• 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:
    The invention relates to a drive unit (1) for a vehicle, with an internal combustion engine (2), with a device (30) for recovering heat from a heat - emitting component or a heat - emitting assembly, in particular an outlet system (4), wherein the component or the Subassembly adjacent to at least one air-flowed space (6) or at least partially surrounded by the air-flow space (6), wherein at least one inlet region (7) of the air-flow space (6) with a compressor (9) and at least one outlet region (8) a hot air turbine (10) is fluidly connected. In order to enable a simple and efficient recovery of the exhaust gas heat, it is provided that the compressor (9) with the hot air turbine (10) is preferably drive-connected via a common shaft (13).
    公开号:AT510623A1
    申请号:T1857/2010
    申请日:2010-11-11
    公开日:2012-05-15
    发明作者:Peter Dipl Ing Dr Schoeggl
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    - 1 - 56098
    The invention relates to a drive unit for a vehicle, with an internal combustion engine, with a device for recovering heat from a heat emitting component or a heat dissipating assembly, in particular an exhaust system, wherein the component or assembly adjacent to at least one air space, in particular at least partially The air-flow space is surrounded, wherein at least one inlet region of the air-flow space with a compressor and at least one outlet region with a hot air turbine is fluidly connected.
    In racing and sports vehicles accelerations, decelerations and cornering accelerations are achieved, which exceed the value of 1 g (= acceleration due to gravity) considerably. Such values are only possible if the limits of adhesion between the tires and the road surface are increased with aerodynamic aids. On the vehicle body strong downforce is generated. Front wing, rear wing and a special shaping of the actual vehicle body serve this purpose. A dominating role is played by the design of the vehicle underbody. The aim is to accelerate the air flowing under the vehicle floor as much as possible. The higher their speed, the stronger according to the Bernoulli law their suction power and the stronger the force exerted on the vehicle underbody downforce. To achieve the greatest possible acceleration of the underbody air, the kinetic energy of the exhaust gases is used in today's racing cars: The underbody is bent upwards at the rear of the vehicle and shielded to the side usually with vertical aerodynamic baffles and possibly divided in the middle. In this way creates a diffuser for the air flowing under the vehicle. Into this diffuser zone, the ends of the exhaust pipes are introduced with horizontal jet direction aiming backwards. The exiting at high velocity exhaust gases exert on the air under the subsoil a suction effect. They increase their speed and thus their suction on the underbody and thus the output of the vehicle.
    DE 2 554 953 A1 describes a drive unit for a vehicle having an internal combustion engine with a device for recovering heat from the exhaust line, wherein a part of the exhaust system is surrounded by a jacket space whose inlet region is flow-connected to a compressor and whose outlet region is connected to a hot air turbine , The compressor is drive connected to the crankshaft of the internal combustion engine. The * 1 t 1
    •. * * '• f I »* i 1« I · - 2 -
    Hot air turbine is connected via a gearbox and a Überhoikupplung with the differential of the vehicle in mechanical connection. The disadvantage is that mechanical power must be applied by the crankshaft to drive the compressor.
    The object of the invention is to avoid this disadvantage and to enable an efficient use of the waste heat of the exhaust system in the simplest possible way.
    According to the invention, this is achieved in that the compressor is preferably drive-connected to the hot-air turbine via a common shaft.
    Both the hot air turbine, as well as the compressor, are essentially only by air - and not mainly about exhaust gas - flows through. Thus, in most cases, no flow connection between the exhaust gas flow path and air-flow space is required.
    Depending on the configuration, however, it can also be quite advantageous if at least one flow connection, preferably controllable via a valve, is arranged between the outlet system and the space, for example upstream of an exhaust gas turbine of an exhaust gas turbocharger. The controllable valve can replace, for example, the wastegate of the exhaust gas turbocharger and be actuated, for example, as a function of the boost pressure. Thus, exhaust gas blown off via the valve into the space through which air flows can additionally be used to drive the hot air turbine.
    The fact that the compressor is driven directly by the hot air turbine, no additional drive energy for the compression of the air is required, which flows through the preferably designed as a jacket space space of the heat-emitting component.
    The component or assembly may be formed by the exhaust system of the internal combustion engine. The heat of the exhaust system can be used particularly effectively if the exhaust system has at least one exhaust manifold surrounded by at least one air-flowed space and / or at least one exhaust duct surrounded by at least one air-flowed space in the cylinder head of the internal combustion engine. But it is also possible that the air-flow space is part of a heat exchanger.
    It is particularly advantageous if the hot air turbine is preferably drive-connected to an electric machine via a common shaft. The residual kinetic energy of the hot air turbine remaining after the compressor has been driven can therefore be used to generate electrical energy. Alternatively or additionally, it can also be provided that the hot air turbine is mechanically connected to the drive train of the vehicle, wherein preferably the hot air turbine can be arranged parallel to the internal combustion engine and / or parallel to an electric drive machine.
    A particularly effective use of the heat energy of the exhaust system can take place if the hot air turbine is designed to be multi-flow, wherein preferably at least two floods can be flowed through in succession.
    In a particularly advantageous embodiment of the invention, it is provided that an air / water cooler and / or an air / oil cooler arranged in the flow path to the compressor, preferably upstream of an intake port of the compressor, wherein preferably the suction port of the hot air turbine in the region of the cooling surfaces of the air - / Water cooler or air / oil cooler is arranged so that the compressor sucks air through the cooling surface. The fact that the compressor sucks the air to be compressed through the cooling surfaces of the air / water cooler or the air / oil cooler, the cooling surfaces can be significantly reduced due to the higher flow rates. This allows a particularly compact design of the cooling devices. Optionally, by using the compressor driven by the hot gas turbine, a cooling fan can be dispensed with or at least substantially smaller in size. This has an extremely beneficial effect on the space requirements, the weight and the energy balance of the vehicle.
    In particular, in vehicles with aerodynamic output-enhancing devices, in particular racing cars, it is particularly advantageous if at least one intake opening of the compressor leading Ansaugströmungsweges is arranged in the region of the bottom of the vehicle so that air from the side facing the roadway of the vehicle floor can be sucked. Alternatively or additionally, it can be provided that at least one outlet opening of an exit flow path coming from the hot air turbine is arranged in the region of an output-increasing device of the vehicle.
    Thus, the effluent from the hot air turbine volumetric flow can be used to generate additional output. The suction openings and / or outlet openings are arranged so that the resulting negative pressure or overpressure increases the efficiency of aerodynamic components.
    In an advantageous embodiment of the invention, it is provided that the output-increasing device is formed by a rear wing, wherein preferably the outlet opening in the region of the underside of the rear wing facing the road, possibly in the region of the front edge of the rear wing, is arranged. Alternatively or additionally, it can be provided that the output-increasing device is formed by a diffuser preferably formed by the vehicle underbody in the rear region of the vehicle, wherein at least one outlet opening can be arranged in the region of the diffuser. In this case, for example, the outlet opening in the region of a stagnation point on the side facing away from the roadway of the diffuser can be arranged.
    It is particularly advantageous if at least one outlet opening is arranged on the side of the diffuser facing the roadway, wherein preferably the outlet opening is arranged in an initial region of the diffuser.
    The invention is explained in more detail below with reference to the figures:
    1 shows a drive unit according to the invention in a first embodiment, Fig. La the detail Ia of FIG. 1 a drive unit in an embodiment variant according to the invention, Fig. 2 shows a drive unit according to the invention in a further embodiment, Figs. 3 to 5 different variants for the arrangement of the intake opening for the compressor, Fig. 6 to 9 different variants for the arrangement of the outlet opening of the compressor, Fig. 10 a drive unit according to the invention with parallel drive machines and Fig. 11 shows a further variant of a drive unit according to the invention with parallel drive machines.
    The drive unit 1 illustrated in the figures has an internal combustion engine 2 with an intake system 3 and an exhaust system 4, an exhaust gas turbine 5 being arranged in the intake and exhaust system 3, 4. To recover the heat energy from the exhaust gas, a device 30 is provided. The exhaust system 4 is at least partially surrounded by an air-flow space 6 formed by a jacket space, which is flowed through with respect to the exhaust gas flow according to the DC or countercurrent principle of compressed air according to the arrows A. E is the exhaust gas flow and T is the inlet flow indicated. The space 6 has an inlet area 7 and an outlet area 8, the inlet area 7 being flow-connected to a compressor 9 and the outlet area 8 to a hot-air turbine 10. The hot air turbine 10 is arranged in correspondence with the compressor 9 and thus drives the compressor 9. The Ansaugströmungsweg in the compressor 9 is denoted by reference numeral 11, the exit flow path from the hot air turbine 10 with reference numeral 12.
    • * * * Μ I ················································································································································································································· Ansaugströmungsweg 11 is sucked in by the compressor 9 ambient air and compressed. The compressed air passes via the inlet region 7 into the space 6 and flows around the jacketed area of the exhaust system 4, for example exhaust gas aftertreatment devices, not shown further, the exhaust gas turbine of the exhaust gas turbocharger 5, as well as the manifold arrangement of the exhaust system 4 in countercurrent principle. The heated air leaves the room 6 in the outlet region 8 and reaches the hot air turbine 10, wherein under working a relaxation of the compressed air occurs. The hot air turbine 10 drives the compressor 9. Via the outlet flow path 12, the expanded air is supplied to at least one outlet opening 12a.
    As shown by broken lines in Fig. 1, the shaft 13 of the compressor 9 and the hot air turbine 10 may be drivingly connected to an electric machine 14 connected to an electric storage 15, whereby a part of the heat energy may be used to generate electricity , Furthermore, the electric machine 14 can be used to start up the compressor 9.
    1 a shows a detail of an embodiment variant of the invention in which the exhaust system 4 and the space 6 through which air flows are connected to one another by a flow connection 6 a, wherein a valve 6 b is arranged in the flow connection 6 a, which valve can be controlled, for example, as a function of the boost pressure. The controllable valve 6b can assume the functions of a wastegate of the exhaust gas turbine of the exhaust gas turbocharger. But the valve 6b may also be a non-return valve actuated by differential pressure.
    In addition to power generation compressor 9 and hot air turbine 10 can also be used to support the cooling of cooling circuits in the vehicle and / or to generate additional output power for the vehicle, as shown in FIGS. 2 to 9.
    In the embodiment shown in Fig. 2, the suction port 11a of the compressor 9 in the region of an air / water cooler or air / oil cooler 16 is arranged, wherein the inlet opening 11a is positioned near the cooling surface of the radiator 16 so that the compressor 9 air sucks through the radiator 16. This makes it possible to substantially reduce the cooling area of the cooler 16 and thus to realize a compact design. Furthermore, it is possible to dimension the radiator fan of an air / water radiator or air / oil cooler 16 smaller or possibly completely replaced by the compressor 9. - 6 -
    FIGS. 3 to 5 show alternative embodiments in which an output increase of the vehicle can be achieved by a defined arrangement of the intake opening 11a of the compressor 9. In this case, a vehicle, for example a racing vehicle, is schematically indicated. With reference numeral 17, the front wheels, designated by reference numeral 18, the rear wheels of the vehicle. The vehicle underbody 19, which is formed in a wide area parallel to the roadway 20, has a rising area 19a in the area of the rear wheels 18, which forms a so-called diffuser 21. Characterized in that the vehicle underbody 19 is bent upwards at the rear of the vehicle and possibly shielded to the side with vertical aerodynamic baffles, created for the air flowing under the vehicle, a diffuser, which increases the output effect in the remaining area of the vehicle underbody 19 , Additional output forces may be generated when the intake port 11a is located in the region of the diffuser 21 (FIG. 3), below the rear vehicle underbody 19 (FIG. 4), and / or below the front vehicle underbody 19 (FIG. 5). With the dotted lines in Fig. 5, a variant is indicated, in which the suction port 11 a - viewed in the direction of travel of the vehicle - is arranged in front of the vehicle underbody 19. This design has the advantage that the vehicle underbody 19 does not have to be broken through - there is thus no passage opening in the vehicle underbody 19 required.
    Furthermore, the output of the vehicle can be increased by targeted positioning of the outlet opening 12a of the outlet flow path 12 of the hot air turbine 10. 6 shows an arrangement in which the outlet opening 12a is arranged below the front region 22a of the rear wing 22. An increase in output can also be achieved if the outlet opening 12a in the region of the stagnation point of the diffuser 21 (Fig. 7) or within the diffuser 21, for example in the beginning of the diffuser 21 (Fig. 8) or in a central region of the diffuser 21 (Fig 9).
    In particular, for the increase of the output of the vehicle, the combination of compressor 9 and hot air turbine 10 can be used with particular advantage, since the hot air turbine 10 only reacts very slowly to speed and load changes of the internal combustion engine 2. While a conventionally induced by the exhaust gas flow output is highly dependent on the engine speed, the supported by the hot air turbine output can be maintained even with sudden speed reductions of the engine 2, especially when cornering. This significantly improves the road holding and driving safety of the vehicle. - 7 -
    The device 30 for recovering heat energy from the exhaust gas may further be arranged to drive the vehicle in the drive train parallel to the internal combustion engine 2 and parallel to an electric drive machine 31, as shown in FIGS. 10 and 11. In this case, the hot air turbine 10 of the device 30, the internal combustion engine 2 and the electric drive machine 31 via one or more clutches 24, 25, 26, 27 and / or via gear and / or planetary gear 29, 29 a, 29 b act on a drive shaft 28 a.
    权利要求:
    Claims (12)
    [1]
    1. A drive unit (1) for a vehicle, comprising an internal combustion engine (2), with means (30) for recovering heat from a heat-emitting component or a heat-emitting assembly, in particular an outlet system (4), wherein the component or assembly adjoins at least one air-flow space (6), in particular at least partially surrounded by the air-flow space (6), wherein at least one inlet region (7) of the air-flow space (6) with a compressor (9) and at least one Outlet region (8) with a hot air turbine (10) is fluidly connected, characterized in that the compressor (9) with the hot air turbine (10) preferably via a common shaft (13) is drivingly connected.
    [2]
    Second drive unit (1) according to claim 1, characterized in that the hot air turbine (10), preferably via a common shaft (13), is drivingly connected to an electric machine (14).
    [3]
    3. Drive unit (1) according to claim 1 or 2, characterized in that the hot air turbine (10) is formed mehrflutig, wherein preferably at least two floods are flowed through successively.
    [4]
    4. Drive unit (1) according to one of claims 1 to 3, characterized in that in the flow path (11) to the compressor (9), preferably upstream of an outlet opening (11a) of the compressor (9), at least one cooler (16) an air / water cooler and / or an air / oil cooler, wherein preferably the suction port (11a) of the hot air turbine (10) in the region of the cooling surfaces of the air / water cooler or air / oil cooler is arranged so that the compressor (9) Suction of air through the cooling surfaces.
    [5]
    5. Drive unit (1) according to one of claims 1 to 4, characterized in that at least one suction opening (11a) leading to the compressor (9) Ansaugströmungsweges (11) in the region of the vehicle underbody (19) is arranged so that air from the the carriageway facing side of the vehicle underbody (19) is sucked, wherein preferably the intake opening (11a) in the front area, in the central region or in the region of a through the vehicle underbody (19) formed diffuser (21) below the vehicle underbody (19) or - viewed in the direction of travel - Is arranged in front of the vehicle underbody (19). ** · »Μ t ···« «« «« · · · «« • * · · »· 4« | * * »* * * * * * - 9 -
    [6]
    6. Drive unit (1) according to one of claims 1 to 5, characterized in that at least one outlet opening (12a) of the hot air turbine (10) coming outflow flow path (12) is arranged in the region of an output-increasing device of the vehicle.
    [7]
    7. Drive unit (1) according to claim 6, characterized in that the output-increasing device is formed by a rear wing (21), wherein preferably at least one outlet opening (12a) in the region below the road (20) facing the underside of the rear wing (21). , Particularly preferably in the region of the front edge of the rear wing (21) is arranged.
    [8]
    8. Drive unit (1) according to claim 6 or 7, characterized in that the output-increasing device is formed by a preferably by the vehicle underbody (19) formed diffuser (21) in the rear of the vehicle, wherein at least one outlet opening (12a) in the region of Diffuser (21) is arranged.
    [9]
    9. Drive unit (1) according to claim 8, characterized in that the outlet opening (12a) in the region of a stagnation point on the roadway (20) facing side of the diffuser (21) is arranged.
    [10]
    10. Drive unit (1) according to claim 9, characterized in that at least one outlet opening (12a) on the roadway (20) facing side of the diffuser (21) is arranged, wherein preferably the outlet opening (12a) in an initial region of the diffuser ( 21) is arranged
    [11]
    11. Drive unit (1) according to one of claims 1 to 10, characterized in that the hot air turbine (10) preferably via at least one clutch (24, 27) or a transmission (29a, 29b, 29) with a drive shaft (28) of the Vehicle is connected, wherein preferably the hot air turbine (10) in the drive train of the vehicle parallel to the internal combustion engine (2), particularly preferably parallel to an electric drive machine (31) is arranged.
    [12]
    12. Drive unit (1) according to one of claims 1 to 11, characterized in that the air-flow space (6) is a jacket space, which surrounds the component or assembly at least partially, preferably predominantly. 10 / 14. 14. 16. 16. 17. 18. 2010 Fu / St drive unit (1) according to one of claims 1 to 12, wherein the component or the assembly by an exhaust system (4) is formed, characterized in that the exhaust system (4) has at least one of at least one air-flow space (6) surrounded exhaust manifold. Drive unit (1) according to one of claims 1 to 13, wherein the component or the assembly is formed by an exhaust system (4), characterized in that the exhaust system (4) at least one of at least one air-flow space (6) surrounded exhaust passage in the cylinder head the internal combustion engine has. Drive unit (1) according to one of claims 1 to 14, characterized in that the air-flow space (6) is part of a heat exchanger. Drive unit (1) according to one of claims 1 to 15, characterized in that between the outlet system (4) and the space (6) at least one flow connection (6a) is arranged. Drive unit (1) according to one of claims 1 to 16, characterized in that the flow connection (6a) upstream of an exhaust gas turbine of an exhaust gas turbocharger (5) in the exhaust system (4) is arranged. Drive unit (1) according to one of claims 1 to 17, characterized in that in the flow connection (6a) at least one preferably controllable valve (6b) is arranged. ii ii

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    同族专利:
    公开号 | 公开日
    EP2638254B1|2017-02-08|
    EP2638254A2|2013-09-18|
    WO2012062591A2|2012-05-18|
    WO2012062899A3|2012-08-16|
    EP2638253A2|2013-09-18|
    WO2012062591A3|2012-08-16|
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE1601457A1|1967-12-15|1970-07-30|Linde Ag|Motor vehicle with an internal combustion engine for the drive and with additional mechanical power consuming units|
    DE2554953A1|1975-12-06|1977-06-08|Ernst Eggmann|Vehicle drive unit for IC engine and turbine - drives turbine by hot air from engine:driven compressor|
    DE4015104A1|1990-05-11|1990-11-29|Tuttass Edmond|Combination of heat engine units - comprises heat engines whose waste heat is transferred to other heat engines to generate steam power|
    US5806332A|1996-10-09|1998-09-15|Shea, Sr.; Raymond E.|Power generating system|
    EP2167794B1|2007-07-18|2011-05-11|Gammel Engineering Gmbh|Device and method for the generation of power heat|
    DE112008003879A5|2008-07-03|2011-05-05|Fev Motorentechnik Gmbh|Exhaust gas energy utilization by open gas turbine process|
    DE102010003537A1|2010-03-31|2011-10-06|Josef Gail|Thermal power plant for converting heat energy of exhaust gas of diesel engine into mechanical energy, has compressor attached to pressure controller that holds pressure of gas in gas heater and/or gas cooler to preset value|AT512808B1|2012-05-11|2014-01-15|Avl List Gmbh|vehicle|
    AT513886B1|2013-01-22|2014-11-15|Avl List Gmbh|Vehicle, in particular racing vehicle|
    AT513883B1|2013-01-22|2014-11-15|Avl List Gmbh|Vehicle, in particular racing vehicle|
    FR3033001B1|2015-02-20|2018-09-14|Valeo Systemes Thermiques|SCISSOR TYPE COMPRESSION AND HOLDING MACHINE IN A THERMAL ENERGY RECOVERY SYSTEM|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA1857/2010A|AT510623B1|2010-11-11|2010-11-11|DRIVE UNIT FOR A VEHICLE|ATA1857/2010A| AT510623B1|2010-11-11|2010-11-11|DRIVE UNIT FOR A VEHICLE|
    PCT/EP2011/068843| WO2012062591A2|2010-11-11|2011-10-27|Drive unit for a vehicle|
    EP11776760.8A| EP2638253A2|2010-11-11|2011-10-27|Drive unit for a vehicle|
    EP11779712.6A| EP2638254B1|2010-11-11|2011-11-11|Vehicle, especially racing vehicle|
    PCT/EP2011/069917| WO2012062899A2|2010-11-11|2011-11-11|Vehicle, especially racing vehicle|
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