Additional propulsion methods and systems for vehicles

Abstract

An additional propulsion method and system (6) for a vehicle (1) equipped with a heat absorbing engine (5); wherein the propulsion system (6) has a manifold (7) with an internal cavity (19) which communicates with the outside through: a plurality of inlets (8), each configured to be connected to the heat absorbing engine (5) and, in use, to receive exhaust gases (g) emitted from the heat absorbing engine (5); and an outlet (9) configured to be connected to an exhaust line (10) to direct the exhaust gases (g) outside the vehicle (1); wherein a duct (18) at least partially covers the manifold (7) without contact, to form one or more channels (15, 15I, 15II) of air flow (f) along the external surface (12) of the manifold (7).

Description

[0001] Cross-reference to related applications

[0002] This patent application claims priority to Italian patent applications No. 102024000026967 and No. 102024000026970, jointly filed on November 28, 2024, the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] This invention relates to an additional propulsion method and system for a vehicle. Background Technology

[0004] As is well known, vehicles equipped with heat-absorbing engines include an exhaust system for treating and discharging exhaust gases. Furthermore, heat-absorbing engines are designed to reduce emissions by adjusting the fuel / oxidant stoichiometry. However, this can result in extremely high exhaust gas temperatures. In particular, known designs suffer from the following drawback: the high temperatures achieved by the exhaust gases can damage the exhaust system and / or other components in the vehicle exposed to the heat of the exhaust gases.

[0005] In addition, known methods can cause exhaust heat to escape into the environment. Summary of the Invention

[0006] The purpose of this invention is to provide a propulsion system that can overcome the above-mentioned defects.

[0007] According to the present invention, a propulsion method, a propulsion system, and a vehicle are provided.

[0008] According to the present invention, an additional propulsion method for a vehicle having a heat-absorbing engine is provided, the method comprising the following steps:

[0009] Exhaust gas is generated by the heat-absorbing engine;

[0010] The exhaust gas is transported along the exhaust pipe;

[0011] Airflow is introduced into the duct, which comes into thermal contact with the exhaust pipe in the heat exchange section;

[0012] In the heat exchange section, the exhaust gas and the airflow exchange heat, thereby heating the airflow and cooling the exhaust gas;

[0013] The propulsive thrust is generated by the enthalpy jump of the hot airflow leaving the heat exchange section.

[0014] In one embodiment, the method includes the steps of accelerating the airflow and increasing the pressure of the airflow upstream of the heat exchange section, particularly through a venturi tube.

[0015] In one embodiment, the duct has a terminal section downstream of the heat exchange section; the terminal section includes a movable baffle configured to selectively change the channel cross-section of the terminal section; wherein the method includes the step of adjusting the position of the movable baffle according to the instantaneous driving state of the vehicle.

[0016] According to the present invention, a propulsion system for a vehicle having a heat-absorbing engine is provided, the propulsion system comprising a manifold having an inner cavity communicating with the outside via: a plurality of inlets, each inlet configured to be connected to the heat-absorbing engine and to receive exhaust gas from the heat-absorbing engine in use; and an outlet configured to be connected to an exhaust pipe to direct the exhaust gas to the outside of the vehicle; the manifold being defined by a body having an outer surface; the propulsion system comprising a duct that at least partially covers the manifold; the duct at least partially surrounds the manifold without contact to form one or more ducts for airflow along the outer surface of the manifold.

[0017] In one embodiment, the propulsion system includes a plurality of fins, each fin projecting outward from a corresponding portion of the outer surface of the manifold.

[0018] In one embodiment, each fin is a thin body with two dimensions significantly larger than the third dimension.

[0019] In one embodiment, the propulsion system includes a group of fins arranged relative to each other to form one or more ducts through which an airflow passes during use.

[0020] In one embodiment, the propulsion system includes a first set of fins and a second set of fins; the fins in the first set of fins and the fins in the second set of fins are arranged laterally, and in particular perpendicular to each other.

[0021] In one embodiment, the manifold extends through a heat exchange section of the duct; the duct is sealed to the manifold to provide a first passage for exhaust gas and a second passage for airflow; the first passage and the second passage are separate from each other; in particular, the exhaust gas and the airflow do not mix.

[0022] In one embodiment, the conduit includes a body having an inner lumen that passes through an air inlet and a rear outlet and communicates with the outside through the air inlet and the rear outlet; a heat exchange section is disposed along the conduit between the air inlet and the rear outlet; the conduit has an end section that includes a movable baffle configured to selectively change the channel cross-section of the end section during use.

[0023] In one embodiment, the propulsion system includes a control unit configured to adjust the position of the movable baffle relative to the duct based on the instantaneous driving conditions of the vehicle.

[0024] According to the present invention, a vehicle is provided, which includes a heat-absorbing engine and a propulsion system. Attached Figure Description

[0025] The embodiments of the present invention will be described below with reference to the accompanying drawings and through non-limiting examples to provide a better understanding of the invention, wherein:

[0026] - Figure 1 This is a schematic diagram of a vehicle with a propulsion system according to the present invention; some components have been omitted for clarity.

[0027] - Figure 2 and Figure 3 A detailed perspective view of the propulsion system according to the present invention;

[0028] - Figure 4 This is a schematic diagram of another detail of the propulsion system according to the present invention, in which some components have been omitted for clarity;

[0029] - Figure 5 and Figure 6 It is shown in the form of a partial cross-sectional view. Figure 4 The different operating configurations in one detail. Detailed Implementation

[0030] Figure 1 In the reference numeral 1, a vehicle is generally designated as such, which includes, in a known manner: a load-bearing structure 2 (e.g., a body shell and / or frame) defining a passenger compartment 3 for accommodating at least one driver and possibly one or more passengers; and a body 4 that externally covers the load-bearing structure 2.

[0031] As is well known, the vehicle 1 has: a longitudinal axis X (commonly referred to as the roll axis); a lateral axis Y (commonly referred to as the pitch axis); and a vertical axis Z (commonly referred to as the yaw axis).

[0032] Vehicle 1 is capable of rotation and translation on the horizontal support plane π in a known manner. The terms "front," "rear," "right," "left," "up," "down," "upstream," "downstream," and similar expressions are used with reference to the orientation of vehicle 1 when it moves along the forward direction v on the support plane π. The terms "outer," "inner," and similar expressions are used with reference to the orientation of the passenger compartment accommodating the driver when vehicle 1 is in motion.

[0033] Vehicle 1 includes a heat-absorbing engine 5 (of a known type and shown schematically), the type of which can vary. According to the example shown, without loss of generality, the heat-absorbing engine 5 is a rear-mounted engine, while according to a variant not shown, it can also be a front-mounted engine. Vehicle 1 also includes an exhaust system 10 and a propulsion system 6 according to the invention.

[0034] The exhaust system 10 includes a manifold 7 configured to connect to the heat-absorbing engine 5 in a known and schematic manner to receive exhaust gas g flowing from the heat-absorbing engine 5. Specifically, the manifold 7 includes one or more inlets 8, each configured to connect to a corresponding outlet (not shown) of the exhaust gas g from the heat-absorbing engine 5. The number, type, and size of these inlets 8 may vary. The manifold 7 also includes an outlet 9 configured (in a known and schematic manner) to connect to other components of the exhaust system 10. For example only, the manifold 7 connects to an exhaust pipe (or exhaust system) 10 (along which known components, such as catalytic converters, mufflers, and filters, not shown herein, may be installed), which communicates with the outside via a terminal 11 (schematically shown) to allow the exhaust gas g to exit.

[0035] The shape and size of manifold 7 can vary. Manifold 7 is defined by outer surface 12.

[0036] Advantageously, the manifold 7 is also part of the propulsion system 6. Specifically, the propulsion system 6 includes a plurality of fins 14, each fin projecting outward from a corresponding portion of the outer surface 12 of the manifold 7. Each fin 14 is a thin body; in other words, each fin 14 has two dimensions (width and length) significantly larger than the third dimension (thickness). The shape and size of each fin 14 can be varied. Each fin 14 can be manufactured as a single component with the manifold 7, or it can be connected to the manifold 7.

[0037] These fins 14 are configured to increase the heat exchange surface area of ​​the manifold 7 and enable the extraction of as much heat power as possible, as will be explained in more detail below.

[0038] Each fin 14 may be made of the same material as the manifold 7, or may be made of a different material.

[0039] according to Figure 2 and Figure 3 As shown in the example, the propulsion system 6 includes groups of fins 14I that are parallel to plane π1 and, in particular, perpendicular to plane XZ. The propulsion system 6 also includes groups of fins 14II that are parallel to plane π2 and, in particular, perpendicular to plane XY.

[0040] The number and arrangement of fins 14 in the same group of fins 14I and 14II are variable.

[0041] Without loss of generality, the fins 14 may be configured differently from the example shown. For example, each fin 14 in each group of fins 14I and 14II may be tilted relative to each other and each may have its own arrangement independent of the other fins.

[0042] According to the example shown, the fins 14 in the groups 14I and 14II are all parallel to the same reference planes π1 and π2, and are arranged to define the conduit 15, which will be described in detail below. Hereinafter, the conduit 15I is the conduit defined by the group of fins 14I, and similarly, the conduit 15II is the conduit defined by the group of fins 14II.

[0043] The number and arrangement of pipes 15I and 15II are variable.

[0044] according to Figure 1 In the example shown, the fins 14 in group 14I are parallel to the support plane π, that is, they are horizontal; while the fins 14 in group 14II are perpendicular to the support plane π, that is, they are vertical.

[0045] In the following text, the finned heat exchanger 16 refers to the assembly consisting of the manifold 7 and the fins 14.

[0046] According to a variant not shown in this document, the manifold 7 may not have fins 14.

[0047] Advantageously, the propulsion system 6 also includes a duct 18. The duct 18 is a tubular body with an internal cavity (also called an inner cavity or chamber) 19, which communicates with the outside via a front air inlet 20 and a rear outlet 21. The air inlet 20 faces the front of the vehicle 1 and is configured to introduce the airflow f impacting the vehicle 1 (especially when the vehicle 1 is in motion) into the cavity 19.

[0048] Advantageously, the duct 18 is configured to direct airflow f to manifold 7. Specifically, manifold 7 is installed within the heat exchange section 26 of the duct 18. Manifold 7 is not in fluid communication with duct 18. In other words, exhaust gas g flowing through manifold 7 does not mix with airflow f. According to the example shown, manifold 7 extends laterally through cavity 19. The duct is sealed to manifold 7 such that inlet 8 and outlet 9 are arranged outside duct 18. Duct 18 is connected by a sealing connection 40 surrounding outlet 9 (… Figures 4 to 6 A seal is achieved by sealing the corresponding inlet 8 and the corresponding sealing connection (not shown). Thus, in the region of the heat exchange section 26, a channel is obtained for the flow of two fluids (exhaust gas g flow and air flow f), which are physically separated from each other.

[0049] The heat exchange section 26 of the duct 18 is configured to surround the manifold 7, preferably in a non-contact manner. Specifically, the heat exchange section 26 is configured to laterally define the ducts 15I and 15II together with the fins 14I and 14II of the manifold 7, thereby creating a forced flow path for the airflow f. Advantageously, the ducts 15I and 15II are configured to generate a laminar airflow f in certain regions of the manifold 7.

[0050] according to Figure 1 and Figure 4 As shown in the example, the duct 18 has an intermediate section 22 along which the cavity 19 has a varying cross-section. Specifically, the cross-section of the cavity 19 in the intermediate section 22 gradually decreases from the air inlet 20 toward the manifold 7. In particular, the intermediate section 22 is configured to generate a Venturi effect, increasing the velocity and pressure of the airflow f. The presence of the intermediate section 22, located upstream of the manifold 7 in the vehicle 1's direction of travel v, enables improved thermal efficiency of the propulsion system 6, as will be explained in more detail below. The shape and dimensions of the intermediate section 22 are variable.

[0051] according to Figure 1 and Figure 4 As shown in the example, the intermediate section 22 is divided into two mutually inclined portions, hereinafter defined as: an upward portion 24 and a downward portion 25. The downward portion 5 is disposed between the upward portion 24 and the heat exchange section 26. The mutual inclination angle between the upward portion 24 and the downward portion 25 is variable.

[0052] The shape and size of the duct 18 can vary and are related to the overall layout of the vehicle 1.

[0053] Advantageously, the conduit 18 includes a terminal section 23 disposed between the heat exchange section 26 and the rear outlet 21. The lumen 19 of the terminal section 23 has a cross-section that gradually increases in the direction from the heat exchange section 26 toward the rear outlet 21.

[0054] Advantageously, the end section 23 is configured to selectively change its channel cross-section, thereby forming a nozzle with a variable cross-section. Specifically, according to... Figure 5 and Figure 6 As shown in the example, the conduit 18 includes a movable baffle 27 mounted inside the cavity 19 and hinged to the conduit 18. The movable baffle 27 can be selectively rotated from an open position P1 to a closed position P2 and vice versa. Without loss of generality, the shape and size of the movable baffle 27 are variable. The movable baffle 27 can be constrained to the conduit 18 according to a connection method selected from a set of different types of connection methods (e.g., it can be connected to the conduit via a translational, rotational-translational system).

[0055] The propulsion system 6 also includes a control unit 28 configured to selectively adjust the position of the movable baffle 27.

[0056] The following will describe an additional propulsion method according to the present invention.

[0057] During operation, as the vehicle 1 is in motion, the heat-absorbing engine 5 generates exhaust gas g, which is collected by manifold 7 in a known manner and transported along the exhaust system 10 through manifold 7, and then discharged through terminal 11. At the same time, the vehicle 1, moving in the direction v, is impacted by airflow f, which is transported to duct 18 through air inlet 20.

[0058] The duct 18 guides the airflow f through the heat exchange section 16. Advantageously, the special shape of the duct 18 upstream of the heat exchange section 26 enables the airflow f entering the heat exchange section 26 to have certain characteristics (velocity, pressure, angle).

[0059] As the airflow passes through the heat exchange section 16, the airflow f comes into contact with the hot manifold 7 and heats up. This can be achieved in both finless manifold 7 and finned manifold 7 (i.e., manifold with multiple fins 14I, 14II).

[0060] Advantageously, the presence of fins 14I and 14II allows the airflow f to be guided in a laminar manner, particularly within a designated area. This improves heat exchange efficiency.

[0061] As the airflow f passes through the heat exchange section 26, it is heated, and the exhaust gas g inside the manifold 7 is cooled. In this way, the temperature of the heat-absorbing engine 5, the manifold 7, and the entire exhaust system 10 can be advantageously controlled, and thus the stoichiometric ratio can be increased to reduce emissions, thereby maintaining the same or increasing power compared to a rich mixture.

[0062] There is a hot airflow f at the outlet of heat exchange section 26. This airflow f is accelerated due to heating.

[0063] The hot air flow f will flow through the terminal section 23 before being discharged to the outside.

[0064] The end section 23 is combined with the movable baffle 27 to form an exhaust nozzle, which utilizes the enthalpy change of the airflow f between the upstream and downstream positions of the duct 18 to provide a propulsive effect for the vehicle 1.

[0065] Advantageously, by changing the position of the movable baffle 27, the cross-section of the airflow f at the outlet can be adjusted, thereby maximizing the propulsive effect of the hot airflow f according to the instantaneous operating conditions of the vehicle 1. Advantageously, the shapes of both the end section 23 and the movable baffle 27 are designed to fully utilize the propulsive effect of the enthalpy change generated downstream of the heat exchange section 26.

[0066] Advantageously, the aforementioned propulsion system 6 can cool the exhaust gas g, thereby reducing its peak temperature, which allows for an increase in the stoichiometry of the heat-absorbing engine 5.

[0067] Advantageously, the aforementioned propulsion system 6 enables the generation of additional propulsive thrust by utilizing the enthalpy change of the airflow f, thereby achieving energy recovery.

Claims

1. An additional propulsion method for a vehicle (1) having a heat-absorbing engine (5), the method comprising the steps of: a) Exhaust gas (g) is generated by the heat-absorbing engine (5); b) The exhaust gas (g) is transported along the exhaust pipe (10); c) Introduce an airflow (f) into a duct (18), which makes thermal contact with the exhaust pipe (10) at a heat exchange section (26); d) At the heat exchange section (26), the exhaust gas (g) and the air flow (f) exchange heat, thereby heating the air flow (f) and cooling the exhaust gas (g). e) Utilize the enthalpy jump of the hot air flow (f) leaving the heat exchange section (26) to generate propulsion thrust.

2. The method according to claim 1, comprising the steps of accelerating the airflow (f) and increasing the pressure of the airflow (f) upstream of the heat exchange section (26), particularly by means of a venturi tube.

3. The method according to claim 1 or claim 2, wherein, The conduit (18) has a terminal section (23) downstream of the heat exchange section (26); the terminal section (23) includes a movable baffle (27) configured to selectively change the channel cross-section of the terminal section (23); wherein the method includes the step of adjusting the position of the movable baffle (27) according to the instantaneous driving state of the vehicle (1).

4. A propulsion system for a vehicle (1) having a heat-absorbing engine (5), wherein, The propulsion system (6) includes a manifold (7) having an inner cavity (19) connected to the outside via a plurality of inlets (8), each inlet configured to connect to a heat-absorbing engine (5) and receive exhaust gas (g) from the heat-absorbing engine (5) in use; and an outlet (9) configured to connect to an exhaust pipe (10) to direct the exhaust gas (g) to the outside of the vehicle (1); wherein the manifold (7) is defined by a body having an outer surface (12); wherein the propulsion system (6) includes a duct (18) that at least partially covers the manifold (7); wherein the duct (18) at least partially surrounds the manifold (7) without contact to form one or more ducts (15, 15I, 15II) of an airflow (f) along the outer surface (12) of the manifold (7).

5. The propulsion system according to claim 4, comprising a plurality of fins (14, 14I, 14II), each fin protruding outward from a corresponding portion of the outer surface (12) of the manifold (7).

6. The propulsion system according to claim 5, wherein, Each fin (14, 14I, 14II) is a thin body with two dimensions that are significantly larger than the third dimension.

7. The propulsion system according to claim 5 or 6, comprising a group of fins (14, 14I, 14II) arranged relative to each other to form one or more ducts (15, 15I, 15II) through which an airflow (f) flows in use.

8. The propulsion system according to claim 7, comprising a first set of fins (14, 14I, 14II) and a second set of fins (14, 14I, 14II); wherein, The fins (14, 14I, 14II) in the first group of fins (14, 14I, 14II) and the fins (14, 14I, 14II) in the second group of fins (14, 14I, 14II) are arranged laterally, and in particular, perpendicular to each other.

9. The propulsion system according to claim 4, wherein, The manifold (7) passes through a heat exchange section (26) of the duct (18); wherein the duct (18) is sealed on the manifold (7) to obtain a first channel for exhaust gas (g) and a second channel for air flow (f); wherein the first channel and the second channel are separate from each other; in particular, the exhaust gas (g) and the air flow (f) do not mix with each other.

10. The propulsion system according to claim 4, wherein, The conduit (18) includes a body having an inner cavity (19) that passes through an air inlet (20) and a rear outlet (21) and communicates with the outside through the air inlet (20) and the rear outlet (21); wherein the heat exchange section (26) is disposed along the conduit (18) between the air inlet (20) and the rear outlet (21); wherein the conduit (18) has an end section (23) that includes a movable baffle (27) configured to selectively change the channel cross-section of the end section (23) during use.

11. The propulsion system according to claim 10, comprising a control unit (28) configured to adjust the position of the movable baffle (27) relative to the duct (18) according to the instantaneous driving conditions of the vehicle (1).

12. A vehicle comprising a heat-absorbing engine (5) and a propulsion system (6) according to any one of claims 4 to 11.

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