TURBOMACHINE DEVICE WITH GENERATOR, FUEL SYSTEM AND VEHICLE COMPRISING SUCH A DEVICE

Abstract

The invention relates to a turbomachine device of the gas turbine cycle type with cooled compression, regeneration, and reheating during expansion. The turbomachine device comprises a first turbocharger (C1, T2), a second turbocharger (C2, T1), two combustion chambers (CC1, CC2), a cooler (IC), and a heat exchanger (E1). The device is configured to implement a fluid flow from the first compressor (C1) to the cooler (IC), to the second compressor (C2), to the heat exchanger (E1), to the first combustion chamber (CC1), to the second turbine (T1) or the first turbine, to the second combustion chamber (CC2), and to the first turbine (T2) or the second turbine. In one aspect, the turbochargers are mounted on separate shafts (A1, A2). Fig. 2

Description

Description Title of the invention: TURBOMACHINE DEVICE WITH GENERATOR, POWER SYSTEM AND VEHICLE INCLUDING SUCH A DEVICE

[0001] — The invention relates to the field of devices and systems of turbomachinery of the gas turbine cycle type with cooled compression, regenerator and reheating during the expansion (IRReGT). This type of turbomachine generally includes turbines and compressors associated with combustion chambers with heat recovery heat. The invention relates in particular to useful applications for vehicles automobiles.

[0002] The turbogenerator cycle with intercooler, recuperator and IRReGT type heat exchanger ("Intercooled Regenerative Reheat Gas") The Turbine cycle has high potential. This cycle allows for very high efficiency. important but also a very high power density (high specific net work).

[0003] The IRReGT cycle, although offering interest in terms of efficiency and net work specific, has one major drawback: the need for two compressors to to be able to perform a cooled compression and two turbines in order to be able to achieve a relaxation with intermediate warming.

[0004] — This adds disadvantages of integration complexity due to the length of the common axis; the problem of controlling the optimal regime because each tur- The turbine (compressor or turbine) operates at its own optimal speed; vibration, balancing, special machining due to the long axis of the turbochargers, involving in addition to respecting an integration in which the turbomachines are on the same axis.

[0005] — Thus, one objective of the present invention is to propose an integrable architecture which allows us to solve the problems mentioned above.

[0006] — To achieve this objective, the invention relates to a turbomachine device for motor vehicle, the device comprising - a first turbocharger comprising a first compressor, a first turbine and a first electric generator; - a second turbocharger comprising a second compressor, a second turbine and a second electric generator; - two combustion chambers; - a flow cooler connected to the first compressor and the second com- presser; - a heat exchanger connected to the second compressor and to a first combustion chamber, itself connected to the first turbine, the second combustion chamber being connected to both turbines: the device being configured to implement a fluid flow from the first compressor to the cooler, to the second compressor, to the heat exchanger, to the first combustion chamber, to the first turbine, to the second combustion chamber, to the second turbine, in which the turbochargers are mounted on separate shafts. Advantageously, the arrangement of the device according to the invention allows for an easily integrable architecture by separating the two turbochargers without requiring a long common axis with a common direction of rotation. According to other aspects taken individually, or combined according to all technically feasible combinations: - the device is arranged in a hot section comprising high-temperature elements, and a cold section separate from the hot section, comprising low-temperature elements; and / or - the two axes are substantially contiguous, the first axis having the first turbine on the outside and the first compressor on the inside, the second axis having the second turbine and the second compressor on the inside; and / or - the cooler is arranged on one side, either front or rear of the two axes, and the combustion chambers are arranged on the other side, either front or rear of the two axes; and / or - the electrical generators are arranged at the same external or internal end of the shafts; and / or - the device comprises two substantially parallel axes, the first axis comprising the first turbine and the first compressor on one side, the second axis comprising the second turbine and the second compressor on the other side in a mirrored arrangement; and / or - the cooler and combustion chambers are arranged between the axes. The invention further relates to a motor vehicle power supply system comprising a turbomachine device according to the invention connected to a power box configured to be connected to the motor vehicle. Another object of the invention is a motor vehicle comprising a turbomachine device according to the invention. The invention will be further detailed by describing non-limiting embodiments, and based on the attached figures illustrating variants of the invention, in which: - [fig.1] illustrates a functional diagram of a turbomachine device according to a first preferred embodiment of the invention; - [fig.2] schematically illustrates a top view of a turbomachine device according to the first embodiment; - [fig.3] schematically illustrates a first arrangement of a turbomachine device according to the first embodiment in a fuel system for a motor vehicle; - [fig.4] schematically illustrates a second arrangement of turbomachine device according to the first embodiment in a fuel system for motor vehicle; - [fig.5] illustrates a functional diagram of a turbomachine device according to a second preferred embodiment; - [fig.6] schematically illustrates a first arrangement of a turbomachine device according to the second embodiment in a motor vehicle fuel system; and - [fig.7] schematically illustrates a second arrangement of turbomachine device according to the second embodiment in a fuel system for motor vehicle. The invention relates to a turbomachine device of the gas turbine cycle type with cooled compression, regeneration, and reheating during expansion (IRReGT). The invention relates in particular to applications useful for motor vehicles. The turbomachine device comprises a first turbocharger and a second turbocharger. The first turbocharger comprises a first compressor C1 and a first turbine T2. The second turbocharger comprises a second C2 compressor and a second T1 turbine. In particular, these are radial-type turbomachinery (compressors and turbines). In this type of machine, the working fluid, air in the case of the compressor and gas in the case of the turbine, has a radial trajectory between the inlet and the outlet. The turbochargers are preferably electrified, meaning that each includes an electric generator G1, G2. In the preferred variant, this is an electric machine operating in both motor and generator modes, i.e., as a motor to drive and start the system, and as a generator to recover energy. The reference r refers to bearings. The turbomachine device further includes two combustion chambers CCI and CC2, and a flow cooler IC. The IC flow cooler is connected to the first compressor Cl and the second compressor C2. The turbomachine device also includes an El heat exchanger. The heat exchanger El is connected to the second compressor C2 and to a first combustion chamber CCI. The first combustion chamber CCI is further connected to the second turbine T1 in a first embodiment, or to the first turbine T2 in a second embodiment. The second combustion chamber CC2 is connected to the two turbines T1, T2. The device is configured to implement a fluid flow F1 from the first compressor C1 to the cooler IC. The flow F1 then passes from the cooler IC to the second compressor C2. The flow F1 then passes from the second compressor C2 to the heat exchanger El. The flow F1 then passes from the heat exchanger El to the first combustion chamber CC1. The flow F1 then passes from the first combustion chamber CCI to the second turbine T1 in the first embodiment or to the first turbine T2 in the second embodiment. The flow F1 then passes to the second combustion chamber CC2, and then to the first turbine T2 in the first embodiment or to the second turbine T1 in the second embodiment. According to one aspect of the invention, the turbochargers are mounted on separate Al, A2 shafts. Advantageously, the arrangement of the device according to the invention allows for an easily integrated architecture by separating the two turbochargers without requiring a long common shaft with a common direction of rotation. Having two turbochargers, each on its own shaft, instead of just one, reduces the shaft length and provides greater flexibility with regard to operating points and integration. Compared to known solutions, the invention reduces the complexity of a turbogenerator device using an IRReGT type thermodynamic cycle. Indeed, having two axes also allows for more degrees of freedom in the positioning of the components; reduces the number of bends; brings the components closer together; and separates the hot components (such as the heat exchanger El, the combustion chambers CCI, CC2, the turbines T1, T2) from the cold components (such as the compressors C1, C2, the cooler IC, and the electrical machines). This therefore makes it possible to reduce the complexity of the device, reduce the manufacturing constraints of the system, reduce the total mass of the machine and minimize the total volume. All these advantages are beneficial for optimizing a turbogenerator designed to be integrated into an automotive powertrain. In particular, the first turbocharger forms a "low pressure - bp" stage, and the second turbocharger forms a "high pressure - hp" stage Depending on the desired variant, the second compressor C2 (HP compressor) can also be coupled to the first turbine T2 (LP turbine) depending on the power balance. According to one variant, the electrical generators G1, G2 are on each of the aforementioned axes. According to one variant, the two axes Al, A2 are substantially contiguous, that is to say, one next to the other in a substantially parallel or oblique direction. In the contiguous configuration, the first axis A1 has the first turbine T2 on the outside, i.e., in an external position, and the first compressor C1 on the inside, i.e., in an internal position. Furthermore, the second axis A2 has the second turbine T1 on the outside and the second compressor C2 on the inside. This variant can be illustrated by Figures 2 and 3. Advantageously, this allows the components to be placed on either side of the axes and a symmetrical structure to be implemented. For example, the electric generators G1 and G2 can be arranged between the two axes A1 and A2, particularly with the turbochargers at the external ends; or vice versa. The heat exchanger El, or recuperator, being the longest part, extends along the entire length of a housing B at the rear. This allows for the centering of the system's center of gravity. According to one variant, the turbomachine device is arranged in separate parts of different temperatures, in particular a hot part comprising high-temperature elements, and a cold part separate from the hot part, comprising low-temperature elements. Preferably, the IC cooler is arranged on one front or rear side of the two axes Al, A2, and the combustion chambers CC1, CC2 are arranged on the other rear or front side of the two axes Al, A2, particularly in the variant with the axes Al, A2 contiguous. This variant can be illustrated by Figures 2 (front bottom); and 3, 5, 6 (front top). Advantageously, this allows the turbochargers to be aligned transversely by positioning compressors C1 and C2 internally. The intercooler (IC) can be positioned between compressors C1 and C2. Thus, the cold components are arranged in the middle. The turbines are positioned at the two outer ends of the turbochargers; and at the rear, the CC1, CC2 combustion chambers and the El recuperator. Thus, the hot components are at the rear. By choosing this architecture, thermal barriers can be placed between the cold zone and the hot zone (cold components and hot components). This architecture allows the entire system to be integrated into a compact functional volume. According to one variant, the turbomachinery arrangement comprises two approximately parallel shafts A1 and A2, for example, on the right and left sides. In this configuration, the first shaft A1 carries the first turbine T2 and the first compressor C1 on one side, and the second shaft A2 carries the second turbine T1 and the second compressor C2 on the other side, preferably in a mirrored arrangement. This variant can be illustrated by [Fig. 4]. Advantageously, this allows for turbomachinery to be located on either side of the casing B. Preferably, the IC cooler and the CC1, CC2 combustion chambers are arranged between the A1, A2 axes. This allows for a different definition of the cold and hot zones. The invention further relates to a motor vehicle power supply system comprising a turbomachine device as described above. The device is connected to a PB power box configured to be connected to the motor vehicle. Indeed, the device according to the invention can be integrated into a battery pack-type housing B for electric vehicles. This would allow a certain kWh battery capacity to be replaced by a turbogenerator system based on the turbomachine device of the invention. The power system can also be used as a battery extender. Another object of the invention relates to a motor vehicle comprising a turbomachinery device as described above. It relates in particular to a vehicle with an electric traction motor, preferably of the hybrid type. The TK designations refer to fuel tanks.

Claims

Demands

1. Turbomachine device for motor vehicle, lc device including - a first turbocharger comprising a first compressor (C1), a first turbine (T2) and a first electric generator (G2); - a second turbocharger comprising a second compressor (C2), a second turbine (T1) and a second electric generator {G1); - two combustion chambers (CC1, CC2); - a flow cooler (IC) connected to the first compressor (C1) and to the second compressor (C2); - a heat exchanger (El) connected to the second compressor (C2) and to a first combustion chamber (CC1), itself being connected to the second turbine (T1) or the first turbine (T2), the second combustion chamber (CC2) being connected to both turbines; the device being configured to implement a fluid flow (F1) from the first compressor (C1) to the cooler (IC), to the second compressor (C2), to the heat exchanger (El), to the first combustion chamber (CC1), towards the second turbine (T1) or the first turbine (T2), towards the second combustion chamber (CC2), towards the first turbine (T2) or the second turbine (T1), in which the turbochargers are mounted on shafts (A1, A2) separated.

2. Turbomachine device according to claim |, characterized in that that it is arranged in a hot section comprising high-temperature elements temperature, and a cold section separate from the hot section, including low-temperature elements.

3. Turbomachine device according to any one of claims 1 to 2, characterized in that the two axes (A1, A2) are substantially contiguous, the first axis (A1) comprising the first turbine (T2) in Outside, the first compressor (C1); inside, the second shaft (A2) comprising the second turbine (T1) and the second compressor (C2) inside.

4. Turbomachine device according to claim 3, characterized in that that the cooler (IC) is located on either the front or rear side of the two axes (A1, A2), and combustion chambers (CCI, CC2) are arranged on the other rear or front side of the two axes (A1, A2).

5. Turbomachine device according to any one of claims 1 to 4, characterized in that the electrical generators (G1, G2) are arranged at the same external or internal end of the axes (Al, A2).

6. Turbomachine device according to any one of claims 1 to 2, comprising two axes (A1, A2) that are substantially parallel, the first axis (Al) containing the first turbine (T2), the first compressor (C1) on one side, the second axis (A2) containing the second turbine (T1) and the second compressor (C2) on the other side, preferably in a mirrored arrangement.

7. Turbomachine device according to claim 6, characterized in that that the cooler (IC) and the combustion chambers (CC1, CC2) are arranged between the axes (A1, A2).

8. Motor vehicle power supply system (B) comprising a turbomachine device according to any one of claims 1 to 7 connected to a power box (PB) configured to be connected to the motor vehicle.

9. Motor vehicle comprising a turbomachine device according to any one of the claims | to 8.