GB2620195A

GB2620195A - An energy conversion system and a method thereof

Info

Publication number: GB2620195A
Application number: GB2209701.8A
Authority: GB
Inventors: Pravinchandra Budhdeo Shamir
Original assignee: Individual
Current assignee: Individual
Priority date: 2022-07-01
Filing date: 2022-07-01
Publication date: 2024-01-03
Anticipated expiration: 2042-07-01
Also published as: GB202209701D0; GB2620195B

Abstract

An energy conversion system for enhancing the performance of a vehicle and a method are disclosed. The conversion system 100 comprises an inlet duct 104, at the front end of the vehicle 102a, that converges along the flow or air; an energy collection unit (ECU) 106 fluidically connected with inlet and comprising at least one tube through which a first heat exchange fluid flows to extract heat from the air flow passing; a turbine generator 108 thermally coupled to the ECU to convert the extracted heat into electricity; a battery 110 connected to the generator; and an exhaust duct, at the back end of the vehicle 102c, diverging in shape along the air flow. The turbine generator may contain at least two sublimation and deposition chambers (SDCs) 202 that are thermally coupled to the ECU. The energy conversion system utilizes the reaction force in terms of drag plus ambient energy in the air to power the turbine which can generate electricity, while remaining economical, efficient, retrofittable and convenient to use.

Description

TITLE: AN ENERGY CONVERSION SYSTEM AND A METHOD THEREOF FIELD OF THE INVENTION The present invention relates to an energy conversion system and a method thereof. It is particularly applicable to an energy conversion system and a method for enhancing the performance of a vehicle wherein the reaction force energy due to shear drag forces on a vehicle and heat of incoming air is converted into electricity.

BACKGROUND OF THE INVENTION

The motion of a vehicle only occurs when the force is applied via the Internal Combustion Engine (ICE) or Electric Motor exceeds the force that keeps the vehicle stationary.

A vehicle's energy efficiency decreases almost exponentially with speed due to the increased rolling resistance (hysteresis of rubber) and drag resistance. The invention seeks to reduce the impact of drag force on the vehicle by converting this force into energy which can be used to power an Electric Motor or recharge batteries in an electric or hybrid vehicle.

Drag resistance is caused by an object pushing through a medium. It is a resultant force. Vehicles push through air and submarines through water. Drag is a resultant force in accordance with the size, shape and velocity of an object traveling through a medium.

Vehicle designers seek to direct the flow of air over and under the vehicle and over the engine to achieve a balance of cooling and reduction in drag force. Electric vehicles have the added benefit of not requiring as much air to cool the engine as an ICE powered vehicle. Although batteries do indeed get hot, and some degree of cooling is still required.

The forward force of a vehicle must be greater than the resultant forces opposing the motion of the vehicle which include gravity, rolling resistance and air resistance vis-a-vis air density/atmospheric pressure which is also a function of gravity.

Thus, there remains a need for a system and a method that address the problems mentioned above and utilize the reaction force in terms of drag plus ambient energy in the air to power a turbine which can generate electricity from the heat and kinetic energy of the resultant force, while remaining economical, efficient, retrofittable and convenient to use.

OBJECTS

Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows: An object of the present disclosure is to ameliorate one or more problems of the prior art or to at least provide a useful alternative.

Another object of the present disclosure is to provide an energy conversion system and a method.

Yet another object of the present disclosure is to provide energy conversion system and a method for enhancing the performance of a vehicle wherein the reaction force energy due to shear drag forces on a vehicle and heat of incoming air is converted into electricity.

Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.

SUMMARY OF THE DISCLOSURE

The present invention discloses an energy conversion system for enhancing the performance of a vehicle comprises an inlet duct, an energy collection unit (ECU), a turbine generator, at least one battery, an interconnecting air loop duct and an exhaust duct. The inlet duct is configured at the front end of the vehicle for ingress of air flow into the system, wherein the inlet duct is converging along the flow of air. The energy collection unit (ECU) is fluidically connected with the inlet duct, wherein the ECU comprises at least one tube through which the first heat exchanger fluid flows to extract heat from the air flow passing over the ECU. The turbine generator is thermally coupled with the ECU, wherein the turbine generator is configured to extract heat from the ECU and convert this heat into electricity. The battery is electrically connected with the turbine generator, wherein the electricity generated in turbine generator is stored in the battery. The interconnecting air loop duct is fluidically connected with the ECU, wherein the interconnecting air loop duct is configured to receive air from the ECU. The exhaust duct is configured at the back end of the vehicle for egress of air from the system, wherein the exhaust duct is diverging in shape along the flow of air.

In an embodiment, the turbine generator comprises at least two sublimation and deposition chambers (SDCs), a first chamber, a second chamber, a high-pressure vessel (TIPV), a turbine, an AC generator, a first refrigerant sub-system and a second refrigerant sub-system. The chambers are thermally coupled with the ECU, wherein the first chamber works as a sublimation chamber configured to extract heat from the ECU and sublimate a phase change material (PCM) kept in the first chamber to form a high-pressure gas. The high-pressure vessel (I-TPV) is fluidically coupled with the SDCs to store the high-pressure gas formed in the first chamber. The turbine fluidly communicates with the FTPV, the turbine is configured to be driven by the high-pressure gas from the HPV and turn the gas into a low-pressure cold gas. The AC generator is electrically connected with the battery configured to generate electricity from the motion of the turbine. The second chamber works as a chamber configured to deposit the low-pressure cold gas into the phase change material (PCM) inside the second chamber. The first refrigerant sub-system is configured to transfer heat from the ECU to the SDCs. The second refrigerant sub-system is configured to extract heat from the second chamber, which is generated from the deposition of the phase change material (PCM) and transfer it to a heat sink.

A vacuum pump is provided at the exit of the turbine via a bypass valve, the vacuum pump evacuates the second chamber to create a negative pressure before the gas deposits making the system more efficient.

The Energy conversion system further comprises a plurality of valves for precise control of flows within the system.

The turbine generator has a screw pump configured to evacuate the first chamber at the end of the sublimation, used only at the end of the cycle when the gas in the first chamber does not have sufficient pressure to run the turbine.

The turbine generator works in repetition of two cycles. Tn the beginning of the first cycle, the first chamber is provided with phase change material and the first chamber acts as a sublimation chamber and the second chamber is empty and acts as a deposition chamber. Tn the end of the first cycle, the first chamber is empty, and the second chamber have deposited with the phase change material. In the beginning of the second cycle, the emptied first chamber now acts as a deposition chamber and the second chamber acts as a sublimation chamber, which already has deposited phase change material (PCM). In the end, the second chamber is empty, and the first chamber has deposited phase change material (PCM).

In another aspect, the present invention provides an energy conversion method for converting kinetic energy and heat energy of the incoming air into electricity for enhancing the performance of a vehicle. The method comprises the following steps: a) receiving air in an inlet duct provided at the front end of the vehicle, wherein the kinetic energy of air is converted into heat energy due to the converging shape of the inlet duct leads to rise in temperature of the air; b) transferring air from the inlet duct to an energy collection unit (ECU) through an interconnecting air loop duct; c) extracting heat from the incoming air by using the ECU, as the air cools its density increases and causes the gas to contract while passing over the ECU and causing more air drawn into the ECU; d) delivering the extracted heat to a turbine system to produce electricity from the extracted heat; e) delivering the air to an exhaust duct for egress of air from the system, wherein the diverging shape of the exhaust duct prevents the formation of negative pressure at the back end of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. la is an isometric view of vehicle with energy conversion system embodiment constructed in accordance with the present invention.

FIG. I b is a bottom view of vehicle with energy conversion system embodiment constructed in accordance with the present invention.

FIG. 2 is an isometric view of the energy conversion system embodiment constructed in accordance with the present invention.

FIG. 3 is an isometric exploded view of the energy conversion system without turbine generator embodiment constructed in accordance with the present invention.

FIG. 4 is an schematic representation of first and second refrigerant sub-system of the energy conversion system embodiment constructed in accordance with the present invention.

LIST OF REFERENCE NUMERAL

Energy conversion system 102 Vehicle 102a Front end of vehicle 102b Back end of vehicle 104 Inlet duct 106 Energy collection unit (ECU) 108 Turbine generator Battery 112 Interconnecting air loop duct 114 Exhaust duct 202 Sublimation and deposition chamber 202a First chamber 2026 Second chamber 204 High pressure vessel (HPV) 206 Turbine 208 AC generator 2 10 First refrigerant sub-system 212 Heat sink 214 Second refrigerant sub-system

DETAILED DESCRIPTION

Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details are set forth, relating to specific components, and methods, to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.

The terminology used in the present disclosure is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms "a," "an," and "the" may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms "comprises," "comprising," "including," and "having," are open-ended transitional phrases and therefore specify the presence of stated features, integers, steps, operations, elements, modules, units and/or components, but do not forbid the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. The particular order of steps disclosed in the method and process of the present disclosure is not to be construed as necessarily requiring their performance as described or illustrated. It is also to be understood that additional or alternative steps may be employed The terms first, second, third, etc., should not be construed to limit the scope of the present disclosure as the aforementioned terms may be only used to distinguish one element, component, region, layer or section from another component, region, layer or section. Terms such as first, second, third, etc., when used herein do not imply a specific sequence or order unless clearly suggested by the present disclosure.

Drag resistance is caused by an object pushing through a medium. It is a resultant force. Vehicles push through air and submarines through water. Drag is a resultant force in accordance with the size, shape and velocity of an object travelling through a medium.

The present invention seeks to utilise the reaction force in terms of drag plus ambient energy in the air to power a specialised turbine which will generate electricity from the heat and kinetic energy of the resultant force. Newton's Third Law is maintained as the resultant force on a vehicle moving forward will be the sum of the remaining drag less the total energy converted into electricity.

In an aspect, the present disclosure provides an energy conversion system which solves the problem mentioned hereinabove. F1G.1, FIG.2, and F1G.3 illustrate different perspective views of the energy conversion system (100) according to one embodiment of the present invention. The energy conversion system (100) for enhancing the performance of a vehicle (102) comprises an inlet duct (104), an energy collection unit (ECU) (106), a turbine generator (108), at least one battery (110), an interconnecting air loop duct (112) and an exhaust duct (114). The inlet duct (104) is configured at the front end (102a) of the vehicle (102) for ingress of air flow into the system (100), wherein the inlet duct (104) is converging along the flow of air. The energy collection unit (ECU) (106) is fluidical1,7 connected with the inlet duct (104), wherein the ECU (106) comprises at least one tube through which the first heat exchanger fluid flows to extract heat from the air flow passing over the ECU (106). The turbine generator (108) is thermally coupled with the ECU (106), wherein the turbine generator (108) is configured to extract heat from the ECU (106) and converts this heat into electricity. The battery (110) is electrically connected with the turbine generator (108), wherein the electricity generated in turbine generator (108) is stored in the battery (110). The interconnecting air loop duct (112) is fluidically connected with the ECU (106), wherein the interconnecting air loop duct (112) is configured to receive air from the ECU (106). The exhaust duct (114) is configured at the back end (102c) of the vehicle (102) for egress of air from the system, wherein the exhaust duct (114) is diverging in shape along the flow of air.

The ECU (106) is selected from a tube heat exchanger, Shell and Tube Heat Exchanger, Plate Heat Exchanger or Gasket Plate Heat Exchanger.

In an embodiment, the turbine generator (108) as shown in figure 2 comprises at least two sublimation and deposition chambers (SDCs) (202), a first chamber (202a), a second chamber (202b), a high-pressure vessel (HPV) (204), a turbine (206), an AC generator (208), a first refrigerant sub-system (210) and a second refrigerant sub-system (214). The chambers (202) are thermally coupled with the ECU (106), wherein the first chamber (202a) works as a sublimation chamber configured to extract heat from the ECU (106) and sublimate a phase change material (PCM) kept in the first chamber (202a) to form a high-pressure gas. The high-pressure vessel (HPV) (204) is fluidically coupled with the SDCs (202) to store the high-pressure gas formed in the first chamber (202a). The turbine (206) fluidly communicated with the HPV (204), the turbine (206) is configured to be driven by the high-pressure gas from the HPV (206) and turn the gas into a low-pressure cold gas. The AC generator (208) is electrically connected with the battery (110) configured to generate electricity from the motion of the turbine (206). The second chamber (202b) works as a chamber configured to deposit the low-pressure cold gas into the phase change material (PCM) inside the second chamber (202b). As shown in Fig. 4, the first refrigerant sub-system (210) is configured to transfer heat from the ECU (106) to the SDCs (202). The second refrigerant sub-system (214) is configured to extract heat from the second chamber (202b), which is generated from the deposition of the phase change material (PCM) and transfer it to a heat sink (212).

A vacuum pump is provided at the exit of the turbine (206) via a bypass valve, the vacuum pump evacuates the second chamber (202b) to create a negative pressure before the gas deposits making the system more efficient.

The turbine generator (108) is selected from a Sequential Sublimating Condensing Carbon Dioxide Turbine (SSCCO2T), steam Rankine or organic Rankine power turbine system. In a preferred embodiment, the turbine generator (108) is a Sequential Sublimating Condensing Carbon Dioxide Turbine (SSCCO2T).

The Energy conversion system (100) further comprises a plurality of valves for precise control of flows within the system (100).

The turbine generator (108) has a screw pump configured to evacuate the first chamber (202a) at the end of the sublimation, used only at the end of the cycle when the gas in the first chamber (202a) does not have sufficient pressure to run the turbine (206).

The turbine generator (108) works in repetition of two cycles. In the beginning of the first cycle, the first chamber (202a) is provided with phase change material (PCM) and the first chamber (202a) acts as a sublimation chamber and the second chamber (202b) is empty and acts as a deposition chamber. In the end of the first cycle, the first chamber (202a) is empty, and the second chamber (202b) have deposited with the phase change material (PCM). In the beginning of the second cycle, the emptied first chamber (202a) now acts as a deposition chamber and the second chamber (202b) acts as a sublimation chamber, which already has deposited phase change material (PCM). In the end, the second chamber (202b) is empty, and the first chamber (202a) has deposited phase change material (PCM).

The phase change material (PCM) is selected from dry ice (carbon dioxide CO/), iodine, menthol, or camphor. In a preferred embodiment, the phase change material (PCM) is dry ice (carbon dioxide CO2).

The refrigerant is selected from R32, R-134a, R-410A, R-407C, and R-22. In a preferred embodiment, the refrigerant is R-32.

In another aspect, the present invention provides an energy conversion method for converting kinetic energy and heat energy of the incoming air into electricity for enhancing the performance of a vehicle (102). The method comprises the following steps: a) receiving air in an inlet duct (104) provided at the front end (102a) of the vehicle (102), wherein the kinetic energy of air is converted into heat energy due to the converging shape of the inlet duct leads to rise in temperature of the air; b) transferring air from the inlet duct (104) to an energy collection unit (ECU) (106) through an interconnecting air loop duct ( 112); c) extracting heat from the incoming air by using the ECU (106), as the air cools its density increases and causes the gas to contract while passing over the ECU (106) and causing more air drawn into the ECU (106); d) delivering the extracted heat to a turbine system ( 108) to produce electricity from the extracted heat; e) delivering the air to an exhaust duct (114) for egress of air from the system (100), wherein the diverging shape of the exhaust duct (114) prevents the formation of negative pressure at the back end (102c) of the vehicle (102).

The invention seeks to utilise the reaction force in terms of drag plus ambient energy in the air to power a specialised turbine called a SSCO2T turbine which will generate electricity from the heat and kinetic energy of the resultant force. Newton's Third Law is maintained as the resultant force on a vehicle moving forward will be the sum of the remaining drag less the total energy converted into electricity.

The invention lets the air flow through the car into an Energy Collection Unit or ECU. The air is 10 funneled through the car passing over the ECU, such that the air is kept in contact with the ECU for a relatively long period of time. The ECU contains a heat exchanger fluid R32 which operates at -51°C.

In the method disclosed in the present invention, air flows into energy collection unit whose design results in localized pocket compression. The compression increases drag on the vehicle except the pressure is reduced by cooling the air as it passes over the ECU instead of passing over the vehicle in the form of drag. As the air is cooled, the pressure drops and so does the drag. The design of the heat exchanger is such that the incoming air is kept in contact with the heat exchanger fluid as long as possible. Ambient air energy is also absorbed. Air has a Specific Heat Capacity of approximately 1KJ/Kg/K. Assuming an ambient temperature of 20°C, the amount of thermal energy is large as the forward motion of the vehicle results in a large volume and mass of air being passed through the ECU.

In an exemplary embodiment, Sequential Sublimating Condensing Carbon Dioxide Turbine (SSCCO2T) takes heat energy and converts to electrical energy. The air flow over the ECU in the vehicle will vaporize the heat exchange fluid such as R32 which operates at -51°C. The phase change results in 3820 of energy per Kg of R32 as it moves from liquid to gas. This energy is extracted from the air flowing over the ECU which in turn reduces the air speed coming into the car and the resultant drag.

The vaporized R32 passes into a CO2 cylinder which contains solid CO2. The solid CO2 sublimates into gas and a large pressure is created in the cylinder. As the CO2 evaporates, it absorbs energy from the R32 which in turn reliquefies as it is pumped back into the ECU.

The vaporized CO2 gas is released from the Sublimation Deposition Cylinder (SDC) to a high-pressure vessel (HPV) via a screw pump. The screw pump maintains the flow rate into the HPV and acts to create a vacuum in the SDC at the end of the sublimation cycle.

The TIPV contains high pressure CO2 which is in a supercritical state. This C09 is then released into the microgenerator, the size of which is dependent upon the electric motor(s) and battery size.

The high-pressure CO2 turns the generator turbine to create electricity. Carbon Dioxide is better than supercritical steam as CO2 is a heavier molecule than water and Force = Mass x Acceleration, the resultant force from CO2 is 2.5 greater than steam for a given amount of energy. CO2 also gains higher intermolecular kinetic motion at a lower temperature than water(steam). This is called the specific heat capacity of a substance. CO2 takes less energy to gain the inter-molecular kinetic motion than H20. CO2 also sublimates and can therefore drive a low temperature (relative to steam) generator with amazing efficiency.

The CO2 passes through the generator whereupon it loses pressure and temperature as it is converted to work in moving the generator turbine blades. The efficiency of a generator turbine is heavily determined by the input and output temperature differential and to this end, the CO2 exiting the generator turbine is passed into an empty SDC vacuum cylinder via specialised heat recovery pipes filled with R32. The CO2 in the vacuum cylinder solidifies and contracts by 535 times in volume creating a massive negative pressure which acts as a de facto vacuum pulling in more CO2 from the turbine thereby reducing the exit pressure massively. This therefore increases the overall pressure differential across the turbine which in turn increases the efficiency of pressure to work conversion and reduces the outlet pressure, thus creating a positive feedback loop.

The vacuum SDC has a cooling loop as well as a heating loop within it. During the deposition phase (resolidifying the CO2), when the CO2 solidifies it will give up its latent heat of solidification and this will be absorbed by the R32 circulating in the SDC cooling loop. The R32 will vaporise and this vaporised R32 will be pumped into a SDC which is in the expansion phase such that minimal energy is wasted unlike conventional steam generators.

Once the SDC in the deposition phase is full of the required mass of CO2, the SDC moves to the expansion or sublimating phase again and is ready to pump in more CO2 into the generator turbine. SSCO2T works in a continuous loop and only requires low grade heat which is absorbed from the incoming air force (air drag).

As a result of the system, the resultant force when a vehicle moves (the air flowing under and over the car in electric vehicles) is diverted into the ECU where the energy within the resultant force is removed and converted to electricity to power the electric motors or recharge batteries.

lECHNICAL ADVANCEMENTS The present disclosure described hereinabove has several technical advantages including, but not limited to, an energy conversion system.

The technical advancements are enumerated hereunder: * The amount of energy the vehicle will require to move forward diminishes, especially at higher speeds, resulting in a greater fuel efficiency on a KW/KM basis after considering initial inertia due to the decrease in drag and rolling resistance and greater differential between the surface air flow and the air flow under the vehicle resulting in greater lift and lower rolling resistance.

* The recharging of batteries via the present system allows for a lower battery capacity in the vehicle than normal thus the mass of the vehicle is reduced (as battery weight is a large component of decreased fuel efficiencies of electric vehicles). This in turn results in a lower rolling resistance and greater overall fuel efficiency.

* The air temperature differential means that are absorbing energy from the air (climate change is mitigated as the system converts heat to electricity) and the present invention is absorbing a large volume of air across the heat exchanger by the forward motion of the vehicle, and this results in a large energy gain inside the ECU from ambient air temperatures.

The numerical values given for various physical parameters, dimensions, and quantities are only approximate values and it is envisaged that the values higher than the numerical value assigned to the physical parameters, dimensions, and quantities fall within the scope of the invention unless there is a statement in the specification to the contrary.

While considerable emphasis has been placed herein on the specific features of the preferred embodiment, it will be appreciated that many additional features can be added and that many changes can be made in the preferred embodiment without departing from the principles of the disclosure. These and other changes in the preferred embodiment of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation.

Claims

Claims: 1. An energy conversion system (100) for enhancing the performance of a vehicle (102), wherein the system (100) comprises: a) an inlet duct (104) configured at the front end (102a) of the vehicle (102) for ingress of air flow into the system (100), wherein the inlet duct (104) is converging along the flow of air; b) an energy collection unit (ECU) (106) is fluidically connected with the inlet duct (104), wherein the ECU (106) comprises at least one tube through which the first heat exchanger fluid flows to extract heat from the air flow passing over the ECU (106); c) a turbine generator (108) is thermally coupled with the ECU (106), wherein the turbine generator (108) is configured to extract heat from the ECU (106) and converts this heat into electricity; d) at least one battery (110) electrically connected with the turbine generator (108), wherein the electricity generated in turbine generator (108) is stored in the battery (110); e) an interconnecting air loop duct (112) fluidically connected with the ECU (106), wherein the interconnecting air loop duct (112) is configured to receive air from the ECU (106); and 0 an exhaust duct (114) configured at the back end (102c) of the vehicle (102) for egress of air from the system, wherein the exhaust duct (114) is diverging in shape along the flow of air.
2. The Energy conversion system (100) as claimed in claim 1, wherein the ECU (106) is selected from a tube heat exchanger, Shell and Tube Heat Exchanger, Plate Heat Exchanger or Gasket Plate Heat Exchanger.
3. The Energy conversion system (100) as claimed in claim 1, wherein the turbine generator (108) comprises: a) at least two sublimation and deposition chambers (SDCs) (202), wherein the chambers (202) are thermally coupled with the ECU (106), wherein a first chamber (202a) works as a sublimation chamber configured to extract heat from the ECU (106) and sublimate a phase change material (PCM) kept in the first chamber (202a) to form a high pressure gas; b) a high-pressure vessel (HPV) (204) is fluidically coupled with the SDCs (202) to store the high-pressure gas formed in the first chamber (202a); c) a turbine (206) fluidly communicated with the HPV (204), the turbine (206) is configured to be driven by the high-pressure gas from the HPV (206) and turn the gas into a low pressure cold gas; d) an AC generator (208) electrically connected with the battery (110) configured to generate electricity from the motion of the turbine (206); e) a second chamber (202b), wherein the second chamber (202b) works as a chamber configured to deposit the low-pressure cold gas into the phase change material (PCM) inside the second chamber (202b); 0 a first refrigerant sub-system (210) configured to transfer heat from the ECU (106) to the SDCs (202); and a) a second refrigerant sub-system (214) configured to extract heat from the second chamber (202b), which is generated from the deposition of the phase change material (PCM) and transfer it to a heat sink (212).
4 The Energy conversion system (100) as claimed in claim 3, wherein a vacuum pump is provided at the exit of the turbine (206) via a bypass valve, the vacuum pump evacuates the second chamber (202b) to create a negative pressure before the gas deposits making the system more efficient.
The Energy conversion system (100) as claimed in claim 1, wherein the turbine generator (108) is selected from a Sequential Sublimating Condensing Carbon Dioxide Turbine (SSCCO2T), steam Rankine or organic Rankine power turbine system.
6 The Energy conversion system (100) as claimed in any of the previous claims, further comprises a plurality of valves for precise control of flows within the system (100).
7 The Energy conversion system (100) as claimed in claim 3, further comprises a screw pump configured to evacuate the first chamber (202a) at the end of the sublimation, used only at the end of the cycle when the gas in the first chamber (202a) does not have sufficient pressure to run the turbine (206).
8, The Energy conversion system (100) as claimed in claim 3, wherein the turbine generator (108) works in repetition of two cycles as shown below: a) In the first cycle, In the beginning, the first chamber (202a) is provided with phase change material (PCM) and the first chamber (202a) acts as a sublimation chamber and the second chamber (202b) is empty and acts as a deposition chamber, In the end, the first chamber (202a) is empty, and the second chamber (202b) has been deposited with the phase change material (PCM); b) In the second cycle, In the beginning, the emptied first chamber (202a) acts as a deposition chamber and the second chamber (202b) acts as a sublimation chamber, which already has deposited phase change material (PCM), In the end, the second chamber (202b) is empty, and the first chamber (202a) has deposited phase change material (PCM).
9. The Energy conversion system (100) as claimed in claim 3, wherein the phase change material (PCM) is selected from dry ice (carbon dioxide CO2), iodine, menthol, or camphor.The Energy conversion system (100) as claimed in any of the previous claims, wherein the refrigerant is selected from R32, R-I 34a, R-4 I OA, R-407C, and R-22.Ii. An energy conversion method for converting kinetic energy and heat energy of the incoming air into electricity for enhancing the performance of a vehicle (102), wherein the method comprises following steps: a) receiving air in an inlet duct (104) provided at the front end (102a) of the vehicle (102), wherein the kinetic energy of air is converted into heat energy due to the converging shape of the inlet duct leads to rise in temperature of the air; b) transferring air from the inlet duct (104) to an energy collection unit (ECU) (106) through an interconnecting air loop duct (112); c) extracting heat from the incoming air by using the ECU (106), as the air cools its density increases and causes the gas to contract while passing over the ECU (106) and causing more air drawn into the ECU (106); d) delivering the extracted heat to a turbine system (108) to produce electricity from the extracted heat; e) delivering the air to an exhaust duct (114) for egress of air from the system (100), wherein the diverging shape of the exhaust duct (114) prevents the formation of negative pressure at the back end (102c) of the vehicle (102).