• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A burnt gas exhaust line for an internal combustion engine (4) comprises a turbine (11) of a turbocharger (9), a turbine (22) of a turbo recovery system (1) disposed at the downstream of the turbine (11) of the turbocharger (9) in the exhaust line, and a connecting element (24) allowing the connection of a recirculation line of the flue gases and disposed between the turbine (11) of the turbocharger ( 9) and the turbine (22) of the turbo-recovery system (1), the exhaust line also comprises a post-treatment device (14) interposed between the turbine (11) of the turbocharger (9) and the element junction (24). An internal combustion engine comprising such an exhaust line is also described.
    公开号:FR3014947A1
    申请号:FR1362619
    申请日:2013-12-13
    公开日:2015-06-19
    发明作者:Pascal Emery；Jean-Yves Der-Matheossian
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD TO WHICH THE INVENTION RELATES The present invention generally relates to the reduction of pollutant emissions and the improvement of efficiency in internal combustion engines, for example for motor vehicles.
    [0002] It relates more particularly to a combustion gas exhaust line for an internal combustion engine comprising a turbine of a turbocharger, a turbine of a turbo-recovery system disposed downstream of the turbocharger turbine in the line of combustion. exhaust, and a connecting element for connecting a recirculation line of flue gases and disposed between the turbine of the turbocharger and the turbine of the turbo-recovery system. It also relates to an internal combustion engine including a burnt gas exhaust line. BACKGROUND ART JP 2005-069 092 discloses an exhaust line as defined above. This document also proposes placing a post-treatment device, in this case an oxidation catalyst, immediately at the outlet of the engine, and therefore upstream of the turbocharger turbine, in order to improve the efficiency of the engine. oxidation at the start of the engine.
    [0003] However, according to this design, a significant part of the energy present at the output of the engine is lost due to the expansion of the gases in the post-treatment device and is therefore not available for the supercharging. OBJECT OF THE INVENTION In this context, it is proposed according to the invention an exhaust line as defined in the introduction, wherein a post-treatment device is interposed between the turbine of the turbocharger and the connecting element. Thanks to this arrangement of the various elements, the pressure remains high in the turbine of the turbocharger (precisely because of its situation upstream of the post-treatment device); the after-treatment device remains however upstream of the recirculation pipe, which makes it possible to obtain the recirculation of colder gases (thanks to their expansion in the post-treatment device), of increased concentration, and thus results in to better recirculation. The back pressure made necessary by the arrangement of the recirculation line downstream of the after-treatment device is in turn carried out by the turbine of the turbo-recovery system, which allows a recovery of energy, for example in the form of electrical energy. High efficiency and low pollutant emissions are achieved.
    [0004] Other optional (therefore nonlimiting) and advantageous characteristics of the exhaust line according to the invention are the following: the turbo-recovery system is a turbo-generator system, which makes it possible to recover a portion of the pressure of the exhaust gas in the form of electric energy; the turbo-generator system is connected to storage means designed to store the electrical energy supplied by the turbo-generator system; - An electric machine designed to contribute, in at least one mode of operation of the electric machine, to the propulsion of the vehicle is powered by the electrical energy produced by the turbo-generator system; an electric compressor is powered by the electrical energy produced by the turbo-generator system; a branch circuit comprising a valve is connected in parallel with the turbine of the turbo-recovery system; - The turbo-recovery system includes a reversible electric machine. The invention also proposes an internal combustion engine comprising: - an engine block which delimits at least one combustion chamber, - a fresh air intake line in each combustion chamber, - a fuel injection circuit in the intake line or in each combustion chamber, - an exhaust line of the flue gases from each combustion chamber as proposed above, and - a recirculation line connected, on one side, to the said element junction and on the other side to the intake line. The intake line may then include a turbocharger compressor. The engine may further comprise an electrical device, which can be powered, in at least one mode of its operation, by the electrical energy produced by the turbo-generator system. DETAILED DESCRIPTION OF AN EXEMPLARY EMBODIMENT The following description with reference to the accompanying drawing, given by way of non-limiting example, will make it clear what the invention consists of and how it can be achieved. In the accompanying drawing, the single figure is a schematic view of an internal combustion engine comprising a burnt gas exhaust line according to the teachings of the invention.
    [0005] In the description, the terms "upstream" and "downstream" will be used in the direction of the flow of gases, from the point of collection of fresh air into the atmosphere to the exit of the flue gases in the atmosphere. atmosphere. FIG. 1 diagrammatically shows an internal combustion engine 4 of a motor vehicle, which comprises an engine block provided with a crankshaft and four pistons (not shown) housed in four cylinders (shown schematically), which form combustion chambers. This engine is here compression ignition (Diesel). It could also be spark ignition (gasoline). Upstream of the cylinders, the internal combustion engine 4 comprises an intake line which draws fresh air into the atmosphere and which opens into an air distributor 25 arranged to distribute the air to each of the four cylinders. This intake line here comprises, in the direction of flow of fresh air, an air filter 20 which filters the fresh air taken from the atmosphere, a flowmeter 21 which measures the flow of fresh air entering, a compressor 13 of a turbocharger 9 which compresses the fresh air filtered by the air filter 20, a charge air cooler 6 which cools this compressed fresh air, and an intake valve 5 which regulates the flow rate The intake line also comprises, between the flowmeter 21 and the compressor 13, a low-pressure recirculation valve 19 (or low-pressure EGR valve, according to the acronym Anglo-Saxon for "Exhaust Gas Recirculation") which aims to reintroduce a portion of the burnt gases in the intake line, as explained below. At the outlet of the cylinders, the internal combustion engine comprises an exhaust line that extends from an exhaust manifold 26 (into which the gases that have been previously burned into the cylinders) up to an exhaust silencer 17 to relax the flue gases before they are discharged into the atmosphere. The exhaust line generally comprises at least one gas depollution device (not shown in the figure). The exhaust line comprises, in the flow direction of the flue gas, a turbine 11 of the turbocharger 9, a post-treatment device 14 and a turbine 22 of a turbo-generator system 1 (or electric "turbo-compound" according to the name frequently used). The post-treatment device 14 is designed to break down different polluting species present in the burned gases into neutral compounds for health and / or to store the soot contained in these gases with a view to their periodic combustion. The post-treatment device comprises, for example, an oxidation catalyst and / or a particulate filter and / or a nitrogen oxide trap (or NOx trap) and / or a selective reduction catalyst for nitrogen oxides. , also known as SCR catalyst (acronym for "selective catalytic reduction"). The turbine 11 of the turbocharger 9 is rotated by the flow of burnt gas leaving the exhaust manifold 26 and rotates the compressor 13 already mentioned, thanks to mechanical coupling means such as a transmission shaft . Similarly, the turbine 22 of the turbo generator system 1 is rotated by the flue gas flow and drives an electric machine 23, here an electric generator, possibly reversible, of the turbo generator system 1. The electrical energy produced by the rotation of the electric machine 23 (driven by the turbine 22 of the turbine generator system 1 and used as a generator) is stored in an electrical energy storage system 16, for example a battery or a super-capacitance device.
    [0006] According to a possible embodiment, the turbine 22 of the turbo-generator system may have a variable geometry, such as variable-position fins (for example according to a command received from a control unit or computer 12, the operation of which will be presented below); it is thus possible to adjust the back pressure produced by the turbine 22 and to modulate the amount of electrical energy recovered by the electric machine 23. According to one conceivable variant, the exhaust line may further comprise a bypass circuit 2 of the turbo-generator system 1 which extends in parallel with the turbine 22 of the turbo-generator system 1 and comprises a bypass valve 3 which makes it possible to regulate the proportion of the flue gases passing through the turbine 22 of the turbo-generator system 1. Two recirculation circuits burnt gases are also provided: - a first recirculation circuit extends from the exhaust manifold 26 to the air distributor 25 and comprises, in this sense, a high-pressure recirculation air cooler 8 and a valve recirculating (or EGR valve) high-pressure 7; a second recirculation circuit extends from a junction element 24 of the exhaust line located between the after-treatment device 14 and the turbine 22 of the turbo-generator system 1 to the low-pressure recirculation valve 19 already mentioned. The electrical energy stored in the storage system 16 can be used to drive an electrical apparatus (for example an electric machine) useful for the operation of the powertrain, for example to assist in the propulsion of the motor vehicle: It can be provided for example, as shown in the figure, a reversible electric machine 30 is associated, within the powertrain, the heat engine 4. The electric machine 30, for example an alternator-starter separated from the flywheel of the heat engine 4, and of which a rotary shaft 32 is coupled via transmission means 34 to a rotary shaft 36 of the heat engine 4, for example a crankshaft, is operable in "engine" mode or "generator" mode, under the supervision of a calculator or control box 12. In "generator" mode, the electrical machine 30 is an alternator which supplies an electric current intended to be stored in the system storage 16 30 by taking an electrical torque This resistant; in "motor" mode, the electric machine 30 is instead powered by current previously stored in the storage system 16 and provides an electric torque This engine which adds to the torque Ct supplied by the heat engine 4 to be transmitted to the vehicle wheels.
    [0007] The operating mode of such a powertrain is as follows: The depression of the accelerator pedal (not shown) of the vehicle by the driver is translated by a computer (not shown) into a torque setpoint C to be transmitted to the vehicle wheels. The torque C can then be obtained either in the form of a thermal torque Ct, or in the form of electric torque Ce, or in the form of a combination of the two. In all cases, the value of the torque C is equal to the algebraic sum of the values of the thermal torque Ct and of the electrical torque Ce, the latter taking a positive value in "motor" mode and a negative value in "generating" mode of the electric machine 30. The distribution according to various parameters of the vehicle and / or power unit is carried out by the control box 12, used here for the control of the electric machine 30 (but which is also used for other purposes as described lower). The control unit 12 comprises means for monitoring the electrical charge CB of the storage system 16. If the charge level CB is insufficient, that is to say less than a minimum charge threshold Cgmin, for example 15% of the remaining charge storage system, the control unit 12 prohibits the electric machine 30 is used in "engine" mode. Indeed, below this minimum CBmin load threshold, the storage system 16 is no longer able to provide the torque supply function of the electric machine 30, and there is a risk of wear 16 Conversely, if the charge level CB is maximum, that is to say equal to the maximum load threshold CBmax, the control unit 12 prohibits the electric machine 30 from being used in the operating mode. "generator".
    [0008] As a variant, the stored electrical energy, recovered in particular by means of the turbo-generator system 1, could be used differently to participate in the propulsion. For example, the electrical energy stored in the storage system 16 could be restored to power an electric motor coupled in rotation with the crankshaft of the internal combustion engine 4.
    [0009] In the situations just mentioned, where an electric motor or an electric machine is used within the powertrain (in addition to the internal combustion engine 4), the hybrid motor vehicle is generally qualified. A solution has been described above in which the electrical energy produced by the electric machine 23 of the turbo generator system 1 is stored before being used. However, it could alternatively be provided that the electrical energy produced by the electric machine 23 is used at the time of its production, for example to contribute to the propulsion of the motor vehicle as mentioned above. The electrical energy stored in the storage system 16 can also be used to supply an electric air supercharger of the internal combustion engine, preferably in transient phases for boosting the supercharging. The electric compressor is for example implanted in the air intake line, between the air filter 20 and the intake valves of the engine 4, and it is activated in the starting phases of the turbine 11. In a variant, and for the same purpose of boosting the supercharging, it can be provided, when the electric machine 23 is reversible, that the electrical energy stored in the storage system 16 is reused to power the electric machine 23 so that it drives the turbine 22 of the turbo generator system 1 (operation opposite to that described above) to accelerate its rotation, which causes a suction of the gas downstream of the turbine 11 of the turbocharger 9.
    [0010] This makes it possible, in particular in certain transient phases, to accelerate the rotation of the turbocharger 9. In the context of the variant where a bypass circuit 2 of the turbo-generator system 1 is used, it is also possible during these transient phases. placing the bypass valve 3 in the closed position of the bypass circuit 2 in order to obtain a maximum acceleration effect. The internal combustion engine 4 further comprises a fuel injection line in the cylinders. This injection line comprises an injection pump arranged to collect the fuel in a tank to bring it under pressure in a distribution rail which opens into the cylinders via four injectors. As shown in FIG. 1, the control unit already mentioned is used to control the various components of the internal combustion engine 4. The control unit 12 comprises a processor (CPU), a random access memory (RAM), a read-only memory ( ROM), analog-to-digital (A / D) converters, and input and output interfaces. Thanks to its input interfaces, the control unit 12 is adapted to receive different sensors input signals relating to the operation of the engine.
    [0011] Among these sensors, there is in particular provided an acoustic pressure sensor in the bypass circuit 2, downstream of the bypass valve 3. Thanks to this acoustic pressure sensor and to various other sensors, the control unit 12 remembers continuously in its random access memory: the instantaneous charge C of the internal combustion engine 4, the instantaneous R speed of the internal combustion engine 4, the noise at the level of the exhaust line. The load C (also called "engine load") corresponds to the ratio of the work supplied by the engine to the maximum work that could develop this engine at a given speed. It is usually approximated using a variable called effective average pressure SME. Its value depends in particular on the support exerted by the driver on the accelerator pedal. The R speed corresponds to the speed of rotation of the crankshaft, expressed in revolutions per minute. By means of a predetermined mapping on a test bench and stored in its read-only memory (ROM), the control unit 12 is adapted to generate, for each operating condition of the engine (determined by the sensors mentioned above), output signals. Finally, thanks to its output interfaces, the control unit 12 is adapted to transmit these output signals to the various components of the motor, in particular to the bypass valve 3. Thus, for example, in a first mode of operation, the housing 12 can control the bypass valve 3 in order to control the noise on the exhaust line, in practice so that the noise measured by the sound pressure sensor respects an instruction stored in the control box 12. More the bypass valve 3 is closed, the faster the gases make the turbine 22 turn faster, and the acoustic pulsations of the exhaust gases are attenuated at the exhaust loop of the line 17. As a variant, in particular in systems without a sensor acoustic pressure, it is possible to control the opening of the bypass valve 3 according to a map stored in the control box 12 which defines for example the positioning the inner flap at the bypass valve 3 according to various operating parameters of the internal combustion engine, such as the load C and the R regime mentioned above.
    [0012] Thanks to such a mode of operation which allows a control of the noise of mouth of exhaust, one can reduce the size of the relaxation pots used in the exhaust line. According to a second possible operating mode, the control unit 12 controls the bypass valve 3 in the shut-off position of the bypass circuit 2 at the time of starting the engine, for example as long as a predetermined threshold of engine temperature is not reached. not achieved, such that the turbine 22 of the turbo generator system 1 generates a significant back pressure in the exhaust line, forcing the internal combustion engine to operate on higher load points, where more heat is released in the exhaust. This accelerates the rise in temperature of the post-treatment system. Note that the start-up phase requires a slight overconsumption; however, because the back pressure is achieved by the turbine 22 of the turbo generator system, this overconsumption is recovered as electrical energy. Once this start-up phase is completed, for example when a temperature threshold is reached, the post-processing system operates normally and the control unit 12 controls an at least partial opening of the bypass valve 3 in order to obtain months. backpressure in the exhaust line. The control box 12 can then further select fuel injection settings for better performance. Note that this second mode of operation is possibly combined with the first mode of operation. For example, provision is made in this case for the control of the bypass valve 3 to be carried out according to the second operating mode as long as the noise measured by the sound pressure sensor does not exceed the set point set according to the first operating mode; if exceeded, the bypass valve 3 is controlled according to the first mode of operation.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. Exhaust gas exhaust line for an internal combustion engine (4) comprising: - a turbine (11) of a turbocharger (9) - a turbine (22) of a turbo recovery system (1) disposed at downstream of the turbine (11) of the turbocharger (9) in the exhaust line, and - a connecting element (24) allowing the connection of a recirculation line of the flue gases and arranged between the turbine (11) of the turbocharger (9) and the turbine (22) of the turbo-recovery system (1), characterized in that it comprises a post-treatment device (14) interposed between the turbine (11) of the turbocharger (9) and the junction element (24).
    [0002]
    2. Exhaust line according to claim 1, wherein a bypass circuit (2) comprising a valve (3) is connected in parallel with the turbine (22) of the turbo-recovery system (1).
    [0003]
    An internal combustion engine comprising an exhaust line according to claim 1 or 2 and the turbo-recovery system (1), wherein the turbo-recovery system is a turbo-generator system (1).
    [0004]
    4. Internal combustion engine according to claim 3, wherein the turbo-generator system (1) is connected to storage means (16) designed to store the electrical energy supplied by the turbo-generator system (1).
    [0005]
    5. Internal combustion engine according to claim 3 or 4, wherein an electric compressor is powered by the electrical energy produced by the turbo-generator system.
    [0006]
    6. Internal combustion engine according to one of claims 3 to 5, wherein the turbo-recovery system (1) comprises a reversible electric machine (23).
    [0007]
    7. Internal combustion engine according to one of claims 3 to 6 comprising: - an engine block (4) which delimits at least one combustion chamber, - a fresh air intake line in each combustion chamber, and a fuel injection circuit in the intake line or in each combustion chamber, in which the exhaust line is designed for the exhaust of the flue gases from each combustion chamber, and in which a line of fuel recirculation is connected, on one side, to said connecting element and, on the other side, to the inlet line.
    [0008]
    An internal combustion engine according to claim 7, wherein the intake line comprises a compressor (13) of the turbocharger (9).
    [0009]
    9. Internal combustion engine according to claim 7 or 8, wherein there is provided an electrical device supplied, in at least one mode of operation, by the electrical energy produced by the turbo-generator system (1).
    [0010]
    10. Power train comprising an internal combustion engine according to claim 3 or 4, wherein an electric machine (30) designed to contribute, in at least one mode of operation of the electric machine (30), to the propulsion of the vehicle, is powered by the electrical energy produced by the turbo-generator system (1).
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    同族专利:
    公开号 | 公开日
    FR3014947B1|2017-12-29|
    EP3092382A1|2016-11-16|
    CN105829673A|2016-08-03|
    KR20160097253A|2016-08-17|
    JP2017505398A|2017-02-16|
    WO2015086935A1|2015-06-18|
    EP3092382B1|2018-02-21|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20110094485A1|2009-10-28|2011-04-28|Vuk Carl T|Interstage exhaust gas recirculation system for a dual turbocharged engine having a turbogenerator system|
    FR2958325A1|2010-03-30|2011-10-07|Valeo Sys Controle Moteur Sas|SUPERHEATING THERMAL MOTOR AND METHOD OF CONTROLLING THE SAME|
    DE102011108204A1|2011-07-20|2013-01-24|Daimler Ag|Internal combustion engine for motor vehicle, has actuating device comprising control element by which pressure in the exhaust gas duct is adjustable at branching point|
    DE102012004394A1|2012-03-03|2013-09-05|Daimler Ag|Method for operating drive device for motor vehicle, involves assigning electric machine to output shaft, where another electric machine is associated to exhaust gas turbo charger and is electrically connected with former electric machine|IT201700004557A1|2017-01-17|2018-07-17|Ferrari Spa|METHOD OF CONTROL OF A TURBOCHARGER PROVIDED WITH ELECTRIC IMPLEMENTATION IN AN OVERALLY OVER-COMBUSTION INTERNAL COMBUSTION ENGINE|JP2005069092A|2003-08-25|2005-03-17|Nissan Diesel Motor Co Ltd|Exhaust gas recirculation device of turbo compound engine|
    US7383684B2|2006-04-10|2008-06-10|Deere & Company|Hybrid engine|
    US7336000B2|2006-04-20|2008-02-26|Deere & Company|Electrical power regulation for a turbogenerator and generator associated with an internal combustion engine|FR3044363B1|2015-11-30|2019-08-30|Valeo Systemes De Controle Moteur|ENGINE SYSTEM WITH BURN GAS RECIRCULATION CIRCUIT|
    CN108431383B|2015-12-14|2022-01-04|沃尔沃卡车集团|Internal combustion engine system|
    US10774712B2|2015-12-14|2020-09-15|Volvo Truck Corporation|Internal combustion engine system and an exhaust treatment unit for such a system|
    GB2546488B|2016-01-19|2020-05-13|Ford Global Tech Llc|An engine exhaust gas recirculation system with at least one exhaust recirculation treatment device|
    法律状态:
    2015-12-21| PLFP| Fee payment|Year of fee payment: 3 |
    2016-12-22| PLFP| Fee payment|Year of fee payment: 4 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 5 |
    2018-12-19| PLFP| Fee payment|Year of fee payment: 6 |
    2020-10-16| ST| Notification of lapse|Effective date: 20200914 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1362619A|FR3014947B1|2013-12-13|2013-12-13|INTERNAL COMBUSTION ENGINE EXHAUST LINE AND INTERNAL COMBUSTION ENGINE COMPRISING SUCH AN EXHAUST LINE|FR1362619A| FR3014947B1|2013-12-13|2013-12-13|INTERNAL COMBUSTION ENGINE EXHAUST LINE AND INTERNAL COMBUSTION ENGINE COMPRISING SUCH AN EXHAUST LINE|
    CN201480070146.1A| CN105829673A|2013-12-13|2014-11-14|Exhaust line for an internal combustion engine and internal combustion engine comprising such an exhaust line|
    KR1020167018058A| KR20160097253A|2013-12-13|2014-11-14|Exhaust line for an internal combustion engine and internal combustion engine comprising such an exhaust line|
    JP2016538717A| JP2017505398A|2013-12-13|2014-11-14|Exhaust line for internal combustion engine and internal combustion engine provided with such exhaust line|
    EP14809918.7A| EP3092382B1|2013-12-13|2014-11-14|Exhaust gas line of an internal combustion engine and internal combustion engine with such an exhaust gas line|
    PCT/FR2014/052901| WO2015086935A1|2013-12-13|2014-11-14|Exhaust line for an internal combustion engine and internal combustion engine comprising such an exhaust line|
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