• 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:
    An arrangement for converting thermal energy to mechanical energy in a vehicle (1). A working medium is vaporised by a heat source (3) in the vehicle (1) and is thereafter expanded through a turbine (13) generating mechanical energy. A control unit (31) receives information indicating the vehicle (1) is to be braked and connects the cooling system (21, 39) of the vehicle to the vehicle's power train (2, 5-9) to cool a refrigerant to a low temperature. The control unit (31) receives information that the vehicle (1) requires extra propulsive force and, uses the cooled refrigerant to subject the working medium in the line circuit (10) to a second step of cooling before it is led to the evaporator (12). The condensation temperature of the working medium may thus be lowered and more mechanical energy may be generated in the turbine (13).
    公开号:SE1150235A1
    申请号:SE1150235
    申请日:2011-03-17
    公开日:2012-09-18
    发明作者:Zoltan Kardos；Ola Hall
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    braking process does not wear the vehicle's wheel brakes unnecessarily and the risk of overheating of the wheel brakes is eliminated. The braking process is stopped as soon as the driver activates the vehicle's accelerator pedal or clutch pedal. The heat energy generated when an auxiliary brake such as a hydraulic retarder is activated is cooled by the cooling system of the internal combustion engine. The cooling system of the internal combustion engine is heavily loaded when a hydraulic retarder is activated and if the hill is long enough there is a risk that the coolant will overheat in the cooling system.
    SUMMARY OF THE INVENTION The object of the present invention is to provide an arrangement which converts heat energy into mechanical energy in a vehicle with a high efficiency.
    This object is achieved with the arrangement of the initially mentioned. type, which is characterized by the features stated in the characterizing part of claim 1. A vehicle's powertrain extends from the internal combustion engine to the drive wheels via a clutch and a number of motion-transmitting components. When the clutch is engaged, the driveline is driven as a unit. Thus, when the vehicle accelerator pedal is released with the clutch engaged, the driveline is driven as long as the vehicle is rolling. At times when the vehicle is to be braked, a cooling system is connected to the driveline. The operation of the cooling system counteracts the movement of the driveline so that the vehicle is braked. The cooling system fi indicates in this case as an auxiliary brake. By using a cooling system as an auxiliary brake, a large part of the energy needed to brake the vehicle can be used to cool a coolant in the vehicle. In cooling systems where cooling is created by supplying energy, the working medium can be cooled to a lower temperature than the ambient temperature.
    The arrangement comprises essentially the same components as a conventional WI-1R system in a vehicle. A conventional Wl fl š system can produce mechanical energy from a working medium that is heated by a heat source so that it evaporates and overheats. The working medium is then expanded in a turbine so that mechanical energy is created. The amount of mechanical energy that can be created in such a system is mainly related to the temperature at which the working medium overheats in the evaporator and the condensing temperature that the working medium obtains when it condenses in a condenser in the system. At times when the vehicle requires an extra driving force, according to the invention, the cold coolant is used to cool the working medium after it has cooled in the condenser in the system.
    This measure, together with a suitable adjustment of the amount of working medium in the line circuit, results in the working medium obtaining a lower condensing temperature. This means that a larger amount of mechanical energy can be created in the turbine at times when the vehicle requires extra propulsion. The arrangement can, for example, utilize and store braking energy when the vehicle is driven on downhill slopes and utilize this energy when the vehicle is driven on uphill slopes. Arrangements thus receive a higher efficiency than a conventional VVI-IR system where the vehicle's braking energy is not utilized.
    According to the present invention, the arrangement comprises a space for storing the brine when it has been cooled by the cooling system. This space can advantageously be thermally insulated so that the brine can maintain its low temperature. The lower the temperature of the brine, the more efficient it can lower the condensing temperature of the working medium in the line circuit and increase the production of mechanical energy in the turbine. The arrangement may comprise a heat exchanger arranged in a position downstream of the condenser in the line circuit, a brine circuit having a distance between the storage space and the heat exchanger and a pump adapted to be activated by the control unit so as to circulate the brine from the storage space. to the heat exchanger where it cools the working medium at times when the vehicle is to be braked. In this case, the cold refrigerant is led from the storage space to a heat exchanger where it cools the working medium in an extra step. The brine circuit then leads the brine back to the storage equipment. Alternatively, the arrangement may comprise a valve arranged in a position downstream of the condenser in the line circuit and an additional line loop having a distance between the valve and the storage device, the control unit being adapted to set the valve in a position so that the working medium is led from the valve to the storage device there. it is cooled by the cold brine at times when the vehicle is to receive an extra driving force. After the working medium has been cooled by the refrigerant in an extra step, it is led back to the line circuit in a position upstream of the evaporator.
    According to one embodiment of the invention, the brine consists of a mixture of water and glycol. By mixing water and glycol in suitable amounts, a coolant can be obtained which has a very low freezing system temperature. Such a coolant mixture can be cooled to a temperature well below 0 ° C without freezing. Alternatively, the coolant may be a material having the property of changing phase from liquid state to solid state in the storage compartment as it is cooled by the cooling system. Large amounts of heat energy can be stored in materials that are phase-converted. Thus, relatively small amounts of the refrigerant can provide a good cooling of the working medium as it is cooled in the extra step. A refrigerant that changes phase requires a relatively small storage space.
    According to a preferred embodiment of the invention, the control unit is adapted to receive information from a sensor which shields a parameter related to the position of a brake control in the vehicle and that when the brake control has a position indicating that the vehicle is to be braked connect the cooling system to the vehicle's driveline. . Such a well control can be a control with which a driver irritates an automatic braking process of the vehicle so that it obtains a desired constant speed on a downhill slope. Heavy vehicles usually include one or more additional brakes with which the vehicle is braked on downhill slopes to prevent wear and overload of the vehicle's wheel brakes. In this case, the cooling system can replace such an auxiliary brake. The brake control can alternatively be a conventional brake pedal.
    According to a preferred embodiment of the invention, the control unit is adapted to receive information from a sensor which senses a parameter which is related to the position of a throttle control in the vehicle and that when the throttle control has a position indicating that the vehicle requires an extra driving force, the cooled refrigerant to cool the working medium in the line circuit downstream of the condenser. The accelerator control can be a conventional accelerator pedal.
    An indication that the vehicle requires extra propulsion may be when the accelerator pedal is depressed at the bottom or in a position close to the bottom. This can happen when the vehicle arrives on an uphill slope.
    According to a preferred embodiment of the invention, the cooling system comprises a compressor and that the control unit is adapted to connect the compressor to the vehicle's driveline at times when the vehicle is to be braked. A compressor cooling system is the most common type of cooling system where a refrigerant can be cooled to a lower temperature than the ambient temperature. In addition to the compressor, such a cooling system comprises a condenser, an expansion valve and an evaporator. When the compressor is driven by the vehicle's driveline, it compresses the refrigerant in the cooling system. This work - counteracts the movement of the driveline so that the vehicle is braked. At the same time, the refrigerant in the evaporator can cool the refrigerant to a low temperature level. The compressor can be a component of an AC system in the vehicle that has an extra line paiti with an extra evaporator for cooling the brine. Vehicles in most cases include an AC system for cooling the air in one. cabin space when the surroundings have a high temperature. The AC system includes a non-existent compressor that can be used for this purpose. Alternatively, a separate compressor cooling system can be used or another type of cooling system.
    Advantageously, the working medium absorbs heat energy in an evaporator from exhaust gases in an exhaust line of an internal combustion engine. The exhaust gases from an internal combustion engine are a very good source of heat that has a high temperature that is normally lost to the environment. The working medium can also absorb thermal energy from exhaust gases which are recirculated in a return line to the internal combustion engine. Recirculating exhaust gases are normally cooled in at least one EGR cooler before being led to the internal combustion engine. In this case, the recirculating exhaust gases provide efficient cooling while at the same time some of the thermal energy of the recirculating exhaust gases can be converted into mechanical energy.
    BRIEF DESCRIPTION OF THE DRAWINGS In the following, by way of example, preferred embodiments of the invention are described with reference to the accompanying drawings, in which Fig. 1 shows an arrangement for converting heat energy to mechanical energy according to a first embodiment of the invention and Fig. 2 shows an arrangement for the conversion of heat energy into mechanical energy according to a second embodiment of the invention.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION FIG. 1 shows an arrangement for converting heat energy into mechanical energy in a schematically shown vehicle 1 driven by an overcharged internal combustion engine 2. The vehicle 1 may be a heavy vehicle driven by an overcharged diesel engine. The exhaust gases from the cylinders of the internal combustion engine 2 are led to an exhaust line 3 which contains a turbine 4 in a turbocharger. The vehicle has a driveline which initially consists of the internal combustion engine 2, a shaft 5, a flywheel 6a, a clutch 6b, a shaft 7, a gearbox 8, etc. The driveline ends with a pair of drive wheels 9. The driveline rotates as a unit when the coupling 6b is engaged.
    The vehicle is equipped with an arrangement for the recovery of heat energy. The arrangement may be referred to as a WIIR (Waste Heat Recovery) system and includes a line circuit 10 with a pump II which is adapted to circulate and pressurize a working medium in the line circuit 10. The working medium is led from the pump 11 to an evaporator. are 12 where it is heated by exhaust gases in the exhaust line 3 in a position downstream of the turbine 4.
    The working medium is heated in the evaporator 12 to a temperature so that it evaporates and overheats. The superheated and gaseous working medium is led from the evaporator 12 to a turbine 13 where it expands. The turbine 13 provides it with a rotational movement which is transmitted to the flywheel 6b in the driveline of the vehicle 1 via a mechanical transmission 14. The rotational movement of the turbine 13 thus provides an additional driving force fi of the vehicle 1. The mechanical transmission 14 may consist of a number of motion transmitting elements. or the like so that the rotational movement of the turbine 13 obtains a suitable downshift before it is transmitted to the flywheel 6b. Alternatively, the turbine 13 may be connected to a flywheel or similar mechanical energy storage unit which is connectable to the driveline of the vehicle 1. When the flywheel is connected to the driveline, the vehicle 1 provides an extra driving force. According to a further alternative, the turbine 13 can drive a generator which converts the mechanical energy into electrical energy. The electrical energy can be stored in an energy storage. The stored electrical energy in the energy storage can on occasion be used for operation of the vehicle 1.
    The exhaust gases from an internal combustion engine 2 are a very good heat source for the recovery of heat energy. In this case, the evaporator 12 is arranged in the exhaust line 3 in a position downstream of the turbine 4. The temperature of the exhaust gases downstream of the turbine 4 can be of the order of 200-300 ° C. The evaporator 12 may alternatively be arranged in an exhaust line for recirculating exhaust gases. The exhaust gases are usually recirculated from a position upstream of the turbine 4 in the exhaust line 3. In this case, the recirculating exhaust gases can have a temperature of approximately 600 - 700 ° C. However, the working media used in WI-1R systems have an upper temperature that should not be exceeded. With a suitable dimensioning of the evaporator 12, the working medium used can be evaporated and overheated at a suitably high temperature.
    As the gaseous working medium expands in the turbine 13, it obtains a lower pressure and a lower temperature. The working medium is led from the turbine 13 to a condenser 15. The condenser 15 is in this case air-cooled. The condenser 15 can be arranged at a front surface of the vehicle 1 where the working medium is cooled by air at ambient temperature. A cooling 16 genuine 16 sucks the air through the condenser 15_ When the gaseous working medium is cooled in the condenser, it condenses. The now liquid working medium is led from the condenser 15 to a heat exchanger 17. The heat exchanger 17 is a component in a cooling arrangement which is capable of cooling the working medium after it has been cooled in the condenser 15. The working medium is cooled in the heat exchanger 17 by a refrigerant lower than ambient temperature at times when the vehicle requires extra propulsion. The coolant in this case is a cold coolant. The coolant is circulated in a coolant circuit 18 by a pump 19. The coolant may be a mixture of water and glycol. Coolant containing 50 percent water and 50 percent glycol can have a temperature down to about -40 ° C without freezing. The coolant circuit 18 includes an accumulator-rich 20 for storing cold coolant. In cases where the vehicle needs extra propulsion, and cold coolant is available, the amount of working medium in the line circuit 10 also needs to be adjusted. The line circuit 10 is connected to a storage tank 10a for the working medium which is not currently used in the line circuit. The storage bar 10a is connected to the line circuit 10 via a line 10b which includes a reversible pump 10c. By activating the pump 10c in the appropriate direction, the operating amount in the line circuit 10 can be adjusted. Workload adjustment in this case so. that no or only a small part of the condensation takes place in the condenser. The working medium thus transitions into the liquid phase mainly in the heat exchanger 17. Thus, the condensing temperature can be lowered.
    The arrangement comprises a part of an AC system 21 for cooling the air in a cabin space in the vehicle 1. The AC system 21 comprises a compressor 22 which is driven by the internal combustion engine 2 by means of a drive belt or the like. The compressor 22 is activated by means of a schematically shown coupling mechanism 22a which establishes a drivable connection between the compressor 22 and the internal combustion engine 2. When the compressor 22 is in operation, it compresses and circulates a refrigerant in the AC system 21. The refrigerant is led from the compressor 22 to a condenser 23 which are arranged at a front surface of the vehicle where the refrigerant is cooled by air at ambient temperature. The air is sucked through the condenser 23 by means of a cooling fl genuine 24 and the speed wind of the vehicle 1. The refrigerant is cooled in the condenser 23 to a temperature so that it condenses. The liquid refrigerant is led from the condenser 23 to a three-way valve 25. By means of the three-way valve 25, the refrigerant can be led through two alternative conduit portions.
    When the three-way valve 25 is set in a first position, the refrigerant is passed through a first conduit portion comprising a first expansion valve 26 and a first evaporator 27. As the refrigerant passes through the first expansion valve 26, it provides a reduced pressure and a lowered temperature. The cold refrigerant is then led to the first evaporator 27 where it cools the air in a cabin space in the vehicle 1. The air is forced through the first evaporator 27 by means of a fan 28. The refrigerant is heated by the air to a temperature so that it evaporates in the the first evaporator 27. The gaseous refrigerant is then led back to the compressor 22. When the three-way valve 25 is set in a second position, the refrigerant is passed through a second conduit portion comprising a second expansion valve 29 and a second evaporator 30 arranged inside the accumulator tray 20. As the refrigerant passes through the second expansion valve 29 provides it with a reduced pressure and a lowered temperature. The cold refrigerant is then passed to the second evaporator 30 where it cools the coolant stored in the accumulator tank 20. The cold refrigerant is heated by the coolant in the accumulator tray 20 so that it evaporates in the second evaporator. The evaporated refrigerant is then returned to the compressor 22.
    The system comprises a control unit 31 which is adapted to control the activation of the pump 11 circulating the working medium in the line circuit 10 and the pump 10c which adjusts the amount of working medium in the line circuit 10. The control unit 31 is also adapted to receive information from a sensor 32 sensing the position of a accelerator pedal and information from a sensor 33 which senses the position of a brake control. The brake control 33 is in this case a brake control with which a driver initiates an automatic braking process of the vehicle so that it obtains a desired constant speed on a downhill slope. The brake control can alternatively be a conventional brake pedal. The control unit 31 is capable of controlling the arrangement by means of the pump 11 in the line circuit 10, the pump 100 in the line 10b, the pump 19 in the coolant circuit 18 and the three-way valve 25. The control unit 31 may be a computer unit with suitable software for this purpose.
    After starting the combustion engine 2, exhaust gases are led out through the exhaust line 3. As soon as the exhaust gases in the exhaust line 3 reach a suitable temperature, the control unit 31 activates the pump 11 which starts the circulation of the working medium in the line circuit 10. The working medium is heated in the evaporator 12 by exhaust gases in the exhaust line 3. that they evaporate and overheat. The working medium is overheated to a temperature in the evaporator 6 which is related to the temperature of the exhaust gases and the fate of the exhaust line 3. The superheated working medium expands the turbine 13. The turbine 13 thus obtains a rotational movement which is transmitted, via the mechanical transmission 14, to the flywheel 6 in the vehicle 1 driveline. Some of the heat energy in the exhaust gases is converted here by means of the turbine 13 into mechanical energy for the operation of the vehicle 1.
    The medium is then led to the condenser 15 where it is cooled by air. with the ambient temperature. The working medium condenses in the condenser 15 at a condensing temperature which is dependent on the ambient air temperature and genom fate through the condenser 15. When the ambient air has a high temperature a higher condensing temperature is obtained than when it has a lower temperature. The control unit 31 controls the pump 10 :: so that a suitable amount of working medium is circulated in the line circuit 10 under prevailing circumstances. The power obtained in the turbine 13 is roughly determined by the difference between the overheating temperature of the working medium as it is led into the turbine 13 and the working medium condensing and temperature in the condenser 15. As the temperature and fate of the exhaust gases vary with the load of the combustion engine 2 and the ambient condensing temperature. - even the temperature of the turbine 13's production of mechanical energy varies considerably.
    On occasions when the control unit 31 receives information indicating that the driver has released the accelerator pedal 32, it stops the operation of the pump 11 in the control circuit 10. Thus, the arrangement does not supply any undesired driving force to the vehicle 1. If the control unit 31 simultaneously receives information indicating that the driver activates the throttle control 33, the control unit 31 activates the clutch mechanism 22a so that it establishes a drivable connection between the grain press 22 and the internal combustion engine 1. of the combustion engine 2. The kinetic energy of the vehicle down the hill is converted here via the driveline to the operation of the compressor 22.
    The work that the compressor 22 performs when it compresses the refrigerant in the AC system acts as a brake fi which counteracts the movement of the drive wheels 9. The compressor 22 fi in this case acts as an auxiliary fuel. If the braking effect of the compressor 22 is not sufficient to maintain the desired downhill speed, other auxiliary brakes in the vehicle can be activated. At the same time as the brake control 33 is activated, the Control Unit 31 puts the three-way valve 25 in the second position so that at least a part of the refrigerant in the AC system 21 is passed through the second conduit portion with the second expansion valve 29 and the second evaporator 30. The refrigerant passed through the second the evaporator 30 cools the coolant in the accumulator tank 20 so that it obtains a low temperature which is advantageously considerably lower than the temperature of the ambient air. In this case, the vehicle's kinetic energy down the hill is thus used to cool the refrigerant in the accumulator tank.
    When the control unit 31 receives information indicating that the driver wishes to end the automatic braking process or when the coolant has cooled to a sufficiently low storage temperature in the accumulator tank, the control unit 31 puts the three-way valve 25 in the first position. The control unit 31 also switches off the compressor 22 unless the AC-System is to operate and cool the air in the cab space. If the ground is long enough, the coolant has now cooled to a significantly lower than the ambient air temperature in the accumulator tank. The accumulator tank 20 may be thermally insulated so that the coolant can maintain its low temperature in the accumulator tank 30 for a relatively long time.
    As soon as the control unit 31 receives information indicating that the accelerator pedal 32 is depressed again, the driver wishes to supply a driving force to the vehicle 1. The control unit 31 activates the pump 11 so that the working medium is circulated in the line circuit 10. The arrangement restarts the process of converting thermal energy in the exhaust gases. operation of the vehicle. If the control unit 31 receives information from the sensor 32 which indicates that the accelerator pedal 32 is depressed to a maximum or to an almost maximum depressed position, the driver wishes to obtain an extra driving force from the vehicle 1. The vehicle 1 may now have arrived on an uphill slope. The control unit 31 activates the pump 19 in the coolant circuit 18 so that cold coolant is circulated from the accumulator tank 20 to the heat exchanger 17 where it cools the working medium in the line circuit 10. In addition to cooling in condensate, the working medium now receives extra cooling of the cold coolant in the friend exchanger 17. The control unit 31 simultaneously activates the reversible pump 100 so that the amount of working medium in the line circuit is adjusted to an optimal level. Such extra cooling of the working medium with coolant having a lower temperature than ambient air together with a suitable adjustment of the amount of working medium in the conduction circuit results in a condensation temperature falling.
    The amount of working medium in the line circuit 10 is adjusted to a level so that the working medium does not receive any subcooling or substantially no subcooling after it has condensed in the heat exchanger 17. Thus no heat energy from the exhaust gases is used to heat the working medium to the evaporation temperature. from the exhaust gases can be used for the evaporation work of the working medium in the evaporator 12. In this case, an optimal amount of heat energy can be converted into mechanical in the turbine 9.
    Since the combustion engine in an uphill slope is heavily loaded, the hot exhaust gases in the exhaust line provide a very good heating of the working medium so that it evaporates and overheats to a high temperature. Thus, the turbine 13 generates more mechanical energy than is the case when the internal combustion engine 2 has a lower load. The extra cooling of the working medium in the heat exchanger 17 together with the adjustment of the amount of working medium in the line circuit lÛ results in a condensing temperature being lowered and in the turbine 17 being able to generate an increased amount of mechanical energy for operating the vehicle 1. The arrangement can thus store energy when the vehicle 1 is driven on a downhill slope and use the stored energy when the vehicle is driven on an uphill slope. The arrangement thus obtains a higher capacity than a conventional WHR system. In this case, a compressor 22 in a permanent AC system is used to brake the vehicle as it is driven 11 downhill slopes. The grain compressor 22 may thus need to be given a larger capacity than a conventional compressor in an AC system.
    Fig. 2 shows an alternative embodiment of the arrangement. The arrangement also in this case comprises a line circuit 10 with a working medium circulated by a pump 11. The amount of working fluid in the line circuit 10 is adjusted by means of a reversible pump 10c which is arranged in a line 10b which connects the line circuit 10 to a storage well 10a. The working medium is heated in an evaporator 12 by the exhaust gases in an exhaust line 3 of an internal combustion engine 2. The evaporator 12 is arranged in the exhaust line 3 in a position downstream of a turbine 4 of a turbocharger. The working medium evaporated in the evaporator 12 is led to a turbine 13. After the gaseous working medium has expanded through the turbine 13, it is led to a condenser 15 where it is cooled by a coolant circulating in a low temperature cooling circuit. A pump 34 circulates the coolant in the low temperature cooling circuit.
    The coolant is cooled in an air-cooled radiator 35 at a front portion of the vehicle 1 by ambient temperature air forced through the radiator by means of a cooling shaft 36. In this case, the working medium in the condenser 35 is cooled by coolant having a temperature close to ambient air. temperature. The line circuit 10 in this case comprises a three-way valve 37 which is arranged in a position downstream of the condenser 15. When the three-way valve 37 is set in a first position the working medium cooled in the condenser 15 leads to the pump 11. When the three-way valve 37 is set in a second position it leads the working medium cooled in the condenser to an alternative conduit portion 10a which includes a heat exchanger 38 for three media.
    The working medium is cooled in a first part 38a by the heat exchanger 38. The working medium is then led to the ordinary conduction circuit 10 and in a position upstream of the evaporator 12.
    The heat exchanger 38 comprises a second part 38b which is an evaporator for the refrigerant in a cooling system 39 in the vehicle 1. The cooling system comprises a compressor 22 driven by the internal combustion engine 2. The compressor 22 is connected to the internal combustion engine by means of a schematically shown coupling mechanism 22a. When the compressor 22 is in operation, it compresses and circulates a refrigerant in the cooling system 39. The refrigerant is led from the compressor 22 to a condenser 23 where the refrigerant is cooled by air which advantageously has the ambient temperature. The air is sucked through the condenser 23 by means of a cooling fl genuine 24. The refrigerant is led from the condenser 23 to an expansion valve 29. The refrigerant has obtained a reduced pressure and a reduced temperature when it is passed through the expansion valve 29. The refrigerant is then led to the other part of the heat exchanger 38b where it evaporates. When the refrigerant evaporates the second part of the heat exchanger 38b, it cools a refrigerant arranged in an intermediate part 380 of the heat exchanger 38. The refrigerant in the intermediate part 380 of the heat exchanger is of a material which changes from liquid phase to solid phase when it is cooled. of the refrigerant in the second part of the heat exchanger 38b. The brine advantageously has a high latent heat storage capacity per unit weight or volume. Thus, the intermediate part 38c of the heat exchanger can be made relatively small. After the refrigerant has been evaporated in the evaporator 38b, it is led back to the compressor 22. The arrangement comprises a control unit 31 which controls the activation of the pump 11 and the three-way valve 37 in the line circuit 10. The control unit 31 also controls the activation of the compressor 22 the cooling system 39. current information from a sensor 32 which senses the position of an accelerator pedal in the vehicle 1 and from a sensor 33 which senses the position of a brake control in the vehicle 1. The brake control is a control with which a driver initiates an automatic braking process of the vehicle in a downhill slope.
    During operation of the internal combustion engine 2, exhaust gases are led through the exhaust line 3. When the control unit 31 receives signals from the sensor 32 indicating that the accelerator pedal is depressed, it activates the pump 11 so that the working medium is circulated in the line circuit 10 and the pump 10c so that the line circuit 10 is provided with a appropriate amount of the working medium. The control unit 31 simultaneously places the three-way valve 37 in the first position. The circulating working medium is cooled in the condenser 15 by the coolant in the low temperature cooling system. When the coolant has a low temperature, the working medium in the condenser 15 condenses at a relatively low condensing temperature. The condensation temperature here is higher than the ambient temperature. The liquid working medium is led from the condenser 15, via the three-way valve 37 and the pump 11, to the evaporator 12. The working medium is recovered from the hot exhaust gases in the exhaust line 3 so that it evaporates and overheats. The superheated working medium is led to the turbine 13 where it expands. The turbine 13 thus obtains a rotational movement which is transmitted, via the mechanical transmission 14, to the flywheel 6 in the driveline of the vehicle 1.
    During this operating condition, both the internal combustion engine 2 and the arrangement supply a driving force to the vehicle 1.
    On occasions when the control unit 31 receives the information from the sensor 32 indicating that the accelerator pedal 32 has been released completely, it stops the drive of the pump 11 in the line circuit because the driver does not wish to supply any driving force to the vehicle 1. If the control unit 31 simultaneously receives information from the sensor the driver activates the brake control which gives the vehicle a constant speed on a downhill slope, the control unit 31 activates the clutch mechanism 22a which connects the compressor 22 to the internal combustion engine 13 2. When the vehicle 1 rolls down the hill, a driving torque is transmitted from the vehicle's driveline to the compressor 22. compressor 22 refrigerant in the cooling system. The compression work of the compressor 22 against the refrigerant counteracts the movement of the driveline so that the vehicle 1 is braked. The compressor 22 som acts as an auxiliary brake in the vehicle 1. The refrigerant in the cooling system 39 is led via the expansion valve 29 to the other part of the heater 38b. As the refrigerant evaporates in the second part of the heat exchanger 38b, the refrigerant in the intermediate part 38c is cooled by the heat exchanger. When the brine is cooled, it changes from liquid to solid phase. The temperature at which the brine is phased is advantageously lower than the temperature of the ambient air.
    When the control unit 31 receives information from the sensor 33 indicating that the brake control has been set in a non-braking position, the control unit 31 shuts off the operation of the compressor 22 by means of the clutch mechanism 22a. As soon as the control unit 31 receives information from the sensor 32 indicating that the accelerator pedal 32 is depressed again, the driver wishes to supply driving force to the vehicle 1. The control unit 31 activates the pump 11 so that the working medium circulates the line circuit 10 and the pump 10c so that the line circuit 5 is provided with a amount of working medium. The arrangement restarts the process of converting heat energy in the exhaust gases to mechanical energy for propulsion of the vehicle 1. If the control unit 31 receives information from the sensor 32 indicating that the accelerator pedal 32 is depressed to the maximum or a nearby lower, the driver wishes to obtain an increased driving force. of the vehicle 1, which can happen when the vehicle 1 arrives on an uphill slope. The control unit 31 places the three-way valve 37 in the second position. The working medium cooled in a first stage icon condenser 15 is now led into the alternative conduit portion 10a. The working medium is cooled in the first part 38a of the heat exchanger by the brine in the intermediate part 380 of the heat exchanger. The working medium thus obtains an additional cooling before returning the ordinary line circuit 10 to a position upstream of the dryer 12. Such additional cooling of the working medium with a refrigerant having a lower temperature than ambient air results in the working medium condensing temperature falling in the line circuit 10.
    Under favorable circumstances, the working medium only condenses the heat exchanger 17.
    In this case, a lower condensation temperature can be obtained than the ambient temperature.
    The medium is then led to the evaporator 12 where it is heated by the hot exhaust gases so that it evaporates and overheats. Since the working medium in this case has an extra low condensing temperature, the working medium can provide an expansion in the turbine 13 at which extra mechanical energy is generated for part of the vehicle 1. This further increased amount of mechanical energy is related to how much the condensing temperature 14 is lowered. In this case, a grain press 22 is used in a separate cooling system to cool a coolant when the vehicle 1 is transported on a downhill slope. The cooled refrigerant is stored in a storage equipment in the form of the intermediate 38c part of the heat exchanger. The cold brine is used on later occasions when the vehicle 1 requires an extra driving force, which may be when the vehicle 1 is lifted up an uphill slope.
    The invention is in no way limited to the embodiments described in the drawing but can be varied freely within the scope of the patent claims.
    权利要求:
    Claims (9)
    [1]
    An arrangement for converting heat energy into mechanical energy in a vehicle (1), the arrangement comprising a line circuit (10), a pump (11) for circulating a working medium in the line circuit (10), an evaporator (12) in which the working medium is adapted to absorb heat energy from a heat source (3) so that it evaporates and a turbine (13) adapted to be driven by the evaporated working medium and generate mechanical energy, a first condenser (15) in which the working medium is adapted to be cooled so that it condenses and a cooling system (21, 39) connectable to a driveline (2, 5-9) of the vehicle (1), characterized in that the arrangement comprises a control unit (31) adapted to receive information indicating when the vehicle (1) must be braked and, if this is the case, connect the cooling system (21, 39) to the vehicle's driveline (2, 5-9) so that the cooling system »(21, 39) cools a refrigerant to a lower temperature than the ambient temperature, whereby Styrene heat (31) is adapted to receive information ion which indicates when the vehicle (1) requires an extra driving force and that when this is the case use the cooled refrigerant to cool the working medium in the line circuit (10) in a second step in a position downstream of the condenser (15) before it is led to the evaporator (12).
    [2]
    Arrangement according to claim 1, characterized in that the arrangement comprises a storage space (20, 38c) for storing the brine when it has been cooled by the cooling system (21, 39).
    [3]
    Arrangement according to claim 2, characterized in that the arrangement comprises a heat exchanger (17) arranged in a position downstream of the condenser (15) in the line circuit (10), a brine circuit (18) having a distance between the storage equipment (20) and heat exchanger (17) and a pump (19) adapted to be activated by the control unit (31) so as to circulate the cold refrigerant from the storage space (20) to the heat exchanger (17) where it cools the working medium at times when the vehicle (1) is to obtain an extra driving force.
    [4]
    Arrangement according to claim 2, characterized in that the arrangement comprises a valve (37) arranged in a position downstream of the condenser (15) in the line circuit (10) and an additional line loop (10a) having a distance between the valve (37) and the storage space (20), the control unit (31) being adapted to set the valve (37) in a position so that the working medium is led from the valve (37) to the storage space (20) where it is cooled by the cold refrigerant at times which the vehicle (1) shall receive an extra driving force. 10 15 20 25 30 35 16
    [5]
    Arrangement according to one of the preceding claims, characterized in that the brine consists of a mixture of water and glycol.
    [6]
    Arrangement according to one of the preceding claims 1 to 4, characterized in that the refrigerant is composed of a material having the property of changing phase from liquid state to solid state in the storage space (38G) when it is cooled by the refrigeration system ( 3 9).
    [7]
    Arrangement according to one of the preceding claims, characterized in that the control unit (31) is adapted to receive information. en from a sensor (33) which senses a parameter related to the position of a brake control in the vehicle (1) and that when the bridge control is in a position indicating braking of the vehicle (1) connects the cooling system (21, 39) to the vehicle driveline ( 2, 5-9) of the cooling system (21, 39) is driven by the kinetic energy of the vehicle.
    [8]
    Arrangement according to one of the preceding claims, characterized in that the control unit (31) is adapted to receive information from a sensor (32) which senses a pair of networks related to the position of a throttle control in the vehicle (1) and that when the throttle control has a position indicating that the vehicle (1) requires an additional drive fi use the cooled refrigerant to cool the working medium in the line circuit (10) downstream of the condenser (15).
    [9]
    Arrangement according to one of the preceding claims, characterized in that the cooling system comprises a compressor (22) and that the control unit (31) is adapted to connect the compressor (22) to the vehicle's driveline (2, 5-9) at times when the vehicle (1) must be braked. 10 ”. Arrangement according to claim 9, characterized in that the compressor (22) constitutes a component of an AC system in the vehicle (1) which has a line section with an additional evaporator (30) for cooling the refrigerant.
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    同族专利:
    公开号 | 公开日
    RU2539716C1|2015-01-27|
    CN103442960B|2016-08-17|
    WO2012125107A1|2012-09-20|
    US9062593B2|2015-06-23|
    EP2686183B1|2016-08-17|
    SE535680C2|2012-11-06|
    KR20140010445A|2014-01-24|
    US20130333380A1|2013-12-19|
    KR101877944B1|2018-07-13|
    JP2014514484A|2014-06-19|
    EP2686183A1|2014-01-22|
    CN103442960A|2013-12-11|
    EP2686183A4|2015-04-08|
    BR112013022319A2|2020-09-29|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1150235A|SE535680C2|2011-03-17|2011-03-17|Arrangements for converting thermal energy into mechanical energy in a vehicle|SE1150235A| SE535680C2|2011-03-17|2011-03-17|Arrangements for converting thermal energy into mechanical energy in a vehicle|
    RU2013146322/11A| RU2539716C1|2011-03-17|2012-03-06|Vehicle device for conversion of heat energy into mechanical power|
    JP2013558812A| JP2014514484A|2011-03-17|2012-03-06|Device for converting thermal energy into mechanical energy in a vehicle|
    KR1020137027464A| KR101877944B1|2011-03-17|2012-03-06|Arrangement for converting thermal energy to mechanical energy in a vehicle|
    US14/002,540| US9062593B2|2011-03-17|2012-03-06|Arrangement for converting thermal energy to mechanical energy in a vehicle|
    PCT/SE2012/050250| WO2012125107A1|2011-03-17|2012-03-06|Arrangement for converting thermal energy to mechanical energy in a vehicle|
    BR112013022319-7A| BR112013022319A2|2011-03-17|2012-03-06|arrangement to convert thermal energy into mechanical energy in a vehicle|
    CN201280013416.6A| CN103442960B|2011-03-17|2012-03-06|For converting heat energy into the conversion equipment of mechanical energy in vehicle|
    EP12757316.0A| EP2686183B1|2011-03-17|2012-03-06|Arrangement for converting thermal energy to mechanical energy in a vehicle|
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