CA2538061A1 - Hybrid vehicle power generation system - Google Patents
Hybrid vehicle power generation system Download PDFInfo
- Publication number
- CA2538061A1 CA2538061A1 CA002538061A CA2538061A CA2538061A1 CA 2538061 A1 CA2538061 A1 CA 2538061A1 CA 002538061 A CA002538061 A CA 002538061A CA 2538061 A CA2538061 A CA 2538061A CA 2538061 A1 CA2538061 A1 CA 2538061A1
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- CA
- Canada
- Prior art keywords
- coolant
- boiler
- radiator
- engine
- hybrid vehicle
- 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.)
- Abandoned
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Classifications
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- 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 from exhaust energy
- F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting from exhaust energy the devices using heat
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- 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/26—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2050/00—Applications
- F01P2050/24—Hybrid vehicles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2060/00—Cooling circuits using auxiliaries
- F01P2060/16—Outlet manifold
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P3/00—Liquid cooling
- F01P3/22—Liquid cooling characterised by evaporation and condensation of coolant in closed cycles; characterised by the coolant reaching higher temperatures than normal atmospheric boiling-point
- F01P3/2207—Liquid cooling characterised by evaporation and condensation of coolant in closed cycles; characterised by the coolant reaching higher temperatures than normal atmospheric boiling-point characterised by the coolant reaching temperatures higher than the normal atmospheric boiling point
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- 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
Abstract
A hybrid vehicle power generation system is provided to improve the energy efficiency of the current hybrid vehicles with charged intake system. The main objective o f the present invention is to harvest and convert the heat energy dissipated from the engi ne cooling system and the exhaust air into electricity energy; the electricity generate d is stored in a battery and used to power the drive motor to decrease the highway fuel comsumption rate.
Description
2 Background of the Invention Current hybrid vehicle has improved its city fuel consumption; however, the highway fuel 4 consumption has not yet been improved. It is necessary to decrease the waste heat in order to significantly decrease the fuel consumption. Without waste heat, the deteriorating 6 environment will be preserved as it is and global warming will be halted.
8 The energy efficiency of the current internal combustion engine is approximately 30 percent to 35 percent, the remaining 65 percent of the energy is dissipated through the engine block and the exhaust air. The conventional hybrid vehicles only harvest the energy with the regenerative brake system which only improves the city fuel consumption. In order 12 to increase the fuel economy of the current hybrid vehicle, the present invention harvests the heat energy dissipated from the engine block and the exhaust air and stores as 14 electrical energy.
16 In order to efficiently harvest the waste heat, a steam system is implemented into the cooling and exhaust system. For maximum output capability, a two-stage heating process 18 is used to provide maximum temperature and pressure difference. The coolant is first drawn from the radiator into the engine for cooling, and then a controlled amount of heated coolant is delivered to the boiler for steam generation. The steam is injected through a turbine to power a generator and then condensed in a condenser before returning to the 22 radiator. The electricity generated is used to propel the vehicle. During operation, the boiler, the turbine, the condenser, and the corresponding piping will be filled with pressurized 24 steam; after system shutdown, the steam will cool down and condense, and the condensation of the steam will possibly cause the pressure to drop below atmospheric 26 pressure and damage the system. This pressure change created a serious problem in current radiators. Current vehicles now have a coolant recovery tank that operates on the 28 principle of pressure change, which draws the coolant from the coolant recovery tank into the radiator when the radiator is below atmosphere pressure. If the condenser is not isolated from the radiator with pressure regulator means, the vehicle will have to carry an excessively large coolant recovery tank, or have no coolant recovery tank.
Therefore a 32 pressure isolation and regulatory system is also introduced in this system to ensure the adaptability and safe operation of the cooling system.
8 The energy efficiency of the current internal combustion engine is approximately 30 percent to 35 percent, the remaining 65 percent of the energy is dissipated through the engine block and the exhaust air. The conventional hybrid vehicles only harvest the energy with the regenerative brake system which only improves the city fuel consumption. In order 12 to increase the fuel economy of the current hybrid vehicle, the present invention harvests the heat energy dissipated from the engine block and the exhaust air and stores as 14 electrical energy.
16 In order to efficiently harvest the waste heat, a steam system is implemented into the cooling and exhaust system. For maximum output capability, a two-stage heating process 18 is used to provide maximum temperature and pressure difference. The coolant is first drawn from the radiator into the engine for cooling, and then a controlled amount of heated coolant is delivered to the boiler for steam generation. The steam is injected through a turbine to power a generator and then condensed in a condenser before returning to the 22 radiator. The electricity generated is used to propel the vehicle. During operation, the boiler, the turbine, the condenser, and the corresponding piping will be filled with pressurized 24 steam; after system shutdown, the steam will cool down and condense, and the condensation of the steam will possibly cause the pressure to drop below atmospheric 26 pressure and damage the system. This pressure change created a serious problem in current radiators. Current vehicles now have a coolant recovery tank that operates on the 28 principle of pressure change, which draws the coolant from the coolant recovery tank into the radiator when the radiator is below atmosphere pressure. If the condenser is not isolated from the radiator with pressure regulator means, the vehicle will have to carry an excessively large coolant recovery tank, or have no coolant recovery tank.
Therefore a 32 pressure isolation and regulatory system is also introduced in this system to ensure the adaptability and safe operation of the cooling system.
3 2 In short, the present invention generates power from two sources, one source is the mechanical energy directly from the engine to the output shaft, another source is the
4 thermo energy dissipated from the engine block and the exhaust air, the thermo energy is transformed into electrical energy and stored within a battery to power a drive motor 6 connecting to the transmission; the rate of the thermo energy converting to electrical energy is controlled by regulating the coolant temperature within the boiler or the heat 8 exchanger.
To achieve better adaptability with smaller hybrid vehicle system, another embodiment of the present invention implements a separate radiator which draws coolant from a 12 condensing tank; the coolant exiting the radiator is used to mix with the steam from the steam turbine for rapid condensation. This embodiment can greatly reduce the system 14 dimension.
Summary of the Invention The primary objective of the present invention is to decrease highway fuel consumption.
4 Associated with the reduced highway fuel consumption is the decrease of city fuel consumption. The secondary objective is to provide the general public with a reliable and 6 light-weighted hybrid system in order to encourage the desire to purchase hybrid vehicles.
Present invention leads civilization one step closer to full electric driven vehicles which in 8 turn will prevent global warming entirely.
Detailed Description of Preferred Embodiments Referring to FIG.1, the present invention of the hybrid vehicle system comprises, an engine 4 101, a charged intake system 141, a radiator 102, a boiler 103, a steam turbine 104, a steam turbine generator 105, an exhaust pipe 107, a boiler feed pump 108, a coolant 6 delivery pipe 109, an engine cooling channel 110, a boiler feed pipe 111, a radiator return pipe 112, a coolant feed pump 124, a battery (not shown), a condenser 131, a condenser 8 pump 132, and a steam exit channel 121.
The charged intake system 141 is required for controlling the temperature of the exhaust air through the exhaust pipe 107 so that the pressure difference between the inlet and the 12 outlet of the steam turbine 104 can be sustained within the operational range of the steam generator 105. When the hybrid vehicle system operates, the coolant from the radiator 102 14 is pumped with the coolant feed pump 124 through the coolant delivery pipe 109 to the engine cooling channel 110 in the engine 101, the coolant then absorbs the heat from the 16 engine 101 and flows out of the engine cooling channel 110.The coolant is heated up close to the boiling temperature and distributed to the boiler feed pipe 111 and the radiator return 18 pipe 112. The boilerfeed pump 111 draws a controlled amount of the coolant into the boiler 103, and the rest of the coolant flows back the radiator 102 through the radiator return pipe 112. Then the coolant inside the boiler 103 absorbs the heat from the exhaust pipe 107 and vaporizes. The vaporized coolant expands and generates electricity with the steam 22 turbine 104 and the steam turbine generator 105. Then the vaporized coolant flows through the steam exit channel 121 into the condenser 131. The condenser pump 132 then draws 24 the liquidized coolant from the condenser 131 to the radiator 102.
26 The rate of the electricity generation depends on the coolant temperature within the boiler 103, and the coolant temperature within the boiler 103 is controlled by the temperature and 28 pressure of the exhaust air flowing through the exhaust pipe 107, therefore, a by-pass exhaust pipe is used to control the exhaust air flow so that the steam generator can operate within its operational range. The by-pass exhaust pipe redirects a controlled amount of the exhaust air to the atmospheric air without transferring the heat into the boiler.
32 The electricity generated by the steam turbine generator 105 is stored in the battery for providing power to the drive motor of the hybrid vehicle system.
Another method of controlling the rate of the electricity generation is by implementing the 2 engine with cylinder reduction control to lower the exhaust air temperature and the boiler temperature without the by-pass exhaust pipe.
The boiler 103 is preferably in contact with the section of the exhaust pipe 107 following the 6 catalytic converter(not shown) to increase the efficiency of the boiler 103 when the hybrid vehicle is operating with a gasoline engine. Pressure control means is required to control 8 the pressure between the boiler 103 and the steam turbine 104. A filter may be used to prevent the gaseous coolant from entering the condenser pump 132.
The boiler 103 can be replaced with a heat exchanger coiled around the exhaust pipe 107, 12 the coolant inside the heat exchanger is heated up and kept at liquid state under high pressure, then the coolant is distributed with a series of nozzles which blows the coolant 14 onto the steam turbine 104 to generate electricity, the coolant is vaporized due to the pressure difference when it exits through the series of nozzles.
When the hybrid vehicle system operates in regular hybrid mode, the engine is engaged to 18 the transmission and providing torque to the drive wheels, the electricity generated by the steam turbine generator 105 is stored in battery and used to power drive motor.
When the steam turbine generator 105 is malfunctioning, the hybrid vehicle can operate 22 with the engine only, while all the exhaust air is directed to the by-pass pipe.
24 FIG.2 is another embodiment of the present invention. This hybrid vehicle system comprises, an engine 201, a radiator 202, a boiler 203, a steam turbine 204, a steam 26 turbine generator 205, a condensing tank 206, an exhaust pipe 207, a boiler feed pump 208, a radiator feed pipe 209, a coolant return pipe 210, a boiler feed pipe 211, a battery 28 (not shown), a steam exit channel 221, a radiator feed pump 212, and a charged intake system (not shown).
The charged intake system is required for controlling the temperature of the exhaust air 32 through the exhaust pipe 207 so that the pressure difference between the inlet and the outlet of the steam turbine 204 can be sustained within the operational range of the steam generator 205. When the hybrid vehicle system operates, the boiler feed pump 208 draws 2 a controlled amount of the coolant from the condensing tank 206 into the boiler 203 through the boiler feed pipe 211. Then the coolant inside the boiler 203 absorbs the heat 4 from the exhaust pipe 207 and vaporizes. The vaporized coolant expands and generates electricity with the steam turbine 204 and the steam turbine generator 205.
Then the 6 vaporized coolant flows through the steam exit channel 211. The radiator 202 draws the coolant from the condensing tank 206 with the radiator feed pump 212, and then the cold 8 coolant from the radiator 202 is mixed with the vaporized coolant from the steam exist channel 211 and delivered through the coolant return pipe 210. The vaporized coolant from the steam exit channel 211 is condensed rapidly when mixed with the cold coolant from the radiator 202, thus maintaining the pressure drop between the steam turbine 204 12 and the steam exit channel 221. Then the mixture of the condensing coolant is delivered back into the condensing tank 206.
The cold coolant from the radiator 202 can be sprayed into the coolant return pipe 210 to 16 mix with the vaporized steam for better condensation effect.
18 The boiler 203 can be replaced with a heat exchanger coiled around the exhaust pipe 207, the coolant inside the heat exchanger is heated up and kept at liquid state under high pressure, then the coolant is distributed with a series of nozzles which blows the coolant onto the steam turbine 204 to generate electricity, the coolant is vaporized due to the 22 pressure difference when it exits through the series of nozzles.
24 Both of the embodiments can be applied to the current hybrid vehicles with any type of internal combustion engines which use engine as the main power source and electricity for 26 powering the driver motor in order to decrease the highway fuel consumption rate.
28 Both of the embodiments explained above can further include a regenerative brake system which is already a standard component in most hybrid vehicle systems.
To achieve better adaptability with smaller hybrid vehicle system, another embodiment of the present invention implements a separate radiator which draws coolant from a 12 condensing tank; the coolant exiting the radiator is used to mix with the steam from the steam turbine for rapid condensation. This embodiment can greatly reduce the system 14 dimension.
Summary of the Invention The primary objective of the present invention is to decrease highway fuel consumption.
4 Associated with the reduced highway fuel consumption is the decrease of city fuel consumption. The secondary objective is to provide the general public with a reliable and 6 light-weighted hybrid system in order to encourage the desire to purchase hybrid vehicles.
Present invention leads civilization one step closer to full electric driven vehicles which in 8 turn will prevent global warming entirely.
Detailed Description of Preferred Embodiments Referring to FIG.1, the present invention of the hybrid vehicle system comprises, an engine 4 101, a charged intake system 141, a radiator 102, a boiler 103, a steam turbine 104, a steam turbine generator 105, an exhaust pipe 107, a boiler feed pump 108, a coolant 6 delivery pipe 109, an engine cooling channel 110, a boiler feed pipe 111, a radiator return pipe 112, a coolant feed pump 124, a battery (not shown), a condenser 131, a condenser 8 pump 132, and a steam exit channel 121.
The charged intake system 141 is required for controlling the temperature of the exhaust air through the exhaust pipe 107 so that the pressure difference between the inlet and the 12 outlet of the steam turbine 104 can be sustained within the operational range of the steam generator 105. When the hybrid vehicle system operates, the coolant from the radiator 102 14 is pumped with the coolant feed pump 124 through the coolant delivery pipe 109 to the engine cooling channel 110 in the engine 101, the coolant then absorbs the heat from the 16 engine 101 and flows out of the engine cooling channel 110.The coolant is heated up close to the boiling temperature and distributed to the boiler feed pipe 111 and the radiator return 18 pipe 112. The boilerfeed pump 111 draws a controlled amount of the coolant into the boiler 103, and the rest of the coolant flows back the radiator 102 through the radiator return pipe 112. Then the coolant inside the boiler 103 absorbs the heat from the exhaust pipe 107 and vaporizes. The vaporized coolant expands and generates electricity with the steam 22 turbine 104 and the steam turbine generator 105. Then the vaporized coolant flows through the steam exit channel 121 into the condenser 131. The condenser pump 132 then draws 24 the liquidized coolant from the condenser 131 to the radiator 102.
26 The rate of the electricity generation depends on the coolant temperature within the boiler 103, and the coolant temperature within the boiler 103 is controlled by the temperature and 28 pressure of the exhaust air flowing through the exhaust pipe 107, therefore, a by-pass exhaust pipe is used to control the exhaust air flow so that the steam generator can operate within its operational range. The by-pass exhaust pipe redirects a controlled amount of the exhaust air to the atmospheric air without transferring the heat into the boiler.
32 The electricity generated by the steam turbine generator 105 is stored in the battery for providing power to the drive motor of the hybrid vehicle system.
Another method of controlling the rate of the electricity generation is by implementing the 2 engine with cylinder reduction control to lower the exhaust air temperature and the boiler temperature without the by-pass exhaust pipe.
The boiler 103 is preferably in contact with the section of the exhaust pipe 107 following the 6 catalytic converter(not shown) to increase the efficiency of the boiler 103 when the hybrid vehicle is operating with a gasoline engine. Pressure control means is required to control 8 the pressure between the boiler 103 and the steam turbine 104. A filter may be used to prevent the gaseous coolant from entering the condenser pump 132.
The boiler 103 can be replaced with a heat exchanger coiled around the exhaust pipe 107, 12 the coolant inside the heat exchanger is heated up and kept at liquid state under high pressure, then the coolant is distributed with a series of nozzles which blows the coolant 14 onto the steam turbine 104 to generate electricity, the coolant is vaporized due to the pressure difference when it exits through the series of nozzles.
When the hybrid vehicle system operates in regular hybrid mode, the engine is engaged to 18 the transmission and providing torque to the drive wheels, the electricity generated by the steam turbine generator 105 is stored in battery and used to power drive motor.
When the steam turbine generator 105 is malfunctioning, the hybrid vehicle can operate 22 with the engine only, while all the exhaust air is directed to the by-pass pipe.
24 FIG.2 is another embodiment of the present invention. This hybrid vehicle system comprises, an engine 201, a radiator 202, a boiler 203, a steam turbine 204, a steam 26 turbine generator 205, a condensing tank 206, an exhaust pipe 207, a boiler feed pump 208, a radiator feed pipe 209, a coolant return pipe 210, a boiler feed pipe 211, a battery 28 (not shown), a steam exit channel 221, a radiator feed pump 212, and a charged intake system (not shown).
The charged intake system is required for controlling the temperature of the exhaust air 32 through the exhaust pipe 207 so that the pressure difference between the inlet and the outlet of the steam turbine 204 can be sustained within the operational range of the steam generator 205. When the hybrid vehicle system operates, the boiler feed pump 208 draws 2 a controlled amount of the coolant from the condensing tank 206 into the boiler 203 through the boiler feed pipe 211. Then the coolant inside the boiler 203 absorbs the heat 4 from the exhaust pipe 207 and vaporizes. The vaporized coolant expands and generates electricity with the steam turbine 204 and the steam turbine generator 205.
Then the 6 vaporized coolant flows through the steam exit channel 211. The radiator 202 draws the coolant from the condensing tank 206 with the radiator feed pump 212, and then the cold 8 coolant from the radiator 202 is mixed with the vaporized coolant from the steam exist channel 211 and delivered through the coolant return pipe 210. The vaporized coolant from the steam exit channel 211 is condensed rapidly when mixed with the cold coolant from the radiator 202, thus maintaining the pressure drop between the steam turbine 204 12 and the steam exit channel 221. Then the mixture of the condensing coolant is delivered back into the condensing tank 206.
The cold coolant from the radiator 202 can be sprayed into the coolant return pipe 210 to 16 mix with the vaporized steam for better condensation effect.
18 The boiler 203 can be replaced with a heat exchanger coiled around the exhaust pipe 207, the coolant inside the heat exchanger is heated up and kept at liquid state under high pressure, then the coolant is distributed with a series of nozzles which blows the coolant onto the steam turbine 204 to generate electricity, the coolant is vaporized due to the 22 pressure difference when it exits through the series of nozzles.
24 Both of the embodiments can be applied to the current hybrid vehicles with any type of internal combustion engines which use engine as the main power source and electricity for 26 powering the driver motor in order to decrease the highway fuel consumption rate.
28 Both of the embodiments explained above can further include a regenerative brake system which is already a standard component in most hybrid vehicle systems.
Claims (15)
What is claimed is:
1. A hybrid vehicle system comprising:
a) a radiator;
b) an engine with a charged intake system;
c) a coolant delivery pipe and a coolant feed pump for feeding coolant from said radiator to said engine;
d) an engine cooling channel in said engine for receiving the coolant from said radiator;
e) a radiator return pipe and a boiler feed pipe connecting with said coolant return channel;
f) a boiler in contact with the exhaust pipe of said engine to heat up the coolant in said boiler;
g) a boiler feed pump associated with said boiler feed pipe for controlling the amount of the coolant feeding into the boiler;
h) a steam exit channel connecting with said boiler for providing steam passage from said boiler to a condenser;
i) a condenser pump for transferring the condensed coolant from said condenser to said radiator;
j) a steam turbine associated with said boiler to harvest the expansion energy within said boiler, and pressure regulating means between said boiler and said steam turbine;
k) a battery for storing the electrical energy generated from said steam turbine generator;
l) a transmission connecting with the output shaft of said engine to provide torque onto the wheels;
m) a drive motor associated with said battery for providing torque onto the wheel;
n) flow control means associated with the exhaust pipe of said engine;
Said charged intake system is required for controlling the temperature of the exhaust air through the exhaust pipe so that the pressure difference between the inlet and the outlet of said steam turbine can be sustained within the operational range of said steam generator;
when the hybrid vehicle system operates, the coolant from said radiator is pumped with said coolant feed pump through said coolant delivery pipe to said engine cooling channel in said engine, the coolant then absorbs the heat from said engine and flows out of the engine cooling channel; the coolant is heated up close to the boiling temperature and distributed to said boiler feed pipe and said radiator return pipe; the boiler feed pump draws a controlled amount of the coolant into said boiler, and the rest of the coolant flows back to said radiator through said radiator return pipe; then the coolant inside said boiler absorbs the heat from the exhaust pipe and vaporizes; the vaporized coolant expands and generates electricity with the steam turbine and the steam turbine generator;
then the vaporized coolant flows through said steam exit channel into said condenser;
the condenser pump then draws the liquidized coolant into said radiator;
The hybrid vehicle system uses said engine as the main mechanical power source and electricity generated from the steam generator as the secondary power source to power the driver motor in order to decrease the highway fuel consumption rate.
a) a radiator;
b) an engine with a charged intake system;
c) a coolant delivery pipe and a coolant feed pump for feeding coolant from said radiator to said engine;
d) an engine cooling channel in said engine for receiving the coolant from said radiator;
e) a radiator return pipe and a boiler feed pipe connecting with said coolant return channel;
f) a boiler in contact with the exhaust pipe of said engine to heat up the coolant in said boiler;
g) a boiler feed pump associated with said boiler feed pipe for controlling the amount of the coolant feeding into the boiler;
h) a steam exit channel connecting with said boiler for providing steam passage from said boiler to a condenser;
i) a condenser pump for transferring the condensed coolant from said condenser to said radiator;
j) a steam turbine associated with said boiler to harvest the expansion energy within said boiler, and pressure regulating means between said boiler and said steam turbine;
k) a battery for storing the electrical energy generated from said steam turbine generator;
l) a transmission connecting with the output shaft of said engine to provide torque onto the wheels;
m) a drive motor associated with said battery for providing torque onto the wheel;
n) flow control means associated with the exhaust pipe of said engine;
Said charged intake system is required for controlling the temperature of the exhaust air through the exhaust pipe so that the pressure difference between the inlet and the outlet of said steam turbine can be sustained within the operational range of said steam generator;
when the hybrid vehicle system operates, the coolant from said radiator is pumped with said coolant feed pump through said coolant delivery pipe to said engine cooling channel in said engine, the coolant then absorbs the heat from said engine and flows out of the engine cooling channel; the coolant is heated up close to the boiling temperature and distributed to said boiler feed pipe and said radiator return pipe; the boiler feed pump draws a controlled amount of the coolant into said boiler, and the rest of the coolant flows back to said radiator through said radiator return pipe; then the coolant inside said boiler absorbs the heat from the exhaust pipe and vaporizes; the vaporized coolant expands and generates electricity with the steam turbine and the steam turbine generator;
then the vaporized coolant flows through said steam exit channel into said condenser;
the condenser pump then draws the liquidized coolant into said radiator;
The hybrid vehicle system uses said engine as the main mechanical power source and electricity generated from the steam generator as the secondary power source to power the driver motor in order to decrease the highway fuel consumption rate.
2. A hybrid vehicle system as defined in Claim 1, wherein said flow control means associated with the exhaust pipe of said engine is a by-pass exhaust pipe that redirects a controlled amount of the exhaust air to the atmospheric air without transferring the heat into the boiler.
3. A hybrid vehicle system as defined in Claim 1 further comprises a regenerative brake system associated with said drive motor to decrease the city fuel consumption.
4. A hybrid vehicle system as defined in Claim 1 further comprises pressure releasing means associated with said boiler, which exhausts the excessive vaporized coolant into the exhaust pipe when the boiler is over-pressured.
5. A hybrid vehicle system as defined in Claim 1, wherein said boiler is substituted with a heat exchanger coiled around the exhaust pipe, the coolant inside the heat exchanger is heated up and kept at liquid state under high pressure, then the coolant is distributed with a series of nozzles which blows the coolant onto the steam turbine to generate electricity, the coolant is vaporized due to the pressure difference when it exits through the series of nozzles.
6. A hybrid vehicle system comprising:
a) a condensing tank for storing and condensing the coolant;
b) an engine with a charged intake system;
c) a radiator for cooling the coolant feeding from said condensing tank;
d) a radiator feed pipe for providing passage of the coolant from said condensing tank to said radiator;
e) a radiator return pipe for providing passage of the coolant from said radiator to said condensing tank;
f) a boiler in contact with the exhaust of said engine for the coolant within said boiler to absorb the heat from the exhaust air;
g) a radiator feed pump for controlling the amount of coolant flowing from said condensing to said radiator;
h) a boiler feed pipe for providing the coolant passage from said condensing to said boiler;
i) a steam turbine and a steam turbine generator for harvesting the energy from the vaporizing coolant in said boiler and converting into electricity;
j) a steam exit channel for venting the vaporized steam from said steam turbine into said radiator return pipe;
k) a battery for storing the electricity generated from said steam generator;
I) a drive motor associated with the drive wheels and powered by said battery;
m) a transmission connecting with the output shaft of said engine to provide torque onto the wheels;
Said charged intake system is required for controlling the temperature of the exhaust air through the exhaust pipe so that the pressure difference between the inlet and the outlet of said steam turbine can be sustained within the operational range of said steam generator;
when the hybrid vehicle system operates, said boiler feed pump draws a controlled amount of the coolant from said condensing tank into said boiler through said boiler feed pipe; then the coolant inside said boiler absorbs the heat from the exhaust pipe and vaporizes; the vaporized coolant expands and generates electricity with said steam turbine generator;
then the vaporized coolant flows through said steam exit channel; said radiator draws the coolant from said condensing tank with said radiator feed pump, and then the cold coolant from said radiator is mixed with the vaporized coolant from said steam exist channel and delivered through the coolant return pipe into said condensing tank; the vaporized coolant from said steam exit channel is condensed rapidly when mixed with the cold coolant from said radiator, thus maintaining the pressure drop between said steam turbine and said steam exit channel; then the mixture of the condensing coolant is delivered back into the condensing tank;
The hybrid vehicle system uses said engine as the main mechanical power source and electricity generated from the steam generator as the secondary power source to power the driver motor in order to decrease the highway fuel consumption rate.
a) a condensing tank for storing and condensing the coolant;
b) an engine with a charged intake system;
c) a radiator for cooling the coolant feeding from said condensing tank;
d) a radiator feed pipe for providing passage of the coolant from said condensing tank to said radiator;
e) a radiator return pipe for providing passage of the coolant from said radiator to said condensing tank;
f) a boiler in contact with the exhaust of said engine for the coolant within said boiler to absorb the heat from the exhaust air;
g) a radiator feed pump for controlling the amount of coolant flowing from said condensing to said radiator;
h) a boiler feed pipe for providing the coolant passage from said condensing to said boiler;
i) a steam turbine and a steam turbine generator for harvesting the energy from the vaporizing coolant in said boiler and converting into electricity;
j) a steam exit channel for venting the vaporized steam from said steam turbine into said radiator return pipe;
k) a battery for storing the electricity generated from said steam generator;
I) a drive motor associated with the drive wheels and powered by said battery;
m) a transmission connecting with the output shaft of said engine to provide torque onto the wheels;
Said charged intake system is required for controlling the temperature of the exhaust air through the exhaust pipe so that the pressure difference between the inlet and the outlet of said steam turbine can be sustained within the operational range of said steam generator;
when the hybrid vehicle system operates, said boiler feed pump draws a controlled amount of the coolant from said condensing tank into said boiler through said boiler feed pipe; then the coolant inside said boiler absorbs the heat from the exhaust pipe and vaporizes; the vaporized coolant expands and generates electricity with said steam turbine generator;
then the vaporized coolant flows through said steam exit channel; said radiator draws the coolant from said condensing tank with said radiator feed pump, and then the cold coolant from said radiator is mixed with the vaporized coolant from said steam exist channel and delivered through the coolant return pipe into said condensing tank; the vaporized coolant from said steam exit channel is condensed rapidly when mixed with the cold coolant from said radiator, thus maintaining the pressure drop between said steam turbine and said steam exit channel; then the mixture of the condensing coolant is delivered back into the condensing tank;
The hybrid vehicle system uses said engine as the main mechanical power source and electricity generated from the steam generator as the secondary power source to power the driver motor in order to decrease the highway fuel consumption rate.
7) A hybrid vehicle system, as defined in Claim 2, further comprises a regenerative brake system associated with said drive motor and said battery.
8) A hybrid vehicle, as defined in Claim 2, further comprises a waste gate associated with the exhaust pipe of said engine for decreasing turbo boost under over-pressured condition.
9) The hybrid vehicle systems as defined in Claim 2, wherein said engine is capable of cylinder reduction to control the coolant temperature in said boiler and save fuel consumption.
10) The hybrid vehicle system as defined in Claim 2, wherein said boiler can be substituted with a heat exchanger coiled around the exhaust pipe of said engine to harvest the heat energy from the exhaust air.
11) The hybrid vehicle systems as defined in Claim 1, wherein the catalytic converter of said engine is associated with the exhaust manifold of the vehicle.
12) The hybrid vehicle systems as defined in Claim 1, further comprises a boiler circulation system for stabilizing the coolant concentration inside said boiler.
13) The hybrid vehicle systems as defined in Claim 1, wherein said transmission and said drive motor are driving on separate axle.
14) The hybrid vehicle systems as defined in Claim 1, wherein said boiler is in contact with the catalytic converter of the engine for harvesting the heat directly from said catalytic converter.
15) The hybrid vehicle systems as defined in Claim 2, wherein said boiler is in contact with the catalytic converter of the engine for harvesting the heat directly from said catalytic converter.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002538061A CA2538061A1 (en) | 2006-02-08 | 2006-02-08 | Hybrid vehicle power generation system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002538061A CA2538061A1 (en) | 2006-02-08 | 2006-02-08 | Hybrid vehicle power generation system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2538061A1 true CA2538061A1 (en) | 2007-08-08 |
Family
ID=38337932
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002538061A Abandoned CA2538061A1 (en) | 2006-02-08 | 2006-02-08 | Hybrid vehicle power generation system |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2538061A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112065536A (en) * | 2020-08-03 | 2020-12-11 | 盐城工学院 | Exhaust silencing purifier for automobile |
-
2006
- 2006-02-08 CA CA002538061A patent/CA2538061A1/en not_active Abandoned
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112065536A (en) * | 2020-08-03 | 2020-12-11 | 盐城工学院 | Exhaust silencing purifier for automobile |
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