CN1469971A - 混合车辆 - Google Patents

混合车辆 Download PDF

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Publication number
CN1469971A
CN1469971A CNA018171818A CN01817181A CN1469971A CN 1469971 A CN1469971 A CN 1469971A CN A018171818 A CNA018171818 A CN A018171818A CN 01817181 A CN01817181 A CN 01817181A CN 1469971 A CN1469971 A CN 1469971A
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CN
China
Prior art keywords
combustion engine
vehicle
generator motor
electric power
motor unit
Prior art date
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Pending
Application number
CNA018171818A
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English (en)
Inventor
�ı�ï
茨本茂
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Publication date
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Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Publication of CN1469971A publication Critical patent/CN1469971A/zh
Pending legal-status Critical Current

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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
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; 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 the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
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    • 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
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
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    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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Abstract

一种混合车辆，具有作为行驶用驱动源的内燃机(1)和发电机电动机组(2)，在该混合车辆中设置回收排气热能的蒸汽循环装置(9)。蒸汽循环装置(9)的输出被输入变速器(4)中，用于协助内燃机(1)的驱动力，或者转换为电力后用于对电池(8)进行充电。在车辆加速时和巡行时，通过蒸汽循环装置(9)回收排气的热能，并且在车辆减速时，通过把车体的动能作为发电机电动机组(2)的再生电力回收，来减少内燃机(1)的燃料消耗量。据此，无论车辆处于哪种状态，都能最大限度地提高能量回收效率，降低内燃机的燃料消耗量。

Description

混合车辆
技术领域
本发明涉及具有内燃机、发电机电动机组和蒸汽循环装置的混合车辆。
背景技术
从日本特开平5-340241号公报、日本特开昭56-101012号公报可知，在蒸汽循环(兰金循环：Rankine cycle)装置中，把内燃机的排气热能转换为机械能，以该机械能来协助车辆的驱动力，或驱动发电机来获得电力。
另外，众所周知还有：具有内燃机和发电机电动机组，在加速和巡行时，用发电机电动机组的驱动力协助内燃机的驱动力，在减速时，用发电机电动机组的再生电力对电池进行充电的混合车辆。
但是，当把蒸汽循环装置搭载在车辆上时，虽然在车辆加速时和车辆巡行时，能回收内燃机的排气热能，但是在蒸汽循环装置中存在着当车辆减速时，无法回收车体的动能这一问题。另外，在混合车辆中，虽然在车辆减速时能把车体的动能作为发电机电动机组的再生电力来回收，但存在着在车辆加速时和车辆巡行时无法回收内燃机的排气热能这一问题。
发明内容
鉴于以上所述问题的存在，本发明的目的在于：不论车辆处于怎样的运行状态下，都能以最大限度地提高能量回收效率来减少内燃机的燃料消耗量。
为了实现所述目的，根据本发明的第一特征，提出了一种混合车辆，其特征在于：包括：产生行驶用的驱动力的内燃机；用来自蓄电部件的电力产生行驶用的驱动力，并且产生为所述蓄电部件充电的电力的发电机电动机组；在内燃机运转时，用它的废热工作，产生行驶用的驱动力的蒸汽循环装置。
根据所述结构，在具有内燃机和发电机电动机组的混合车辆中，设置了在内燃机运转时，用它的废热工作，产生行驶用的驱动力的蒸汽循环装置，所以在车辆减速时，当然能用通过发电机电动机组的再生制动而回收的能量来为蓄电部件充电，在不能进行再生制动的车辆加速时和巡行时，也能用蒸汽循环装置进行能量的回收，能用由蓄电部件的电力工作的发电机电动机组的驱动力和蒸汽循环装置的驱动力来协助内燃机的驱动力，从而减少燃料消耗量。
另外，根据本发明的第二特征，提出了一种混合车辆，其特征在于：包括：产生行驶用的驱动力的内燃机；用来自蓄电部件的电力产生行驶用的驱动力，并且产生为所述蓄电部件充电的电力的发电机电动机组；在内燃机运转时，用它的废热工作，产生为蓄电部件充电的电力的蒸汽循环装置。
根据所述结构，在具有内燃机和发电机电动机组的混合车辆中，设置了在内燃机运转时，用它的废热工作，产生为所述蓄电部件充电的电力的蒸汽循环装置，所以在车辆减速时，当然能用通过发电机电动机组的再生制动而回收的能量为蓄电部件充电，在不能进行再生制动的车辆加速时和巡行时，也能用由蒸汽循环装置回收的能量对蓄电部件充电，能用由蓄电部件的电力工作的发电机电动机组的驱动力来协助内燃机的驱动力，从而节省燃料消耗量。
另外，根据本发明的第三特征，在所述第二特征的基础上，其特征在于：当发电机电动机组不产生电力时，蒸汽循环装置产生为蓄电部件充电的电力。
根据所述结构，因为在发电机电动机组无法产生再生电力的车辆的加速时和巡行时，蒸汽循环装置产生为蓄电部件充电的电力，所以在车辆的加速时、巡行时和减速时的所有状态下，能对蓄电部件充电，能充分利用发电机电动机组的性能。
须指出的是，各实施例的电池8与本发明的蓄电部件对应，实施例1的发电机电动机组2和实施例2的第一发电机电动机组2a与本发明的发电机电动机组对应。
附图说明
下面简要说明附图。
图1～图13是表示本发明实施例1的图；图1是表示混合车辆的整体结构的图；图2是表示蒸汽循环装置结构的图；图3是主程序的程序框图；图4是停止时处理程序的程序框图；图5是加速时处理程序的程序框图；图6是巡行时处理程序的程序框图；图7是减速时处理程序的程序框图；图8是表示判定停止、加速、巡行和减速的图；图9是表示电动机辅助区域、内燃机行驶区域和充电区域的图；图10是表示电池充电状态的各阈值的图；图11是表示判定内燃机行驶区域、电动机行驶区域和充电区域的图，图12是表示车辆行驶模式的一个例子的时间图表；图13是表示车辆行驶模式另外一个例子的时间图表；图14是表示本发明实施例2的混合车辆整体结构的图。
具体实施方式
首先，根据图1～图13来说明本发明的实施例1。
在图1中，混合车辆具有产生行驶用的驱动力的内燃机1，内燃机1和发电机电动机组2通过离合器3串联连接，而且，发电机电动机组2通过变速器4、离合器5和差动装置6连接驱动轮7。因此，如果在连结了离合器3的状态下驱动内燃机1，则它的驱动力通过离合器3、发电机电动机组2、变速器4、离合器5和差动装置6传递给驱动轮7，使车辆行驶。此时，发电机电动机组2可以空转，但是如果用来自电池8的电力驱动发电机电动机组2，则能用发电机电动机组2的驱动力协助内燃机1的驱动力，或者如果用内燃机1的驱动力驱动发电机电动机组2，使之作为发电机起作用，则能为电池8充电。另外，在车辆减速时，解除离合器3的连结，如果用从驱动力7反传递的驱动力驱动发电机电动机组2，则能用该发电机电动机组2产生的再生电力为电池8充电。
车辆具有用内燃机1的废热工作的蒸汽循环装置9，蒸汽循环装置9输出的驱动力被输入变速器4(参照箭头a)。变速器4使用行星齿轮机构，统一蒸汽循环装置9产生的驱动力和内燃机1或发电机电动机组2产生的驱动力，向驱动力7传递。
如图2所示，蒸汽循环装置9具有众所周知的构造，包括：把内燃机1的废热例如排气作为热源，产生高温高压蒸汽的蒸发器10；通过该高温高压蒸汽的膨胀产生轴输出的膨胀器11；使从膨胀器11排出的降温降压蒸汽凝结而变为水的凝结器12；把来自凝结器12的水供给到蒸发器10的供水泵13。
下面，参照程序框图来说明内燃机1、发电机电动机组2和蒸汽循环装置9的控制。根据车速传感器、车体加速度传感器、节流阀开度传感器、电池电压传感器、电池电流传感器等的输出，由电子控制部件控制内燃机1、发电机电动机组2和蒸汽循环装置9。
首先，在图3的主程序的步骤S1中检测车速和车速的变化(车体加速度和车体减速度)，在步骤S2中检测节流阀开度，在步骤S3中从车速和节流阀开度计算出车辆的要求输出。在接下来的步骤S4中，如果车辆处于停止状态，就在步骤S5中执行后面描述的停止时处理，如果在步骤S6中车辆处于加速状态，就在步骤S7中执行后面描述的加速时处理，如果在步骤S8中车辆处于巡行状态，就在步骤S9中进行后面描述的巡行时处理，如果在步骤S10中车辆处于减速状态，就在步骤S11中进行后面描述的减速时处理。然后，在步骤S12中，执行与所述停止时处理、加速时处理、巡行时处理、减速时处理对应的内燃机1、发电机电动机组2以及蒸汽循环装置9的驱动力控制。
根据图8所示的图决定车辆处于停止状态、加速状态、巡行状态和减速状态的哪一种。图8所示的图中，横轴为车速、纵轴为要求的输出，在那里设定了抛物线状的行驶阻力线。如果车速和要求的输出都为0，则判定为车辆是停止状态，如果车速和要求输出位于行驶阻力线附近的斜线区域中，就判定车辆为巡行状态，如果车速和要求输出位于所述斜线区域的上方，就判定车辆为加速状态，如果车速和要求输出位于所述斜线区域的下方，就判定车辆为减速状态。须指出的是，在所述图以外，例如在上坡路中，如果车速大致一定，就视为判定车辆为加速状态，如果在下坡路中，车速大致一定，就视为减速状态，车体加速度或车体减速度的绝对值在给定值以下时，就视为巡行状态。
下面，根据图4的程序框图来说明所述步骤S5(停止时的控制)的子程序。
首先，通过在步骤S21中，把内燃机1的输出设定(停止)为0，在步骤S23中，把发电机电动机组2的输出设定为0，在步骤S23中，把蒸汽循环装置的输出设定为0，在步骤S24中，把发电机电动机组2和蒸汽循环装置9的总输出设定为0。这样，通过在车辆停止时，使内燃机1、发电机电动机组2蒸汽循环装置9全部停止，就能降低燃料消耗量。而且，当起动停止的内燃机1时，把发电机电动机组2作为起动电动机使用。
下面，参照图5的程序框图来说明所述步骤S7(加速时的控制)的子程序。
首先，在步骤S31中，从车速和节流阀开度计算出车辆的要求驱动力Ftr，在步骤S32中，从电池电压和电池电流计算出电池剩余容量Esoc。接着，在步骤S33中，把要求驱动力Ftr应用于图9的图中，判定现在的运行状态是位于电动机辅助区域、内燃机行驶区域还是充电区域中。在图9的图中，横轴为车速Vcar，纵轴为要求驱动力Ftr，在那里设定了右下降的第一阈值F1(Vcar)和第二阈值F2(Vcar)。而且，如果在所述步骤S33中，要求驱动力Ftr为第一阈值F1(Vcar)以上，则判定为在电动机辅助区域中，在步骤S34中，把协助允许标志AST_FLG设置为“1”。
在接下来的步骤S35中，当所述协助允许标志AST_FLG被设定为“1”时，即当只用内燃机1无法满足要求驱动力Ftr时，在步骤S36中，当电池剩余容量Esoc是图10的第二阈值E2以上，基于发电机电动机组2的驱动力的协助成为可能时，在步骤S37中，按照要求驱动力Ftr和车速Vcar，通过检索决定应该在发电机电动机组2中产生的协助量Pm。另外，在步骤S38中，当电池剩余容量Esoc是图10的第一阈值以下，不能进行基于发电机电动机组2的驱动力的协助时，在步骤S39中，把应该在发电机电动机组2中产生的协助量Pm设定为0，把协助允许标志AST_FLG设置为“0”。
在接下来的步骤S40中，如果要求驱动力Ftr在图9所示的第二阈值F2(Vcar)以下，就判定为在充电区域中，在步骤S41中，把发电允许标记REG_FLG设置为“1”。
在接下来的步骤S42中，当所述发电允许标记REG_FLG被设置为“1”时，在步骤S43中，当电池剩余容量Esoc是图10的第二阈值E2以上，不需要电池8的充电时，在步骤S44中把应该使发电机电动机组2产生的发电量Pm设定为0，并且把发电允许标记REG_FLG复位为“0”。另外，当在步骤S45中，电池剩余容量Esoc在图10的第一阈值以下，需要电池8的充电时，在步骤S46中，按照要求驱动力Ftr和车速Vcar，通过图检索来决定应该使发电机电动机组2产生的发电量Pm。
在接下来的步骤S47中，从内燃机1的运行状态计算出蒸汽循环装置9的输出即蒸汽循环输出Prc，在步骤S48中，从要求驱动力Ftr减去发电机电动机组2的协助量Pm(或负值的发电机电动机组2的发电量Pm)和蒸汽循环输出Prc，算出目标内燃机输出Pe，在步骤S49中，算出用于以最小的燃料消耗量获得所述目标内燃机输出Pe的内燃机1的转速Ne。
这样，当在车辆加速时要求驱动力Ftr大时，以电池剩余容量Esoc是充分的为条件，用发电机电动机组2的驱动力来协助内燃机1的驱动力，另外，当在车辆加速时要求驱动力Ftr小时，以电池8不过量充电为条件，用内燃机1的驱动力来驱动发电机电动机组2，为电池8充电，所以不但提高了车辆的加速性能，而且能为接着加速的巡行作准备，为电池8充电。
下面，根据图6的程序框图来说明所述步骤S9(巡行时的控制)的子程序。
首先，在步骤S51中，从车速和节流阀开度计算出车辆的要求输出Ptr，在步骤S52中，从电池电压和电池电流算出电池剩余容量Esoc。在接下来的步骤S53中，如果电池剩余容量Esoc为图10的第二阈值E2以上，则判定为基于发电机电动机组2的行驶是可能的，在步骤S54中，把放电允许标志DCH_FLG设置为“1”。
在接下来的步骤S55中，当所述放电允许标志DCH_FLG被设置为“1”时，在步骤S56中，当要求输出Ptr为图11的阈值P1以下，只用发电机电动机组2的输出就能行驶时，在步骤S57中，使发电机电动机组2应该产生的电动机输出Pm为要求输出Ptr。另外，当在步骤S58中，要求输出Ptr超过图11的阈值P1，只用发电机电动机组2的输出无法行驶时，在步骤S59中，根据车速Vcar和要求输出Ptr来设定应该使发电机电动机组2产生的电动机输出Pm，并且把从要求输出Ptr减去所述电动机输出Pm后的值作为目标内燃机输出Pe。
在接下来的步骤S60中，如果电池剩余容量Esoc低于图10的第一阈值E1，则判定为基于内燃机1的发电有必要，在步骤S61中，把发电允许标志REG_FLG设定为“1”，并且把放电允许标志DCH_FLG设定为“0”。
在接下来的步骤S62中，当所述发电允许标志REG_FLG设定为“1”时，在步骤S63中，当要求输出Ptr低于图11的设定值Pbsfc(内燃机1的效率比为最大的输出)时，在步骤S64中，把应该使发电机电动机组2产生的发电量Pm设定为从设定值Pbsfc减去要求输出Ptr的值，用成为内燃机1的输出的设定值Pbsfc的一部分的发电量Pm来驱动发电机电动机组2，为电池8充电。另外，在步骤S65中，当电池剩余容量ESoc是图10的第二阈值E2以上，不需要电池8的充电时，在步骤S66中，把应该使发电机电动机组2产生的发电量Pm设定为0，并且，把发电允许标志REG_FLG复位为“0”。
在接下来的步骤S67中，从内燃机1的运行状态算出蒸汽循环装置9的输出即蒸汽循环输出Prc，在步骤S68中，从要求驱动力Ftr减去发电机电动机组2的电动机输出Pm(或负值的发电机电动机组2的发电量Pm)和蒸汽循环输出Prc，计算出目标内燃机输出Pe，在步骤S69中，算出用于以最小的燃料消耗量获得所述目标内燃机输出Pe的内燃机1的转速Ne。
这样，在车辆巡行时，当电池剩余容量Esoc充分时，如果要求输出Prt大，则同时使用内燃机1的驱动力和发电机电动机组2的驱动力来行驶，如果要求输出Prt小，则停止内燃机1，只用发电机电动机组2的驱动力行驶，所以能把燃料的消耗量抑制在最小限度。另外，当车辆的巡行时，当电池剩余容量不足时，能用内燃机1的驱动力驱动发电机电动机组2，为电池8充电。
下面，根据图7的程序框图，来说明所述步骤S11(减速时的控制)的子程序。
首先，在步骤S71中，从车速和节流阀开度计算出车辆的要求输出即要求再生输出Ptr，在步骤S72中，从电池电压和电池电流算出电池剩余容量Esoc。在接下来的步骤S73中，如果电池剩余容量Esoc是图10的第三阈值E3以下，则判定为基于再生电力的电池8的充电是可能的，在步骤S74中，把充电允许标志CHA_FLG设置为“1”。
在接下来的步骤S75中，当把充电允许标志CHA_FLG设置为“1”时，当步骤S76中，要求再生输出Ptr的绝对值为图11的阈值P2的绝对值以下时，在步骤S77中，把所述要求再生输出Ptr原封不动地作为发电机电动机组2的再生输出Pm。另外，在步骤S78中，当要求再生输出Ptr的绝对值超过了图11的阈值P2的绝对值时，在步骤S79中，把发电机电动机组2的再生输出Pm设定为所述阈值P2。
在接下来的步骤S80中，如果电池剩余容量Esoc超过图10的第三阈值E3，则判定电池8处于无法再继续充电的状态，在步骤S81中，把充电允许标志CHA_FLG复位为“0”。
在接下来的步骤S82中，当所述充电允许标志CHA_FLG被复位为“0”时，在步骤S83中，当内燃机1为正在运转时，在步骤S84中，不进行再生制动，用发动机制动器和机械制动器使车辆减速。另外，在步骤S85中，如果内燃机1是停止的，就在步骤S86中用机械制动使车辆减速。
这样，在车辆减速时，以电池8不会过量充电为条件，通过发电机电动机组2执行再生制动，用再生电力为电池8充电，另外，当电池8有可能变为过量充电时，禁止再生制动，用发动机制动器和机械制动器使车辆减速，所以不但把燃料的消耗量抑制在最小限度，而且能最大限度地确保电池剩余容量Esoc。
图12表示车辆行驶模式的一个例子，在加速时，同时使用内燃机1的驱动力和发电机电动机组2的驱动力来行驶，在巡行时，用内燃机1的驱动力行驶，在减速时，使内燃机1停止，用发电机电动机组2的再生电力为电池8充电。然后，在内燃机1运转时，用蒸汽循环装置9的输出协助内燃机1的驱动力。
图13表示车辆行驶模式的另外一个例子，在车辆的起动时，使用能输出较大低速转矩的发电机电动机组2，在加速时，以内燃机1的驱动力行驶，在巡行时，以发电机电动机组2的驱动力行驶，在减速时，使内燃机1停止，以发电机电动机组2的再生电力为电池8充电。然后，在内燃机1运转时，以蒸汽循环装置9的输出来协助内燃机1的驱动力。
下面，参照图14来说明本发明实施例2。
在图1所示的实施例1中，发电机电动机组2设置在内燃机1和变速器4之间，但实施例2把由电池8驱动的第一发电机电动机组2a连接在差动装置6上，并且把由电池8驱动的第二发电机电动机组2b连接在内燃机1上。第一发电机电动机组2a用于基于只有该第一发电机电动机组2a的驱动力的行驶、内燃机1的驱动力的协助、再生电力的产生，第二发电机电动机组2b用于内燃机1起动、基于内燃机1的驱动力的发电。而且，即使在本实施例中，也与所述实施例1同样，蒸汽循环装置9输出的驱动力通过行星齿轮机构等的驱动力统一部件输入到变速器4中(参照箭头a)。
以上详细描述了本发明的实施例，但本发明并不局限于所述实施例，而是能进行各种各样的设计变更。
例如，在已经说明的实施例中，如图1和图14中箭头a所示，把蒸汽循环装置9的轴输出作为车辆行驶用的驱动源而直接使用，但是用蒸汽循环装置9的轴输出能驱动未图示的发电机。如箭头b所示，用发电机发出的电力被充电到电池8中，在发电机电动机组2、2a、2b的驱动中使用。在车辆的加速时和巡行时，无法获得基于发电机电动机组2、2a的再生电力，但此时通过用蒸汽循环装置9产生的电力为电池8充电，不使用内燃机1的驱动力，在加速时、巡行时和减速时的所有时候，能用蒸汽循环装置9的发电电力或发电机电动机组2、2a的再生电力为电池8充电，能充分利用发电机电动机组2、2a、2b的性能。须指出的是，在本实施例中，发电机电动机组2把实施例1、2的蒸汽循环输出Prc所对应的输出作为电动机输出Pm来输出。
另外，代替图5所示的加速时的处理，能采用图6所示的巡行时的处理。
另外，虽然在实施例中例示了将电池8作为蓄电部件，但也能使用电容器来代替电池8。
在产业上的应用
综上所述，本发明能应用于具有内燃机和发电机电动机组的已有的混合车辆，通过在该混合车辆上附加蒸汽循环装置，就能进一步提高能量回收效率，并且减少燃料消耗量。

Claims (3)

1.一种混合车辆，其特征在于：包括：
产生行驶用的驱动力的内燃机(1)；
用来自蓄电部件(8)的电力产生行驶用的驱动力，并且产生为所述蓄电部件(8)充电的电力的发电机电动机组(2、2a)；
当内燃机(1)运转时，用它的废热工作来产生行驶用的驱动力的蒸汽循环装置(9)。
2.一种混合车辆，其特征在于：包括：
产生行驶用的驱动力的内燃机(1)；
用来自蓄电部件(8)的电力产生行驶用的驱动力，并且产生为所述蓄电部件(8)充电的电力的发电机电动机组(2、2a)；
当内燃机(1)运转时，用它的废热工作来产生为蓄电部件(8)充电的电力的蒸汽循环装置(9)。
3.根据权利要求2所述的混合车辆，其特征在于：
当发电机电动机组(2、2a)不产生电力时，蒸汽循环装置(9)产生为蓄电部件(8)充电的电力。
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