EP2396187A1 - Système et procédé pour l'alimentation de véhicules motorisés en énergie - Google Patents

Système et procédé pour l'alimentation de véhicules motorisés en énergie

Info

Publication number
EP2396187A1
EP2396187A1 EP10702632A EP10702632A EP2396187A1 EP 2396187 A1 EP2396187 A1 EP 2396187A1 EP 10702632 A EP10702632 A EP 10702632A EP 10702632 A EP10702632 A EP 10702632A EP 2396187 A1 EP2396187 A1 EP 2396187A1
Authority
EP
European Patent Office
Prior art keywords
heat
energy
vehicle
engine
mgh
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP10702632A
Other languages
German (de)
English (en)
Inventor
Walter Lachenmeier
Tim Schaefer
Andreas Gutsch
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Li Tec Battery GmbH
Original Assignee
Li Tec Battery GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Li Tec Battery GmbH filed Critical Li Tec Battery GmbH
Publication of EP2396187A1 publication Critical patent/EP2396187A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
    • B60K6/105—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel the accumulator being a flywheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/44—Heat storages, e.g. for cabin heating
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the invention relates to an arrangement and a method for powering motorized vehicles.
  • the present invention has for its object to provide an arrangement and a method for powering motorized vehicles, which supports this objective with advanced technical concepts. This object is achieved by an arrangement and by a method according to one of the independent claims.
  • the invention provides an arrangement and a method for supplying energy to motorized vehicles, in which a heat engine converts the heat accumulated in the vehicle at least partially into kinetic energy of the vehicle and supplies other parts of this heat to a heat accumulator.
  • a motorized vehicle in the context of the present invention, vehicles of all kinds are understood that at least partially derive their kinetic energy from an engine, which takes energy from a (so-called) energy source (which would be physically correct due to the energy conservation law as energy storage) and this energy at least partially converted into kinetic energy of the vehicle.
  • Typical examples of such motorized vehicles include motor vehicles for road traffic, locomotives, ships and aircraft.
  • engines are but especially not exclusively internal combustion engines, electric motors and combinations of such drive units, so-called hybrid drives into consideration.
  • a heat engine in the sense of the present invention means a device for the at least partial conversion of heat, ie microscopic kinetic energy, into macroscopic kinetic energy or into potential energy, and the energy also in the opposite direction
  • heat ie microscopic kinetic energy
  • macroscopic kinetic energy uses potential energy or macroscopic kinetic energy to make heat at a lower temperature level available at a higher temperature level. Because of the well-known laws of thermodynamics, this can only partially succeed in the first direction; in the other direction, macroscopic energy, such as the potential electrical energy stored in a capacitor or portions of the kinetic energy of a vehicle, is required to pump heat to a higher temperature level.
  • the present invention takes advantage of the existence of such heat engines and is not limited to any particular type of such heat engines.
  • An important example of such a heat engine is the class of heat engines commonly referred to as Stirling engines. These machines have the advantage that they are largely independent of the choice of a specific process for heat generation and therefore can be realized with heat reservoirs and heat sources of various kinds.
  • the invention is not limited to Stirling engines or other known heat engines; In principle, it can also be realized with heat engines still to be developed.
  • any type of heat is to be understood that accumulates in or on the vehicle.
  • This may in particular be waste heat, ie the waste heat of any type of energy consumers or energy converters in the vehicle, but also heat that is generated by a thermalization of incident radiation, ie in particular by the heating of the vehicle interior, the vehicle surfaces or on the surfaces attached collectors.
  • tentzanétique afternoon Under a heat storage in the context of the present invention is intended to be understood any device that absorb heat energy, save and can deliver again when needed.
  • tentzan afternoon act on the principle of latent heat of a phase transition, usually a phase transition of the first order based.
  • a similar principle is followed by the utilization of the enthalpy of reversible chemical reactions, such as chemisorption-based absorption and desorption processes. This happens in so-called thermochemical heat stores, which allow an even higher energy density.
  • kinetic energy (kinetic energy) of the vehicle is to be understood as any form of macroscopic kinetic energy that could be taken from the vehicle.
  • kinetic energy of the vehicle in the narrower sense, ie all forms of kinetic energy, which are attributable to the movement of the vehicle in space, in a broader sense, but also those forms of kinetic energy associated with the movement of vehicle parts (engine, wheels, etc.).
  • macroscopic energy is meant any form of energy that is not associated with the excitation of microscopic (and in particular molecular) degrees of freedom, and which therefore, in principle - that is, without violating fundamental thermodynamic laws - can be completely transformed into other macroscopic forms of energy.
  • a mechanical energy store in the sense of the present invention is intended to be understood to be any form of energy storage in which energy is reversible in a mechanical manner, that is to say by exciting macroscopic degrees of freedom, in particular rotation, vibration or reversible, for example elastic, deformation of macroscopic bodies can be stored.
  • Important examples of such memory are flywheels or Torsionsfeder letters.
  • All mechanical energy stores can store macroscopic kinetic energy reversibly in the form of macroscopic motion or potential energy without conversion into other, for example, chemical or electrical energy forms.
  • An electrochemical energy store in the sense of the present invention is to be understood as meaning all forms of so-called galvanic cells.
  • batteries or accumulators These are colloquially often referred to as batteries or accumulators; They store electrical energy in chemical form and, if necessary, release it again in the form of electrical energy.
  • Important examples are lithium-ion batteries. These and some other electrochemical energy storage devices are characterized by a high degree of reversibility.
  • FIG. 1 shows a schematic representation of the arrangement according to the invention with reference to a preferred first embodiment
  • FIG. 2 is a schematic representation of the arrangement according to the invention with reference to a preferred second embodiment
  • FIG. 3 is a schematic representation of the arrangement according to the invention with reference to a preferred third embodiment
  • FIG. 4 is a schematic representation of the arrangement according to the invention with reference to a preferred fourth embodiment
  • a heat engine SM is provided in the inventive arrangement for powering motorized vehicles, which converts the heat generated in the vehicle 106, 107, 108, 114 at least partially into kinetic energy of the vehicle and other parts of this heat a heat storage LWS supplies.
  • a heat engine is a machine that converts heat energy (in short, heat) into mechanical energy in a cycle. It exploits the desire of the heat to flow from areas with higher to those with lower temperatures.
  • a machine that transports thermal energy from a lower temperature level to a higher one using mechanical energy is referred to as a power heat engine, heat pump, or chiller.
  • Heat engines use “clockwise” circular processes in which the closed curve is traversed approximately in the T-S or p-v diagram in the sense “top right, bottom left”. Heat pumps use "left-handed” cycles.
  • the Stirling engine is a heat engine in which a sealed working gas such as air or helium is alternately heated and cooled externally at two different areas to produce mechanical energy.
  • the Stirling engine works on the principle of a closed cycle and is an example of the energy conversion from a poorly usable form of energy (thermal energy, heat energy, microscopic motive energy) into the more usable form of energy of mechanical energy.
  • the Stirling engine can be operated with any external heat (or cold) source. There are models that are already activated when touched by the warmth of the human hand. As a working medium, helium is used in some Stirling engines.
  • regenerator which removes heat from the gas on its way from the hot to the cold side and feeds it back again.
  • the arrangement according to the invention also provides that the vehicle is at least also driven by an electric motor NGH and that the heat engine SM drives an electric generator EG, the electrical energy 109 generated by this generator at least partially used for the electric drive of the vehicle.
  • the illustrated in Figure 1 embodiment of the inventive arrangement further provides a mechanical energy storage LWS, which is set up so that it can take kinetic energy from a vehicle engine MGH, store this energy and can deliver it back to a vehicle engine MGH as needed.
  • a mechanical energy storage LWS which is set up so that it can take kinetic energy from a vehicle engine MGH, store this energy and can deliver it back to a vehicle engine MGH as needed.
  • the exemplary embodiment of the arrangement according to the invention shown in FIG. 1 also provides an electrochemical energy store EES which is set up in such a way that it can remove electrical energy 109, 112 from a vehicle engine MGH or from the heat engine SM, store this energy and if required back to can deliver a vehicle engine MGH or to the heat engine SM.
  • dashed line arrows 101, 102, 103, 104, 105, 106, 107, 108, 113, 114, 115, 201, 202, 203, 204, 205, 206, 207, 208, 213, 214, 215, 301, 302, 303, 304, 305, 306, 307, 308, 313, 314, 315, 401, 402, 403, 404, 406, 407, 408, 414, 415, 501, 502, 504, 505, 506, 507, 508, 513, 515 indicate an exchange of heat
  • arrows with solid lines denote an exchange of macroscopic ("mechanical") kinetic energy or electrical energy, where arrows 109, 209, 309, 409, 509, 112 designate 212, 312, 412, 512 with thinner solid lines, the exchange of electrical energy
  • arrows 110, 116, 210, 216, 217, 310, 410, 510 with thicker solid lines denote
  • the electric generator EG can be mechanically coupled to the heat engine SM directly or via a transmission.
  • the double arrow 110 in FIG. 1 denotes a mechanical coupling of the vehicle engine MGH to the mechanical energy store MES, which can likewise be designed directly, ie via a common shaft, or mediated via a transmission.
  • the double arrows or arrows 109, 111 and 112 in FIG. 1 designate the transfer of electrical energy between the electrochemical energy store EES and the electric generator EG or the vehicle engine MGH, or the transition of electrical energy 111 from a shock absorber SD to the electrochemical Energy storage EES.
  • the heat exchange 102, 104 between the heat engine SM and the heat storage LBS preferably takes place via a heat exchanger WT.
  • The preferably also serves to heat transfer 103 between the heating or air conditioning HK or the heat transfer 113 between the gas burner GB and the heat storage LWS.
  • the heat storage LWS which is preferably designed as a latent heat storage, heat can also be supplied or removed from the outside 101.
  • the heat engine SM can also take over directly from the gas burner GB heat 105 or it can be supplied to the heat engine SM heat from the outside 106 or taken from her ,
  • the shock absorbers SD can make their waste heat 107 of the heat engine SM available, as well as the electrical energy storage EES can make its waste heat 108 of the heat engine SM usable.
  • the waste heat of the vehicle engine MGH of the heat engine SM is supplied 115.
  • the residual heat of the heating or air conditioning HK the heat engine SM is provided 114 or the heat of the heat engine SM of the heating or air conditioning HK is supplied 114th
  • FIG. 2 shows a further exemplary embodiment of the arrangement according to the invention that differs from the embodiment illustrated in FIG. 1 primarily in that the mechanical energy store MES is also mechanically coupled to the heat engine SM 217.
  • This embodiment of the invention has the further advantage that excess kinetic energy of the heat engine SM can be supplied directly to the mechanical energy store MES or can be removed again if necessary without firstly converting the kinetic energy into electrical energy with the aid of the electrical energy
  • both energy conversion paths 217, 216 of this embodiment which is shown in Figure 2, but have their respective advantages, depending on wel wel - More of the two energy storage, the mechanical energy storage MES or the electrochemical energy storage EES is still receptive or filled so well that it can be taken if necessary energy.
  • the specialist man is clear from the description given here that the electric generator operates at an energy extraction as an electric motor, as well as the vehicle engine MGH depending on the energy flow direction 210, 212 works as a generator or as a motor.
  • FIGS 3, 4 and 5 show preferred embodiments of the invention, which should illustrate the energy management using the inventive arrangement in different modes of the vehicle.
  • FIG. 3 shows the energy management in an operating mode of the invention which will frequently be present when driving in winter.
  • the heat engine SM is supplied heat energy 306, which is taken for example an absorber on the vehicle roof.
  • the waste heat 308 is likewise supplied to the "battery" EES of the heat engine SM, energy 302 is taken from the heat store LWS in order to supply it to the heater H 303.
  • heat energy 403 is extracted from a cooling unit of the air conditioner K to be supplied to the heat engine SM 404, 414.
  • the heat transfer can preferably take place via a heat exchanger WT, the heat exchange can also take place directly between the heat sources or heat sinks and the heat engine SM.
  • excess heat energy 401, 406 is released from the heat storage LWS or from the heat engine SM to the environment.
  • FIG. 5 shows an embodiment of the invention and an operating mode of the inventive arrangement according to a preferred embodiment of the invention and the associated energy management, in which the vehicle with Help the heat engine SM is driven.
  • the energy flows mainly from the heat storage LWS to the heat engine SM.
  • heaters and air conditioning are generally not used, as this would burden the heat storage in the heat storage LWS too much.
  • Examples of such useful amounts of heat arise during charging and during operation of the electrochemical energy storage EES (battery) and during operation of the drive motor or generator MGH.
  • thermal energy 507 or electrical energy 511 can also be taken from the shock absorbers SD while driving, for example.
  • the shock absorbers can be equipped, for example, with linear generators, by means of which the kinetic energy of the vehicle, in this case vibration energy, is at least partially converted into electrical energy and thus supplied to a use 111, 211, 311, 411, 511 can be.
  • This type of energy conversion and use can be performed alternatively or in addition to the use of heat loss from the shock absorbers.
  • the shock absorbers can be equipped with a suitable cooling systems.
  • Preferred embodiments of the present invention also allow use of the heat that results from heating the body in sunlight.
  • Larger surfaces of the body - in particular the vehicle roof - are inventively preferably designed as a lightweight composite structure. In contact with the outer surface, for example, with a cooling liquid flow channels.
  • the cooling liquid transported in these embodiments of the invention the sun by Radiation generated heat preferably according to the principle of a solar collector from 106, 206, 306, 406, 506 and leads them to the heat engine.
  • Preferred exemplary embodiments of the present invention provide for the use of a heat accumulator LWS, preferably a latent heat accumulator in the vehicle, which can be heated by electric current from the supply network or during the journey through the loss heat flows described 101, 201, 301, 401, 501 ,
  • Latent heat stores function by utilizing the enthalpy of reversible thermodynamic changes in state of a storage medium, e.g. the phase transition solid-liquid (melting / solidification). The utilization of the phase transition solid-liquid is the most frequently used principle.
  • the heat transport 102, 202, 302, 402, 502 into the memory LWS can take place during the journey by means of a heat engine SM, preferably a steering machine, which is driven by an electric motor EG.
  • This mode of operation is preferably chosen when larger amounts of heat conditions are available as needed, or when other amounts of energy - for example, in a descent of the vehicle - from the recovery of kinetic energy of the vehicle - for example by conversion of braking energy - are available and not needed.
  • the stored heat energy can be used directly (without operation of the Stirling engine) for heating 103, 203, 303, 403 of the vehicle, or it is partially converted into mechanical shaft work 104, 204, 304, 404 in the Stirling engine. 504.
  • the now acting as a generator electric motor EG is driven.
  • the battery EES is charged with the generated electricity.
  • the particular advantage of the Stirling engine is that it can be used both for the heating H and cooling K of the vehicle or vehicle components and also for drive purposes 116, 216, 217, or for loading 109, 209, 309, 409, 509 of Battery can be used.
  • Preferred embodiments of the present invention provide the use of a mechanical energy storage MES, preferably a lightweight gearless torsion spring accumulator, which is preferably connected via a coupling system directly to the drive shaft of the electric motor MGH 110, 210, 310, 410, 510.
  • a mechanical energy storage MES preferably a lightweight gearless torsion spring accumulator
  • a mechanical energy storage works almost lossless.
  • It is preferably connected directly to the drive shaft via a system of couplings.
  • the coupling system is preferably designed so that the power consumption and Abgäbe can take place with the same direction of rotation.
  • Such spring systems are suitable, for example, to absorb and release the kinetic energy of a vehicle with a total mass of 1000 kg traveling at 50 km / h.
  • the spring accumulator with coupling system is preferably designed as a lightweight construction. Egg- The typical total mass of such a system is about 40 kg for the design data mentioned.
  • a preferred embodiment of the invention comprises a heat-insulated latent heat storage LWS with an operating temperature of about 500 0 C with an electrically operated heater for heating 101, 201, 301, 401, 501 of the memory before starting the journey.
  • a controlled heat exchanger WT is used for heat transfer 103, 203, 303, 403 to the cooling / heating medium circuit of the vehicle.
  • the heat engine is preferably a Stirling engine with a working range between about 5 ° C. ("cold head”) and 500 ° C. ("hot head”).
  • the heat engine SM preferably a Stirling engine SM
  • the heads of the machine are preferably designed as follows:
  • the "cold head” is preferably designed as a controlled heat exchanger for heat absorption 103, 203, 403 of cooling / heating means.
  • the hot head preferably comprises two controlled heat exchangers 103, 203, 303 of cooling / heating means of the vehicle at a maximum of 100 ° C, the second is used for heat release 102, 202, 302, 402, 502 to a suitable fluid which heats the latent heat storage to 500 0 C.
  • Derêt und der second heat exchangers are preferably switched by a motor-operated three-way valve.
  • the motor / generator EG or MGH is connected via a shaft 216, 210, 217 to the heat engine SM, preferably a Stirling engine.
  • the thermal power machine SM absorbs mechanical power when acting as a Heat pump to heater H or air conditioning K of the vehicle is working; it outputs mechanical power when operating between the temperature level of the heat storage WS and the ambient temperature.
  • a gas burner GB preferably an encapsulated pore burner or other suitable burner, e.g. operated with LPG, optionally as an additional heat source for the heat engine SM.
  • the liquefied gas can serve as a "last reserve" when the entire system is unloaded. With the heat engine SM and the generator EG can thus electrical current for charging 109, 209 of the battery EES are generated. This functionality is then a hybrid system.
  • the shock absorbers SD are equipped with linear generators. For example, via a converter, a direct current 111, 211, 311, 411, 511 is generated, which is used to charge the battery.
  • the shock absorbers SD could be connected to the heating / cooling circuit HK of the vehicle in order to use the loss of heat directly.
  • a mechanical energy store MES preferably a gearless Torsions- spring memory
  • MES gearless Torsions- spring memory
  • Power generated by the generator EG can be converted into heat by means of an electrical resistance and supplied for heating purposes or to a heat accumulator.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)

Abstract

Pour l'alimentation de véhicules motorisés en énergie, un moteur thermique (SM) convertit la chaleur (106, 107, 108, 114) générée dans le véhicule au moins partiellement en énergie cinétique du véhicule et amène d'autres parties de cette chaleur dissipée à un accumulateur de chaleur (LWS). Un accumulateur d'énergie mécanique optionnel (MES) peut prélever de l'énergie cinétique d'un moteur de véhicule (MGH), la stocker et la restituer au moteur de véhicule (MGH) en cas de besoin.
EP10702632A 2009-02-11 2010-02-04 Système et procédé pour l'alimentation de véhicules motorisés en énergie Withdrawn EP2396187A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009008513A DE102009008513A1 (de) 2009-02-11 2009-02-11 Anordnung und Verfahren zur Energieversorgung motorisierter Fahrzeuge
PCT/EP2010/000705 WO2010091820A1 (fr) 2009-02-11 2010-02-04 Système et procédé pour l'alimentation de véhicules motorisés en énergie

Publications (1)

Publication Number Publication Date
EP2396187A1 true EP2396187A1 (fr) 2011-12-21

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Application Number Title Priority Date Filing Date
EP10702632A Withdrawn EP2396187A1 (fr) 2009-02-11 2010-02-04 Système et procédé pour l'alimentation de véhicules motorisés en énergie

Country Status (8)

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US (1) US20120153874A1 (fr)
EP (1) EP2396187A1 (fr)
JP (1) JP2012517555A (fr)
KR (1) KR20120012779A (fr)
CN (1) CN102317098A (fr)
BR (1) BRPI1008377A2 (fr)
DE (1) DE102009008513A1 (fr)
WO (1) WO2010091820A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5347899B2 (ja) * 2009-10-19 2013-11-20 いすゞ自動車株式会社 車両用蒸気エンジン
AT517512B1 (de) * 2015-08-04 2019-01-15 Rep Ip Ag Transportbehälter zum Transport von temperaturempfindlichem Transportgut
DE102017110703B4 (de) * 2017-05-17 2024-03-28 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Kühlvorrichtung und Verfahren zum Betreiben einer Mehrzahl von Ladestationen
DE102019108392A1 (de) * 2019-04-01 2020-10-01 NEBUMA GmbH Energieversorgungssystem
JP7800307B2 (ja) * 2022-05-31 2026-01-16 日産自動車株式会社 エネルギーマネジメント方法、エネルギーマネジメント装置、プログラム、及び、記憶媒体
KR20240177084A (ko) 2023-06-19 2024-12-27 에이치엘만도 주식회사 전기 자동차용 열교환 시스템

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DE19927261B4 (de) * 1999-06-15 2004-08-19 Zf Sachs Ag Antriebssystem
SE523182C2 (sv) * 1999-12-22 2004-03-30 Abb Ab Anordning innefattande en styrenhet, en elektromagnetisk energiomvandlare innefattande en förbränningsmotor med en mekaniskt fritt rörlig kolv, användning av anordningen samt fordon innefattande nämnda anordning
US6543229B2 (en) * 2000-06-14 2003-04-08 Stm Power, Inc. Exhaust gas alternator system
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Also Published As

Publication number Publication date
BRPI1008377A2 (pt) 2018-03-13
WO2010091820A1 (fr) 2010-08-19
DE102009008513A1 (de) 2010-08-12
US20120153874A1 (en) 2012-06-21
KR20120012779A (ko) 2012-02-10
CN102317098A (zh) 2012-01-11
JP2012517555A (ja) 2012-08-02

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