• 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 vehicle, in particular a racing vehicle, with a drive unit (1) having an internal combustion engine (2) and at least one thermal power plant (30) for recovering heat from a heat emitting component or a heat dissipating assembly, the component or assembly at least one of a working gas, in particular air, flows through space (6) is bordered, in particular at least partially surrounded by the space flowed through (6), with a first compressor (9) and a first turbine (10), wherein the outlet side (9b) of the first compressor (9) is fluidly connected to an inlet region (7) of the space (6). In order to improve the efficiency of the vehicle in the simplest possible way, it is provided that a second compressor (9 ') is drive-connected to the first turbine (10) and / or the first compressor (9).
    公开号:AT512808A1
    申请号:T50186/2012
    申请日:2012-05-16
    公开日:2013-11-15
    发明作者:Peter Dipl Ing Dr Schoeggl
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    1 56392
    The invention relates to a vehicle, in particular racing vehicle, with a drive unit having an internal combustion engine, and at least one thermal power plant for recovering heat from a heat-emitting component or a heat-dissipating assembly, wherein the component or assembly is connected to at least one of a working gas, in particular air, flowed through space is bordered, in particular at least partially surrounded by the space flowed through, with a first compressor and a first turbine, wherein the outlet side of the first compressor is fluidly connected to an inlet region of the room.
    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 gas line, wherein a part of the 2
    Outlet system is surrounded by a jacket space, the inlet region with a compressor and the outlet region is connected to a hot air turbine flow. The compressor is drive connected to the crankshaft of the internal combustion engine. The hot air turbine is geared and an overrunning clutch 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.
    DE 40 15 104 Al describes a combined heat and power plant from partly successively shaded heat engines, which transfer their usable waste heat to one of the other combined other engines, the upstream heat engine in the embodiment as an internal combustion engine delivers their exhaust gas as compressed gas for the subsequent heat engine and this one Drives compressor and transfers the exhaust gas of the subsequent heat engine as heat input to a steam turbine.
    From DE 10 2010 003 537 Al a thermal power plant with a compressor, a compressed gas working machine, a gas heater and a gas cooler in a pressure gas connection leading to the compressor is known, wherein the compressor, the compressed gas working machine, the gas heater and the gas cooler in a closed Joule cycle process interaction.
    The US 3,554,849 A discloses a vehicle with an internal combustion engine whose exhaust heat can be used via a heat exchanger opening into the exhaust system and a steam-driven engine.
    Furthermore, from US 5,806,332 A a power generation system for a motor vehicle with an internal combustion engine is known, the exhaust energy is recovered by means of a closed loop process with heat exchangers in the exhaust system and an expansion unit connected to a generator part, wherein energy is stored in a battery.
    The object of the invention is to use the exhaust heat in an efficient manner in the simplest possible way. In this case, good flow properties of the vehicle to be achieved and in particular the flow resistance and the road holding of the vehicle to be improved. 3
    According to the invention, this is achieved in that a second compressor is drive-connected to the first turbine and / or the first compressor.
    It is particularly advantageous if in the flow path to the second compressor, preferably upstream of a suction port of the second compressor, at least one cooler, preferably an air / VVasserkühier and / or an air / oil cooler, is arranged. The suction opening of the second compressor is preferably arranged in the region of the cooling surfaces of the air / water cooler or air / oil cooler so that the second compressor sucks air through the cooling surfaces. The fact that the second 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 and reduces the air resistance and thus the flow losses. Optionally, by using the first compressor sucking through the cooling surfaces of the radiator, a separate radiator fan may 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 order to be able to further reduce the cooling surfaces of the main cooler, it is advantageous if at least one second cooler, preferably for cooling a cooling and / or lubricating medium of the internal combustion engine, is arranged in the flow path to or from the first or second compressor.
    The second radiator may be formed by an oil cooler or radiator, which is integrated into the oil or cooling water circuit of the internal combustion engine. Preferably, via a controllable switching or mixing valve, the second radiator with the oil or cooling water circuit can be connected if necessary.
    The second radiator may be arranged upstream of the inlet region in the space through which it flows, for example downstream of the first compressor. This allows sufficient cooling of the cooling or lubricating medium. Alternatively or possibly additionally, it may be advantageous to arrange the first heat exchanger upstream of the second compressor. 4
    The first turbine may be formed by a hot air turbine, wherein at least one exit region of the space through which it flows may be flow-connected to the hot-air turbine. Alternatively, the first turbine may be an exhaust gas turbine arranged in the exhaust system of the internal combustion engine.
    The first compressor and the second compressor are preferably driven by the first turbine. The first compressor driven by the first turbine delivers air, the compressed air being supplied to the space, heated by the hot gases, and used to drive the first turbine.
    The second compressor also delivers air. Unlike the first compressor, however, this air is drawn in through the first radiator, whereby the air flows over the cooling surfaces of the first radiator with high flow velocity. The resulting cooling effect makes it possible to make the cooling surfaces of the first cooler smaller and / or possibly even to dispense with a separate fan.
    After leaving the first turbine, the air still has temperatures above 400 ° C. In order to utilize the residual heat and to improve the efficiency, it is advantageous if the outlet flow path of the first turbine and the outlet flow path of the first compressor are thermally connected to one another, preferably via at least one first heat exchanger. Preferably, the thermal connection is arranged with the exit flow path of the first compressor in the outlet flow path of the first turbine upstream of an outlet opening of the outlet flow path of the first turbine, and the thermal connection with the outlet flow path of the first turbine in the outlet flow path of the first compressor upstream of the inlet region of the room is arranged. This allows a particularly high efficiency.
    In vehicles with aerodynamic output-increasing devices, especially in racing vehicles, it is particularly advantageous if the output-increasing device is arranged in the pressure-side flow path of the first and second compressor so that the compressed working gas, in particular compressed air, is directed to the output-increasing device. Thus, both the effluent from the hot air turbine, and the exiting from the second compressor volumetric flow can be used to generate additional output. The outlet openings are arranged so that the resulting overpressure increases the efficiency of aerodynamic components. As a result, the output of the vehicle can be significantly increased. The output-increasing device can be formed by a rear wing, wherein preferably at least one outlet opening from the pressure-side flow path of the first compressor of the first turbine exit flow path in the area below the road surface facing bottom of the rear wing, particularly preferably arranged in the region of the front edge of the rear wing is. The output-increasing device can also be formed by a preferably formed by a vehicle underbody of the vehicle diffuser in the rear of the vehicle, wherein at least one outlet opening from the pressure-side flow path of the first compressor and / or one coming from the first turbine exit flow path is arranged in the region of the diffuser. In particular, the outlet opening can be arranged in the region of a stagnation point on the side of the diffuser facing the road surface or arranged on the side of the diffuser facing the roadway, the outlet opening preferably being arranged in an initial region of the diffuser.
    The fact that the drive unit has a thermal power plant for the recovery of heat from a heat-emitting component or a heat-dissipating assembly, heat losses can be reduced. In this case, the component or the assembly is adjacent to at least one space through which a gas, preferably air, flows, wherein the component or the assembly may be surrounded at least partially or predominantly, preferably completely, by the space through which it flows. The heat-emitting component or the heat-emitting assembly may be formed, for example, 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 second heat exchanger. At least one inlet region of the space through which air flows is flow-connected to the pressure side of the first compressor. In this embodiment, the first turbine 6 is preferably formed by a hot air turbine, wherein at least one outlet region of the air-flow space is fluidly connected to the hot air turbine. The first turbine is thus arranged in the pressure-side flow path of the first compressor downstream of the air-flow space.
    It when the first and second compressor and / or the first turbine, preferably via a common shaft, is drivingly connected to an electric machine is particularly advantageous. The residual kinetic energy of the hot air turbine remaining after driving the first and second compressors can thus be used to generate electrical energy. Furthermore, the power tool of the first turbine or of the first and / or second compressor can be brought to operating speed very quickly by means of the electric machine. Alternatively or additionally, it may also be provided that the first turbine is mechanically connected to the drive train of the vehicle, wherein preferably the first turbine may be arranged parallel to the internal combustion engine and / or parallel to an electric drive machine.
    Both the hot air turbine, and the first compressor, are preferably substantially only of 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, it may also be quite advantageous if between the exhaust system and the space at least one preferably via a valve controllable flow connection, for example upstream of a combustion engine in the exhaust system of the intended second turbine - an exhaust gas turbine of an exhaust gas turbocharger - is arranged. In this case, 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.
    Characterized in that both the first compressor, and the second compressor is driven directly by the hot air turbine, no additional drive energy for the compression of the air is required, which by the preferably as 7
    Jacket space trained space of the heat-emitting component or the output-increasing device flows.
    A particularly effective use of the heat energy of the outlet system can take place if the first turbine is designed to be multi-flow, wherein preferably at least two floods can be flowed through in succession.
    The invention will be explained in more detail below with reference to the figures, in which:
    1 shows a drive unit of a vehicle according to the invention in a first embodiment;
    Fig. 2 shows the detail II of Fig. 1;
    FIGS. 3 to 5 show different variants of drive units of vehicles according to the invention;
    Fig. 6 to Fig. 9 different variants for the arrangement of the outlet opening of the compressor;
    10 shows a drive unit with parallel drive machines; and
    Fig. 11 shows a further variant of a drive unit with parallel connected Antriebsmaschi NEN.
    Functionally identical parts are provided with the same reference numerals.
    The drive unit 1 illustrated in FIG. 1 has an internal combustion engine 2 with an intake system 3 and an exhaust system 4. E is the exhaust gas flow and T is the inlet flow indicated. There is provided a thermal power plant 30 for recovering the heat energy from the exhaust gas. 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. The space 6 has an inlet area 7 and an outlet area 8, wherein the inlet area 7 δ is flow-connected to a first compressor 9 and the outlet area 8 to a first turbine 10 formed by a hot-air turbine 100. The inlet side of the first compressor 9 is designated by 9a and the outlet side of the first compressor 9 by 9b. The hot air turbine 100 is arranged in correspondence with the first compressor 9 and thus drives the first compressor 9 via the shaft 13. The Ansaugströmungsweg in the first compressor 9 is denoted by reference numeral 11, the downstream of the first compressor 9 arranged exit flow path from the hot air turbine 100 is denoted by reference numeral 12. In the intake and exhaust system 3, 4, an exhaust gas turbocharger 5 may be arranged, which has a second turbine 5a (exhaust gas turbine) in the exhaust system 4 and a loader 5b in the intake system 3. The inlet side of the first turbine 10 is denoted by reference numeral 10a, the outlet side of the turbine 10 by 10b. About the Ansaugströmungsweg 11 9 ambient air is sucked in, for example, a temperature Ti = 20 ° C and compressed by the first compressor. After the first compressor 9, the compressed air, for example, a temperature T2 of about 90 - 100 ° C. The compressed air passes via the inlet region 7 into the space 6, which may be part of a second heat exchanger, and flows around the shrouded area of the exhaust system 4, for example, exhaust gas aftertreatment devices not shown further, the exhaust gas turbine 5a of the exhaust gas turbocharger 5, and the manifold assembly 4a of the outlet system 4 in countercurrent principle. The temperature of the air increases steadily in the space 6 and may be in the outlet 8 a temperature T3 = 530 ° - 600 ° C. The heated air leaves the space 6 in the outlet region 8 and reaches the hot air turbine 100, wherein a relaxation of the compressed air occurs under Arbeitsverrichtung. On the exit side 10b of the first turbine 10, for example T4 = 460 ° - 470 ° C can be observed. The hot air turbine 100 drives the first 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 first compressor 9 and the hot air turbine 100 may be drivingly connected to an electric machine 14 connected to an electric storage 15, thereby using part of the heat energy for power generation can. Furthermore, the electric machine 14 can be used to start up the first compressor 9. 9
    2 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 6a, wherein a valve 6b is arranged in the flow connection 6a, which can be controllable, for example, as a function of the boost pressure. The controllable valve 6b can assume the functions of a wastegate 5c of the exhaust gas turbine 5a of the exhaust gas turbocharger 5. But the valve 6b may also be a non-return valve actuated by differential pressure.
    In addition to power generation, the first compressor 9 and hot air turbine 100 can also be used to support the cooling of cooling circuits in the vehicle and / or to generate additional output force for the vehicle, as shown in FIGS. 1 to 9.
    As can be seen in FIGS. 1 to 5, a second compressor 9 'is provided coaxially with the first compressor 9 and is driven by the first turbine 10 together with the first compressor 9. The suction opening 11a 'of the second compressor 9' is arranged in the region of a cooler 16 (heat exchanger) of a cooling device, wherein the suction opening 11a 'is positioned near the cooling surface of the cooler 16 so that the second compressor 9' sucks air through the cooler 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 the radiator 16, which may for example be an air / water radiator or air / oil radiator, smaller or possibly completely replaced by the second compressor 9 '.
    The embodiment shown in FIG. 4 essentially corresponds to FIG. 1 or 3, although the outlet flow path 12 of the first turbine 10 and the outlet flow path IIb of the first compressor 9 are thermally connected to one another via at least one first heat exchanger 42. Thereby, residual heat of the discharge flow path 12 upstream of the inlet region 7 is supplied to the discharge flow path of the first compressor 9. between which in a bypass line of the second turbine 5a, a wastegate 5c is provided. The suction port 11a of the suction flow path 11 of the first compressor 9 may be disposed near the cooling surface of the radiator 16, as shown in FIG. 2, so that the air entering the suction flow path 11 is drawn from the first compressor 9 through the cooling surface.
    Alternatively or additionally, the outlet opening 12a may be arranged out of the outlet flow path 12 in such a way that the effect of an output-increasing device 32 can be increased, as will be explained in detail below with reference to FIGS. 6 to 9.
    5 shows an embodiment with a drive unit 1 for a vehicle, which differs from the previously described variants in that the first turbine 10 is arranged in the exhaust line of the exhaust system 4, in the present example downstream of the second turbine 5a. The driven by the exhaust gas flow first turbine 10 drives via the common shaft 13, the first compressor 9, which sucks air via the suction port 12a and the Ansaugströmungsweg 11 and via the outlet flow path 12 and the outlet opening 12a compressed air leak. Furthermore drives the first turbine 10 and the second compressor 9 ', which sucks air through the radiator 16 and ungsweg on the Austrittsström 12' and the outlet opening 12a 'compressed air leak.
    As in the previous variants, there are also possibilities here of making efficient use of the air flow through the second compressor 9 'by arranging the suction opening 11a' of the suction flow path 11 'near the cooling surface of the cooler 16 so that air is sucked through the cooling surface , And / or by the outlet opening 12a 'from the outlet flow path 12' in the region of the output-increasing means 32 is arranged so that the output is improved.
    FIGS. 6 to 9 show variant embodiments in which, by means of a defined arrangement of the outlet opening 12a or 12a 'of the first or second compressor 9, 9' or of the first turbine 10 in the region of an output-increasing device 32, an increase in the output of the vehicle can be achieved. The output-increasing device 32 may be formed for example by a special shape of the body, the vehicle floor 19 and / or by aerodynamic elements such as the rear wing 22. A vehicle, for example a racing vehicle, is indicated schematically in FIGS. 6 to 9. With 11
    Reference numeral 18 denotes 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. The fact that the vehicle underbody 19 is bent upwards at the rear of the vehicle and possibly shielded to the side with vertical aerodynamic air baffles creates a diffuser 21 for the air which flows under the vehicle, which effects the output in the remaining area of the vehicle underbody 19 elevated. Additional output forces can be generated by targeted positioning of the outlet opening 12a, 12a 'of the outlet flow path 12, 12'.
    Fig. 6 shows an arrangement in which the outlet opening 12a, 12a 'below - seen in the direction of travel - the front portion 22a of the rear wing 22 is arranged. An increase in output can also be achieved if the outlet opening 12a, 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) is arranged.
    In particular, for the increase of the output of the vehicle, the combination of first compressor 9 and first turbine 10, in particular hot air turbine 100, and a second compressor 9 'can be used with particular advantage, since the hot air turbine 100 only very slow on speed and load changes of the internal combustion engine 2 reacts. While an output induced in a conventional manner by the exhaust flow is highly dependent on the engine speed, the output supported by the hot air turbine 100 can be maintained even with sudden reductions in engine 2 speed, especially when cornering. This significantly improves the road holding and driving safety of the vehicle.
    However, the air exiting from the outlet openings 12a, 12a 'can not only be used to increase the output, but possibly also to disturb the output by intentionally causing a stall in the output-increasing devices in order to reduce the flow resistance. This can be advantageous, for example, on long straight sections of a racetrack in order to increase the top speed. For this purpose, the air of the output-increasing device is supplied at a location which is particularly sensitive to 12
    Stalls is, for example, in a direction away from the direction of the rear wing or diffuser, It is advantageous if the air with switching elements can be switched manually or automatically, if necessary, between outlet-enhancing and output-destroying outlet openings 12a, 12a '.
    For starting up the thermal power plant, optionally compressed air can be injected between the space 6 and the first turbine 10, possibly through the first or second compressor 9, 9 'driven via the electric machine 14. Furthermore, in certain operating ranges, it may be advantageous to recirculate some of the hot air from the exit of the first turbine 10 upstream of the first compressor 9 or to supply it upstream of the second compressor 9 '.
    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 first turbine 10 - in particular the hot air turbine 100 - the thermal power plant 30, the internal combustion engine 2 and the electric drive machine 31 via one or more clutches 24, 25, 26, 27 and / or via Überetzungs- and / or planetary gear 29, 29a, 29b on a drive shaft 28 a.
    权利要求:
    Claims (31)
    [1]
    1. A vehicle, in particular a racing vehicle, with a drive unit (1) having an internal combustion engine (2) and at least one heat power plant (30) for recovering heat from a heat emitting component or a heat dissipating assembly, the component or assembly at least one of a working gas, in particular air, flows through space (6) is bordered, in particular at least partially surrounded by the space flowed through (6), with a first compressor (9) and a first turbine (10), wherein the outlet side (9b) of the first compressor (9) is fluidly connected to an inlet region (7) of the space (6), characterized in that a second compressor (9 ') is drive-connected to the first turbine (10) and / or the first compressor (9).
    [2]
    2. Vehicle according to claim 1, characterized in that in the Ansaugströmungsweg (11) to the second compressor (90 / preferably upstream of a suction port (llaO of the second compressor (90, at least a first radiator (16), preferably an air / water radiator and / / or an air / oil cooler is arranged, wherein preferably the suction port (10a of the second compressor (90 in the region of the cooling surfaces of the air / water cooler or air / oil cooler is arranged so that the second compressor (90 air through the cooling surfaces sucks.
    [3]
    3. Vehicle according to claim 1 or 2, characterized in that in the flow path to or from the first or second compressor (90 at least a second radiator (40), preferably for cooling a cooling and / or lubricating medium of the internal combustion engine (2) is arranged.
    [4]
    4. Vehicle according to claim 3, characterized in that the second radiator (40) is formed by an oil cooler or radiator, wherein preferably the second radiator (40) in the oil or cooling water circuit of the internal combustion engine (2), particularly preferably via a switch - or mixing valve (41), is integrated. 14
    [5]
    5. Vehicle according to claim 3 or 4, characterized in that the second radiator (40) upstream of the inlet region (7) in the space flowed through (6) is arranged.
    [6]
    6. Vehicle according to one of claims 3 to 5, characterized in that at least one second radiator (40) downstream of the first compressor (9) is arranged.
    [7]
    7. Vehicle according to one of claims 3 to 6, characterized in that at least one second cooler (40) upstream of the second compressor (90 is arranged.
    [8]
    8. Vehicle according to one of claims 1 to 7, characterized in that the outlet flow path (12) of the first turbine (10) and the outlet flow path (11b) of the first compressor (9), preferably via at least one first heat exchanger (42), thermally connected to each other.
    [9]
    A vehicle according to claim 8, characterized in that the thermal connection with the outlet flow path (11b) of the first compressor (9) in the outlet flow path (12) of the first turbine (9) upstream of an outlet opening (12a) of the outlet flow path (12) of the first Turbine (10) is arranged.
    [10]
    10. Vehicle according to claim 8 or 9, characterized in that the thermal connection with the outlet flow path (12) of the first turbine (10) in the outlet flow path (11b) of the first compressor (9) upstream of the inlet region (7) of the space (6). is arranged.
    [11]
    11. Vehicle according to one of claims 1 to 10, characterized in that the first compressor (9) with the first turbine (10), preferably via a common shaft (13) is drivingly connected.
    [12]
    12. Vehicle according to one of claims 1 to 11, characterized in that an outlet region (8) of the flow-through space (6) with an inlet side (10 a) of the first turbine (10) is fluidly connected.

    15
    [13]
    13. Vehicle according to claim 12, characterized in that the first turbine (10) by a hot air turbine (100) is formed wherein at least one outlet region (8) of the flowed space (6) with the hot air turbine (100) is fluidly connected.
    [14]
    14. Vehicle according to one of claims 1 to 11, characterized in that the first turbine (10) is in the exhaust system (4) of the internal combustion engine (2) arranged exhaust gas turbine.
    [15]
    15. Vehicle according to one of claims 1 to 14, characterized in that the first compressor (9), the second compressor (9 ') and / or the first turbine (10), preferably via a common shaft (13), with a electric machine (14) is drivingly connected.
    [16]
    16. Vehicle according to one of claims 1 to 15, characterized in that the first turbine (10) is formed mehrflutig, wherein preferably at least two floods are flowed through successively.
    [17]
    17. Vehicle according to one of claims 1 to 16, characterized in that in the outlet flow path (12) of the first turbine (10), preferably downstream of the thermal connection with the outlet flow path (11b) of the first compressor (9), at least one output-increasing device ( 32), wherein preferably at least one outlet opening (12a) of the outlet flow path (12) of the first turbine (10) is arranged in the region of the output-increasing device (32) of the vehicle.
    [18]
    18. Vehicle according to one of claims 1 to 17, characterized in that in the outlet flow path (120 of the second compressor (90 / at least one output-increasing means (32) is arranged, preferably at least one outlet opening (12a0 of the outlet flow path (120 of the second compressor ( 9) in the region of the output-increasing device (32) of the vehicle is arranged.
    [19]
    19. Vehicle according to claim 17 or 18, characterized in that the output-increasing means (32) by a rear wing (22) is formed,

    16 wherein preferably at least one outlet opening (12a, 12a0 in the region below the underside of the rear wing (22) facing the roadway (20), particularly preferably in the front area (22a) seen in the direction of travel, in particular in the front third, of the rear wing (22 ) is arranged.
    [20]
    20. Vehicle according to one of claims 17 to 19, characterized in that the output-increasing device (32) by a preferably formed by a vehicle underbody (19) of the vehicle diffuser (21) is formed in the rear of the vehicle, wherein at least one outlet opening (12 a , 12a ') is arranged in the region of the diffuser (21).
    [21]
    21. Vehicle according to one of claims 17 to 20, characterized in that the outlet opening (12a, 12a ') in the region of a stagnation point on the roadway (20) facing side of the diffuser (21) is arranged.
    [22]
    22. Vehicle according to one of claims 17 to 21, characterized in that at least one outlet opening (12a, 128 ^ on the roadway (20) facing side of the diffuser (21) is arranged, wherein preferably the outlet opening (12a, 12a ') is arranged in an initial region of the diffuser (21).
    [23]
    23. Vehicle according to one of claims 1 to 12, characterized in that the first turbine (10) preferably via at least one clutch (24, 27) or a transmission (29a, 29b, 29) connected to a drive shaft (28) of the vehicle is, 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.
    [24]
    24. Vehicle according to one of claims 1 to 23, characterized in that the space (6) through which flows is a jacket space which at least partially, preferably predominantly surrounds the component or the assembly. 17
    [25]
    25. Vehicle according to one of claims 1 to 24, characterized in that the heat-emitting component or the heat-dissipating assembly by the Ausiasssystem (4) of the internal combustion engine (2) is formed.
    [26]
    26. Vehicle according to claim 25, characterized in that the exhaust system (4) at least one of at least one flowed through space (6) surrounded exhaust manifold (4a) and / or at least one of at least one flowed through space (6) surrounding the exhaust duct in the cylinder head of the internal combustion engine (2).
    [27]
    27. Vehicle according to one of claims 1 to 26, characterized in that the flow-through space (6) is part of at least one second heat exchanger.
    [28]
    28. Vehicle according to one of claims 25 to 27, characterized in that between the outlet system (4) and the space (6) at least one flow connection (6a) is arranged.
    [29]
    29. Vehicle according to claim 28, characterized in that the flow connection (6a) upstream of a in the exhaust system (4) of the internal combustion engine (2) arranged second turbine (5a) of an exhaust gas turbocharger (5) is arranged.
    [30]
    30. Vehicle according to claims 28 or 29, characterized in that in the flow connection (6a) at least one preferably controllable valve (6b) is arranged.
    [31]
    31. Vehicle according to one of claims 1 to 30, characterized in that the thermal power plant (30) has an open cycle. 2012 05 16 Fu / Vo
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    同族专利:
    公开号 | 公开日
    WO2013167726A2|2013-11-14|
    WO2013167726A3|2014-01-16|
    AT512808B1|2014-01-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    DE102010047518A1|2010-10-05|2011-07-07|Daimler AG, 70327|Device for energy recovery from exhaust stream of internal combustion engine in vehicle, has working medium that is guided in closed joule-cyclic process in waste heat recovery device|DE102016213231A1|2016-07-20|2018-01-25|Continental Automotive Gmbh|Rear diffuser for a motor vehicle, motor vehicle with a rear diffuser|EP1071868B1|1998-04-06|2002-08-28|Ford Global Technologies, Inc.|Motor vehicle exhaust system|
    GB2344854A|1998-12-18|2000-06-21|Ford Global Tech Inc|Motor vehicle exhaust system|
    DE19960762A1|1999-12-16|2001-06-28|Daimler Chrysler Ag|Energy recovery system of turbine and compressor links these by power line with compressor downstream of included heat exchanger and turbine downstream plus fresh air input to compressor.|
    DE102006011889A1|2006-03-15|2007-09-20|Robert Bosch Gmbh|Charging device with exhaust gas tempering device|
    WO2009050534A1|2007-10-16|2009-04-23|Renault Trucks|An engine unit with dedicated compressor, heating device and turbine on the intake air circuit and automotive vehicle incorporating such engine unit|
    DE112008003879A5|2008-07-03|2011-05-05|Fev Motorentechnik Gmbh|Exhaust gas energy utilization by open gas turbine process|
    DE102008056111A1|2008-11-06|2010-07-15|Andreas Gotter|Internal combustion engine for motor vehicle, comprises charging device, which has compressor coupled to turbine that compresses sucked air|
    US20110209473A1|2010-02-26|2011-09-01|Jassin Fritz|System and method for waste heat recovery in exhaust gas recirculation|
    AT510623B1|2010-11-11|2012-09-15|Avl List Gmbh|DRIVE UNIT FOR A VEHICLE|
    AT510269B1|2010-11-11|2012-03-15|Avl List Gmbh|METHOD FOR THE DEPOSIT GENERATION OF VEHICLES OPERATED BY INTERNAL COMBUSTION ENGINES|FR3032228B1|2015-02-02|2017-02-10|Peugeot Citroen Automobiles Sa|MOTOR POWERTRAIN WITH WATER RECOVERY AND THERMAL ENERGY|
    US10830123B2|2017-12-27|2020-11-10|Transportation Ip Holdings, Llc|Systems and method for a waste heat-driven turbocharger system|
    US10858992B2|2019-02-14|2020-12-08|Transportation Ip Holdings, Llc|Turbocharger systems and method for capturing a process gas|
    法律状态:
    2018-01-15| MM01| Lapse because of not paying annual fees|Effective date: 20170516 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50175/2012A|AT512639B1|2012-05-11|2012-05-11|vehicle|
    ATA50176/2012A|AT512809B1|2012-05-11|2012-05-11|vehicle|
    ATA50186/2012A|AT512808B1|2012-05-11|2012-05-16|vehicle|ATA50186/2012A| AT512808B1|2012-05-11|2012-05-16|vehicle|
    ATA50339/2012A| AT512807B1|2012-05-11|2012-08-24|Vehicle, in particular racing vehicle|
    PCT/EP2013/059706| WO2013167726A2|2012-05-11|2013-05-10|Vehicle, in particular racing vehicle|
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