EP3594080B1 - Véhicule de transport doté d'un système de conditionnement d'air utilisant un réfrigérateur à absorption - Google Patents

Véhicule de transport doté d'un système de conditionnement d'air utilisant un réfrigérateur à absorption Download PDF

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Publication number
EP3594080B1
EP3594080B1 EP18305900.5A EP18305900A EP3594080B1 EP 3594080 B1 EP3594080 B1 EP 3594080B1 EP 18305900 A EP18305900 A EP 18305900A EP 3594080 B1 EP3594080 B1 EP 3594080B1
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EP
European Patent Office
Prior art keywords
transport vehicle
post
heat
fuel
injection
Prior art date
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Application number
EP18305900.5A
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German (de)
English (en)
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EP3594080A1 (fr
Inventor
Raphael HOFSTAEDTER
Dennis Mann
Christian HEIKEL
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Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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Priority to PL18305900T priority Critical patent/PL3594080T3/pl
Priority to ES18305900T priority patent/ES2868001T3/es
Priority to EP18305900.5A priority patent/EP3594080B1/fr
Publication of EP3594080A1 publication Critical patent/EP3594080A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C5/00—Locomotives or motor railcars with IC engines or gas turbines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D27/00—Heating, cooling, ventilating, or air-conditioning
    • B61D27/0018—Air-conditioning means, i.e. combining at least two of the following ways of treating or supplying air, namely heating, cooling or ventilating

Definitions

  • the present invention relates to a transport vehicle, in particular a railway vehicle for passenger transport, comprising:
  • Such a transport vehicle is known from US 2006/0021332 A1 .
  • This document discloses a motor vehicle having, as shown in Fig. 2 , a diesel engine 1 equipped with an exhaust system 2.
  • the exhaust system 2 is fitted with an exhaust heat exchanger 16, which allows extracting heat from the hot exhaust gases.
  • the extracted heat can be provided to an absorption refrigeration machine 26.
  • the absorption refrigeration machine 26 uses the extracted heat to generate cold, which is used to cool the interior 20 of the motor vehicle via an air-conditioning heat exchanger 27.
  • a pre-oxidation unit 5 located in the exhaust line 3 of the exhaust system 2 is used to inject fuel into the exhaust line 3. This fuel burns in the exhaust line 3 so that enough heat is available for the cooling operation.
  • Another vehicle is for instance known from US 1 985 636 A1 .
  • this object is achieved with the above-defined transport vehicle, which is characterised by an engine fuel post-injection controller for controlling the post-injection of fuel into said engine, said engine fuel post-injection controller being adapted to:
  • the inventive fuel post-injection in the internal combustion engine the heat of the exhaust gases can be increased when it would otherwise be insufficient for cooling the transport vehicle's inside.
  • the inventive transport vehicle may include one, several or all of the following features, in all technically feasible combinations:
  • FIG. 1 there is shown a schematic diagram of a transport vehicle 2.
  • the transport vehicle comprises an internal combustion engine 4, a fuel injection system 6, an exhaust line 8 connected to the internal combustion engine, a heat measuring device 10 arranged in the exhaust line 8, an air-conditioning system 12 and a post-injection controller 13.
  • Downstream or “upstream” is used in this description, it refers to a flow direction of a gas stream.
  • Downstream defines a direction that is the same as the flow direction of the gas stream.
  • Upstream defines a direction opposite to the flow direction of the gas stream.
  • the transport vehicle 2 is preferably a railway vehicle in the form of a diesel multiple unit for regional passenger transport.
  • the transport vehicle is a bus or a truck.
  • the internal combustion engine 4 is preferentially a diesel motor adapted for propelling the transport vehicle 2.
  • the diesel motor is equipped with a fuel injection system 6 for controllably injecting fuel into the diesel motor.
  • the diesel motor4 has one or more combustion chambers 14 for burning the injected fuel during a combustion phase shown in figure 2 . While the diagram of figure 2 shows in the axis of abscissae the time in [ms], it is clear that for a given speed of revolution, the axis of abscissae also corresponds to the sweep angle of the crankshaft of the combustion engine 4. The crank angle and the time correspond therefore one to another for a given revolution speed.
  • the diesel motor 4 has an exhaust manifold 16 for ejecting the burned fuel, or hot exhaust gases, from the combustion chambers 14.
  • the fuel injection system 6 is equipped with fuel injectors (not shown), for example piezo-elements (not shown) adapted to swing in order to inject fuel into the combustion chambers 14 of the diesel motor 4.
  • the fuel injectors are adapted to bend about a distance D in order to inject fuel into the combustion chambers 14.
  • the amount of fuel injected into the combustion chambers 14 depends on the distance D and the opening time. The greater the distance D and the opening time, the greater the amount of fuel injected into the combustion chambers 14 (see figure 2 ).
  • the fuel injection system 6 is configured to inject zero, one or more pre-injections PI of fuel, one main-injection MI of fuel, and at least a first post-injection LI1 of fuel into the combustion chambers 14.
  • the pre-injection PI allows reducing the ignition delay of the main combustion inside the combustion chambers 14. This results in lower noise emissions.
  • the actual used number of PI pre-injections depends on the engine operation.
  • the main-injection MI is adapted for providing sufficient energy to the diesel motor 4 in order to propel the transport vehicle 2.
  • the number and type of LI1 first post-injections depends on the engine operation. Operation without LI1 is also carried out.
  • a late post-injection LI2 can take place. This introduces unburned hydrocarbons into the exhaust tract, which do not burn in the combustion chamber 14 but in a catalytic converter 18 arranged downstream of the exhaust manifold 16 in order to raise the exhaust gas temperature very effectively. This allows the particle filter to be cleaned.
  • the number and type of late post-injections LI2 depends on engine operation, even operation without LI2 is temporarily possible, e.g. when the particulate filter is discharged.
  • the exhaust line 8 is connected to the combustion chambers 14 via the exhaust manifold 16 of the diesel motor 4.
  • the exhaust line 8 is adapted to discharge the hot exhaust gases from the diesel motor 4 via an exhaust 15.
  • the exhaust line 8 is also adapted to clean the hot exhaust gases and to eject them out of the transport vehicle 2.
  • the exhaust line 8 is also adapted to extract heat from the hot exhaust gases.
  • the exhaust line 8 can comprise the catalytic converter 18 arranged downstream of the exhaust manifold 16.
  • the catalytic converter 18 is adapted to transform products of imperfect combustion (like hydrocarbons and carbon monoxide) into non-toxic compounds.
  • the exhaust line 8 can comprise a particulate filter 20 arranged downstream of the catalytic converter 18, adapted for cleaning the hot exhaust gases.
  • the particulate filter 20 might be integrated into the catalytic converter 18 to save available space.
  • the exhaust line 8 can comprise an urea injector 22 arranged downstream of the catalytic converter 18, adapted for injecting urea into the exhaust line 8.
  • the urea injector 22 allows to dose urea into the exhaust gas.
  • the urea converts to ammonia.
  • the ammonia is used to reduce the nitrogen oxides in a selective catalytic reductor 24 arranged downstream of the urea injector 22.
  • the exhaust line 8 can comprise the selective catalytic reductor 24 arranged downstream of the urea injector 22.
  • the selective catalytic reductor 24 allows to deoxidize nitrogen oxides in the exhaust.
  • a storage system for nitrogen oxides can be used instead of an urea injector 22 and a selective catalytic redactor 24 .
  • the exhaust line 8 comprises the heat measuring device 10 arranged in the exhaust line 8, for example arranged downstream of the selective catalytic reductor 24.
  • the heat measuring device 10 can be in contact with the hot exhaust gases or the heat is calculated in the heat measuring device 10 based on available sensor data.
  • the heat measuring device 10 is adapted for determining the amount of heat in the hot exhaust gases.
  • the heat measuring device 10 is for example a temperature sensor adapted for measuring the temperature and a flow meter adapted for measuring the flow rate of the hot exhaust gases.
  • the heat measuring device 10 can be a computational model in which the temperature and the flow rate are calculated based on available sensor data.
  • the exhaust line 8 comprises a first heat exchanger 26 arranged downstream of the heat measuring device 10. The first heat exchanger 26 is in contact with the hot exhaust gases.
  • the first heat exchanger 26 has an input 28 allowing a heat-transporting medium to access the first heat exchanger 26, and an output 30 allowing the heat-transporting medium to exit the first heat exchanger 26.
  • the first heat exchanger 26 is adapted to bring the heat-transporting medium in indirect contact with the hot exhaust gases.
  • the heat-transporting medium is for example a liquid, in particular water, ammonia, brine or a combination thereof.
  • the air-conditioning system 12 comprises an absorption refrigeration machine 32 and a second heat exchanger 34.
  • the air-conditioning system 12 is adapted for conditioning air inside the transport vehicle 2, for example the air-stream of a ventilation system of a passenger compartment.
  • the air-conditioning system 12 has at least one cooling mode in which the air-conditioning system 12 is cooling the air inside the transport vehicle 2, and a non-cooling mode in which the air-conditioning system 12 is not cooling the air inside the transport vehicle 2.
  • the air-conditioning system 12 is electrically connected to the post-injection controller 13. The post-injection controller 13 will be described later.
  • the air-conditioning system 12 can emit a cooling mode signal to the post-injection controller 13 indicating a mode of cooling or can emit a non-cooling mode signal indicating a mode of not cooling.
  • the absorption refrigeration machine 32 is thermally connected to the exhaust line 8, in particular to the first heat exchanger 26 arranged in the exhaust line 8, and to the second heat exchanger 34 adapted for cooling for example the air inside the transport vehicle 2.
  • the absorption refrigeration machine 32 is adapted to use heat from the hot exhaust gases for cooling the air inside the transport vehicle 2.
  • the absorption refrigeration machine 32 is thermally connected to the input 28 and output 30 of the first heat exchanger 26 in order to extract heat from the first heat exchanger 26.
  • the absorption refrigeration machine 32 is thermally connected to the second heat exchanger 34 in order to extract heat from the second heat exchanger 34.
  • the second heat exchanger 34 is adapted to receive an air-stream of the ventilation system of a passenger compartment.
  • the air-stream is preferably a hot air-stream which is cooled via the second heat exchanger 34. This cooled air-stream is adapted for cooling a passenger compartment of the transport vehicle 2.
  • the absorption refrigeration machine 32 is for example installed on a roof of the transport vehicle 2 or below the car body shell. This allows reducing occupied space inside the transport vehicle 2.
  • the post-injection controller 13 is electrically connected to the heat measuring device 10 in order to receive a heat signal.
  • the heat signal indicates the temperature of the hot exhaust gases.
  • the post-injection controller 13 is advantageously electrically connected to the air-conditioning system 12 in order to receive the cooling mode signal indicating a cooling mode of the air-conditioning system 12.
  • the post-injection controller 13 is adapted for controlling the fuel injection system 6 in order to inject fuel into the diesel motor 4.
  • the post-injection controller 13 is adapted for controlling a post-injection of fuel into the diesel motor 4.
  • the post-injection controller 13 is adapted for evaluating the heat signal and advantageously the cooling mode signal in order to control the fuel injection system 6.
  • the post-injection controller 13 is adapted for starting a post-injection via the fuel injection system 6 if the heat signal is lower than a predetermined threshold and advantageously if the cooling mode signal indicates that the air-conditioning system 12 is in a cooling mode.
  • the predetermined threshold indicates a minimum temperature of the hot exhaust gases in order to sufficiently supply heat to the absorption refrigeration machine 32 via the first heat exchanger 26.
  • the predetermined threshold is comprised between 120°C and 280°C, in particular the threshold is about 252 °C.
  • the post-injection comprises at least one first fuel post-injection LI1 at the end of the combustion phase of the diesel motor 4 (see figure 2 ).
  • the post-injection of the first fuel post-injection LI1 starts at the end of a first time interval TI1 defined by a crank angle sweep of the internal combustion engine 4 comprised between 1° and 5° crank angle sweep at the end of the main fuel injection MI.
  • the engine fuel post-injection controller 13 is adapted to control said fuel injection system 6 to start the post injection of the first fuel post-injection LI1 at the end of a first time interval TI1 which is defined by a crank angle coverage or sweep of the internal combustion engine 4 comprised between 1° and 5°.
  • the post-injection controller 13 receives a heat signal from the heat measuring device 10.
  • the post-injection controller 13 analyses the received heat signal and compares the received heat signal with the predetermined threshold.
  • the post-injection controller 13 If the received heat signal is smaller than the predetermined threshold, and advantageously if concurrently the post-injection controller 13 receives a cooling mode signal from the air-conditioning system 12, the post-injection controller 13 post-injects the first post-injection LI1 into the diesel motor 4.
  • the first post-injection LI1 is done for each combustion phase if the received heat signal is smaller than the predetermined threshold, and advantageously if concurrently the post-injection controller 13 receives a cooling mode signal.
  • the first post-injection LI1 is initiated at the end of the first time interval TI1 after the end of the main injection MI.
  • an absorption refrigeration machine for cooling the interior of a railway vehicle.
  • train air-conditioning systems have always used compressors for cooling to guarantee cooling in all operating states of the train.
  • these compressors consume electricity.
  • the waste heat of the diesel motor which is generated in any case, is used for cooling.
  • the inventive air-conditioning solution thus reduces the energy consumption of the railway vehicle.
  • the post injection may comprise two separate subsequent post-injections, wherein the first post-injection LI1 and a subsequent late post-injection LI2 are temporally separated by a second time interval TI2.
  • the second time interval TI2 is comprised between 90° to 180° crank angle. That is, the time interval TI2 between said two subsequent post-injections LI1 and LI2, or between the peaks of these post-injections, is a period in which the crank angle of the internal combustion engine 4 covers or sweeps an angle comprised between 90° to 180°.
  • the heat measuring device 10 is arranged in the heat exchanger 26.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Claims (10)

  1. Un véhicule de transport (2), notamment un véhicule ferroviaire pour le transport de voyageurs, comprenant :
    Un système de climatisation (12) pour climatiser l'air à l'intérieur du véhicule de transport, ce système de climatisation disposant d'un système de refroidissement par absorption (32) pour refroidir l'air à l'intérieur du véhicule de transport ;
    Un moteur à combustion interne (4) pour propulser le véhicule de transport, ce moteur à combustion interne étant équipé d'un système d'injection de carburant (6) ;
    Une ligne d'échappement (8) connectée au moteur à combustion interne pour évacuer les gaz d'échappement chauds du moteur à combustion interne ;
    dans lequel le système de réfrigération par absorption (32) est thermiquement connecté à cette ligne d'échappement afin d'utiliser la chaleur de ces gaz d'échappement chauds pour le refroidissement ;
    Un appareil de mesure de chaleur (10) pour mesurer la chaleur dans les gaz d'échappement ;
    caractérisé par un contrôleur de carburant moteur post-injection (13) pour contrôler la post-injection du carburant dans le moteur (4), ce contrôleur de carburant moteur post-injection étant adapté pour :
    - recevoir un signal de chaleur de cet appareil de mesure de chaleur (10) ;
    - si le signal de chaleur est inférieur à un seuil prédéfini, qui indique que la chaleur des gaz d'échappement est insuffisante pour les besoins de refroidissement du système de réfrigération par absorption (32), contrôler ce système d'injection de carburant (6) pour post-injecter une quantité supplémentaire de carburant dans le moteur à combustion interne (4), à savoir à la fin de la phase de combustion, augmentant ainsi la chaleur des gaz d'échappement au-dessus de ce seuil prédéfini.
  2. Le véhicule de transport de la revendication 1, dans lequel le contrôleur de carburant moteur post-injection (13) est adapté pour :
    - recevoir un signal de mode de refroidissement du système de climatisation (12) indiquant que celui-ci est en mode de refroidissement ;
    - si le signal de chaleur est inférieur à un seuil prédéfini, qui indique que la chaleur des gaz d'échappement est insuffisante pour les besoins de refroidissement du système de réfrigération par absorption (32), et si, simultanément, un signal de mode de refroidissement est reçu par le système de climatisation (12), contrôler ce système d'injection de carburant (6) pour post-injecter la quantité supplémentaire de carburant dans le moteur à combustion interne (4), à savoir à la fin de la phase de combustion, augmentant ainsi la chaleur des gaz d'échappement au-dessus de ce seuil prédéfini.
  3. Le véhicule de transport de la revendication 1 ou 2, dans lequel le contrôleur de carburant moteur post-injection (13) est adapté pour contrôler le système d'injection de carburant (6) pour réaliser deux post-injections consécutives (LI1, LI2).
  4. Le véhicule de transport de la revendication 3, dans lequel le contrôleur de carburant moteur post-injection (13) est adapté pour contrôler le système d'injection de carburant (6) pour démarrer la post-injection de la première post-injection de carburant (LI1) à la fin d'un premier intervalle de temps (TI1) qui est défini par un balayage d'angle de vilebrequin du moteur de combustion interne (4) compris entre 1° et 5°.
  5. Le véhicule de transport de la revendication 3 ou 4, dans lequel l'intervalle de temps (TI2) entre ces deux post-injections consécutives (LI1, LI2) est une période dans laquelle l'angle de vilebrequin du moteur à combustion interne (4) couvre un angle compris entre 90° et 180°.
  6. Le véhicule de transport de l'une quelconque des revendications précédentes, dans lequel l'appareil de mesure de chaleur (10) est un capteur de température situé dans la ligne d'échappement (8).
  7. Le véhicule de transport de l'une quelconque des revendications précédentes, dans lequel le seuil prédéfini est de 252 °C.
  8. Le véhicule de transport de l'une quelconque des revendications précédentes, dans lequel le système de réfrigération par absorption (32) est installé sur le toit ou sous la caisse du véhicule de transport (2).
  9. Le véhicule de transport de l'une quelconque des revendications précédentes, dans lequel le moteur à combustion interne (4) est un moteur diesel.
  10. Le véhicule de transport de l'une quelconque des revendications précédentes, dans lequel le véhicule de transport (2) est un véhicule ferroviaire sous la forme de rames diesel à unités multiples pour le transport régional de voyageurs.
EP18305900.5A 2018-07-09 2018-07-09 Véhicule de transport doté d'un système de conditionnement d'air utilisant un réfrigérateur à absorption Active EP3594080B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
PL18305900T PL3594080T3 (pl) 2018-07-09 2018-07-09 Pojazd transportowy z układem klimatyzacji wykorzystującym chłodziarkę absorpcyjną
ES18305900T ES2868001T3 (es) 2018-07-09 2018-07-09 Vehículo de transporte con un sistema de aire acondicionado que utiliza un refrigerador por absorción
EP18305900.5A EP3594080B1 (fr) 2018-07-09 2018-07-09 Véhicule de transport doté d'un système de conditionnement d'air utilisant un réfrigérateur à absorption

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP18305900.5A EP3594080B1 (fr) 2018-07-09 2018-07-09 Véhicule de transport doté d'un système de conditionnement d'air utilisant un réfrigérateur à absorption

Publications (2)

Publication Number Publication Date
EP3594080A1 EP3594080A1 (fr) 2020-01-15
EP3594080B1 true EP3594080B1 (fr) 2021-02-17

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EP18305900.5A Active EP3594080B1 (fr) 2018-07-09 2018-07-09 Véhicule de transport doté d'un système de conditionnement d'air utilisant un réfrigérateur à absorption

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EP (1) EP3594080B1 (fr)
ES (1) ES2868001T3 (fr)
PL (1) PL3594080T3 (fr)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1985636A (en) * 1933-12-19 1934-12-25 B F Sturtevant Co Refrigeration system for vehicles
DE3314854A1 (de) * 1983-04-23 1984-10-25 Bedia Maschinenfabrik Verwaltungs GmbH, 5300 Bonn Verfahren zur erzeugung von gekuehlter klimatisierungsluft fuer die fahrerkabine einer grubenlokomotive und grubenlokomotive mit einer anordnung zur erzeugung der klimatisierungsluft
EP1643094B1 (fr) 2004-10-01 2009-06-17 J. Eberspächer GmbH & Co. KG Système d'échappement d'un moteur à combustion interne et procédé correspondent pour le faire fonctionner

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

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Publication number Publication date
EP3594080A1 (fr) 2020-01-15
ES2868001T3 (es) 2021-10-21
PL3594080T3 (pl) 2021-08-09

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