator of dedicated cooling in the EGR circuit 8. Furthermore, the entire exhaust gas passed through the evaporator 71 before reaching the EGR circuit 8, which optimizes the energy efficiency of the loop circuit Rankine 7. The mode illustrated embodiment corresponds to a low pressure EGR circuit, that is to say that the EGR circuit 8 is connected to the intake circuit 3 upstream of the compressor 4. When the conduit 8 also opens downstream of the organ depollution 61, the reliability of the valve 81 is improved because it is traversed by cooled gases and cleaned.
[0038] On peut envisager que le mode de réalisation de la figure 2 ne comprenne pas d'entrainement du compresseur 4 par l'arbre de sortie 21 du bloc moteur 2.It may be envisaged that the embodiment of FIG. 2 does not include driving the compressor 4 by the output shaft 21 of the engine block 2.
[0039] Dans le mode de réalisation illustré à la figure 3, une dérivation 9 de réchauffement de l'air à destination de l'habitacle du véhicule interagit avec le circuit à boucle de Rankine 7. La dérivation 9 comprend un échangeur thermique 92 mettant en contact thermique une conduite 93 du circuit 7 avec une conduite (non illustrée) d'écoulement d'air à destination des aérateurs de l'habitacle. La dérivation 9 comprend une vanne trois voies 91 mettant la sortie de l'organe de détente 72 en communication sélectivement avec le condenseur 73 ou avec l'échangeur thermique 92. Ainsi, lorsque de l'air très froid doit être réchauffé avant d'être injecté dans l'habitacle, le fluide sortant de l'organe de détente 72 peut être orienté par la vanneIn the embodiment illustrated in Figure 3, a bypass 9 for heating the air to the passenger compartment of the vehicle interacts with the Rankine loop circuit 7. The bypass 9 comprises a heat exchanger 92 putting in thermal contact a line 93 of the circuit 7 with a duct (not shown) of air flow to the aerators of the passenger compartment. The branch 9 comprises a three-way valve 91 putting the outlet of the expansion member 72 in communication selectively with the condenser 73 or with the heat exchanger 92. Thus, when very cold air must be heated before being injected into the passenger compartment, the fluid leaving the detent member 72 can be oriented by the valve
91 dans la conduite 93. Ainsi, le condenseur 73 peut être court-circuité, l'échangeur91 in the pipe 93. Thus, the condenser 73 can be short-circuited, the heat exchanger
92 faisant alors office de condenseur.92 then acting as condenser.
[0040] On peut envisager que le mode de réalisation de la figure 3 ne comprenne pas d'entrainement du compresseur 4 par l'arbre de sortie 21 du bloc moteur 2. It can be envisaged that the embodiment of FIG. 3 does not include driving the compressor 4 by the output shaft 21 of the engine block 2.

Claims

REVENDICATIONS
1. Moteur à combustion interne (1 ) comprenant :An internal combustion engine (1) comprising:
-un circuit d'admission (3) d'air comburant ;an intake circuit (3) for combustion air;
-un circuit d'échappement (6) ;an exhaust circuit (6);
-un compresseur (4) présentant un arbre d'entrée (41 ), apte à accroître la pression d'air dans le circuit d'admission lorsque son arbre d'entrée est entrainé en rotation ;a compressor (4) having an input shaft (41), adapted to increase the air pressure in the intake circuit when its input shaft is rotated;
-un arbre de sortie du moteur (21 ) ;an output shaft of the motor (21);
-des moyens d'accouplement sélectif (42) entre l'arbre de sortie du moteur et l'arbre d'entrée du compresseur ;selective coupling means (42) between the output shaft of the motor and the input shaft of the compressor;
-un circuit à cycle de Rankine (7) muni d'un évaporateur (71 ) en contact thermique avec le circuit d'échappement et muni d'un organe de détentea Rankine cycle circuit (7) provided with an evaporator (71) in thermal contact with the exhaust circuit and provided with an expansion member
(72) entrainé par du gaz issu de l'évaporateur,(72) driven by gas from the evaporator,
caractérisé en ce qu'il comprend en outre des moyens d'accouplement sélectif (44) entre l'organe de détente (72) et l'arbre d'entrée (41 ) du compresseur.characterized in that it further comprises selective coupling means (44) between the expansion member (72) and the input shaft (41) of the compressor.
2. Moteur selon la revendication 1 , dans lequel lesdits moyens d'accouplement sélectif (42, 44) comprennent des première et deuxième roues libres montées sur l'arbre d'entrée du compresseur.An engine according to claim 1, wherein said selective coupling means (42, 44) comprises first and second freewheels mounted on the input shaft of the compressor.
3. Moteur selon la revendication 2, comprenant un arbre intermédiaire (45), l'arbre intermédiaire et l'arbre d'entrée du compresseur formant respectivement l'arbre menant et l'arbre mené de la première roue libre, l'arbre intermédiaire étant entrainé en rotation par l'arbre de sortie du moteur.3. Motor according to claim 2, comprising an intermediate shaft (45), the intermediate shaft and the input shaft of the compressor respectively forming the driving shaft and the driven shaft of the first freewheel, the intermediate shaft. being rotated by the output shaft of the engine.
4. Moteur selon la revendication 3, dans lequel l'arbre intermédiaire (45) est accouplé à l'arbre de sortie du moteur par l'intermédiaire d'un embrayage électromagnétique (22).4. Motor according to claim 3, wherein the intermediate shaft (45) is coupled to the output shaft of the motor via an electromagnetic clutch (22).
5. Moteur selon l'une quelconque des revendications précédentes, dans lequel l'organe de détente (72) est une turbine.5. Motor according to any one of the preceding claims, wherein the expansion member (72) is a turbine.
6. Moteur selon la revendications 2, dans lequel l'organe de détente (72) comprend un arbre de sortie (75), cet arbre de sortie et l'arbre d'entrée (41 ) du compresseur (4) formant respectivement l'arbre menant et l'arbre mené de la deuxième roue libre.6. Motor according to claim 2, wherein the expansion member (72) comprises an output shaft (75), this output shaft and the input shaft (41) of the compressor (4) respectively forming the driving shaft and the driven shaft of the second freewheel.
7. Moteur selon l'une quelconque des revendications précédentes, dans lequel le circuit d'échappement (6) comprend un organe de dépollution (61 ) disposé dans l'écoulement des gaz d'échappement, et dans lequel l'évaporateur (71 ) est disposé en contact thermique avec le circuit d'échappement en aval de l'organe de dépollution.7. Motor according to any one of the preceding claims, wherein the exhaust circuit (6) comprises a pollution control member (61) disposed in the flow of the exhaust gas, and wherein the evaporator (71) is disposed in thermal contact with the exhaust circuit downstream of the pollution control member.
8. Moteur selon l'une quelconque des revendications précédentes, dans lequel le circuit à cycle de Rankine (7) comprend une pompe (74) alimentant l'évaporateur en liquide à vaporiser et un condenseur (73) connecté entre la pompe et l'organe de détente (72).8. Motor according to any one of the preceding claims, wherein the Rankine cycle circuit (7) comprises a pump (74) supplying the evaporator liquid to vaporize and a condenser (73) connected between the pump and the detent member (72).
9. Moteur selon l'une quelconque des revendications précédentes, comprenant un circuit de recyclage de gaz d'échappement (8) raccordant le circuit d'échappement (6) au circuit d'admission (3), le circuit de recyclage de gaz d'échappement débouchant dans le circuit d'échappement en aval du contact thermique entre l'évaporateur et le circuit d'échappement.An engine according to any one of the preceding claims, comprising an exhaust gas recirculation circuit (8) connecting the exhaust circuit (6) to the intake circuit (3), the gas recirculation circuit exhaust opening in the exhaust circuit downstream of the thermal contact between the evaporator and the exhaust circuit.
10. Moteur selon l'une quelconque des revendications précédentes, dans lequel le circuit d'admission d'air (3) traverse un radiateur de refroidissement (5) disposé en aval du compresseur.10. Motor according to any one of the preceding claims, wherein the air intake circuit (3) passes through a cooling radiator (5) disposed downstream of the compressor.
11. Véhicule automobile comprenant un moteur selon l'une quelconque des revendications précédentes et un circuit d'aération de l'habitacle, le moteur comprenant une vanne (91 ) mettant une sortie de l'organe de détente sélectivement en communication avec le condenseur ou avec un échangeur thermique (92) au contact du circuit d'aération. A motor vehicle comprising an engine according to any one of the preceding claims and a ventilation circuit of the passenger compartment, the engine comprising a valve (91) selectively putting an outlet of the expansion device in communication with the condenser or with a heat exchanger (92) in contact with the aeration circuit.
EP09704671A 2008-01-18 2009-01-15 Internal combustion engine and vehicle equipped with such engine Withdrawn EP2229513A2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0850307A FR2926598B1 (en) 2008-01-18 2008-01-18 INTERNAL COMBUSTION ENGINE AND VEHICLE EQUIPPED WITH SUCH ENGINE
PCT/FR2009/050058 WO2009092969A2 (en) 2008-01-18 2009-01-15 Internal combustion engine and vehicle equipped with such engine

Publications (1)

Publication Number Publication Date
EP2229513A2 true EP2229513A2 (en) 2010-09-22

Family

ID=39748925

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09704671A Withdrawn EP2229513A2 (en) 2008-01-18 2009-01-15 Internal combustion engine and vehicle equipped with such engine

Country Status (5)

Country Link
US (1) US20100282221A1 (en)
EP (1) EP2229513A2 (en)
CN (1) CN101965441B (en)
FR (1) FR2926598B1 (en)
WO (1) WO2009092969A2 (en)

Families Citing this family (22)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7866157B2 (en) 2008-05-12 2011-01-11 Cummins Inc. Waste heat recovery system with constant power output
US8544274B2 (en) 2009-07-23 2013-10-01 Cummins Intellectual Properties, Inc. Energy recovery system using an organic rankine cycle
US8627663B2 (en) 2009-09-02 2014-01-14 Cummins Intellectual Properties, Inc. Energy recovery system and method using an organic rankine cycle with condenser pressure regulation
FR2962507B1 (en) * 2010-07-12 2013-04-05 Valeo Equip Electr Moteur DEVICE FOR TRANSMITTING A MECHANICAL TORQUE BETWEEN A LEADING BODY AND A POWERED BODY AND SYSTEM FOR COMPRESSING THE SUPPLY AIR OF AN ENGINE USING SUCH A DEVICE.
CN103237961B (en) 2010-08-05 2015-11-25 康明斯知识产权公司 Adopt the critical supercharging cooling of the discharge of organic Rankine bottoming cycle
CN103180553B (en) 2010-08-09 2015-11-25 康明斯知识产权公司 Comprise Waste Heat Recovery System (WHRS) and the internal-combustion engine system of rankine cycle RC subtense angle
US9470115B2 (en) 2010-08-11 2016-10-18 Cummins Intellectual Property, Inc. Split radiator design for heat rejection optimization for a waste heat recovery system
EP2603673B1 (en) 2010-08-13 2019-12-25 Cummins Intellectual Properties, Inc. Rankine cycle condenser pressure control using an energy conversion device bypass valve
DE112011104516B4 (en) 2010-12-23 2017-01-19 Cummins Intellectual Property, Inc. System and method for regulating EGR cooling using a Rankine cycle
US8826662B2 (en) 2010-12-23 2014-09-09 Cummins Intellectual Property, Inc. Rankine cycle system and method
DE102012000100A1 (en) 2011-01-06 2012-07-12 Cummins Intellectual Property, Inc. Rankine cycle-HEAT USE SYSTEM
US9021808B2 (en) * 2011-01-10 2015-05-05 Cummins Intellectual Property, Inc. Rankine cycle waste heat recovery system
EP3214296B1 (en) 2011-01-20 2018-09-12 Cummins Intellectual Properties, Inc. Rankine cycle waste heat recovery system and method with improved egr temperature control
US8707914B2 (en) 2011-02-28 2014-04-29 Cummins Intellectual Property, Inc. Engine having integrated waste heat recovery
US8893495B2 (en) 2012-07-16 2014-11-25 Cummins Intellectual Property, Inc. Reversible waste heat recovery system and method
CN102748124A (en) * 2012-07-26 2012-10-24 湖南大学 Device for realizing air inflow pressurization by utilizing waste heat of exhaust gas of internal-combustion engine
DE102012019967B4 (en) 2012-10-08 2014-04-24 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Charging device for internal combustion engines
US9140209B2 (en) 2012-11-16 2015-09-22 Cummins Inc. Rankine cycle waste heat recovery system
US9845711B2 (en) 2013-05-24 2017-12-19 Cummins Inc. Waste heat recovery system
CN106640345A (en) * 2016-12-16 2017-05-10 大连理工大学 Waste heat supercharged engine
FR3065254B1 (en) * 2017-04-14 2019-06-14 IFP Energies Nouvelles TURBOPOMPE ASSEMBLY FOR A CLOSED CIRCUIT, IN PARTICULAR A RANKINE CYCLE TYPE, ASSOCIATED WITH AN INTERNAL COMBUSTION ENGINE, IN PARTICULAR FOR A MOTOR VEHICLE
CN108661765B (en) * 2018-04-02 2020-04-24 上海柯来浦能源科技有限公司 Automobile engine tail gas waste heat recovery high-efficiency power generation system

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2500536A1 (en) 1981-02-20 1982-08-27 Bertin & Cie METHOD AND DEVICE FOR REDUCING THE FUEL CONSUMPTION OF AN INTERNAL COMBUSTION ENGINE
JP3145426B2 (en) * 1991-04-17 2001-03-12 マツダ株式会社 Vehicle driving force control device
JP2001132442A (en) * 1999-11-04 2001-05-15 Hideo Kawamura Engine provided with energy recovering device
DE19960762A1 (en) * 1999-12-16 2001-06-28 Daimler Chrysler Ag Energy recovery system of turbine and compressor links these by power line with compressor downstream of included heat exchanger and turbine downstream plus fresh air input to compressor.
US6651433B1 (en) * 2002-09-13 2003-11-25 Leslie C. George, Jr. Brayton screw engine with brayton bottoming system
ITMI20042513A1 (en) * 2004-12-27 2005-03-27 Iveco Motorenforschung Ag METHOD OF ADJUSTING THE TEMPERATURE OF A DISCHARGE GAS TREATMENT SYSTEM FOR INTERNAL COMBUSTION ENGINE AND ENGINE SYSTEM
US20060168958A1 (en) * 2005-01-02 2006-08-03 Jan Vetrovec Supercharged internal combustion engine
FR2884556A1 (en) * 2005-04-13 2006-10-20 Peugeot Citroen Automobiles Sa Vehicle IC engine energy recuperator has Rankine cycle system with single loop containing compressor and evaporators connected to exhaust pipe
FR2885169A1 (en) * 2005-04-27 2006-11-03 Renault Sas Onboard heat energy managing system for vehicle, has Rankine cycle energy recovery circuit comprising bypass control valve in parallel with turbine which provides mechanical energy from fluid at vapor state

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2009092969A2 *

Also Published As

Publication number Publication date
WO2009092969A2 (en) 2009-07-30
FR2926598A1 (en) 2009-07-24
FR2926598B1 (en) 2010-02-12
US20100282221A1 (en) 2010-11-11
CN101965441B (en) 2012-11-28
WO2009092969A3 (en) 2009-10-08
CN101965441A (en) 2011-02-02

Similar Documents

Publication Publication Date Title
WO2009092969A2 (en) Internal combustion engine and vehicle equipped with such engine
EP1474601B1 (en) Method for controlling the temperature of gases fed into the engine of a motor vehicle, exchanger, and device for controlling the temperature of said gases
JP5688417B2 (en) Super turbocharger with high speed traction drive and continuously variable transmission
CN103026024B (en) For the piston-engined egr of opposed type
US7434389B2 (en) Engine system and method of providing power therein
EP2191126B1 (en) Device and method for recirculating exhaust gases of an internal combustion engine
US7954478B1 (en) Airless engine
JP5370243B2 (en) Control device for diesel engine with turbocharger
EP2125403A1 (en) Low-pressure egr exhaust gas circuit incorporating cabin heating
JP5123352B2 (en) Shift control device for automatic transmission
FR2884556A1 (en) Vehicle IC engine energy recuperator has Rankine cycle system with single loop containing compressor and evaporators connected to exhaust pipe
FR2884555A1 (en) Vehicle IC engine energy recuperator has nitrogen oxide trap in exhaust line and Rankine cycle system with loop containing compressor and evaporator
FR2992348A3 (en) Method for reducing emission levels of pollutants of car, involves limiting thermal losses of thermal engine and inputting torque to element of traction chain formed by engine and torque input component distinct from turbo compressor
WO2008148976A2 (en) Intake system for a motor vehicle fitted with an egr system
EP2039906B1 (en) Method of controlling the temperature of an internal combustion engine with turbo charger and intercooler
EP1233162A1 (en) Supplemental air system for engine exhaust manifolds
FR2926600A1 (en) Internal combustion engine e.g. stratify direct injection type engine, for motor vehicle, has exhaust gas recycling circuit emerging in exhaust circuit downstream of thermal contact between evaporator and exhaust circuit
FR2926601A1 (en) Motor vehicle, has internal combustion engine comprising compressor with input shaft, and three-way valve setting outlet of turbine in communication with condenser or heat exchanger to contact aeration circuit of passenger compartment
FR2926599A1 (en) Internal combustion engine i.e. stratified direction injection engine, for motor vehicle, has exhaust circuit including depolluting member placed in flow of exhaust gas, and evaporator in thermal contact with circuit in downstream of member
WO2011039447A1 (en) System and method for monitoring the temperature of the passenger compartment of a motor vehicle
EP4293208A1 (en) An internal combustion engine system
WO2011124786A1 (en) Supercharged combustion engine and method of regulating the said engine
FR3067061B1 (en) SYSTEM FOR SUPPLYING AN INTERNAL COMBUSTION ENGINE
EP4305282A1 (en) Tri-generation turbomachine device and vehicle comprising such a device
FR3091558A1 (en) PARTICLE FILTER EXHAUST GAS RECIRCULATION DEVICE FOR A VEHICLE

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20100610

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA RS

DAX Request for extension of the european patent (deleted)
RIC1 Information provided on ipc code assigned before grant

Ipc: F02M 25/07 20060101ALI20111031BHEP

Ipc: F02G 5/02 20060101ALI20111031BHEP

Ipc: B60H 1/20 20060101ALI20111031BHEP

Ipc: F02B 39/12 20060101ALI20111031BHEP

Ipc: F02B 39/08 20060101ALI20111031BHEP

Ipc: F02B 39/06 20060101ALI20111031BHEP

Ipc: F02B 33/34 20060101ALI20111031BHEP

Ipc: F01N 5/02 20060101AFI20111031BHEP

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20120807