Powered vehicle efficiency and comfort systems

Abstract

The invention relates to at least one heat recovery system (30) capable of capturing and making available again the waste heat released to the environment by an engine (10) capable of moving a vehicle (1), thus improving the efficiency and comfort of the vehicle. The novelty of the invention is that it is characterized by the presence of at least one heat exchanger (31) capable of transferring heat from a first fluid heated by the engine (10) to at least one second fluid, at least one turbine (32) capable of obtaining kinetic energy from the second fluid compressed by heating in said heat exchanger (31), at least one condenser (33) capable of releasing the heat of the second fluid leaving said turbine (32) and returning said heat to the heat exchanger, and at least one alternator (40) capable of converting the kinetic energy obtained from the turbine (32) into electrical energy.

Description

[Technical Field]

[0001] The present invention relates to at least one heat recovery system that improves the efficiency and comfort of a vehicle by capturing waste heat that is released to the environment from the vehicle's engine, which can move the vehicle, and making it available again. [Background technology]

[0002] In order to ensure energy security and address global climate change, the demand for renewable energy sources is increasing day by day. However, the biggest challenge we face in using renewable energy sources is the high installation costs required for them. Therefore, reducing these high costs as much as possible, improving the efficiency of existing systems, and utilizing the losses found to improve the efficiency of systems will be beneficial to both the environment and the country's economy.

[0003] Currently, internal combustion engine vehicles and transportation are one of the largest areas of energy usage. Most vehicles are still powered by fossil fuels such as diesel and gasoline, and the transition to electric vehicles has not yet reached a desirable level. Vehicles with internal combustion engines can effectively use only a very small portion of the fuel the engine burns, with most fuel being lost during waste heat transfer and during movement to the vehicle's drivetrain in the engine / exhaust. For this reason, improvements are needed to improve fuel consumption efficiency by implementing various improvements to the above-mentioned vehicles.

[0004] Waste heat recovery using thermoelectric generators in internal combustion engines is an alternative green energy technology for improving fuel economy and reducing carbon dioxide emissions in vehicles. Approximately 70% of the thermal power available at the piston is lost through the exhaust and cooling of an internal combustion engine. Approximately 25% of the useful energy is generated at the engine's output shaft after engine friction losses. Research is being conducted to recover waste heat from internal combustion engines, especially in cooling and exhaust systems. The use of thermoelectric energy is most important, especially when the heat is not recirculated during idle conditions.

[0005] U.S. Patent Application Publication No. 2019003419, known in the art, relates to a waste heat recovery system. The recovery system includes a turbocharger section, an exhaust section, an expander at the exhaust section, a condenser, a valve, and a controller. The condenser condenses the working fluid for recirculation through the engine system. The expander receives the working fluid in superheated form and converts the thermal energy of the working fluid into mechanical or electrical energy.

[0006] U.S. Patent Application Publication No. 2020148053, known in the art, includes a transmission system, a waste heat recovery system, a braking assembly, and a phase change heat storage system selectively connected to an engine crankshaft of an internal combustion engine in a vehicle. The waste heat recovery system selectively circulates a fluid within the transmission system. The braking assembly is configured to operate in a braking mode to retard the relative rotational speed between a transmission output shaft and a drive shaft while generating heat. The heat storage system includes a housing defining at least one space and a fluid transfer manifold. A phase change material is present in the space, configured to change phase during the braking mode. The waste heat recovery system circulates a fluid through the fluid transfer manifold, which collects braking heat. In this manner, energy recovery is attempted from the heat stored in the fluid.

[0007] Attempts have been made in the art to generate energy from exhaust waste heat. However, the waste heat referred to here is at a higher temperature than the waste heat of an engine. The waste heat generated by a vehicle's engine is discharged into the air through a radiator in the art. Currently, the number of vehicles is constantly increasing, and for this reason, the waste heat from vehicles heats the air and has a small impact on global warming. In addition, most of the energy generated during engine combustion is wasted and cannot be converted into mechanical energy. In addition to all of this, a greater load is placed on the engine, more fuel is consumed, or the traction performance of the engine in the vehicle decreases, and carbon emissions increase when using an air conditioner in heating / cooling operation. Even if attempts have been made to achieve energy recovery from vehicle heat, the desired level of energy recovery cannot be achieved with these structures known in the art.

[0008] All of the above challenges result in the need for innovation in the relevant technical fields. [Prior art documents] [Patent documents]

[0009] [Patent Document 1] U.S. Patent Application Publication No. 2019003419 [Patent Document 2] US Patent Application Publication No. 2020148053 Summary of the Invention [Problem to be solved by the invention]

[0010] SUMMARY OF THE INVENTION The present invention relates to a heat recovery system to eliminate the above-mentioned drawbacks and to bring new advantages to the related technical field.

[0011] It is an object of the present invention to provide at least one heat recovery system for converting waste heat of a vehicle into electrical energy.

[0012] Another object of the present invention is to provide a heat recovery system that allows an air conditioning system to operate without running the engine of a vehicle having an internal combustion engine.

[0013] Another object of the present invention is to provide a heat recovery system that can enable the generation of electricity during braking or idling. [Means for solving the problem]

[0014] To achieve all of the above-mentioned objectives, the present invention provides at least one heat recovery system capable of capturing and reusing waste heat emitted to the environment from an engine capable of powering a vehicle, as will become apparent from the detailed description below. The novelty of the present invention is therefore in that it comprises at least one heat exchanger capable of transferring heat from a first fluid heated by the engine to at least one second fluid, the second fluid being compressed by heating in the heat exchanger, at least one condenser capable of rejecting the heat of the second fluid leaving the turbine and returning the heat to the heat exchanger, and at least one alternator capable of converting the kinetic energy obtained from the turbine into electrical energy. In this way, electrical energy can be obtained from the waste heat of the vehicle's engine.

[0015] A possible embodiment of the invention is characterized in that the electrical energy converted by the alternator can be used directly for the vehicle and that the electrical energy can be stored in at least one battery, thus allowing the electrical energy obtained to be stored for future use.

[0016] Another possible embodiment of the invention is characterized in that there is at least one clutch for selectively transferring motion between the alternator and the turbine, such that the turbine and the alternator are removably connected to one another.

[0017] Another possible embodiment of the invention is characterized in that the alternator and the engine can be connected by at least one second clutch to selectively transfer motion between them, thus ensuring that the turbine and the engine are connected to each other in a detachable manner.

[0018] Another possible embodiment of the invention is characterized in that the operation of the alternator can be managed by at least one control unit, which allows the user to manage the vehicle according to different conditions.

[0019] Another possible embodiment of the present invention is characterized in that, to ensure the operation of the vehicle's air conditioning system when the vehicle's engine is not running, the alternator can be started by the battery, and the turbine started by the alternator can compress a second fluid, thereby heating the second fluid, which then transfers its heat to the first fluid via a heat exchanger, so that the heat of the first fluid is transferred to the air conditioning system. In this way, it is ensured that the interior of the vehicle can be heated using elements in the heat recovery system when the vehicle is not moving.

[0020] Another possible embodiment of the invention is characterized in that the device is connected to at least one circulation pump for ensuring the transport of the first fluid, thereby allowing a continuous circulation of the first fluid.

[0021] Another possible embodiment of the invention is characterized in that the alternator can be charged by regenerative braking when the vehicle is going downhill or when the gas is not compressed, which allows the vehicle to generate electricity while braking or idling.

[0022] Another possible embodiment of the invention is characterized in that at least one additional pump is provided to assist the movement of the second fluid, thereby ensuring that the second fluid can circulate in the heat recovery system.

[0023] Another possible embodiment of the invention is characterized in that it comprises at least one valve for providing flow control, which can ensure that the second fluid is directed to the additional pump as needed.

[0024] Another possible embodiment of the invention is characterized in that the heat of the exhaust gas as the first fluid is taken up by application of a recuperator, whereby electricity can be obtained from the waste heat. [Brief explanation of the drawings]

[0025] [Figure 1] 1 is a representative schematic diagram of a vehicle with a heat recovery system of the present invention; DETAILED DESCRIPTION OF THE INVENTION

[0026] The present invention will now be described using examples which have no limiting effect and are intended only for a better understanding of the subject matter in the detailed description.

[0027] The present invention relates to a heat recovery system 30. The heat recovery system 30 provides for the reuse of energy using waste heat from an internal combustion engine 10, in particular while the vehicle 1 is running. The heat recovery system 30 is based on absorbing heat from the engine 10's water and converting it into electrical energy. The electrical energy requirements of the vehicle 1 can be at least partially met in this way. Additionally, any excess electrical energy generated by the heat recovery system 30 can be stored in a battery 60 of the vehicle 1. The battery 60 can be the vehicle 1's battery or a battery pack in which an electric vehicle stores energy.

[0028] A representative schematic diagram of a vehicle (1) with a heat recovery system (30) of the present invention is shown in FIG. 1. Thus, the heat recovery system (30) requires at least a first fluid containing waste heat from the engine (10) of the vehicle (1) to generate electrical energy. In a preferred embodiment of the present invention, the first fluid may be a cooling fluid for the engine (10). Thus, the engine (10) can be cooled on the one hand, and the heat in the first fluid can be reused on the other hand. The transport of the first fluid to the heat recovery system is effected by at least one circulation pump (11). The circulation pump (11) is associated with the engine (10) of the vehicle (1) and circulates the first fluid through the heat recovery system (30).

[0029] The heat of the first fluid can be absorbed by at least one heat exchanger (31) in the heat recovery system (30). The heat exchanger (31) can be any heat exchanger known in the art. The heat exchanger (31) allows heat to be exchanged between the first fluid and a second fluid present in the heat recovery system (30). This heat transfer can be bidirectional. The second fluid in the heat recovery system (30) can be a type of gas that is an efficient carrier of heat at a high temperature. Kinetic energy increases with the heat transferred by this gas from the first fluid.

[0030] The heat recovery system 30 includes at least one turbine 32 associated with the heat exchanger 31. The turbine 32 is a tool used to convert the kinetic energy of this second fluid into work. The turbine 32 may have a shaft and flaps on the shaft. The second fluid impinges on the flaps of the turbine 32 and travels up the turbine 32 shaft, where its motion is transformed into mechanical work at the output of the shaft.

[0031] The heat recovery system (30) includes at least one condenser (33) adjacent to the turbine (32). The condenser (33) allows the heat of the second fluid to be rejected, and its kinetic energy is used in the turbine (32). The condenser (33) rejects the waste heat of the heated fluid and any remaining waste heat from the recovery to the environment. Cooling of the fluid is thus achieved. Flow recirculation is completed by directing the cooled fluid back to the heat exchanger (31).

[0032] An additional pump (34) can be used to enhance fluid circulation in the heat recovery system (30). The additional pump (34) can circulate to assist in the movement of the pressurized second fluid. Additionally, there can be at least one check valve (35) adjacent to the additional pump (34). The check valve (35) allows for one-way flow. The check valve (35) essentially provides a passive safety measure for the system.

[0033] The turbine (32) can be connected to at least one alternator (40) in the heat recovery system (30). The alternator (40) is an electromechanical element that converts mechanical energy into electrical current. The mechanical energy obtained from the turbine (32) by the alternator (40) is converted into electrical energy. The obtained electrical energy can be used immediately by the vehicle (1) or can be stored in a battery (60) in the vehicle (1) structure.

[0034] The alternator (40) referred to in the present invention can be associated with the turbine (32) on one side and the engine (10) of the vehicle (1) on the other side. At least one first clutch (41) is present between the alternator (40) and the turbine (32). At least one second clutch (42) is present between the alternator (40) and the engine (10) of the vehicle (1). The first clutch (41) and the second clutch (42) allow the alternator (40) to be detachably connected to other units. The first clutch (41) and the second clutch (42) can be magnetically controlled depending on the user's requirements. The association between the alternator (40) and the clutches changes depending on the first flow direction (I) and the second flow direction (II) of the heat recovery system (30). Because the clutches have magnetic properties, their positions can also be changed instantly. The real-time management of the first clutch (41) and the second clutch (42) can be ensured by at least one control unit (50), which for this purpose can operate in conjunction with a mobile device / application or with a function key located in the vehicle.

[0035] In the embodiment described so far, the heat recovery system 30 is operated in a first flow direction (I). The alternator 40 is connected to the turbine 32 in the first flow direction (I) via a first clutch 41. When the alternator 40 is in this position, it ensures that electricity is generated from the heat obtained from the first fluid. The alternator 40 also ensures that the air conditioning system 20 can operate when the vehicle 1 is not moving. For this reason, the heat recovery system 30 must be operated in a second flow direction (II). The electricity from the battery 60 in the vehicle 1 is used to operate the air conditioning system 20 when the vehicle 1 is not moving. The control unit 50 can be remotely controlled by the user via a portable application. The portable application sends commands to the user's control unit 50 for the operation of the air conditioning system 20. The control unit (50) engages the first clutch (41) and disengages the second clutch (42), allowing the air conditioning system (20) to operate. Energy taken from the battery (60) powers the alternator (40) after receiving a command. The turbine (32) condenses the second fluid and compresses it in a second flow direction (II), increasing its kinetic energy with the operation of the alternator (40). As the second fluid is compressed, its temperature increases as does its pressure. The increased-temperature second fluid is then moved in the second flow direction (II) in the heat recovery system (30). In this case, the heat exchanger (31) transfers heat from the second fluid to the first fluid. The heated first fluid can be used as heating in the air conditioning system (20) of the vehicle (1). In the heat exchanger (31), the second fluid that transfers heat to the first fluid is at high pressure, so it condenses in the condenser (33) and completes its recirculation by passing through at least one valve (36) without the need for an additional pump (34). In this embodiment, the circulation pump (11) can be powered by energy that receives from the battery (60), thereby allowing the air conditioning system (20) of the vehicle (1) to operate efficiently and effectively reuse the first fluid.

[0036] In this embodiment, when the vehicle (1) is running and the engine (10) water reaches a certain temperature, the heat recovery system (30) can return to the first flow direction (I) and continue to generate energy from waste heat. The excess energy generated by recovering consumed electricity is thus sent to the battery (60) of the vehicle (1).

[0037] In another embodiment, the first clutch 41 is disengaged and the second clutch 42 is engaged. This means that the alternator 40 is disconnected from the turbine 32 and connected to the engine 10 of the vehicle 1. This ensures that electricity is generated through regenerative braking via the alternator 40 when the vehicle 1 is descending a slope or when the gas is not compressed. Regenerative braking is an energy recovery mechanism that reduces the speed of a moving vehicle 1 or object by converting kinetic energy into a form that can be used immediately or stored until needed. In this way, the load on the brake pads is reduced, and electrical energy can now be stored instead of being released as heat. Meanwhile, the alternator 40 and the engine 10 of the vehicle 1 are connected to each other. The alternator 40 also functions as a starter generator. When the alternator 40 is used as a starter generator, initial drive can be provided to the engine 10 of the vehicle 1. This eliminates the need to use a starter dynamo, reducing the manufacturing costs of the vehicle (1).

[0038] In an alternative embodiment of the invention, the electrical energy required by the air conditioning system (20) can also be provided by operating the heat recovery system (30) in the second flow direction (II). Both energies are generated and the air conditioning system (20) is operated via this system, thus reducing the carbon dioxide emissions of the vehicle (1). In another alternative embodiment of the invention, in addition to the cooling fluid as the first fluid, the heat of the exhaust gases can also be extracted by applying a recuperator and provided to this system. Energy reuse is thus improved.

[0039] In all embodiments, waste heat extracted from the engine 10 of the vehicle 1 is converted to electrical energy via the heat recovery system 30 for use by the vehicle 1. When the vehicle 1 is not running using the generated electricity, the air conditioning system 20 of the vehicle 1 can be used via the control unit 50. Additionally, by connecting an alternator 40 to the engine 10, electricity can be generated during regenerative braking. Additionally, the need for a starter generator is eliminated by connecting the alternator 40 to the engine 10.

[0040] The scope of protection of the present invention is set forth in the appended claims and cannot be limited to what has been described for illustrative purposes in this Detailed Description. It is obvious that a person skilled in the art may provide similar embodiments in view of the above facts without departing from the spirit of the present invention. [Explanation of symbols]

[0041] 1 vehicle 10 Engine 11 Circulation pump 20. Air Conditioning System 30 Heat Recovery System 31 Heat exchanger 32 Turbine 33 Capacitor 34 additional pumps 35 Check valve 36 valves 40 AC generator 41 First Clutch 42 Second Clutch 50 Control Unit 60 Battery (I) First flow direction (II) Second flow direction

Claims

1. At least one heat recovery system (30) capable of capturing and making available again the waste heat emitted to the environment by the engine (10) capable of moving the vehicle (1), comprising the following elements: at least one heat exchanger (31) capable of transferring heat from a first fluid heated by said engine (10) to at least one second fluid; at least one turbine (32) capable of obtaining kinetic energy from the second fluid pressurized by heating it in the heat exchanger (31); at least one condenser (33) capable of rejecting heat from the second fluid leaving the turbine (32) and returning the cooled second fluid to the heat exchanger; at least one alternator (40) capable of converting the kinetic energy obtained from the turbine (32) into electrical energy; and at least one battery (60) for directly using the electrical energy converted by the alternator (40) in the vehicle (1) and for storing the electrical energy; and In order to ensure operation of the air conditioning system (20) of the vehicle (1) without operating the engine (10) of the vehicle (1), the control unit (50) is configured to engage a first clutch (41) and disengage a second clutch (42) during operation of the air conditioning system (20) after a command from a user, the alternator (40) can be operated by the battery (60), the turbine (32) operated by the alternator (40) can heat the second fluid by compressing it, the heated second fluid transfers its heat to the first fluid via the heat exchanger (31), and the heat of the first fluid is transported to the air conditioning system (20); A heat recovery system (30) comprising:

2. 2. The heat recovery system (30) of claim 1, characterized in that there is at least one first clutch (41) for selectively transferring motion between the alternator (40) and the turbine (32).

3. 2. The heat recovery system (30) of claim 1, wherein the alternator (40) and the engine (10) are connected by at least one second clutch (42) for selectively transferring motion therebetween.

4. The heat recovery system (30) of claim 1, characterized in that the operation of the alternator (40) is manageable by at least one control unit (50).

5. 2. A heat recovery system (30) according to claim 1, characterized in that it is connected to at least one circulation pump (11) for ensuring the transport of said first fluid.

6. 4. The heat recovery system (30) of claim 3, wherein the battery (60) can be charged via the alternator (40) by regenerative braking when the vehicle (1) is traveling downhill or when the accelerator pedal is not depressed, with the second clutch (42) connected to the engine (10).

7. The heat recovery system (30) of claim 1, further comprising at least one additional pump (34) for assisting the movement of the second fluid.

8. The heat recovery system (30) of claim 1, comprising at least one valve (36) for providing flow control.

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