EP3320190B1 - Procédé de commande d'un système de récupération de chaleur perdue pour un moteur à combustion interne - Google Patents

Procédé de commande d'un système de récupération de chaleur perdue pour un moteur à combustion interne Download PDF

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Publication number
EP3320190B1
EP3320190B1 EP16740953.1A EP16740953A EP3320190B1 EP 3320190 B1 EP3320190 B1 EP 3320190B1 EP 16740953 A EP16740953 A EP 16740953A EP 3320190 B1 EP3320190 B1 EP 3320190B1
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EP
European Patent Office
Prior art keywords
expander
operating mode
waste heat
internal combustion
heat utilization
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.)
Active
Application number
EP16740953.1A
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German (de)
English (en)
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EP3320190A1 (fr
Inventor
Klemens Neunteufl
Oswald LACKNER
Gerald GRADWOHL
Michael Bucher
Fabio COCOCCETTA
Ivan CALAON
Michael Glensvig
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.)
AVL List GmbH
Mahle Amovis GmbH
FPT Industrial SpA
Iveco SpA
Original Assignee
AVL List GmbH
Mahle Amovis GmbH
FPT Industrial SpA
Iveco SpA
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Application filed by AVL List GmbH, Mahle Amovis GmbH, FPT Industrial SpA, Iveco SpA filed Critical AVL List GmbH
Publication of EP3320190A1 publication Critical patent/EP3320190A1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
    • F01K23/12—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engines being mechanically coupled
    • F01K23/14—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engines being mechanically coupled including at least one combustion engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K13/00—General layout or general methods of operation of complete plants
    • F01K13/02—Controlling, e.g. stopping or starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
    • F01K23/02—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled
    • F01K23/06—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle
    • F01K23/065—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle the combustion taking place in an internal combustion piston engine, e.g. a diesel engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K25/00—Plants or engines characterised by use of special working fluids, not otherwise provided for; Plants operating in closed cycles and not otherwise provided for
    • F01K25/08—Plants or engines characterised by use of special working fluids, not otherwise provided for; Plants operating in closed cycles and not otherwise provided for using special vapours
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
    • F02G5/02—Profiting from waste heat of exhaust gases

Definitions

  • the invention relates to a method for controlling a waste heat utilization system for an internal combustion engine of a vehicle, wherein the waste heat recovery system at least one torque to the engine transferable and bypassable via a bypass flow expander, at least one evaporator and at least one pump for a resource, in particular ethanol, and wherein at least the evaporator is arranged in the region of the exhaust system of the internal combustion engine, wherein the expander operable in a plurality of operating modes is drive-connected in at least one operating mode with a secondary drive shaft of the internal combustion engine, and selected on the basis of at least one input variables in each case an operating mode of at least two operating modes of the waste heat recovery system by the controller is and the waste heat recovery system, preferably by controlling at least one arranged in a bypass flow path of the expander Umgehungsve ntils of the expander, is operated in this operating mode.
  • the invention further relates to a waste heat utilization system for a motor vehicle driven by an internal combustion engine via a drive train, with a control device for controlling the waste heat recovery system, wherein the waste heat recovery system at least one torque to the internal combustion engine and bypassable via a bypass flow expander, at least one evaporator and at least one pump for a resource, in particular ethanol, and wherein at least the evaporator in the region of the exhaust system of the internal combustion engine is arranged, wherein the operable in a plurality of operating modes expander is drivingly connected in at least one operating mode with a PTO shaft of the internal combustion engine and due to at least one input by the control device in each case Operating mode of at least two operating modes of the expander is selectable, and the expander - preferably by controlling at least one in e inem bypass flow path of the expander arranged bypass valve - is operable in this mode of operation.
  • WHR Wash Heat Recovery
  • the WO 2006/138459 A2 discloses an organic Rankine cycle which is mechanically and thermally coupled to an internal combustion engine.
  • the drive shaft of the internal combustion engine is coupled to a turbine of a waste heat recovery system, which removes waste heat of the intake air, the coolant, the oil and the exhaust gas of the internal combustion engine.
  • Bypass valves control the engine temperature.
  • various system parameters, in particular the turbine pressure ratio can be controlled via bypass valves via a control unit.
  • an overflow clutch is provided, which allows rotation of the internal combustion engine without simultaneously driving the turbine.
  • the US 2009/0071156 A1 shows a waste heat recovery device having a Rankine cycle with a compressor and an expander, wherein the expander is bypassed via a bypass line.
  • a temperature sensor and a pressure sensor Upstream of the turbine, a temperature sensor is arranged.
  • a pressure sensor Downstream of the turbine, a pressure sensor is arranged.
  • the speed of the expansion device is controlled.
  • a mechanical connection of the expansion device with the drive shaft of an internal combustion engine is not provided.
  • the object of the invention is to ensure a safe and reliable operation of the waste heat recovery system.
  • this is achieved by selecting the input variable from the group expander speed, gear information, coasting information, pressure and temperature of the equipment upstream of the expander and / or pressure and temperature downstream of the expander by the control device, wherein a first operating mode of a warm-up phase of the expander, and a second operating mode associated with a normal operating phase of the expander is opened, wherein in the first operating mode, the bypass flow path is opened and the expander is not connected to a PTO of the internal combustion engine, and wherein in the second operating mode, the bypass flow path is closed and the expander is connected to the internal combustion engine, the second operating mode is selected when the pressure and / or the temperature of the equipment downstream of the expander exceeds a defined value. Conversely, it is possible to switch from the second operating mode to the first operating mode when the pressure and / or the temperature of the operating means downstream and / or upstream of the expander exceeds a defined value.
  • the bypass valve In the first operating mode, the bypass valve is opened, the starting device is deactivated. The equipment is thus passed past the expander, whereby the expander generates no torque. In the second operating mode, the bypass valve is closed, the starting device also deactivated. When the bypass valve is closed, the operating medium flows through the expander, which makes this work.
  • a third operating mode is associated with at least one gear change phase.
  • the waste heat recovery system is operated in response to the shift direction in this third mode of operation.
  • the position of the bypass valve depends on the switching operation, in particular on the direction of the switching operation.
  • the bypass flowpath of the expander remains closed and the power takeoff shaft is driven by the expander.
  • the bypass flowpath of the expander is opened and / or the expander is disconnected from the power takeoff shaft.
  • the gear information in particular whether a downshift or an upshift is present, is supplied to the control device by a gearbox sensor of the transmission.
  • the waste heat utilization system is operated in a fourth operating mode during at least one sailing operation of the vehicle, during at least one warm-up operation of the internal combustion engine and / or during at least one engine brake operation of the internal combustion engine. It is particularly advantageous if, in the fourth operating mode, the expander is not disconnected from the auxiliary drive shaft. Preferably, the expander of the secondary drive shaft is not separated until the torque of the expander falls below a defined value.
  • Sailing operation is a torque-free operation of the vehicle understood in which the clutch between the engine and transmission is opened to reduce the resistance in the drive train.
  • the control unit of the transmission or the clutch is communicated by means of Ausroll so.
  • the centrifugal clutch (overrunning clutch) separates the expander from the PTO shaft when the PTO shaft speed becomes higher than the speed of the expander. This is not possible to start the expander by the internal combustion engine.
  • a fifth operating mode for the start of the expander is provided.
  • the waste heat utilization system is operated in the fifth operating mode, which provides that the expander is started by activating a starting device connected to the expander.
  • the expander In the first mode of operation and / or with the heat recovery system inactive, the expander is bypassed via the bypass flowpath and / or disconnected (by the shiftable clutch or centrifugal clutch) from the PTO shaft when the bypass valve is open.
  • the bypass flow path of the expander be closed when the waste heat recovery system resource is in an overheated condition.
  • a shiftable clutch between the secondary drive shaft and expander may additionally be provided that the expander is drivingly connected to the PTO shaft when the resources of the waste heat recovery system downstream of the expander is in an overheated state and / or if the Expanderwindiere exceeds a defined value and / or the speed of the internal combustion engine exceeds a defined value.
  • the expander When the waste heat recovery system resource is in a non-overheated condition upstream of the expander, or when the engine is shut down, the expander may be disconnected from the power take off shaft without the risk of exceeding a critical speed.
  • Fig. 1 and Fig. 3 each show an internal combustion engine 10 with an exhaust system 11, in which an exhaust aftertreatment device 12 - for example, a diesel oxidation catalyst 12, a diesel particulate filter 12b and an SCR catalyst 12c (SCR - selective catalytic reduction) - is arranged.
  • the internal combustion engine 10 has a drive train 13 with a crankshaft 14, a clutch 15 and a (gear) transmission 16, which acts on the drive shaft 17 of the drive wheels 18.
  • the internal combustion engine 10 has a waste heat utilization system 20 for utilizing the exhaust gas values of the exhaust system 11 of the internal combustion engine 10.
  • the waste heat utilization system 20 has an evaporator 21, which is arranged downstream of the exhaust gas aftertreatment device 12 in the region of the exhaust system 11.
  • the example according to the organic Rankine cycle (ORC) functioning waste heat recovery system 20 has downstream of the evaporator 21 in the resource cycle an expander 22 and a condenser 23, and a pump 24 for the resource.
  • a resource for example, ethanol can be used.
  • an environmental conduit 25 with a bypass valve 26 is provided.
  • the evaporator 21 can be bypassed on the exhaust side via a bypass line 36 and a bypass valve 37, when the exhaust heat for the evaporator 21 is too high, or the system pressure exceeds a defined value, or the cooling system is excessively loaded, or the waste heat recovery system 20 is in a failure mode , or in pure engine operation, without engine brake.
  • the activation of the bypass valve 37 takes place as a function of at least one of the operating parameters from the group of fan power, system pressure, system temperature and mass flow of the equipment.
  • a control device 30 For controlling the waste heat utilization system 20, a control device 30 is provided which has a program logic 31 which is designed to select the most suitable operating mode from the plurality of operating modes 1 to 4 or 1 to 5 for the operation of the waste heat recovery system 20.
  • the selection of the most suitable operating mode takes place on the basis of at least one of the input variables of the control device 30, namely: Expanderfeliere n, gear information GI, Ausrollinformation CI, pressure p 1 , temperature T 1 of the resource upstream of the expander 22, and the pressure p 2 , and the temperature T 2 of the equipment downstream of the expander 22.
  • pressure sensors 32, 33 and temperature sensors 34, 35 upstream and downstream of the expander 22 in the operating-medium circuit of the waste heat utilization system 20 provided.
  • the pressure sensors 32, 33 and temperature sensors 34, 35 are in communication with the control device 30.
  • the gear information GI and Ausrollinforation CI are made available for example by suitable encoders in the transmission 16 of the control device 30.
  • the expander 22 is connected to the PTO shaft 19 of the internal combustion engine 10 via a switchable coupling 28.
  • the switchable clutch 28 is controlled by the controller 30. It makes it possible to start the expander 22 via the internal combustion engine 10 by closing the clutch 28.
  • the bypass valve 26 is closed.
  • the PTO shaft 19 is driven by the expander 22 and the torque of the expander 22 is used, while the rotational speed of the crankshaft 14 of the internal combustion engine 10 and the rotational speed of the transmission 16 are synchronized.
  • the clutch 15 is open. Thereby, the amount of fuel for acceleration of the internal combustion engine 10 can be reduced. Furthermore, during the switching process, a certain engine speed can be maintained. Thus, the exhaust heat can be used downstream of the exhaust aftertreatment device 12 for bridging torque drops during switching breaks.
  • This operating mode 4 is used during the sailing operation, the warm-up operation, and / or the engine braking operation of the internal combustion engine 10. In sailing operation, the vehicle rolls without torque transmission between internal combustion engine 10 and drive wheels 18, generally with the clutch 15 open.
  • the bypass valve 26 is closed in operating mode 4 in order to transmit torque from the expander 22 to the internal combustion engine 10. As a result - especially when the clutch 15 is open - the fuel consumption at idle reduced. If a high torque is available from the expander 22, the clutch 15 may be closed until the torque of the expander 22 falls below a defined value.
  • Fig. 3 illustrated second embodiment differs from Fig. 1 in that, instead of the shiftable clutch 28, an overrunning clutch 29a and a centrifugal braking device 29b are provided for connecting the expander 22 to the auxiliary drive shaft 19 of the internal combustion engine 10.
  • the controller 30 may perform a fifth operation mode 5 in addition to the above-mentioned operation modes 1 to 4 to start the expander 22 with an internal or external starting device 27 (see FIG Fig. 3, Fig. 4 ).
  • the control device 30 provides special security measures.
  • the bypass valve 26 is closed only when the resource is in an overheated condition, such as when the resource, ethanol, is in the gas phase.
  • Another safety measure is that the bypass valve 26 is opened when a gear shift to a higher gear is performed.
  • bypass valve 26 and the switchable coupling 28 are closed only when the equipment is in an overheated state, that is, for example, when the resource ethanol is in the gas phase.
  • both the bypass valve 26, and the switchable clutch 28 are opened.
  • the switchable clutch 28 is thus closed when the operating means is in an overheated state, or when the speed n of the expander 22 and / or the speed of the internal combustion engine 10 is above a defined value.
  • the switchable clutch 28 is thus opened when the expander 22 is in a non-overheated condition.
  • the clutch 28 is also then opened, and the operating state of the internal combustion engine 10 from an activated to a deactivated state in, so when the internal combustion engine 10 is turned off.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (18)

  1. Procédé de commande d'un système d'utilisation de chaleur résiduelle (20) destiné à un moteur à combustion interne (10) d'un véhicule selon lequel le système d'utilisation de chaleur résiduelle (20) comporte au moins un détendeur (22) permettant de transmettre un couple de rotation au moteur à combustion interne (10) et susceptible d'être contourné par une conduite de contournement de la circulation (25), au moins un évaporateur (21) et au moins une pompe (24) d'un fluide moteur, en particulier de l'éthanol, au moins l'évaporateur (21) est monté dans la zone du système de gaz d'échappement (11) du moteur à combustion interne (10), le détendeur (22) pouvant être actionné dans plusieurs modes de fonctionnement est fonctionnellement lié, dans au moins un mode de fonctionnement à un arbre d'entraînement auxiliaire (19) du moteur à combustion interne, et, sur le fondement d'au moins une grandeur d'entrée, un mode de fonctionnement respectif parmi au moins deux modes de fonctionnement (1, 2, 3, 4, 5) du système d'utilisation (20) de la chaleur résiduelle est choisi par un dispositif de commande (30), et le système d'utilisation de la chaleur résiduelle (20) est de préférence actionné dans ce mode de fonctionnement par la commande d'au moins une soupape de contournement (26) du détendeur (22) monté dans la conduite de contournement de la circulation (25) du détendeur (22),
    caractérisé en ce que
    la grandeur d'entrée est choisie par le dispositif de commande (30), dans le groupe formé par la vitesse de rotation (n) du détendeur, une information de rapport de vitesse (GI), une information de roulage par inertie (CI), la pression (p1) et la température (T1) du fluide moteur en amont du détendeur (22) et/ou la pression (P2) et la température (T2) en aval du détendeur (22), un premier mode de fonctionnement (1) étant associé à une phase d'échauffement du détendeur (22) et un second mode de fonctionnement (2) étant associé à une phase de fonctionnement normal du détendeur (22), dans le premier mode de fonctionnement (1) la conduite de contournement de la circulation (25) étant ouverte et le détendeur (22) n'étant pas relié à l'arbre d'entraînement auxiliaire (19) du moteur à combustion interne (10), et dans le second mode de fonctionnement la conduite de contournement de la circulation (25) étant fermée et le détendeur (22) étant relié au moteur à combustion interne (10), le second mode de fonctionnement (2) étant choisi lorsque la pression (p2) et/ou la température (T2) du fluide moteur en aval du détendeur (22) dépasse une valeur donnée.
  2. Procédé conforme à la revendication 1,
    caractérisé en ce qu'
    on passe du second mode de fonctionnement au premier mode de fonctionnement lorsque la pression (p1) et/ou la température (T1) du fluide moteur en amont du détendeur (22) dépasse une valeur donnée.
  3. Procédé conforme à la revendication 1 ou 2,
    caractérisé en ce que
    le système d'utilisation de la chaleur résiduelle (20) est actionné dans un troisième mode de fonctionnement (3) pendant au moins un changement de vitesse, et, de préférence, pendant au moins un processus de rétro-gradage, la conduite de contournement de la circulation (25) du détendeur (22) est fermée et l'arbre d'entraînement auxiliaire (19) est entraîné par le détendeur (22) et, de façon particulièrement préférentielle, pendant au moins un processus de passage à une vitesse supérieure la conduite de contournement de la circulation (25) du détendeur (22) est ouverte, et/ou le détendeur (22) est séparé de l'arbre d'entraînement auxiliaire (19).
  4. Procédé conforme à l'une des revendications 1 à 3,
    caractérisé en ce que
    le système d'utilisation de la chaleur résiduelle (20) est actionné dans un quatrième mode de fonctionnement (4) pendant au moins un fonctionnement en roue libre du véhicule, pendant au moins un fonctionnement d'échauffement du moteur (10) et/ou au moins un fonctionnement de freinage moteur du moteur à combustion interne (10) et de préférence, dans le quatrième mode de fonctionnement (4) la conduite de contournement de la circulation (25) est fermée.
  5. Procédé conforme à la revendication 4,
    caractérisé en ce que
    dans le quatrième mode de fonctionnement le détendeur (22) est séparé de l'arbre d'entraînement auxiliaire (19) et de préférence le détendeur (22) n'est séparé de l'arbre d'entraînement auxiliaire (19) que lorsque son couple de rotation devient inférieur à une valeur donnée.
  6. Procédé conforme à une des revendications 1 à 5,
    caractérisé en ce que
    le système d'utilisation de la chaleur résiduelle (20) est actionné dans un cinquième mode de fonctionnement (5) pendant au moins une phase de démarrage du détendeur (22), et le détendeur (22) est démarré par l'activation d'un dispositif de démarrage (27) relié à celui-ci.
  7. Procédé conforme à l'une des revendications 1 à 6,
    caractérisé en ce que
    le détendeur (22) est séparé de l'arbre d'entraînement auxiliaire (19) dans le premier mode de fonctionnement (1) et/ou lorsque le système d'utilisation de la valeur résiduelle (20) est inactivé.
  8. Procédé conforme à l'une des revendications 1 à 7,
    caractérisé en ce que
    la conduite de contournement de la circulation (25) du détendeur (22) est fermée lorsque le fluide moteur du système de réutilisation de la chaleur résiduelle (20) se trouve à l'état de surchauffe.
  9. Procédé conforme à l'une des revendications 1 à 8,
    caractérisé en ce que
    le détendeur (22) est fonctionnellement relié à l'arbre d'entraînement auxiliaire (19) lorsque le fluide moteur du système d'utilisation de la chaleur résiduelle (20) se trouve à l'état de surchauffe en aval du détendeur (22) et/ou lorsque la vitesse de rotation (n) du détendeur dépasse une valeur donnée et/ou que la vitesse de rotation du moteur à combustion interne (10) dépasse une valeur donnée.
  10. Procédé conforme à l'une des revendications 1 à 9,
    caractérisé en ce que
    le détendeur (22) est séparé de l'arbre d'entraînement auxiliaire (19) lorsque le fluide moteur du système d'utilisation de la chaleur résiduelle (20) ne se trouve pas à l'état de surchauffe en amont du détendeur (22) ou lorsque le moteur à combustion interne (10) est coupé.
  11. Système d'utilisation (20) de chaleur résiduelle (10) destiné à un véhicule entraîné par un moteur à combustion interne (10) par l'intermédiaire d'une ligne d'entraînement (13) comportant un dispositif de commande (30) permettant de commander le système d'utilisation de la chaleur résiduelle (20), le système d'utilisation de la chaleur résiduelle (20) comportant au moins un détendeur (22) permettant de transmettre un couple de rotation au moteur à combustion interne (10) et pouvant être contourné par une conduite de contournement de la circulation (25), au moins un évaporateur (21) et au moins une pompe (24) d'un fluide moteur en particulier de l'éthanol, au moins l'évaporateur (21) étant monté dans la zone du système des gaz d'échappement (11) du moteur à combustion interne (10), le détendeur (22) qui peut être actionné dans plusieurs modes de fonctionnement pouvant être relié fonctionnellement, dans au moins un mode de fonctionnement avec un arbre d'entraînement auxiliaire (19) du moteur à combustion interne (10), un mode de fonctionnement respectif parmi au moins deux modes de fonctionnement (1, 2, 3, 4, 5) du détendeur (22) pouvant être choisi par un dispositif de commande (30), sur le fondement d'au moins une grandeur d'entrée et le détendeur (22) pouvant être actionné dans ce mode de fonctionnement de préférence par commande d'au moins une soupape de contournement (26) montée dans la conduite de contournement de la circulation (25) du détendeur (22),
    caractérisé en ce que
    la grandeur d'entrée peut être choisie dans le groupe formé par la vitesse de rotation (n), du détendeur, une information de rapport de vitesse (GI), une information de roulage par inertie (CI), la pression (p1) et la température (T1) du fluide moteur en amont du détendeur (22) et/ou la pression (p2) et la température (T2) en aval du détendeur (22), un premier mode de fonctionnement (1) étant associé à une phase d'échauffement du système d'utilisation de la chaleur résiduelle (20) et un second mode de fonctionnement (2) étant associé à une phase de fonctionnement normal du détendeur (22), et, dans au moins un mode de fonctionnement le détendeur (22) pouvant être séparé de l'arbre d'entraînement auxiliaire (19), dans le premier mode de fonctionnement (1) la conduite de contournement de la circulation (25) étant ouverte et le détendeur (22) étant séparé de l'arbre d'entraînement auxiliaire (19), et dans le second mode de fonctionnement (2) la conduite de contournement de la circulation (25) étant fermée et le détendeur (22) étant relié au moteur à combustion interne (10), et le second mode de fonctionnement (2) pouvant être choisi lorsque la pression (p2) et/ou la température (T2) du fluide moteur en aval du détendeur (22) dépasse une valeur donnée.
  12. Système d'utilisation de chaleur résiduelle (20) conforme à la revendication 13,
    caractérisé en ce qu'
    un troisième mode de fonctionnement (3) est associé à au moins une phase de changement de vitesse.
  13. Système d'utilisation de chaleur résiduelle (20) conforme à la revendication 11 ou 12,
    caractérisé en ce qu'
    un quatrième mode de fonctionnement (4) est associé au moins à un fonctionnement en roue libre du véhicule, à au moins un fonctionnement d'échauffement du moteur à combustion interne (10) et/ou à au moins un fonctionnement de freinage du moteur à combustion interne (10) et, de préférence, dans le quatrième mode de fonctionnement (4) la conduite de contournement de la circulation (25) peut être fermée.
  14. Système d'utilisation de chaleur résiduelle (20) conforme à l'une des revendications 11 à 13,
    caractérisé en ce que
    dans le quatrième mode de fonctionnement (4) le détendeur (22) peut être séparé de l'arbre d'entraînement auxiliaire (19).
  15. Système d'utilisation de chaleur résiduelle (20) conforme à l'une des revendications 11 à 14,
    caractérisé en ce que
    le détendeur (22) peut être séparé de l'arbre d'entraînement auxiliaire (19) dans le premier mode de fonctionnement et/ou lorsque le système d'utilisation de chaleur résiduelle (20) est inactivé.
  16. Système d'utilisation de chaleur résiduelle (20) conforme à l'une des revendications 11 à 16,
    caractérisé en ce que
    le détendeur (22) est relié au moins à un dispositif de démarrage (27), et, dans un cinquième mode de fonctionnement au moins associé à une phase de démarrage du détendeur (22), ce détendeur (22) peut être démarré par activation du dispositif de démarrage externe (27) (Fig. 3, Fig. 4).
  17. Système d'utilisation de chaleur résiduelle (20) conforme à l'une des revendications 11 à 16,
    caractérisé en ce que
    le détendeur (22) peut être relié à l'arbre d'entraînement auxiliaire (19) ou séparé de celui-ci par l'intermédiaire d'au moins un embrayage commutable (28).
  18. Système d'utilisation de chaleur résiduelle (20) conforme à l'une des revendications 11 à 17,
    caractérisé en ce que
    le détendeur (22) peut être relié avec l'arbre d'entraînement secondaire (19) par l'intermédiaire d'au moins un embrayage à roue libre (29a), et de préférence, au moins un dispositif de freinage centrifuge (29b) est monté entre l'embrayage à roue libre (29a) et le détendeur (22).
EP16740953.1A 2015-07-10 2016-07-11 Procédé de commande d'un système de récupération de chaleur perdue pour un moteur à combustion interne Active EP3320190B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50608/2015A AT517911B1 (de) 2015-07-10 2015-07-10 Verfahren und steuerung eines abwärmenutzungssystems für eine brennkraftmaschine
PCT/AT2016/050246 WO2017008094A1 (fr) 2015-07-10 2016-07-11 Procédé de commande d'un système de récupération de chaleur perdue pour un moteur à combustion interne

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EP3320190A1 EP3320190A1 (fr) 2018-05-16
EP3320190B1 true EP3320190B1 (fr) 2019-03-20

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US (1) US10858961B2 (fr)
EP (1) EP3320190B1 (fr)
CN (1) CN107896502B (fr)
AT (1) AT517911B1 (fr)
WO (1) WO2017008094A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3069882A1 (fr) 2017-08-07 2019-02-08 Exoes Machine de detente volumetrique pour cycle de rankine, et procede de commande
CN107893710A (zh) 2017-12-28 2018-04-10 朱珍珍 内燃机高效节能余热利用技术
CN110259925B (zh) * 2019-05-22 2020-12-22 潍柴动力股份有限公司 车辆换挡装置、车辆及车辆换挡方法

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US20090211253A1 (en) 2005-06-16 2009-08-27 Utc Power Corporation Organic Rankine Cycle Mechanically and Thermally Coupled to an Engine Driving a Common Load
US8528333B2 (en) * 2007-03-02 2013-09-10 Victor Juchymenko Controlled organic rankine cycle system for recovery and conversion of thermal energy
JP4302759B2 (ja) * 2007-09-14 2009-07-29 株式会社デンソー 廃熱利用装置
US7950230B2 (en) * 2007-09-14 2011-05-31 Denso Corporation Waste heat recovery apparatus
US7866157B2 (en) 2008-05-12 2011-01-11 Cummins Inc. Waste heat recovery system with constant power output
US20110209473A1 (en) 2010-02-26 2011-09-01 Jassin Fritz System and method for waste heat recovery in exhaust gas recirculation
CN103109046B (zh) 2010-07-14 2015-08-19 马克卡车公司 具有局部回收的废热回收系统
DE102010052508A1 (de) * 2010-11-26 2012-05-31 Daimler Ag Abwärmenutzungsvorrichtung
CN103748347B (zh) 2011-09-30 2015-08-19 日产自动车株式会社 朗肯循环
US8893495B2 (en) * 2012-07-16 2014-11-25 Cummins Intellectual Property, Inc. Reversible waste heat recovery system and method

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Publication number Publication date
CN107896502B (zh) 2019-12-17
AT517911A1 (de) 2017-05-15
AT517911B1 (de) 2018-03-15
EP3320190A1 (fr) 2018-05-16
WO2017008094A1 (fr) 2017-01-19
US10858961B2 (en) 2020-12-08
US20200088069A1 (en) 2020-03-19
CN107896502A (zh) 2018-04-10

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