Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
  • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
  • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
  • F01N3/05—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of air, e.g. by mixing exhaust with air
  • F01N3/055—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of air, e.g. by mixing exhaust with air without contact between air and exhaust gases
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D35/00—Vehicle bodies characterised by streamlining
  • B62D35/02—Streamlining the undersurfaces
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
  • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
  • F01N13/08—Other arrangements or adaptations of exhaust conduits
  • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
  • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
  • F01N13/14—Exhaust or silencing apparatus characterised by constructional features having thermal insulation
  • F01N13/141—Double-walled exhaust pipes or housings
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
  • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
  • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
  • F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
  • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
  • F01N5/04—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using kinetic energy
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
  • F02B33/32—Engines with pumps other than of reciprocating-piston type
  • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
  • F02B33/40—Engines with pumps other than of reciprocating-piston type with rotary pumps of non-positive-displacement type
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
  • F02B37/007—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in parallel, e.g. at least one pump supplying alternatively
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
  • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
  • F02B39/02—Drives of pumps; Varying pump drive gear ratio
  • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
  • F02B39/085—Non-mechanical drives, e.g. fluid drives having variable gear ratio the fluid drive using expansion of fluids other than exhaust gases, e.g. a Rankine cycle
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
  • F02B39/02—Drives of pumps; Varying pump drive gear ratio
  • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
  • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
  • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
  • F01N2240/02—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a heat exchanger
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
  • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
  • F01N2240/36—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an exhaust flap
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
  • F02B37/12—Control of the pumps
  • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
  • F02B37/183—Arrangements of bypass valves or actuators therefor
• • 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
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/12—Improving ICE efficiencies
• • 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
  • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
  • Y02T10/82—Elements for improving aerodynamics
• • 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
  • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
  • Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses

Definitions

• Vehicle in particular racing vehicle
• the invention relates to a vehicle, in particular a racing vehicle, with a drive unit having an internal combustion engine, wherein the internal combustion engine has an exhaust gas turbocharger with an exhaust gas turbine in the exhaust system and a charge air compressor in the inlet system, with at least one thermal power plant for recovering heat from a heat emitting component or a heat dissipating assembly wherein the component or the assembly is adjacent to at least one of a working gas, in particular air, space, in particular at least partially surrounded by the space flowed through, with a first compressor and a first turbine, wherein a first outlet side of the first compressor with an inlet region the space is flow-connected and a second outlet side of a second compressor driven by the first turbine or a second outlet side of the preferably multi-flow first compressor with the inlet system str is connected to the engine, and wherein the heat-emitting component or the heat-dissipating assembly is formed by the exhaust system of the internal combustion engine.
• the kinetic energy of the exhaust gases is used in today's racing vehicles.
• the underbody is bent upwards at the rear of the vehicle and usually shielded to the side with vertical aerodynamic air baffles and possibly subdivided in the middle. In this way creates a diffuser for the air flowing under the vehicle.
• the ends of the exhaust pipes are introduced with horizontal jet direction aiming backwards.
• the exiting at high velocity exhaust gases exert on the air under the subsoil a suction effect. They increase their Speed and thus their suction on the underbody and thus the output of the vehicle.
• DE 2 554 953 A1 describes a drive unit for a vehicle having an internal combustion engine with a device for recovering heat from the exhaust line, wherein a part of the exhaust system is surrounded by a jacket space whose inlet region is flow-connected to a compressor and whose outlet region is connected to a hot air turbine ,
• the compressor is drive connected to the crankshaft of the internal combustion engine.
• the hot air turbine is in mechanical communication with the differential of the vehicle via a transmission and an overrunning clutch.
• the disadvantage is that mechanical power must be applied by the crankshaft to drive the compressor.
• DE 40 15 104 AI describes a combined heat and power plant from partly connected in series 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 provides 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.
• 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.
• EP 1 408 224 A1 discloses a drive unit with an internal combustion engine for a vehicle, wherein the internal combustion engine has an exhaust gas turbocharger with an exhaust gas turbine in the exhaust system and a charge air compressor in the intake system.
• heat can be recovered from a waste heat emitting component or a heat dissipating assembly, wherein the component or the assembly is adjacent to at least one space traversed by a working gas.
• the thermal power plant comprises a compressor and a turbine, wherein an outlet side of the compressor is flow-connected to an inlet region of the space. With the turbine, another compressor is drive-connected, wherein the outlet side of one of the two compressors is flow-connected to the inlet system.
• DE 199 60 762 AI describes a gas turbine system for mechanical energy recovery in an internal combustion engine having at least a compressor, a heat exchanger and a turbine, wherein a compressor and a turbine are mechanically coupled together and wherein the compressor before the heat exchanger and the turbine after the Heat exchangers are arranged and connected to the primary side of the heat exchanger.
• the secondary side of the heat exchanger is connected to an exhaust pipe of the internal combustion engine.
• the exit side of a second compressor is fluidly connected to the intake system.
• DE 10 2010 047 518 AI describes a device for energy recovery from an exhaust stream of an internal combustion engine in a vehicle, wherein in a waste heat recovery device, a working fluid is guided in a closed Joule cycle and the closed Joule cycle is followed by a Claudius-Rankine cycle.
• a turbine arranged in the Joule cycle and an expansion machine arranged in the Claudius-Rankine cyclic process can be mechanically coupled to a flywheel of the internal combustion engine.
• US Pat. No. 5,442,904 discloses a vehicle having a drive unit having an internal combustion engine, with at least one thermal power unit for recovering heat from a heat-emitting component or a heat-emitting module, the component or module being adjacent to at least one space through which a working gas flows.
• the thermal power plant has a compressor and a turbine, wherein the outlet side of the compressor is flow-connected to an inlet region of the space.
• 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.
• the exhaust system has at least one exhaust manifold surrounded by at least one space through which it flows and / or has at least one of at least one space flowed through the exhaust passage in the cylinder head of the internal combustion engine.
• the first compressor is either drive connected to a second compressor, or has multiple floods.
• An exit side of at least one second flow of the multiple-flow first compressor, or the outlet side of the second compressor opens into the intake system and thus causes a charge of the intake air in the intake system of the internal combustion engine.
• the second compressor or the second tide of the first compressor can be arranged either in series or parallel to the charge air compressor of the exhaust gas turbocharger and thus support its charging work.
• at least one charge air cooler is arranged downstream of the second compressor or the second flow of the first compressor.
• an intercooler can be arranged between the second compressor or the second trough of the first compressor and the charge air cooler.
• At least one radiator 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 cooler may be formed by an oil cooler or water cooler, which is integrated into the oil or cooling water circuit of the internal combustion engine. Preferably, via a controllable switching or mixing valve, the cooler with the oil or cooling water circuit can be connected if necessary.
• the cooler 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.
• the first turbine may be formed by a hot air turbine, wherein at least one exit region of the space through which flows through can be flow-connected to the hot air turbine.
• 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.
• the air After leaving the first turbine, the air still has temperatures above 400 ° C.
• 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 heat exchanger.
• 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.
• 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.
• the effluent from the hot air turbine, as well as the exiting from the second compressor 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 may 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 may 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.
• the outlet opening be arranged in the region of a stagnation point on the side facing the road surface of the diffuser or arranged on the side facing the roadway of the diffuser, wherein preferably the outlet opening is arranged in an initial region of the diffuser.
• 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.
• 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 air-flow space is part of a second heat exchanger.
• At least one inlet region of the air-flowed space is flow-connected to the pressure side of the first compressor.
• the first turbine 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.
• 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.
• 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.
• 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.
• At least one preferably via a valve controllable flow connection for example upstream of a provided in the exhaust system of the internal combustion engine second turbine - an exhaust gas turbine of an exhaust gas turbocharger - is arranged between the exhaust system and the space.
• the taxable Venus Til can replace about the wastegate of the exhaust gas turbocharger and be operated, for example, depending on the boost pressure.
• exhaust gas blown off via the valve into the space through which air flows can additionally be used to drive the hot air turbine.
• both the first compressor and the second compressor are driven directly by the hot air turbine, no additional drive energy for the compression of the air is required, which flows through the preferably designed as a jacket space space of the heat-emitting component or the output-increasing device.
• a particularly effective use of the heat energy of the exhaust system can take place when the first turbine is designed to be multi-flow or multi-stage.
• FIGS. show schematically:
• FIG. 1 shows a drive unit of a vehicle according to the invention in a first embodiment
• FIGS. 2 to 4 show different variants of drive units of vehicles according to the invention
• Fig. 5 shows the detail V of FIGS. 1 to 4 in a variant of the
• FIG. 6 shows a detail from FIG. 1 to 4 in an embodiment variant of the invention
• FIGS. 7 to FIG. 10 different variants for the arrangement of the outlet opening of the compressor
• Fig. 12 shows a further variant of a drive unit with parallel drive machines.
• 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 with a through a jacket space surrounding air-flow space 6 surrounded, 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 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 denoted by 9a and the first outlet side of the first Ver ⁇ seal 9 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 ⁇ .
• an exhaust gas turbocharger 5 is arranged, which has a second turbine 5a (exhaust gas turbine) in the exhaust system 4 and ei ⁇ nen charge air compressor 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.
• the compressed air for example, a temperature T 2 of about 90 ° C - 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 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 Pakistanverraum.
• T4 460 ° C - 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.
• the shaft 13 of the ers ⁇ th compressor 9 and the hot air turbine 100 with an electric machine 14, which is connected to an electric accumulator 15 to be drivingly connected to form a part of the heat energy to generate electricity be used can. Furthermore, the electric machine 14 can be used to start up the first compressor 9.
• Fig. 5 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 valve can be controlled, 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.
• 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 power for the vehicle, as shown in FIGS. 1 to FIG. 9 is shown.
• a second compressor 9 ' can be provided coaxially with the first compressor 9, which is driven together with the first compressor 9 by the first turbine 10.
• the intake opening of the first compressor 9 is denoted by I Ia, the intake opening of the second compressor 9 'with I Ia'.
• the second outlet side 9 c of the second compressor 9 ' opens into the inlet system 3.
• FIGS. 2 and FIG. 4 show embodiments in which the first compressor 9 is formed at least twice.
• the first exit side 9b of the first flow of the first compressor 9 is - as in FIGS. 1 and Fig. 3 - fluidly connected to the inlet portion 7 of the space 6.
• the second outlet side 9d of the second tide 9 "on the other hand leads to the inlet system 3 and supports - as in FIGS. 1 and 3 the charging of the intake air of the internal combustion engine 2.
• the second compressor 9 'or the second flow 9 "of the first compressor 9 can be arranged in series or parallel to the charge air compressor 5b of the exhaust gas turbocharger 5.
• At least one intercooler LK Downstream of the second compressor 9 'or the second flow 9 "of the first compressor 9, at least one intercooler LK can be arranged.
• At least one cooler 40 preferably for cooling a cooling and / or lubricating medium of the internal combustion engine 2, may be arranged in the flow path to or from the first or second compressor 9 '.
• the in Fig. 6 embodiment corresponds substantially to FIGS. 1 to FIG. 4, wherein, however, the outlet flow path 12 of the first turbine 10 and the outlet flow path I Ib 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.
• the outlet opening 12a from the outlet flow path 12 can be arranged such that the effect of an output-increasing device 32 can be increased, as described in more detail below with reference to FIGS. 7 to. 10 will be explained.
• FIGS. 7 to 10 show alternative embodiments in which an output increase of the vehicle can be achieved by a defined arrangement of the outlet opening 12a of the first turbine 10 in the region of an output-increasing device 32.
• 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. 7 to 10.
• Reference numeral 18 denotes the rear wheels of the vehicle.
• the vehicle underbody 19 is bent upwards at the rear of the vehicle and possibly shielded with vertical aerodynamic baffles to the side, created for the air flowing under the vehicle, a diffuser 21, which the output effect in the remaining area of the vehicle underbody 19th elevated. Additional output forces can be generated by targeted positioning of the outlet opening 12a of the outlet flow path 12.
• Fig. 7 shows an arrangement in which the outlet opening 12a is arranged below the front area 22a of the rear wing 22, viewed in the direction of travel.
• An increase in output can also be achieved if the outlet opening 12a in the region of the stagnation point of the diffuser 21 (Fig. 8) or within the diffuser 21, for example in the beginning of the diffuser 21 (Fig. 9) or in a central region of the diffuser 21 (Fig 10).
• the emerging from the outlet opening 12a air can not only be used to increase the output, but possibly also to disturb the output by deliberately causing a stall in output-increasing devices 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.
• the air is supplied to the output-increasing device at a location which is particularly sensitive to stalls, for example, in a direction away from the direction of the rear wing or diffuser. It is advantageous if the air can optionally be switched manually or automatically with switching elements optionally between outlet-increasing and output-destroying outlet openings 12a as needed.
• 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 can furthermore 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. 11 and FIG. 12 is shown.

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• 2012
  • 2012-05-16 AT ATA50186/2012A patent/AT512808B1/de not_active IP Right Cessation
• 2013
  • 2013-05-10 WO PCT/EP2013/059706 patent/WO2013167726A2/fr not_active Ceased

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