GB2428653A - Air hybrid vehicle - Google Patents

Air hybrid vehicle Download PDF

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Publication number
GB2428653A
GB2428653A GB0516131A GB0516131A GB2428653A GB 2428653 A GB2428653 A GB 2428653A GB 0516131 A GB0516131 A GB 0516131A GB 0516131 A GB0516131 A GB 0516131A GB 2428653 A GB2428653 A GB 2428653A
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United Kingdom
Prior art keywords
compressed air
air
tank
heat
flow passage
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Granted
Application number
GB0516131A
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GB2428653B (en
GB0516131D0 (en
Inventor
Thomas Tsoi Hei Ma
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Individual
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Individual
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Publication date
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Priority to GB0516131A priority Critical patent/GB2428653B/en
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Publication of GB2428653A publication Critical patent/GB2428653A/en
Application granted granted Critical
Publication of GB2428653B publication Critical patent/GB2428653B/en
Expired - Fee Related legal-status Critical Current
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Classifications

    • 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
    • B60K3/00—Arrangement or mounting of steam or gaseous-pressure propulsion units
    • B60K3/02—Arrangement or mounting of steam or gaseous-pressure propulsion units of piston type
    • 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
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/12—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable fluidic accumulator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B17/00—Reciprocating-piston machines or engines characterised by use of uniflow principle
    • F01B17/02—Engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B21/00—Engines characterised by air-storage chambers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • F02D17/023—Cutting-out the inactive cylinders acting as compressor other than for pumping air into the exhaust system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/04—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture
    • F02M31/042—Combustion air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/14—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating by using heat from working cylinders or cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B35/00—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B39/00—Component parts, details, or accessories, of pumps or pumping systems specially adapted for elastic fluids, not otherwise provided for in, or of interest apart from, groups F04B25/00 - F04B37/00
    • F04B39/06—Cooling; Heating; Prevention of freezing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B41/00—Pumping installations or systems specially adapted for elastic fluids
    • F04B41/02—Pumping installations or systems specially adapted for elastic fluids having reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B41/00—Pumping installations or systems specially adapted for elastic fluids
    • F04B41/04—Conversion of internal-combustion engine cylinder units to pumps
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

An air hybrid vehicle possesses an air compressor 10, 14 for generating compressed air using energy derived from the momentum of a vehicle during coasting or decelerating, a compressed air storage tank 20 for storing said compressed air, wherein the compressed air is delivered to the tank 20 during coasting or decelerating(eg. braking) via a two-way flow passage 30, and released from said tank 20 at other times via the same passage 30, and wherein a heat absorber/ regenerator/ exchanger 32 is provided within said passage for absorbing heat from the incoming compressed air and rejecting the heat back to the outgoing compressed air when it leaves the tank. The heat regenerator 32 may comprise a plurality of discrete segments 32a spaced apart from one another along the flow passage, and may be thermally insulated from its surroundings by jacket 34. An internal combustion engine 14 of the vehicle may serve as the compressor.

Description

AIR HYBRID VEHICLE
Field of the invention
The present invention relates to a vehicle having a regenerative air hybrid powertrain operating at selected times an air compressor charging air into an external air tank, and operating at other selected times an air expander using the air stored in the external air tank.
Background of the invention
Air hybrid powertrain that generates compressed air and later uses the compressed air to help power a vehicle could dramatically improve the fuel economy, particularly in cities and urban areas where the traffic conditions involve a lot of stops and starts. In such conditions, a large amount of fuel is needed to accelerate the vehicle, and much of this is converted to heat in brake friction during deceleration. Capturing, storing and reusing this braking energy to give additional power can therefore improve fuel efficiency, and this can be achieved by using the momentum of the vehicle during coasting and deceleration to drive an air compressor, and the compressed air can be stored and later used to propel the vehicle during cruising and acceleration.
An elegant proposal for implementing the above air hybrid concept is to use the vehicle internal combustion engine itself to serve at times as an air compressor or as an air expander in the absence of fuel, transmitting the compressor power or expander power through the pistons and the crankshaft of the engine thus braking or propelling the vehicle using the existing drive train of the vehicle. This eliminates the need of a separate air compressor and a separate air expander thus reducing weight and complexity.
Such proposals may be found in US2001/0002379, GB2403772 An important consideration in the design of the air hybrid system is the need to conserve the compressed air energy which is delivered at elevated pressure and temperature during braking of the vehicle to a compressed air storage tank. Whilst the pressure energy of the compressed air is conserved within the tank for future re- use, the thermal energy will be lost if the compressed air is allowed to cool. Measures are therefore proposed to insulate the tank, or envelop the tank inside a jacket through which hot exhaust gases from the engine are passed.
However such measures are found to be ineffective and the overall regenerative efficiency of the air hybrid system remains relatively low.
Summary of the invention
With the aim of improving the overall system regenerative efficiency, there is provided according to the present invention an air hybrid vehicle having an air compressor for generating compressed air using energy derived from the momentum of the vehicle during coasting and deceleration and a compressed air storage tank for storing the compressed air, characterjsed in that a two-way flow passage connected to the air storage tank is provided along which compressed air is delivered to the tank at times during coasting and deceleration and released from the tank along the same passage at other times in between, and a heat regenerator is provided housed within the said flow passage for absorbing heat from the incoming compressed air on its way entering the tank and rejecting the heat back to the outgoing compressed air on its way leaving the tank.
The invention is predicated by the realisation that the high temperature of the compressed air as delivered by the compressor will simply be lost if allowed to enter the air storage tank which is at a lower temperature, because the relatively small mass of this compressed air compared with the much larger thermal mass of the tank and its existing content will only manage to raise the soak temperature of the tank by just a few degrees. Later when some compressed air is taken out for re-use, it will be released at the soak temperature which means the original high temperature of the incoming air is not recovered. Insulating the tank from the outside or jacketing the tank with hot exhaust gases will not change the situation because the irreversibility happens inside the tank. Such irreversibility is a serious problem which is detrimental to the overall regenerative efficiency of the air hybrid vehicle.
In the present invention, whilst the pressure energy of the compressed air is delivered to compressed air storage tank and stored therein, the thermal energy of the incoming compressed air is intercepted and retained at high temperature within the heat regenerator upstream of the compressed air storage tank, and not allowed to enter the tank where it would be irreversibly dissipated. When the compressed air is later taken out for re-use, the thermal energy is released by the heat regenerator and returned back to the outgoing air at substantially the same temperature as it was originally delivered. This works very well when the delivery and release of compressed air take place in a short time interval in between and in a repetitive manner, which is exactly the case experienced in an air hybrid vehicle driven in urban traffic Conditions. This makes the heat regenerator and the tank together an ideal combination which is tailor-made for air hybrid application.
Preferably, the flow passage containing the heat regenerator is thermally insulated from its surroundings, and thermally isolated at the connections with the compressor and the tank.
Preferably, the heat regenerator comprises a plurality of discrete segments spaced apart from one another along the flow passage in order to reduce heat conduction along the assembly of the heat regenerator. When high temperature compressed air is delivered towards the tank, the first segment met by the incoming air will reach the highest temperature and will remain hot for a long time, while the following segments will progressively reach lower and lower temperatures in a falling temperature gradient as the thermal energy in the air is progressively being absorbed and the air temperature is correspondingly reduced, until the last segment where both the segment temperature and the air temperature could be close to the tank temperature. In the reverse direction when compressed air is released from the tank, the outgoing air will enter the heat regenerator at the soak temperature of the tank and pick up heat progressively from each segment, increasing in temperature along a rising temperature gradient as it travels back through the heat regenerator, and reaching the highest temperature as it passes the last segment, thus recovering most of the thermal energy. In this way, the combination of the heat regenerator and the tank together constitutes a reversible energy storage system which is necessary and essential for achieving a high overall regenerative efficiency in an air hybrid vehicle.
The heat generator may be constructed of fine wire mesh, honeycomb cell structure of through passages, or porous material. This provides very large heat transfer surface areas for the compressed air to exchange heat with the body of the heat regenerator efficiently, and interconnecting spaces or through passages for the compressed air to pass easily with small flow resistance.
Brief description of the drawing
The invention will now be described further, by way of example, with reference to a single drawing showing a schematic view of an air hybrid system incorporating the present invention.
Detailed description of the preferred embodiment
In the Figure, an air hybrid system for a vehicle has an air compressor 10 for generating compressed air using energy derived from the momentum of the vehicle during coasting and deceleration and a compressed air storage tank for storing the compressed air. A two-way flow passage 30 connected to the air storage tank 20 is provided along which compressed air is delivered to the tank 20 at times during coasting and deceleration. The compressed air in the tank 20 is released along the same passage 30 at other times in between to drive an air expander 12 or supply air to another device 16. An elegant proposal for implementing the air hybrid concept is to use the vehicle internal combustion engine 14 to serve at times as a compressor or as an expander, thus eliminating the need of a separate air compressor 10 and a separate air expander 14.
A heat regenerator 32 is provided housed within the two-way flow passage 30 for absorbing heat from the incoming compressed air on its way entering the tank 20 and rejecting the heat back to the outgoing compressed air on its way leaving the tank 20.
In the invention, whilst the pressure energy of the compressed air is delivered to compressed air storage tank and stored therein, the thermal energy of the incoming compressed air is intercepted and retained at high temperature within the heat regenerator 32 upstream of the compressed air storage tank 20, and not allowed to enter the tank where it would be irreversibly dissipated. When the compressed air is later taken out for re-use, the thermal energy is released by the heat regenerator 32 and returned back to the outgoing air at substantially the same temperature as it was originally delivered. This works very well for one air exchange cycle described above when the delivery and release of compressed air take place in a short time interval in between. This air exchange cycle can be repeated again and again according to a road driving cycle typically experienced in an air hybrid vehicle in urban traffic conditions, where each deceleration (involving regenerative braking) is invariably followed by an acceleration (involving regenerative motoring) which is one air exchange cycle into and out of the compressed air storage tank. Thus the combination of the heat regenerator and the tank together constitutes an energy storage system which is ideal and tailor- made for the duty cycle of an air hybrid vehicle driven in urban traffic conditions.
Valves are provided to switch the compressed air flow between the tank 20 and the units 10, 12, 14, 16. In use, several regenerative braking periods may be accumulated into the tank 20 before air is taken out for re-use. The heat regenerator 32 should therefore be designed big enough to absorb heat from three or more braking periods, sufficient to bring the compressed air temperature of the third or later period down to substantially the tank temperature as the air travels along the heat regenerator 32. In this case, the compressed air storage tank 20 will not get hot during the air exchange cycle, and there is no need to thermally insulate the tank 20.
On the other hand, the flow passage 30 containing the heat regenerator 32 should be thermally insulated from its surroundings, and isolated thermally at the connections with the compressor 10 and the tank 20, represented schematically by the jacket 34.
In the Figure, the heat regenerator 32 is shown comprising nine discrete segments spaced apart from one another along the flow passage 30 in order to reduce heat conduction along the assembly of the heat regenerator 32.
When high temperature compressed air is delivered towards the tank 20, the first segment 32a met by the incoming air will reach the highest temperature and will remain hot for a long time, while the following segments will progressively reach lower and lower temperatures in a falling temperature gradient as the thermal energy in the air is progressively being absorbed and the air temperature is correspondingly reduced, until the last segment where both the segment temperature and the air temperature could be close to the tank temperature. In the reverse direction when compressed air is released from the tank 20, the outgoing air will enter the heat regenerator 32 at the soak temperature of the tank and pick up heat progressively from each segment, increasing in temperature along a rising temperature gradient as it travels back through the heat regenerator 32, and reaching the highest temperature as it passes the last segment 32a, thus recovering most of the thermal energy. In this way, the combination of the heat regenerator 32 and the tank 20 together constitutes a reversible energy storage system which is necessary and essential for achieving a high overall regenerative efficiency in an air hybrid vehicle.
The heat generator 32 may be constructed of fine wire mesh, honeycomb cell structure of through passages, or porous material. This provides very large heat transfer surface areas for the compressed air to exchange heat with the body of the heat regenerator efficiently, and interconnecting spaces or through passages for the compressed air to pass easily with small flow resistance.
The invention has the advantage of reaching the correct regenerative working temperature very quickly from cold, as soon as a stable temperature gradient is established along the length of the heat regenerator 32. No soak time is required to heat up the large thermal mass of the air storage tank 20 which remains at ambient temperature.
As illustrated in the Figure, the heat regenerator 32 housed within the two-way flow passage 30 is positioned as close as possible to both the compressed air production units (compressor 10, 14) and the compressed air utilisation units (expander 12, 14 and other device 16) in order to conserve the high temperature of the air delivered and released along the same passage 30. The compressed air storage tank 20 may be positioned at some distance from the heat regenerator 32 and this will not affect the conservation of pressure energy stored within the tank 20.

Claims (3)

1. An air hybrid vehicle having an air compressor for generating compressed air using energy derived from the momentum of the vehicle during coasting and deceleration and a compressed air storage tank for storing the compressed air, characterised in that a two-way flow passage connected to the air storage tank is provided along which compressed air is delivered to the tank at times during coasting and deceleration and released from the tank along the same passage at other times in between, and a heat regenerator is provided housed within the said flow passage for absorbing heat from the incoming compressed air on its way entering the tank and rejecting the heat back to the outgoing compressed air on its way leaving the tank.
2. An air hybrid vehicle as claimed in claim 1, wherein the flow passage containing the heat regenerator is thermally insulated from its surroundings.
3. An air hybrid vehicle as claimed in claim 1 or 2, wherein the heat regenerator comprises a plurality of discrete segments spaced apart from one another along the flow passage in order to reduce heat conduction along the assembly of the heat regenerator.
GB0516131A 2005-08-05 2005-08-05 Air hybrid vehicle Expired - Fee Related GB2428653B (en)

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Application Number Priority Date Filing Date Title
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Application Number Priority Date Filing Date Title
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GB0516131D0 GB0516131D0 (en) 2005-09-14
GB2428653A true GB2428653A (en) 2007-02-07
GB2428653B GB2428653B (en) 2010-02-24

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011044645A1 (en) 2009-10-15 2011-04-21 Instituto Alberto Luiz De Coimbra De Pós Graduação E Pesquisa De Engenharia - Coppe/Ufrj Method for recovering kinetic energy of hybrid electric vehicles, and energy accumulator using compressed air
EP2469054A1 (en) * 2010-12-24 2012-06-27 Audi Ag Drive with a combustion engine and an expansion machine with gas recirculation
ES2401383R1 (en) * 2010-12-27 2013-06-19 Seat Sa SYSTEM FOR GENERATING COMPRESSED AIR AND PROCEDURE FOR MANAGING GENERATION OF COMPRESSED AIR IN A CAR.
FR2989639A1 (en) * 2012-04-18 2013-10-25 Peugeot Citroen Automobiles Sa Compressed air circuit for use in traction chain of hybrid car, has compressed air tank for compressing air to fill circuit so as to generate driving force, and phase shift material that is in thermal contact with compressed air
WO2015018988A1 (en) * 2013-08-06 2015-02-12 Peugeot Citroen Automobiles Sa Hybrid pneumatic heat engine with heat-energy storage elements
US11085368B2 (en) 2017-09-04 2021-08-10 Volvo Truck Corporation Internal combustion engine arrangement

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4361204A (en) * 1980-02-11 1982-11-30 Earle John L Hot gas vehicular power system with regeneration
US20040261415A1 (en) * 2001-10-25 2004-12-30 Mdi-Motor Development International S.A. Motor-driven compressor-alternator unit with additional compressed air injection operating with mono and multiple energy

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4361204A (en) * 1980-02-11 1982-11-30 Earle John L Hot gas vehicular power system with regeneration
US20040261415A1 (en) * 2001-10-25 2004-12-30 Mdi-Motor Development International S.A. Motor-driven compressor-alternator unit with additional compressed air injection operating with mono and multiple energy

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011044645A1 (en) 2009-10-15 2011-04-21 Instituto Alberto Luiz De Coimbra De Pós Graduação E Pesquisa De Engenharia - Coppe/Ufrj Method for recovering kinetic energy of hybrid electric vehicles, and energy accumulator using compressed air
EP2492125A1 (en) * 2009-10-15 2012-08-29 Instituto Alberto Luiz De Coimbra De Pós Graduação E Pesquisa De Engenharia - Coppe/Ufrj Method for recovering kinetic energy of hybrid electric vehicles, and energy accumulator using compressed air
EP2492125A4 (en) * 2009-10-15 2013-06-12 Inst Alberto Luiz De Coimbra De Pos Graduacao E Pesquisa De Engenharia Coppe Ufrj Method for recovering kinetic energy of hybrid electric vehicles, and energy accumulator using compressed air
EP2469054A1 (en) * 2010-12-24 2012-06-27 Audi Ag Drive with a combustion engine and an expansion machine with gas recirculation
US9096116B2 (en) 2010-12-24 2015-08-04 Audi Ag Drive with an internal combustion engine and an expansion machine with gas return
ES2401383R1 (en) * 2010-12-27 2013-06-19 Seat Sa SYSTEM FOR GENERATING COMPRESSED AIR AND PROCEDURE FOR MANAGING GENERATION OF COMPRESSED AIR IN A CAR.
FR2989639A1 (en) * 2012-04-18 2013-10-25 Peugeot Citroen Automobiles Sa Compressed air circuit for use in traction chain of hybrid car, has compressed air tank for compressing air to fill circuit so as to generate driving force, and phase shift material that is in thermal contact with compressed air
WO2015018988A1 (en) * 2013-08-06 2015-02-12 Peugeot Citroen Automobiles Sa Hybrid pneumatic heat engine with heat-energy storage elements
FR3009580A1 (en) * 2013-08-06 2015-02-13 Peugeot Citroen Automobiles Sa PNEUMATIC THERMAL HYBRID ENGINE WITH THERMAL ENERGY STORAGE ELEMENTS
US11085368B2 (en) 2017-09-04 2021-08-10 Volvo Truck Corporation Internal combustion engine arrangement

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Publication number Publication date
GB2428653B (en) 2010-02-24
GB0516131D0 (en) 2005-09-14

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