• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    13 Abstract The present invention relates to an arrangement for heating of an eXhaust treatmentcomponent (5) in an eXhaust line (3) of a combustion engine (2) in a vehicle (l). Thevehicle (l) comprises a WHR system comprising an evaporator (7) in Which a Workingmedium is heated by the eXhaust gases in exhaust line (3) and a charge air line (l2)leading charged air to the combustion engine (2): The arrangement comprises a sensor(6) sensing a parameter related to the temperature of the eXhaust treatment component(5), a heat transfer device able to transfer heat from the Working medium in the WHRsystem to the charge air in the charge air line (l2), and a control unit (l0) configured toreceive information from said sensor (6) about said parameter and to activate said heattransfer device such that the charged air in the charged air line (l2) is heated duringoperating condition When said parameter indicates that the eXhaust treatment component (5) has a lower temperature than a predeterrnined operating temperature. (Pig. i)
    公开号:SE1550669A1
    申请号:SE1550669
    申请日:2015-05-25
    公开日:2016-11-26
    发明作者:Ussner Matthias；Timren Thomas
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    An arrangement for heating of an exhaust gas treatment component BACKGROUND OF THE INVENTION AND PRIOR ART The present invention relates to an arrangement for heating of an exhaust gas treatment component according to the preamble of claim l. lt is common to supply charged air to a combustion engines. The charged air can becooled in one or several charge air coolers before it enters the combustion engine. Anair cooled charged air cooler is usually arranged at a front portion of a vehicle. ln thiscase, the charged air can be cooled to a temperature slightly above ambient temperature before it enters the combustion engine.
    Exhaust systems of internal combustion engines such as diesel engines may comprise aplurality of exhaust treatment components such as, for example, a SCR catalyst(Selective Catalytic Reduction). In order to clean the exhaust gases from nitrogenoxides, a urea solution is sprayed into the exhaust line in a position upstream of theSCR catalyst. The urea solution is vaporized by the hot exhaust gases so that ammoniais formed. The ammonia and nitrogen oXides in the exhaust gases react With each otherin the SCR catalyst so that nitrogen gas and Water vapor are formed. The efficiency ofa SCR catalyst depends on its temperature. The SCR catalyst have a high efficiency ata temperature above 200°C. Consequently, after a cooled start it take some time beforethe SCR catalyst is heated to a temperature at Which it reduces the emissions of nitrogen oxides in an efficient manner.
    WHR system (Waste Heat Recovery System) can be used in vehicles for recoveringWaste thermal energy and convert it to mechanical energy or electric energy. A WHRsystem includes a pump Which pressurizes and circulates a Working medium in aclosed circuit. The circuit comprises an evaporator Where the Working medium isheated and evaporated by a heat source such as, for example, exhaust gases. The pressurized and heated gaseous Working medium expands in an expander. The eXpander generates mechanical energy Which can be used to operate the vehicle and/orapparatuses in the vehicle. Altematively, the eXpander is connected to a generatorgenerating electric energy. The Working medium leaving the eXpander is directed to acondenser. The Working medium is cooled down to a temperature in the condenser atWhich it condenses. The fuel consumption of the combustion engine can be reduced bya WHR- system.
    DEl020070406l3 shows an assembly using the heat of an eXhaust gas stream from acombustion engine in a vehicle. The assembly comprises a Rankine cycle circuit Withan evaporator in Which a Working medium is heated by the exhaust gas stream. Theheated Working medium can be used in a heat exchanger for heating coolant in a cooling system cooling the combustion engine.
    SUMMARY OF THE INVENTION The object of the present invention is to provide an arrangement heating an eXhaust treatment component in an eXhaust line to a desired operating temperature.
    The above mentioned object is achieved by the arrangement according to thecharacterizing part of claim l. Most eXhaust treatment components have an efficientoperating temperature Well above ambient temperature. Thus, the exhaust treatmentcomponents have a too loW temperature during a heating period after a cold start. TheeXhaust treatment components are heated by the eXhaust gases. The length of theheating period depends on the temperature of the eXhaust gases. The temperature of theeXhaust gases depends in turn on the temperature of the charged air supplied to thecombustion engine. The arrangement comprises a heat transfer device able to transferheat from the Working medium of a WHR system to the charge air before it enters thecombustion engine and a control unit Which activates the heat transfer device When theeXhaust treatment component has a loWer temperature than a predetern1ined operatingtemperature. The Working medium of a WHR system has substantially alWays aconsiderably higher temperature than the charged air supplied to the combustionengine especially When the charged air is cooled in a charge air cooler of ambient air.In vieW of this fact, the Working medium is a suitable heat source to heat the charge airbefore it enters the combustion engine. The heating of the charged air results in ahigher eXhaust temperature and a faster heating of the eXhaust treatment component up to its efficient operating temperature. The operating time of the eXhaust treatment component at a too loW temperature Will be reduced as Well as the en1issions of untreated substances in the exhaust gases.
    According to an embodiment of the invention, the heat transfer device is able totransfer heat from the Working medium in a position located doWnstream of anexpander and upstream of a condenser in the WHR system to the charge air. TheWorking medium in the WHR system is heated in the evaporator by the exhaust gases.After that the Working medium expands through the expander. The Working mediumleaving the expander has a reduced pressure and a reduced temperature. HoWever, thetemperature of the Working medium is usually high enough to heat the charged air. Inthis case, the Working medium Will be cooled in an initial step before it is cooled in thecondenser by an ordinary cooling system. Such an extra cooling of the Working medium may results in a loWered load on the ordinary cooling system.
    According to an embodiment of the invention, the heat transfer device comprises aheat exchanger in Which the charged air is heated. The charged air can be heated in aheat exchanger arranged in a charge air line supplying charged air to the combustionengine. Advantageously, the heat exchanger is arranged in the charged air line in aposition doWnstream of a charged air cooler. The charged air obtains a relatively hightemperature When it is compressed by a compressor of a turbo ag gregate. After that thecharge air is cooled in at least one charge air cooler before it enters the combustionengine. It is suitable to heat the charge air in a position doWnstream of the last charge air cooler Where it has its loWest temperature.
    According to an embodiment of the invention, the charged air is heated in the heatexchanger by the Working medium. In this case, the heat transfer device may comprisean extra loop directing the Working medium to the heat exchanger and back to theordinary WHR system and valve member by Which the control unit control the supplyof the Working medium form the WHR system to the heat exchanger. The extra loopmay have an inlet in a position doWnstream of an expander and an outlet in a position upstream of a condenser of the WHR system.
    According to an embodiment of the invention, the heat transfer device comprises acircuit With a circulating medium transferring heat from the Working medium in theWHR system to the charged air in the heat eXchanger. The heat transfer device maycomprise a pump circulating the medium in the circuit, a first heat eXchanger in Whichthe medium is heated by the Working medium and the heat eXchanger in Which themedium heats the charged air. In case the charge air line and the WHR system isarranged at a relatively long distance from each other, it can be beneficial to use such aheat transferring circuit. The medium may be a coolant. The control unit may control the activation of the circuit by tuming on and off the pump.
    According to an embodiment of the invention, said sensor senses the temperature ofthe eXhaust gases in the eXhaust line in a position immediately doWnstream of theeXhaust treatment component. The temperature of the eXhaust gases leaving theeXhaust treatment component has substantially the same temperature as the eXhausttreatment component. Altematively, the sensor may sense the temperature of a suitable part of the eXhaust treatment component.
    According to an embodiment of the invention, the eXhaust line comprises a heat lineWhich comprises the evaporator and a bypass line in Which the eXhaust gases is ledpast the evaporator and that the control unit is configured to control the eXhaust floWthrough the heat line and the bypass line by means of a valve mechanism. ln this case,it is possible for the control unit to control the WHR system in a manner that favors theheating of the charged air during operating conditions When the temperature of the eXhaust treatment component is too low.
    According to an embodiment of the invention, the combustion engine is cooled by acooling system With a circulating coolant, Wherein the arrangement comprises a loop inthe cooling system directing coolant to the heat eXchanger and directing coolant backto the cooling system in a position upstream of the combustion engine. ln this case, thecoolant Will be heated by the charge air in the heat eXchanger before it enters thecombustion engine. As a consequence, the combustion engine Will reach its operatingtemperature faster after a cold start. The temperature of the exhaust gases increasesWhich further reduces the length of the heating period of the eXhaust treatment component to the predeterrnined operating temperature.
    According to an embodiment of the invention, the control unit is configured to receiveinformation from a sensor about the temperature of the charge air in the charged airline in a position upstream of the heat exchanger and information from a sensor aboutthe temperature of the Working medium in the WHR system. A condition for enablingheating of the charged air by the Working medium, is that the Working medium has ahigher temperature than the charge air. Unless this condition is met, the control unitdoes not activate the heat transfer device. In this case, the control unit may control theWHR system in a manner such that the temperature of the Working medium Will increase.
    BRIEF DESCRIPTION OF THE DRAVVINGS In the folloWing preferred embodiments of the invention are described, as examples, With reference to the attached draWings, in Which: Fig. lFig. 2 shoWs a first embodiment of the arrangement and shoWs a second embodiment of the arrangement.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THEINVENTION Fig. l shoWs a schematically disclosed vehicle l poWered by a superchargedcombustion engine 2. The combustion engine 2 may be a diesel engine. The vehicle lmay be a heavy vehicle. The vehicle lcomprises an exhaust line 3 receiving exhaustgases from the combustion engine 2. The exhaust line 3 comprises a turbine 4 of aturbo aggregate. The exhaust gases in the exhaust line 3 receive a reduced pressure anda reduced temperature When they expand through the turbine 4. A number ofschematically disclosed exhaust treatment components 5 a placed in the exhaust line 3in a position doWnstream of the turbine 4. The exhaust treatment components 5 may,for example, include one or several of the folloWing exhaust treatment componentsnamely an oxidation catalytic converter DOC, a particulate filter DPF, a SCR catalyticconverter and an ammonia slip catalytic converter ASC. The efficiency of such exhausttreatment components 5 depends on its temperature. An efficient operating temperatureof such exhaust treatment components is usually above 200°C. A temperature sensor 6senses the temperature of the exhaust gases in the exhaust line 3 in a position immediately doWnstream of the exhaust treatment component 5.
    The eXhaust line 3 is branched into a heat line 3a eXtending through an evaporator 7and a bypass line 3b leading the exhaust gases past the evaporator 7. The eXhaust floWthrough the heat line 3a is controlled by a first valve 8 and the eXhaust floW throughthe bypass line 3b is controlled by a second valve 9. A control unit 10 receivesinformation from the temperature sensor 6 about the temperature of the eXhaust gasesin the eXhaust line 3 When they leave the eXhaust treatment component 5. The controlunit 10 controls the first valve 8 and the second valve 9 and thus the eXhaust floWthrough the evaporator 7. During most operating conditions, the control unit 10 directs the entire eXhaust gas floW through the heat line 3a.
    The turbine 4 drives a compressor 11 of the turbo aggregate. The compressor 11compresses air Which is led, via a charged air line 12 to the combustion engine 2. Thecharged air line 12 comprises a charge air cooler 13 arranged at a front portion of thevehicle 1. The charged air is cooled in the charge air cooler 13 by air of ambienttemperature. The charged air line 12 comprises a heat eXchanger 14 arranged in a doWnstream position of the charge air cooler 13.
    The combustion engine 2 is cooled by a cooling system With a circulating coolant. Thecooling system comprises an engine inlet line 15 provided With a coolant pump 16circulating the coolant in the cooling system. The coolant pump 16 circulates thecoolant to the combustion engine 2. An engine outlet line 17 receives the coolantleaving the combustion engine 2. A therrnostat 18 is arranged at an end of the engineoutlet line 17. In case the coolant has a lower temperature than the regulatingtemperature of the thermostat 18, the coolant is directed back to the coolant pump 16via a bypass line 19. In case the coolant has a higher temperature than the regulatingtemperature of the thermostat 18, the coolant is directed to a radiator 20 arranged at afront portion of the vehicle 1 in a position behind the charge air cooler 13. The radiatorfan 21 and ram air provide a cooling air floW through the charge air cooler 13 and theradiator 20. The coolant that has circulated through the radiator 20, it is directed, via aretum line 22, back to the engine inlet line 15 and the coolant pump 16. The coolingsystem comprises a loop. The loop comprises a coolant inlet line 23 receiving coolant from the bypass line 19 or the radiator outlet line 22 depending on the position of the thermostat 18. The inlet line 23 leads coolant to a condenser 24. The loop comprises anoutlet line 25 leading the coolant from the condenser 24 to the engine inlet line l5 and the coolant pump 16.
    The vehicle is provided With a WHR- system (Waste Heat Recovery system). TheWHR- system comprises a pump 26 Which pressurizes and circulates a Workingmedium. The Working medium may be ethanol, R245fa or other kind of Workingmedium. The pump 26 pressurizes and circulates the Working medium, via anevaporator inlet line 27, to the evaporator 7. The Working medium is heated in theevaporator 7 by eXhaust gases to a temperature at Which it evaporates. The Workingmedium is directed from the evaporator 7, via an eXpander inlet line 29, to an eXpander30. The pressurised and heated Working medium expands in the eXpander 30. TheeXpander 30 generates a rotary motion Which may be transrr1itted, via a suitablemechanical transmission, to a shaft of the drive train of the vehicle l. Altematively, theeXpander 30 may be connected to a generator transforming mechanical energy intoelectrical energy. The electrical energy may be stored in a battery. After the Workingmedium has passed through the eXpander 30, it is directed, via an eXpander outlet line 3l to a three Way valve 32.
    The three Way valve 32 is controlled by the control unit l0. The control unit l0 mayset the three Way valve 32 in a first position in Which it directs the Working medium tothe condenser 24 via a condenser inlet line 33. The Working medium is cooled in thecondenser 24 by the coolant in the loop 23, 25 of the cooling system. The Workingmedium is directed from the condenser 24, via a condenser outlet line 34, to a receiver35. The pump 26 sucks Working medium, via an inlet line 36 from the bottom of thereceiver 35 ensuring that only Working medium in a liquid state is supplied to thepump 26. Altematively, the control unit l0 may set the three Way valve 32 in a secondposition in Which it directs the Working medium into an extra loop WHR system. Theextra loop comprises a heat eXchanger inlet line 37 directing the Working medium tothe heat exchanger l4. In this case, the Working medium heats the charge air before it enters the combustion engine 2. The Working medium leaving the heat eXchanger l4 is directed, via a heat eXchanger Outlet line 39, back to the condenser inlet line 33 and thecondenser 24. In this case, the Working medium is cooled in two steps namely in theheat eXchanger 14 by charged air and in the condenser 24 by coolant. The control unit10 receives information from a sensor 40 sensing the temperature of the charged air ina position doWnstream of the charge air cooler 13 and a sensor 41 sensing the temperature of the Working medium leaving the eXpander 30.
    During operation of the combustion engine 2, the eXhaust treatment components 5 areheated by the eXhaust gases. An efficient operating temperature of the eXhausttreatment components 5 is above a predeterrnined operating temperature Which may beabout 200°C. A temperature sensor 6 senses the temperature of the eXhaust gases inthe eXhaust line 3 in a position doWnstream of the eXhaust treatment components 5.The temperature of the eXhaust gases 5 in this position corresponds substantially to thetemperature of the eXhaust treatment components 5. The control unit 10 receivessubstantially continuously information from the sensor 6 about the temperature of the eXhaust gases and thus the temperature of the treatment components 5.
    During operating conditions When the treatment components 5 have a temperatureabove the predeterrnined operating temperature, the control unit 10 sets the three valve32 in the first position in Which the Working medium is directed to the condenser 24.The temperature of the treatment components 5 indicates that they provide an efficienttreatment of the eXhaust gases. The control unit 10 may control the first valve 8 and thesecond valve 9 such that the entire eXhaust gas floW is directed through the heat line3a. In this case, the Working medium achieves a heating to a high temperature by theeXhaust gases in the evaporator 7 Which is transformed to mechanical or electrical energy in the eXpander 30.
    During a period after a cold start of the combustion engine, it takes some time for theeXhaust gases to heat the eXhaust treatment components 5 to the predetern1inedoperating temperature. As a consequence, the treatment of the eXhaust gases Will beunsufficient during such a heating period of the eXhaust treatment components 5. Thetemperature of the eXhaust treatment components depends on the temperature of theeXhaust gases Which in turn depends on the temperature of the charge air supplied tothe combustion engine 2. Since the charged air is cooled in the charge air cooler by ambient air before it enters the combustion engine, the temperature of the charge air entering the combustion engine 2 may be low especially when the ambient temperatureis low. When the control unit l0 receives information from the sensor 6 indicating thatthe temperature of the eXhaust treatment components 5 is lower than the predeterrninedoperational temperature, it controls the valves 8, 9 such that the entire eXhausts is directed through the heat line 3a and the evaporator 7.
    The working medium is heated in the evaporator 7 to a temperature at which itevaporates. Furthermore, the evaporated working medium may be superheated to atemperature which may be close to the temperature of the eXhaust gases. The workingmedium is directed to the eXpander 30 where it eXpands. The working medium leavingthe eXpander 30 has a reduced temperature and a reduced pressure. The control unit l0receives information from the sensor 40 about the temperature of the charged airleaving the charge air cooler l3 and from the sensor 41 about the temperature of theworking medium leaving the eXpander 30. In the most cases, the temperature of theworking medium leaving the eXpander 30 is considerably higher than the temperatureof the charged air leaving the charge air cooler l3. If that is the case, the control unitl0 sets the three way valve 32 in the second position such that the working medium isdirected into the extra loop and to the heat eXchanger l4 where it heats the charged air.As a consequence, the charged air achieves a higher temperature when it enters thecombustion engine 2. The higher temperature of the charged air results in a highertemperature of the eXhaust gases leaving the combustion engine 2. The raisedtemperature of the eXhaust gases leading to a faster heating of the eXhaust treatmentcomponents 5 to the predetern1ined operating temperature. In this case, it is possible toreduce the length of the heating period of the eXhaust treatment components 5 and the time of less effective treatment of the eXhaust gases.
    The temperature of the eXhaust treatment components 5 can also be too low duringcertain operating conditions when, for example, the ambient temperature is very lowand /or when the vehicle l runs down a long hill. Also in this cases, it is possible toheat the charged air by the working medium in the heat eXchanger l4 in order to risethe temperature of the eXhaust gases and to reduce the time when the eXhaust treatment components 5 have a lower temperature than a predetermined operating temperature.
    Fig. 2 shows an altemative embodiment of the arrangement. In this case, thearrangement comprises a circuit transferring heat between the working medium of the WHR system and the charged air in the charged air line l2. The circuit comprises a pump 42 circulating a medium in the Circuit. The control unit 10 controls the activationof the pump 42. The medium may be a coolant. The circuit comprises a first heateXchanger 43 in which heat is transferred between the working medium in the WHRsystem and the medium in the circuit. The circuit comprises a second heat eXchanger44 in which heat is transferred between the medium in the circuit and charge air in the charged air line l2.
    When the control unit l0 receives information indicating that the eXhaust treatmentcomponents 5 have a lower temperature than the predetern1ined operating temperature,the control unit l0 activates the pump 42 such that it starts to circulate the medium inthe circuit. The circulated medium is heated by the working medium in the first heateXchanger 43. The heated medium is circulated from the first heat exchanger 43 to thesecond heat eXchanger 44 where the medium heats the charged air in the charged airline l2. The medium is cooled in the second heat eXchanger 44 so that it is again ableto transform therrnal energy from the WHR system to the charged air in the charge airline l2 during operating conditions when the eXhaust treatment components 5 have atoo low temperature. When the control unit l0 receives information indicating that theeXhaust treatment components 5 have reached the predetern1ined operatingtemperature, the control unit l0 shuts off the pump 42 and the circulation the coolant in the circuit.
    The invention is not restricted to the described embodiment but may be varied freely within the scope of the claims.
    权利要求:
    Claims (12)
    [1] 1. l. An arrangement for heating of an eXhaust treatment component (5) in an eXhaustline (3) of a combustion engine (2) in a vehicle (l), Wherein the vehicle (l) comprises aWHR system comprising an evaporator (7) in Which a Working medium is heated bythe eXhaust gases in eXhaust line (3) and a charge air line (l2) leading charged air tothe combustion engine (2), characterized in that the arrangement comprises a sensor(6) sensing a parameter related to the temperature of the eXhaust treatment component(5), a heat transfer device able to transfer heat from the Working medium in the WHRsystem to the charge air in the charge air line (l2), and a control unit (l0) configured toreceive information from said sensor (6) about said parameter and to activate said heattransfer device such that the charged air in the charged air line (l2) is heated duringoperating condition When said parameter indicates that the eXhaust treatment component (5) has a loWer temperature than a predeterrnined operating temperature.
    [2] 2. An arrangement according to claim l, characterized in that the heat transfer deviceis able to transfer heat from the Working medium in a position located doWnstream ofan eXpander (30) and upstream of a condenser (24) in the WHR system to the charge all' .
    [3] 3. An arrangement according to claim l or 2, characterized in that the heat transfer device comprises a heat eXchanger (l4, 44) in Which the charged air is heated.
    [4] 4. An arrangement according to claim 3, characterized in that the heat eXchanger (l4,44) is arranged in the charged air line (l2) in a position doWnstream of a charged air cooler (l3) and upstream of the combustion engine (2).
    [5] 5. An arrangement according to claim 3 or 4, characterized in that the charged air is heated in the heat eXchanger (l4) by the Working medium.
    [6] 6. An arrangement according claim 5, characterized in that the heat transfer devicemay comprise an extra loop (37, 38) directing the Working medium to the heateXchanger and back to the ordinary WHR system and valve member (32) by Which thecontrol unit (l0) control the supply of the Working medium form the WHR system tothe heat exchanger (l4). 12
    [7] 7. An arrangement according to claim 3 or 4, characterized in that the heat transferdevice comprises a circuit With a circulating medium transferring heat from the Working medium in the WHR system to the charged air in the heat eXchanger (44).
    [8] 8. Arrangement according to claim 7, characterized in that the heat transfer devicecomprises a pump (42) circulating the medium in the circuit, a first heat eXchanger(43) in Which the medium is heated by the Working medium and the heat eXchanger (44) in Which the medium heats the charged air.
    [9] 9. Arrangement according to any one of the preceding claims, characterized in thatsaid sensor (6) senses the temperature of the eXhaust gases in the eXhaust line (3) in a position immediately doWnstream of the eXhaust treatment component (5).
    [10] 10. Arrangement according to any one of the preceding claims, characterized in thatthe eXhaust line (3) comprises a heat line (3a) Which comprises the evaporator and abypass line (3b) in Which the eXhaust gases is led past the evaporator (7) and that thecontrol unit (10) is configured to control the eXhaust floW through the heat line (3a) and the bypass line (3b) by means of a valve mechanism (8, 9).
    [11] 11. ll. Arrangement according to any one of the preceding claims, characterized in thatthe combustion engine is cooled by a cooling system With a circulating coolant,Wherein the arrangement comprises a loop (23, 25) in the cooling system directingcoolant to the heat eXchanger (l4, 44) and directing coolant back to the cooling system in a position upstream of the combustion engine (2).
    [12] 12. l2. Arrangement according to any one of the preceding claims, characterized in thatthe control unit (l0) is configured to receive information from a sensor (40) about thetemperature of the charge air in the charged air line (l2) in a position upstream of theheat eXchanger (l4, 44) and information from a sensor (4l) about the temperature of the Working medium in the WHR system.
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    同族专利:
    公开号 | 公开日
    EP3303789B1|2020-03-04|
    WO2016190802A1|2016-12-01|
    EP3303789A1|2018-04-11|
    EP3303789A4|2018-10-31|
    SE538865C2|2017-01-10|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1550669A|SE538865C2|2015-05-25|2015-05-25|An arrangement for heating of an exhaust gas treatment component|SE1550669A| SE538865C2|2015-05-25|2015-05-25|An arrangement for heating of an exhaust gas treatment component|
    PCT/SE2016/050469| WO2016190802A1|2015-05-25|2016-05-20|An arrangement for heating of an exhaust gas treatment component|
    EP16800386.1A| EP3303789B1|2015-05-25|2016-05-20|An arrangement for heating of an exhaust gas treatment component|
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