INTERNAL COMBUSTION ENGINE WITH COMPRESSOR AND VORTEX COOLER

Abstract

The invention relates to an internal combustion engine for a motor vehicle, the engine comprising combustion chambers (CC), an air compressor (5) taking atmospheric air as an inlet and supplying a compressed air flow (2) as an outlet to the combustion chambers, characterized in that the engine comprises a vortex cooler (1) interposed against the compressor and the combustion chambers via the first pipe (81) and second pipe (82), the vortex cooler (1) receiving the compressed air flow (2) as an inlet and comprising a first outlet (S1) delivering a cold compressed air flow (4) to the combustion chambers and a second outlet (S2) delivering a hot compressed air flow (3) to an internal engine or external engine auxiliary member. Figure 1

Description

Title of the invention: INTERNAL COMBUSTION ENGINE WITH COMPRESSOR AND VORTEX COOLER

[0001] The present invention relates to an internal combustion engine with an air compressor, in particular a turbocharger type compressor.

[0002] In the configurations of thermal (internal combustion) engines equipped with a compressor, the compressed air leaving the compressor has also been heated by compression. The compressor in question can be a turbocharger or a mechanical compressor.

[0003] To increase the density of the air admitted into the combustion chambers, it is known to place a heat exchanger, called in the trade 'intercooler' to lower the temperature of the compressed gases before their introduction into the combustion chambers. This 'intercooler' heat exchanger is arranged downstream of the compressor.

[0004] The 'intercooler' heat exchanger requires the use of a fluid other than compressed air, and requires the installation of pipes to channel this other fluid.

[0005] Thus there remains a need to propose new solutions for lowering the temperature of the compressed air leaving the compressor before it is introduced into the combustion chambers of the engine.

[0006] To this end, the present invention proposes an internal combustion engine for a motor vehicle, the engine comprising combustion chambers, an air compressor taking atmospheric air as an inlet and supplying a compressed air flow as an outlet to the combustion chambers, characterized in that the engine comprises a vortex cooler interposed against the compressor and the combustion chambers via first pipes and second pipes, the vortex cooler receiving the compressed air flow as an inlet and comprising a first outlet delivering a cold compressed air flow to the combustion chambers and a second outlet delivering a hot compressed air flow to an internal engine or external engine auxiliary member.

[0007] Advantageously, the vortex cooler operates autonomously, it does not use any fluid other than compressed air, it is not a two-fluid heat exchanger as in the 'intercooler' solutions of the known art.

[0008] Due to the rapid vortex prevailing in the vortex cooler, segregation and separation between hot and cold air occurs.

[0009] It should be noted that the vortex cooler is sometimes referred to in general literature as a Ranque-Hilsch tube.

[0010] We note that the separation between hot and cold simply uses a physical phenomenon. The operation is automatic; we will see below that we can introduce an adjustment of the output flow of the hot portion.

[0011] It is noted that there are no moving parts in a Ranque-Hilsch tube and therefore there is no wear and the reliability of the vortex cooler solution is very satisfactory.

[0012] According to one embodiment, the vortex cooler has a tubular shape with the first outlet arranged at a first end of the tubular shape and the second outlet arranged at a second end of the tubular shape.

[0013] According to an advantageous embodiment, this promotes a significant thermal gradient along the tubular shape and the effects of thermal conduction can be minimized.

[0014] According to one embodiment, the vortex cooler has an elongation axis and comprises a swirling ring into which the compressed air flow enters tangentially. As a result, a very rapid swirl is generated inside the tubular shape of the vortex cooler.

[0015] According to one embodiment, the swirl ring is arranged at a position closer to the first outlet than to the second outlet.

[0016] Advantageously, the swirl ring may comprise a deflection shape which directs the swirl of the incoming compressed air towards the second outlet. A portion of the compressed air swirl rebounds at the end of the second outlet and travels in the opposite direction through the tubular shape to exit at the first outlet.

[0017] According to one embodiment, the compressor is a turbocharger. This provides independence from the engine speed. The turbocharger is a well-controlled and very efficient component for compressing intake air in a heat engine.

[0018] According to one embodiment, the vortex cooler comprises a control solenoid valve configured to control an output flow rate on the second outlet. By means of which, it is possible to select and control the cooling and / or the supply of hot air.

[0019] According to one embodiment, the internal combustion engine further comprises a control unit configured to control the control solenoid valve of the vortex cooler. The control unit in question may be the complete engine management unit or a specific unit.

[0020] According to one embodiment, the control unit is configured to further control a wastegate of the turbocharger. There is then joint and coordinated control of the operation of the turbocharger and the operation of the re- vortex cooler.

[0021] According to one embodiment, the vortex cooler is circumscribed in a cylinder which has a length less than 30 cm and a diameter less than 10 cm.

[0022] As a result, integration into the engine and vehicle architecture is easy.

[0023] The invention further relates to a motor vehicle comprising a passenger compartment, glazing and an internal combustion engine as described above, characterized in that the flow of hot compressed air delivered by the second outlet of the vortex cooler is selectively directed towards the passenger compartment and / or the glazing of the motor vehicle.

[0024] The invention will be further detailed by the description of non-limiting embodiments, and on the basis of the appended figures illustrating variants of the invention, in which: [Fig.l] is a schematic representation of an example of an internal combustion engine with a turbocharger and a vortex cooler, as proposed; [Fig.2] is a schematic representation of an exemplary vortex cooler according to the present invention.

[0025] In the various figures, the same references designate identical or similar elements. For reasons of clarity of the description, certain elements are not necessarily represented to scale.

[0026] We are interested here in a motor vehicle with a thermal engine, in other words an internal combustion engine. This can be a gasoline engine or a diesel engine.

[0027] It is not excluded that the electric vehicle is a hybrid vehicle equipped, in addition to the thermal engine, with an electric drive train.

[0028] In some hybrid vehicles, the internal combustion engine has three cylinders instead of four ('downsizing') and in this configuration, the use of a turbocharger is increasingly frequent and important in order to obtain a satisfactory torque range and to have a high specific power per liter of cylinder capacity.

[0029] It should be noted that, in addition to the use of a turbocharger, the present invention also covers the use of a mechanical compressor, e.g. driven from the crankshaft, or even driven by an electric motor.

[0030] Returning to the case of the turbocharger, the turbocharger can be classic with fixed geometry, but in certain cases it can be with variable geometry.

[0031] The turbocharger can be equipped with a bypass system called 'waste-gate', also called a wastegate.

[0032] The internal combustion engine may typically be installed on board a motor vehicle. Alternatively, the combustion engine may be installed in a stationary equipment, such as an electricity generator, a pump, without any application limitations.

[0033] In [Fig. 1], the internal combustion engine comprises a main engine body denoted 7, an air compressor denoted 5 and a vortex cooler denoted 1.

[0034] The elements are shown in [Fig.l] at a distance from each other, but it should be understood that they may be physically adjacent to each other.

[0035] As known per se, the internal combustion engine comprises combustion chambers denoted CC.

[0036] As known per se, intake valves and exhaust valves are provided. At the outlet of the combustion chambers, the burnt gases 6 pass into the exhaust manifold and into the exhaust pipe 80 towards the turbocharger 5.

[0037] The operation of the turbocharger 5 is known per se, with a turbine wheel 52, a compressor wheel 51, an air inlet 50 and a hot gas outlet 53.

[0038] The turbocharger 5 comprises an outlet 55 for delivering the compressed air 2 and an inlet 56 for the burnt gases 6, coming from the pipe 80.

[0039] According to one option, the turbocharger 5 comprises a discharge valve denoted 8. According to an exemplary embodiment, this is an electrically controlled discharge valve as will be seen below.

[0040] The discharge valve 8 allows a portion of the burnt gases 6 to pass directly to the exhaust pipe without them passing through the turbine portion of the turbocharger.

[0041] The outlet 55 of the compressor part is directed by a first pipe 81 towards the vortex cooler 1. Thus, the compressed air flow 2 is directed from the turbocharger 5 towards the vortex cooler 1.

[0042] The vortex cooler 1 is functionally interposed against the compressor and the combustion chambers.

[0043] The vortex cooler 1 receives the compressed air flow 2 as an inlet. The vortex cooler 1 comprises a first outlet S1 delivering a cold compressed air flow 4 to the combustion chambers and a second outlet S2 delivering a hot compressed air flow 3. The inlet and the outlet are preferably at a distance from each other. Preferably the inlet and the outlet are arranged opposite each other.

[0044] A second duct 82 is provided which directs the flow of cold compressed air 4 towards the combustion chambers CC.

[0045] A third pipe 83 is provided which directs the hot compressed air flow 3 to an auxiliary member. The hot compressed air flow 3 is intended to heat an internal or external engine auxiliary member.

[0046] The hot compressed air flow 3 can be selectively directed towards the passenger compartment of the vehicle to the vehicle windows, to the battery, to the engine, or more generally to any organ or subsystem which requires a transient or permanent supply of calories.

[0047] It is not excluded to selectively direct the flow of hot compressed air towards the exhaust line by means of the interposition of a non-return valve.

[0048] The vortex cooler 1 has a body 10 of tubular shape with the first outlet S1 arranged at a first end E1 of the tubular shape and the second outlet S2 arranged at a second end E2 of the tubular shape.

[0049] The vortex cooler 1 comprises a compressed air inlet 11 which receives the compressed air flow 2 from the first pipe 81.

[0050] The vortex cooler has an elongation axis A. The vortex cooler comprises a swirling ring 16 where the compressed air flow enters tangentially to the axis, on the largest radius available inside the ring.

[0051] The swirl ring 16 is arranged at a position closer to the first end than to the second end.

[0052] The rotational pulsation of the vortex around the axis is very high, we are talking about more than 100,000 revolutions per minute. A nozzle adapted to the level of the compressed air inlet can be provided to generate this rapid vortex.

[0053] In the swirling ring 16, a deflector shape is provided which makes it possible to orient the swirl in the direction of the second end, i.e. to the right in [Fig. 2]. This deflector shape may have the shape of a helical pitch.

[0054] The primary vortex or incident vortex noted Tl is thus directed towards the second end and occupies an external radial space inside the tube, as illustrated in [Fig.2],

[0055] A conical shape is provided at the second end on which the first vortex rebounds to generate a second vortex noted T2 which will propagate inside the tube in the opposite direction to the first vortex and radially at a smaller radius, i.e. inside the first vortex TL

[0056] At the second end E2, the second outlet S2 is presented as an annular slot. According to a controlled outlet flow option, the dimension of this annular slot can be modified by controlling a member which makes it possible to move the conical member.

[0057] According to one embodiment, this movable conical member is called here control solenoid valve 18.

[0058] The vortex cooler 1 therefore comprises a control solenoid valve 18 configured to control an outlet flow rate on the second outlet.

[0059] At the outlet of the vortex cooler, the segregation between hot air and cold air is materialized by a temperature differential of a few tens of degrees between the hot air 3 and the cold air 4. This differential also depends on the outlet flow rate on the second outlet.

[0060] Generally, the swirl ring 16 is arranged at a position closer to the first outlet S1 than to the second outlet S2.

[0061] In the example illustrated, the vortexing ring 16 is located in the immediate vicinity of the first outlet S1. Thus the length traveled by the first vortex T1 is very little greater than the length traveled by the second vortex T2.

[0062] The vortex cooler has a length denoted L1. According to an exemplary embodiment, the length L1 is less than 30 cm.

[0063] The vortex cooler has an overall diameter denoted DI. According to an exemplary embodiment, the diameter L1 is less than 10 cm. This results in a very compact device.

[0064] The integration possibilities are thus increased compared to a two-fluid, four-pipe exchanger.

[0065] The internal combustion engine further comprises a control unit 9 configured to control the control solenoid valve of the vortex cooler.

[0066] The control unit 9 shown here may correspond to a part of the general engine control computer or it may correspond to a small specific computer in charge of the turbocharger and vortex cooler option.

[0067] The control unit 9 controls the vortex cooler control solenoid valve via line 91. The control unit 9 controls the turbocharger wastegate via line 92.

[0068] Optionally, acoustic treatment of certain parts of the vortex cooler or of certain pipes may be provided, so as to prevent whistling noises from being perceptible outside the engine compartment.

Claims

Claims

1. Internal combustion engine for a motor vehicle, the engine comprising combustion chambers (CC), an air compressor (5) taking atmospheric air as an inlet and supplying a compressed air flow (2) as an outlet to the combustion chambers, characterized in that the engine comprises a vortex cooler (1) interposed against the compressor and the combustion chambers via first pipes (81) and second pipes (82), the vortex cooler (1) receiving the compressed air flow (2) as an inlet and comprising a first outlet (SI) delivering a cold compressed air flow (4) to the combustion chambers and a second outlet (S2) delivering a hot compressed air flow (3) to an internal engine or external engine auxiliary member.

2. Internal combustion engine according to claim 1, characterized in that the vortex cooler (1) has a tubular shape with the first outlet (S1) arranged at a first end of the tubular shape and the second outlet (S2) arranged at a second end of the tubular shape.

3. Internal combustion engine according to any one of claims 1 to 2, characterized in that the vortex cooler (1) has an elongation axis (A) and comprises a swirl ring (16) where the compressed air flow (2) enters tangentially.

4. Internal combustion engine according to claim 3, characterized in that the swirl ring (16) is arranged at a position closer to the first outlet (S1) than to the second outlet (S2).

5. Internal combustion engine according to any one of claims 1 to 4, characterized in that the compressor is a turbocharger.

6. An internal combustion engine according to any one of claims 1 to 5, characterized in that the vortex cooler (1) comprises a control solenoid valve (18) configured to control an output flow rate on the second outlet (S2).

7. An internal combustion engine according to claim 6, further comprising a control unit (9) configured to control the control solenoid valve (18) of the vortex cooler.

8. Internal combustion engine according to claim 7, characterized in that the control unit (9) is configured to further control a wastegate (8) of the turbocharger.

9. Internal combustion engine according to any one of claims 1 to 8, characterized in that the vortex cooler is circumscribed in a cylinder which has a length of less than 30 cm and a diameter of less than 10 cm.

10. Motor vehicle comprising a passenger compartment, glazing and an internal combustion engine according to any one of claims 1 to 9, characterized in that the flow of hot compressed air (3) delivered by the second outlet (S2) of the vortex cooler is selectively directed towards the passenger compartment and / or the glazing of the motor vehicle.

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