WO2013167726A2

WO2013167726A2 - Vehicle, in particular racing vehicle

Info

Publication number: WO2013167726A2
Application number: PCT/EP2013/059706
Authority: WO
Inventors: Peter Schoeggl
Original assignee: Avl List Gmbh
Priority date: 2012-05-11
Filing date: 2013-05-10
Publication date: 2013-11-14
Also published as: AT512808B1; AT512808A1; WO2013167726A3

Abstract

The invention relates to a vehicle having a drive unit (1) which has an internal combustion engine (2), wherein the internal combustion engine (2) has an exhaust-gas turbocharger (5) with an exhaust-gas turbine (5a) in the outlet system and a charge-air compressor (5b) in the inlet system (3), having at least one thermal power unit (30) for recovering heat from a heat-emitting component or a heat-emitting assembly, wherein the component or the assembly adjoins at least one chamber (6) through which a working gas flows, having a first compressor (9) and having a first turbine (10), wherein a first outlet side (9b) of the first compressor (9) is connected in terms of flow to an inlet region (7) of the chamber (6), and a second outlet side (9c) of a second compressor (9'), which is driven by the first turbine (10), or a second outlet side (9d) of the first compressor (9) is connected in terms of flow to the inlet system (3), and wherein the heat-emitting component or the heat-emitting assembly is formed by the outlet system (4) of the internal combustion engine (2). The outlet system (4) has at least one exhaust manifold (4a), which is surrounded by at least one chamber (6) through which flow passes, and/or has at least one exhaust-gas duct, which is surrounded by at least one chamber (6) through which flow passes, in the cylinder head of the internal combustion engine (2).

Description

56594

Vehicle, in particular racing vehicle

The invention relates to a vehicle, in particular a racing vehicle, with a drive unit having an internal combustion engine, wherein the internal combustion engine has an exhaust gas turbocharger with an exhaust gas turbine in the exhaust system and a charge air compressor in the inlet system, with at least one thermal power plant for recovering heat from a heat emitting component or a heat dissipating assembly wherein the component or the assembly is adjacent to at least one of a working gas, in particular air, space, in particular at least partially surrounded by the space flowed through, with a first compressor and a first turbine, wherein a first outlet side of the first compressor with an inlet region the space is flow-connected and a second outlet side of a second compressor driven by the first turbine or a second outlet side of the preferably multi-flow first compressor with the inlet system str is connected to the engine, and wherein the heat-emitting component or the heat-dissipating assembly is formed by the exhaust system of the internal combustion engine.

In racing and sports vehicles accelerations, decelerations and cornering accelerations are achieved, which exceed the value of 1 g (= gravitational acceleration) significantly. Such values are only possible if the limits of adhesion between the tires and the road surface are increased with aerodynamic aids. On the vehicle body strong downforce is generated. Front wing, rear wing and a special shaping of the actual vehicle body serve this purpose. A dominating role is played by the design of the vehicle underbody. The aim is to accelerate the air flowing under the vehicle floor as much as possible. The higher their speed, the stronger according to the Bernoulli law their suction power and the stronger the force exerted on the vehicle underbody downforce. In order to achieve the strongest possible acceleration of the underbody air, the kinetic energy of the exhaust gases is used in today's racing vehicles. The underbody is bent upwards at the rear of the vehicle and usually shielded to the side with vertical aerodynamic air baffles and possibly subdivided in the middle. In this way creates a diffuser for the air flowing under the vehicle. Into this diffuser zone, the ends of the exhaust pipes are introduced with horizontal jet direction aiming backwards. The exiting at high velocity exhaust gases exert on the air under the subsoil a suction effect. They increase their Speed and thus their suction on the underbody and thus the output of the vehicle.

DE 2 554 953 A1 describes a drive unit for a vehicle having an internal combustion engine with a device for recovering heat from the exhaust line, wherein a part of the exhaust system is surrounded by a jacket space whose inlet region is flow-connected to a compressor and whose outlet region is connected to a hot air turbine , The compressor is drive connected to the crankshaft of the internal combustion engine. The hot air turbine is in mechanical communication with the differential of the vehicle via a transmission and an overrunning clutch. The disadvantage is that mechanical power must be applied by the crankshaft to drive the compressor.

DE 40 15 104 AI describes a combined heat and power plant from partly connected in series heat engines, which transfer their usable waste heat to one of the other combined other engines, the upstream heat engine in the embodiment as an internal combustion engine provides their exhaust gas as compressed gas for the subsequent heat engine and this one Drives compressor and transfers the exhaust gas of the subsequent heat engine as heat input to a steam turbine.

From DE 10 2010 003 537 AI a thermal power plant with a compressor, a gas-working machine, a gas heater and a gas cooler in a pressure gas connection leading to the compressor is known, wherein the compressor, the compressed gas working machine, the gas heater and the gas cooler in a closed Joule cycle process interact.

The US 3,554,849 A discloses a vehicle with an internal combustion engine whose exhaust heat can be used via a heat exchanger opening into the exhaust system and a steam-driven engine.

Furthermore, from US 5,806,332 A a power generation system for a motor vehicle with an internal combustion engine is known, the exhaust energy is recovered by means of a closed cycle with heat exchangers in the exhaust system and an expansion unit connected to a generator part, wherein energy is stored in a battery.

EP 1 408 224 A1 discloses a drive unit with an internal combustion engine for a vehicle, wherein the internal combustion engine has an exhaust gas turbocharger with an exhaust gas turbine in the exhaust system and a charge air compressor in the intake system. By means of a thermal power plant heat can be recovered from a waste heat emitting component or a heat dissipating assembly, wherein the component or the assembly is adjacent to at least one space traversed by a working gas. The thermal power plant comprises a compressor and a turbine, wherein an outlet side of the compressor is flow-connected to an inlet region of the space. With the turbine, another compressor is drive-connected, wherein the outlet side of one of the two compressors is flow-connected to the inlet system.

DE 199 60 762 AI describes a gas turbine system for mechanical energy recovery in an internal combustion engine having at least a compressor, a heat exchanger and a turbine, wherein a compressor and a turbine are mechanically coupled together and wherein the compressor before the heat exchanger and the turbine after the Heat exchangers are arranged and connected to the primary side of the heat exchanger. The secondary side of the heat exchanger is connected to an exhaust pipe of the internal combustion engine. The exit side of a second compressor is fluidly connected to the intake system.

DE 10 2010 047 518 AI describes a device for energy recovery from an exhaust stream of an internal combustion engine in a vehicle, wherein in a waste heat recovery device, a working fluid is guided in a closed Joule cycle and the closed Joule cycle is followed by a Claudius-Rankine cycle. A turbine arranged in the Joule cycle and an expansion machine arranged in the Claudius-Rankine cyclic process can be mechanically coupled to a flywheel of the internal combustion engine.

US Pat. No. 5,442,904 discloses a vehicle having a drive unit having an internal combustion engine, with at least one thermal power unit for recovering heat from a heat-emitting component or a heat-emitting module, the component or module being adjacent to at least one space through which a working gas flows. The thermal power plant has a compressor and a turbine, wherein the outlet side of the compressor is flow-connected to an inlet region of the space.

The object of the invention is to use the exhaust heat in an efficient manner in the simplest possible way. In this case, good flow properties of the vehicle to be achieved and in particular the flow resistance and the road holding of the vehicle to be improved.

According to the invention, this is achieved in that the exhaust system has at least one exhaust manifold surrounded by at least one space through which it flows and / or has at least one of at least one space flowed through the exhaust passage in the cylinder head of the internal combustion engine.

The first compressor is either drive connected to a second compressor, or has multiple floods. An exit side of at least one second flow of the multiple-flow first compressor, or the outlet side of the second compressor opens into the intake system and thus causes a charge of the intake air in the intake system of the internal combustion engine.

The second compressor or the second tide of the first compressor can be arranged either in series or parallel to the charge air compressor of the exhaust gas turbocharger and thus support its charging work. Preferably, at least one charge air cooler is arranged downstream of the second compressor or the second flow of the first compressor. When connected in series with the charge air compressor of the exhaust gas turbocharger, an intercooler can be arranged between the second compressor or the second trough of the first compressor and the charge air cooler.

In order to reduce the cooling surfaces of the main radiator of the cooling system of the internal combustion engine, it is advantageous if at least one radiator, preferably for cooling a cooling and / or lubricating medium of the internal combustion engine, is arranged in the flow path to or from the first or second compressor.

The cooler may be formed by an oil cooler or water cooler, which is integrated into the oil or cooling water circuit of the internal combustion engine. Preferably, via a controllable switching or mixing valve, the cooler with the oil or cooling water circuit can be connected if necessary.

The cooler may be arranged upstream of the inlet region in the space through which it flows, for example downstream of the first compressor. This allows sufficient cooling of the cooling or lubricating medium. Alternatively or possibly additionally, it may be advantageous to arrange the first heat exchanger upstream of the second compressor.

The first turbine may be formed by a hot air turbine, wherein at least one exit region of the space through which flows through can be flow-connected to the hot air turbine. Alternatively, the first turbine may be an exhaust gas turbine arranged in the exhaust system of the internal combustion engine.

The first compressor and the second compressor are preferably driven by the first turbine. The first compressor driven by the first turbine delivers air, the compressed air being supplied to the space, heated by the hot gases, and used to drive the first turbine. The second compressor also delivers air. Unlike the first compressor, however, this air is drawn in through the first radiator, whereby the air flows over the cooling surfaces of the first radiator with high flow velocity. The resulting cooling effect makes it possible to make the cooling surfaces of the first cooler smaller and / or possibly even to dispense with a separate fan.

After leaving the first turbine, the air still has temperatures above 400 ° C. In order to utilize the residual heat and to improve the efficiency, it is advantageous if the outlet flow path of the first turbine and the outlet flow path of the first compressor are thermally connected to one another, preferably via at least one heat exchanger. Preferably, the thermal connection is arranged with the exit flow path of the first compressor in the outlet flow path of the first turbine upstream of an outlet opening of the outlet flow path of the first turbine, and the thermal connection with the outlet flow path of the first turbine in the outlet flow path of the first compressor upstream of the inlet region of the room is arranged. This allows a particularly high efficiency.

In vehicles with aerodynamic output-increasing devices, especially in racing vehicles, it is particularly advantageous if the output-increasing device is arranged in the pressure-side flow path of the first and second compressor so that the compressed working gas, in particular compressed air, is directed to the output-increasing device. Thus, both the effluent from the hot air turbine, as well as the exiting from the second compressor flow can be used to generate additional output. The outlet openings are arranged so that the resulting overpressure increases the efficiency of aerodynamic components. As a result, the output of the vehicle can be significantly increased. The output-increasing device may be formed by a rear wing, wherein preferably at least one outlet opening from the pressure-side flow path of the first compressor of the first turbine exit flow path in the area below the road surface facing bottom of the rear wing, particularly preferably arranged in the region of the front edge of the rear wing is. The output-increasing device may also be formed by a preferably formed by a vehicle underbody of the vehicle diffuser in the rear of the vehicle, wherein at least one outlet opening from the pressure-side flow path of the first compressor and / or one coming from the first turbine exit flow path is arranged in the region of the diffuser. In particular, while the outlet opening be arranged in the region of a stagnation point on the side facing the road surface of the diffuser or arranged on the side facing the roadway of the diffuser, wherein preferably the outlet opening is arranged in an initial region of the diffuser.

The fact that the drive unit has a thermal power plant for the recovery of heat from a heat-emitting component or a heat-dissipating assembly, heat losses can be reduced. In this case, the component or the assembly is adjacent to at least one space through which a gas, preferably air, flows, wherein the component or the assembly may be surrounded at least partially or predominantly, preferably completely, by the space through which it flows. But it is also possible that the air-flow space is part of a second heat exchanger. At least one inlet region of the air-flowed space is flow-connected to the pressure side of the first compressor. In this embodiment, the first turbine is preferably formed by a hot air turbine, wherein at least one outlet region of the air-flow space is fluidly connected to the hot air turbine. The first turbine is thus arranged in the pressure-side flow path of the first compressor downstream of the air-flow space.

It when the first and second compressor and / or the first turbine, preferably via a common shaft, is drivingly connected to an electric machine is particularly advantageous. The residual kinetic energy of the hot air turbine remaining after driving the first and second compressors can thus be used to generate electrical energy. Furthermore, the power tool of the first turbine or of the first and / or second compressor can be brought to operating speed very quickly by means of the electric machine. Alternatively or additionally, it may also be provided that the first turbine is mechanically connected to the drive train of the vehicle, wherein preferably the first turbine may be arranged parallel to the internal combustion engine and / or parallel to an electric drive machine.

Both the hot air turbine, and the first compressor, are preferably substantially only of air - and not mainly about exhaust gas - flows through. Thus, in most cases, no flow connection between the exhaust gas flow path and air-flow space is required.

Depending on the configuration, it may also be advantageous if at least one preferably via a valve controllable flow connection, for example upstream of a provided in the exhaust system of the internal combustion engine second turbine - an exhaust gas turbine of an exhaust gas turbocharger - is arranged between the exhaust system and the space. The taxable Venus Til can replace about the wastegate of the exhaust gas turbocharger and be operated, for example, depending on the boost pressure. Thus, exhaust gas blown off via the valve into the space through which air flows can additionally be used to drive the hot air turbine.

Because both the first compressor and the second compressor are driven directly by the hot air turbine, no additional drive energy for the compression of the air is required, which flows through the preferably designed as a jacket space space of the heat-emitting component or the output-increasing device.

A particularly effective use of the heat energy of the exhaust system can take place when the first turbine is designed to be multi-flow or multi-stage.

The invention will be explained in more detail below with reference to FIGS. They show schematically:

1 shows a drive unit of a vehicle according to the invention in a first embodiment;

FIGS. 2 to 4 show different variants of drive units of vehicles according to the invention;

Fig. 5 shows the detail V of FIGS. 1 to 4 in a variant of the

Invention;

6 shows a detail from FIG. 1 to 4 in an embodiment variant of the invention;

FIGS. 7 to FIG. 10 different variants for the arrangement of the outlet opening of the compressor;

11 shows a drive unit with parallel drive machines; and

Fig. 12 shows a further variant of a drive unit with parallel drive machines.

Functionally identical parts are provided with the same reference numerals.

The drive unit 1 illustrated in FIG. 1 has an internal combustion engine 2 with an intake system 3 and an exhaust system 4. E is the exhaust gas flow and T is the inlet flow indicated. There is provided a thermal power plant 30 for recovering the heat energy from the exhaust gas. The exhaust system 4 is at least partially with a through a jacket space surrounding air-flow space 6 surrounded, which is flowed through with respect to the exhaust gas flow according to the DC or countercurrent principle of compressed air according to the arrows A. The space 6 has an inlet area 7 and an outlet area 8, wherein the inlet area 7 is flow-connected to a first compressor 9 and the outlet area 8 to a first turbine 10 formed by a hot-air turbine 100. The inlet side of the first compressor 9 is denoted by 9a and the first outlet side of the first Ver ^¬ seal 9 9b. The hot air turbine 100 is arranged in correspondence with the first compressor 9 and thus drives the first compressor 9 via the shaft 13. The Ansaugströmungsweg in the first compressor 9 is denoted by reference numeral 11, the downstream of the first compressor 9 arranged ^¬ exit flow path from the hot air turbine 100 is denoted by reference numeral 12 ^¬ . In the intake and exhaust system 3, 4, an exhaust gas turbocharger 5 is arranged, which has a second turbine 5a (exhaust gas turbine) in the exhaust system 4 and ei ^¬ nen charge air compressor 5b in the intake system 3. The inlet side of the first turbine 10 is denoted by reference numeral 10a, the outlet side of the turbine 10 by 10b.

About the Ansaugströmungsweg 11 9 ambient air is sucked in, for example, a temperature Ti = 20 ° C and compressed by the first compressor. After the first compressor 9, the compressed air, for example, a temperature T ₂ of about 90 ° C - 100 ° C. The compressed air passes via the inlet region 7 into the space 6, which may be part of a second heat exchanger, and flows around the shrouded area of the exhaust system 4, for example, exhaust gas aftertreatment devices not shown further, the exhaust gas turbine 5a of the exhaust gas turbocharger 5, and the manifold assembly 4a of the outlet system 4 in countercurrent principle. The temperature of the air increases steadily in the space 6 and may be in the outlet 8 a temperature T3 = 530 ° C - 600 ° C. The heated air leaves the space 6 in the outlet region 8 and reaches the hot air turbine 100, wherein a relaxation of the compressed air occurs under Arbeitsverrichtung. On the exit side 10b of the first turbine 10, for example T4 = 460 ° C - 470 ° C can be observed. The hot air turbine 100 drives the first compressor 9. Via the outlet flow path 12, the expanded air is supplied to at least one outlet opening 12a.

As shown in Fig. 1 shown by dashed lines, the shaft 13 of the ers ^¬ th compressor 9 and the hot air turbine 100 with an electric machine 14, which is connected to an electric accumulator 15 to be drivingly connected to form a part of the heat energy to generate electricity be used can. Furthermore, the electric machine 14 can be used to start up the first compressor 9.

Fig. 5 shows a detail of an embodiment variant of the invention in which the exhaust system 4 and the space 6 through which air flows are connected to one another by a flow connection 6a, wherein a valve 6b is arranged in the flow connection 6a, which valve can be controlled, for example, as a function of the boost pressure. The controllable valve 6b can assume the functions of a wastegate 5c of the exhaust gas turbine 5a of the exhaust gas turbocharger 5. But the valve 6b may also be a non-return valve actuated by differential pressure.

In addition to power generation, first compressor 9 and hot air turbine 100 can also be used to support the cooling of cooling circuits in the vehicle and / or to generate additional output power for the vehicle, as shown in FIGS. 1 to FIG. 9 is shown.

As in Figs. 1 and 3, a second compressor 9 'can be provided coaxially with the first compressor 9, which is driven together with the first compressor 9 by the first turbine 10. The intake opening of the first compressor 9 is denoted by I Ia, the intake opening of the second compressor 9 'with I Ia'. The second outlet side 9 c of the second compressor 9 'opens into the inlet system 3.

FIGS. 2 and FIG. 4 show embodiments in which the first compressor 9 is formed at least twice. The first exit side 9b of the first flow of the first compressor 9 is - as in FIGS. 1 and Fig. 3 - fluidly connected to the inlet portion 7 of the space 6. The second outlet side 9d of the second tide 9 "on the other hand leads to the inlet system 3 and supports - as in FIGS. 1 and 3 the charging of the intake air of the internal combustion engine 2.

The second compressor 9 'or the second flow 9 "of the first compressor 9 can be arranged in series or parallel to the charge air compressor 5b of the exhaust gas turbocharger 5. FIGS. 4, on the other hand, examples with parallel arrangements.

Downstream of the second compressor 9 'or the second flow 9 "of the first compressor 9, at least one intercooler LK can be arranged.

As is apparent from FIGS. 1 to FIGS. 4, at least one cooler 40, preferably for cooling a cooling and / or lubricating medium of the internal combustion engine 2, may be arranged in the flow path to or from the first or second compressor 9 '. The in Fig. 6 embodiment corresponds substantially to FIGS. 1 to FIG. 4, wherein, however, the outlet flow path 12 of the first turbine 10 and the outlet flow path I Ib of the first compressor 9 are thermally connected to one another via at least one first heat exchanger 42. Thereby, residual heat of the discharge flow path 12 upstream of the inlet region 7 is supplied to the discharge flow path of the first compressor 9.

The outlet opening 12a from the outlet flow path 12 can be arranged such that the effect of an output-increasing device 32 can be increased, as described in more detail below with reference to FIGS. 7 to. 10 will be explained.

FIGS. 7 to 10 show alternative embodiments in which an output increase of the vehicle can be achieved by a defined arrangement of the outlet opening 12a of the first turbine 10 in the region of an output-increasing device 32. The output-increasing device 32 may be formed for example by a special shape of the body, the vehicle floor 19 and / or by aerodynamic elements such as the rear wing 22. A vehicle, for example a racing vehicle, is indicated schematically in FIGS. 7 to 10. Reference numeral 18 denotes the rear wheels of the vehicle. The vehicle underbody 19, which is formed in a wide area parallel to the roadway 20, has a rising area 19a in the area of the rear wheels 18, which forms a so-called diffuser 21. Characterized in that the vehicle underbody 19 is bent upwards at the rear of the vehicle and possibly shielded with vertical aerodynamic baffles to the side, created for the air flowing under the vehicle, a diffuser 21, which the output effect in the remaining area of the vehicle underbody 19th elevated. Additional output forces can be generated by targeted positioning of the outlet opening 12a of the outlet flow path 12.

Fig. 7 shows an arrangement in which the outlet opening 12a is arranged below the front area 22a of the rear wing 22, viewed in the direction of travel. An increase in output can also be achieved if the outlet opening 12a in the region of the stagnation point of the diffuser 21 (Fig. 8) or within the diffuser 21, for example in the beginning of the diffuser 21 (Fig. 9) or in a central region of the diffuser 21 (Fig 10).

In particular for increasing the output of the vehicle, the combination of the first compressor 9 and the first turbine 10, in particular hot air turbine 100, and a second compressor 9 'can be used with particular advantage, since the hot air turbine 100 is only very sluggish in terms of speed and load changes Internal combustion engine 2 reacts. While an output induced in a conventional manner by the exhaust flow is highly dependent on the engine speed, the output supported by the hot air turbine 100 can be maintained even with sudden reductions in engine 2 speed, especially when cornering. This significantly improves the road holding and driving safety of the vehicle.

The emerging from the outlet opening 12a air can not only be used to increase the output, but possibly also to disturb the output by deliberately causing a stall in output-increasing devices to reduce the flow resistance. This can be advantageous, for example, on long straight sections of a racetrack in order to increase the top speed. For this purpose, the air is supplied to the output-increasing device at a location which is particularly sensitive to stalls, for example, in a direction away from the direction of the rear wing or diffuser. It is advantageous if the air can optionally be switched manually or automatically with switching elements optionally between outlet-increasing and output-destroying outlet openings 12a as needed.

For starting up the thermal power plant, optionally compressed air can be injected between the space 6 and the first turbine 10, possibly through the first or second compressor 9, 9 'driven via the electric machine 14. Furthermore, in certain operating ranges, it may be advantageous to recirculate some of the hot air from the exit of the first turbine 10 upstream of the first compressor 9 or to supply it upstream of the second compressor 9 '.

The device 30 for recovering heat energy from the exhaust gas can furthermore be arranged to drive the vehicle in the drive train parallel to the internal combustion engine 2 and parallel to an electric drive machine 31, as shown in FIGS. 11 and FIG. 12 is shown. Here, the first turbine 10 - in particular the hot air turbine 100 - the thermal power plant 30, the internal combustion engine 2 and the electric drive machine 31 via one or more clutches 24, 25, 26, 27 and / or via gear and / or planetary gear 29, 29 a, 29b on a drive shaft 28 a.

Claims

PATENT APPLICATIONS

1. vehicle, in particular racing vehicle, with an internal combustion engine (2) having drive unit (1), wherein the internal combustion engine (2) has an exhaust gas turbocharger (5) with an exhaust gas turbine (5a) in the exhaust system and a charge air compressor (5b) in the inlet system (3) comprising, with at least one thermal power plant (30) for the recovery of heat from a heat-emitting component or a heat-dissipating assembly, wherein the component or the assembly of at least one of a working gas, in particular air, flows through space (6), in particular at least partially a first compressor (9) and a first turbine (10), wherein a first outlet side (9b) of the first compressor (9) with an inlet region (7) of the space (6), fluidly connected is and a second outlet side (9c) of one of the first turbine (10) driven second compressor (9 ') or a second outlet side (9d) of the preferably mehrf first heat exchanger (9) is fluidly connected to the intake system (3), and wherein the heat-emitting component or the heat-dissipating assembly is formed by the exhaust system (4) of the internal combustion engine (2), characterized in that the exhaust system (4) Having at least one of at least one flowed through space (6) exhaust manifold (4a) and / or at least one of at least one space flowed through (6) surrounded exhaust passage in the cylinder head of the internal combustion engine (2).

2. Vehicle according to claim 1, characterized in that the second compressor (9 ') or the second flood (9 ") of the first compressor (9) is arranged serially to the charge air compressor (5b) of the exhaust gas turbocharger (5).

3. Vehicle according to claim 1, characterized in that the second compressor or the second flow of the second compressor (9 ') is arranged parallel to the charge air compressor (5b) of the exhaust gas turbocharger (5).

4. Vehicle according to one of claims 1 to 3, characterized in that downstream of the second compressor (9 ') or the second flood (9 ") of the first compressor (9) at least one charge air cooler (LK) is arranged.

5. Vehicle according to one of claims 1 to 3, characterized in that in the flow path to or from the first or second compressor (9 ') at least one cooler (40), preferably for cooling a cooling and / or lubricating medium of the internal combustion engine (2). is arranged.

6. Vehicle according to claim 5, characterized in that the cooler (40) is formed by an oil cooler or water cooler, wherein preferably the cooler (40) in the oil or cooling water circuit of the internal combustion engine (2) is integrated.

7. Vehicle according to claim 5 or 6, characterized in that the cooler (40) upstream of the inlet region (7) in the space flowed through (6) is arranged.

8. Vehicle according to one of claims 5 to 7, characterized in that at least one cooler (40) downstream of the first compressor (9) is arranged.

9. Vehicle according to one of claims 5 to 8, characterized in that at least one cooler (40) upstream of the second compressor (9 ') is arranged.

10. Vehicle according to one of claims 1 to 9, characterized in that the outlet flow path (12) of the first turbine (10) and the outlet flow path (Ib) of the first compressor (9), preferably via at least one heat exchanger (42), thermally connected to each other.

A vehicle according to claim 10, characterized in that the thermal connection with the outlet flow path (Ib) of the first compressor (9) in the outlet flow path (12) of the first turbine (9) upstream of an outlet opening (12a) of the outlet flow path (12) first turbine (10) is arranged.

12. Vehicle according to claim 10 or 11, characterized in that the thermal connection with the outlet flow path (12) of the first turbine (10) in the outlet flow path (I Ib) of the first compressor (9) upstream of the inlet region (7) of the space (6 ) is arranged.

13. Vehicle according to one of claims 1 to 12, characterized in that the first compressor (9) with the first turbine (10), preferably via a common shaft (13), is drivingly connected.

14. Vehicle according to one of claims 1 to 13, characterized in that an outlet region (8) of the flow-through space (6) with an inlet side (10a) of the first turbine (10) is fluidly connected.

15. Vehicle according to claim 14, characterized in that the first turbine (10) by a hot air turbine (100) is formed at least an outlet region (8) of the through-flowed space (6) is flow-connected to the hot-air turbine (100).

16. Vehicle according to one of claims 1 to 15, characterized in that the first compressor (9), the second compressor (9 ') and / or the first turbine (10), preferably via a common shaft (13), with a electric machine (14) is drivingly connected.

17. Vehicle according to one of claims 1 to 16, characterized in that the first turbine (10) is formed mehrflutig or multi-stage.

18. Vehicle according to one of claims 1 to 17, characterized in that in the outlet flow path (12) of the first turbine (10), preferably downstream of the thermal connection with the outlet flow path (I Ib) of the first compressor (9), at least one output-increasing device (32) is arranged, wherein preferably at least one outlet opening (12a) of the outlet flow path (12) of the first turbine (10) in the region of the output-increasing device (32) of the vehicle is arranged.

19. Vehicle according to claim 18, characterized in that the output-increasing device (32) by a rear wing (22) is formed, wherein preferably at least one outlet opening (12a, 12a ') in the region below the road (20) facing the underside of the rear wing (22), particularly preferably in the - viewed in the direction of travel - front region (22a), in particular in the front third of the rear wing (22), is arranged.

20. Vehicle according to one of claims 18 or 19, characterized in that the output-increasing device (32) by a preferably formed by a vehicle underbody (19) of the vehicle diffuser (21) is formed in the rear of the vehicle, wherein at least one outlet opening (12 a , 12a ') is arranged in the region of the diffuser (21).

21. Vehicle according to one of claims 18 to 20, characterized in that the outlet opening (12a, 12a ') in the region of a stagnation point on the roadway (20) facing side of the diffuser (21) is arranged.

22. Vehicle according to one of claims 18 to 21, characterized in that at least one outlet opening (12a, 12a ') on the roadway (20) facing side of the diffuser (21) is arranged, wherein preferably the outlet opening (12a, 12a' ) is disposed in an initial region of the diffuser (21).

23. Vehicle according to one of claims 1 to 22, characterized in that the first turbine (10) preferably via at least one clutch (24, 27) or a transmission (29 a, 29 b, 29) connected to a drive shaft (28) of the vehicle is, wherein preferably the hot air turbine (10) in the drive train of the vehicle parallel to the internal combustion engine (2), particularly preferably parallel to an electric drive machine (31) is arranged.

24. Vehicle according to one of claims 1 to 23, characterized in that the space (6) through which flows is a jacket space which at least partially, preferably predominantly surrounds the component or the assembly.

25. Vehicle according to one of claims 1 to 24, characterized in that the flow-through space (6) is part of at least one second heat exchanger.

26. Vehicle according to one of claims 25, characterized in that between the outlet system (4) and the space (6) at least one flow connection (6a) is arranged.

27. Vehicle according to claim 26, characterized in that the flow connection (6a) upstream of a in the exhaust system (4) of the internal combustion engine (2) arranged second turbine (5a) of an exhaust gas turbocharger (5) is arranged.

28. Vehicle according to claims 26 or 27, characterized in that in the flow connection (6a) at least one preferably controllable valve (6b) is arranged.

29. Vehicle according to one of claims 1 to 28, characterized in that the thermal power plant (30) has an open cycle.

2013 05 10

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