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EP3546709A1 - Véhicule doté d'un système de récupération de la chaleur perdue - Google Patents

Véhicule doté d'un système de récupération de la chaleur perdue Download PDF

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Publication number
EP3546709A1
EP3546709A1 EP18165046.6A EP18165046A EP3546709A1 EP 3546709 A1 EP3546709 A1 EP 3546709A1 EP 18165046 A EP18165046 A EP 18165046A EP 3546709 A1 EP3546709 A1 EP 3546709A1
Authority
EP
European Patent Office
Prior art keywords
water
heat exchanger
working fluid
engine
exhaust duct
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP18165046.6A
Other languages
German (de)
English (en)
Inventor
Fredrik Ekström
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volvo Car Corp
Original Assignee
Volvo Car Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volvo Car Corp filed Critical Volvo Car Corp
Priority to EP18165046.6A priority Critical patent/EP3546709A1/fr
Priority to CN201910220206.8A priority patent/CN110318852A/zh
Priority to US16/367,707 priority patent/US20190301310A1/en
Publication of EP3546709A1 publication Critical patent/EP3546709A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
    • F01K23/02—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled
    • F01K23/06—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle
    • F01K23/065—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle the combustion taking place in an internal combustion piston engine, e.g. a diesel engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
    • F01K23/02—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled
    • F01K23/06—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle
    • F01K23/10—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle with exhaust fluid of one cycle heating the fluid in another cycle
    • F01K23/101—Regulating means specially adapted therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K27/00—Plants for converting heat or fluid energy into mechanical energy, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
    • F01N5/025—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat the device being thermoelectric generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/02—Liquid-coolant filling, overflow, venting, or draining devices
    • F01P11/029—Expansion reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • 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
    • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
    • F02B47/02—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being water or steam
    • 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
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/025—Adding water
    • F02M25/03—Adding water into the cylinder or the pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion
    • F01N3/206—Adding periodically or continuously substances to exhaust gases for promoting purification, e.g. catalytic material in liquid form, NOx reducing agents
    • F01N3/2066—Selective catalytic reduction [SCR]

Definitions

  • This invention relates to a vehicle comprising an internal combustion engine and a system for recovering waste heat of the engine according to the preamble of claim 1.
  • a Rankine system is disclosed in US2013/0333381 where the Rankine system is combined with a system for injecting water into the intake manifold or directly into the combustion chambers of the engine.
  • Such water injection systems are well known as such. (The purpose is to lower the combustion temperature, reduce the production of NOx, and reduce problems related to engine knock.)
  • the two systems are combined via a shared dual-mode heat exchanger that includes an evaporator for vaporizing the working fluid of the Rankine cycle loop and a condenser for converting to water the water vapour of the exhaust gas for the water injection system.
  • US2013/0333381 It appears that the systems of US2013/0333381 are intended to operate one at a time, either in evaporation mode where the Rankine system is in operation or in a condensation mode where the water injection system is in operation.
  • the main purpose of US2013/0333381 is to reduce the space required compared to the use of two separate systems.
  • a general problem related to Rankine systems of the type discussed here is the safety issue, i.e. the risks associated with pressurizing a flammable fluid like ethanol or acetone in a closed Rankine system (leakage, fire, explosions, etc.). This leads in turn to increased costs for special components, special materials, etc. that reduce the leakage risk (both leakage of working fluid out from the system and leakage of air (oxygen) into the system).
  • US2013/0333381 is associated with a further drawback in that the dual-mode heat exchanger has its defined location at the exhaust duct, which means that both evaporation of the Rankine loop working fluid/water and condensation of water in the exhaust gas is carried out at the same (exhaust gas) temperature. It would normally be more efficient to evaporate the Rankine working fluid closer to the engine where the exhaust gas temperature is higher and to condensate water in the exhaust gas further away from the engine where the exhaust gas temperature is lower.
  • the invention concerns a vehicle comprising an internal combustion engine comprising a combustion chamber and an exhaust duct, and a system for recovering waste heat of the internal combustion engine, wherein the waste heat recovery system comprises: i) a first heat exchanger configured to evaporate a working fluid by transferring heat from a heated medium originating from the engine; ii) an expander unit configured to expand the working fluid that has been evaporated in the first heat exchanger and produce a power output; iii) a second heat exchanger configured to condense the working fluid; and iv) at least one pump for feeding the condensed working fluid to the first heat exchanger.
  • the invention is characterized in that the waste heat recovery system is configured to use water as working fluid, wherein a working fluid/water passage is arranged between the expander unit and the exhaust duct so as to direct the expanded working fluid/water into the exhaust duct, wherein the second heat exchanger is arranged in association with the exhaust duct and being configured to condense water present in the exhaust gas, and wherein the second heat exchanger is positioned at or downstream a point or zone of the exhaust duct at which the expanded working fluid/water is directed into the exhaust gas.
  • the inventive waste heat recovery system is thus an open Rankine-type system using water as the working fluid where the expanded steam leaving the expander unit is fed out to the exhaust duct.
  • the second heat expander i.e. the condenser
  • Condensed water can thus be re-introduced into the first heat exchanger, expand in the expander unit, and be directed again into the exhaust duct.
  • the waste heat recovery system makes use of water and is open to the surroundings downstream the expander unit (because the exhaust duct is open to the surroundings) the main safety issues of conventional closed loop Rankine systems are taken care of, i.e. the risks associated with pressurizing a flammable fluid like ethanol in a closed system (leakage, fire, explosions, etc.).
  • the system can also be made up by less expensive components since water is used and since at least parts of the system operates at a low pressure.
  • the inventive system has a built-in safety function in that the pressure can be released to the exhaust duct.
  • the invention has the advantage of allowing the first heat exchanger (the evaporator) to be positioned close to engine where the exhaust gas temperature is high and the second heat exchanger (the condenser) to be positioned far away from engine (close to the tailpipe) where the exhaust gas temperature is low.
  • the discharge of expanded steam into the exhaust duct cools the exhaust gas further.
  • the discharge also increases the concentration of water in the exhaust gas (to up to around 15-20%). All together the condensation process can be made very efficient which allows for a compact (small) second heat exchanger (condenser).
  • the vehicle further comprises a system for introducing water directly or indirectly into the combustion chamber of the internal combustion engine, wherein the vehicle comprises a water distribution system configured to distribute the water condensed in the second heat exchanger between the first heat exchanger and the combustion chamber.
  • water that is injected into the combustion chamber can be condensed in the second heat expander and be re-introduced into the combustion chamber (or into the first heat exchanger).
  • concentration of water in the exhaust of this embodiment will be high, which allows for the use of a compact condenser.
  • Condensed water may be stored in a tank. Refilling of the tank, which is required in conventional separate water injection systems, is likely to be unnecessary, or at least be required only rarely, since water is added to the system (i.e. to the exhaust duct) during operation of the engine as a result of the fuel combustion.
  • the water is continuously replaced so the risk of e.g. growth of algae in the tank is eliminated or at least reduced.
  • Such a plentiful supply of water means that more water can be injected into the combustion chamber, which in turn leads to a more efficient operation of the engine.
  • this embodiment has the advantage that, besides that the evaporator can be placed closer to the engine and the condenser further away from the engine for better efficiency as mentioned above, both the waste heat recovery system and the water injection system can operate simultaneously.
  • the at least one pump for feeding the condensed working fluid to the first heat exchanger includes a high pressure pump.
  • the high pressure pump is capable of providing the working fluid/water with a pressure of at least 20 bar, preferably at least 30 bar, more preferably at least 40 or 50 bar.
  • a pressure of 70 bar is likely to be a suitable pressure in most applications of the type discussed here.
  • a pressure of above 100 bar is likely to be too high.
  • a too low pressure will not generate a sufficiently high efficiency of the waste heat recovery system and/or may result in difficulties discharging the steam to the exhaust duct.
  • the vehicle comprises a water tank arranged for storage of water condensed in the second heat exchanger.
  • the expander unit comprises a steam expander part and a power output part that is connected to an electric generator for production of electricity or that is mechanically connected to a drivetrain of the internal combustion engine.
  • Expander units are well known as such.
  • the expander unit may comprise an axial piston expander, a reciprocal piston expander, a turbine, a scroll expander, etc. Since the expander unit is open to the exhaust duct at the downstream side it should preferably be adapted to keep the pressure on the upstream side. Piston expanders are generally suitable for this purpose.
  • a turbine may be provided with an electrically controlled retarder to keep the pressure.
  • the water distribution system comprises water conduits leading from the second heat exchanger to the first heat exchanger and to the engine.
  • One common conduit that may include a water tank, may be used to transfer the condensed water from the second heat exchanger to a branching point where one conduit leads further to the first heat exchanger and another conduit leads further to the engine (i.e. directly or indirectly to the combustion chamber).
  • the water tank forms a common water tank for both the waste heat recovery system and the system for introducing water directly or indirectly into the combustion chamber.
  • the vehicle comprises a condensate pump configured to pump water from the second heat exchanger to the water tank.
  • the water distribution system comprises a low pressure pump arranged upstream of the water tank, wherein the low pressure pump is configured to pump water towards both the first heat exchanger and the engine.
  • a common conduit can thus be used.
  • the heated medium originating from the engine is exhaust gas. Expanded working fluid/water may be discharged into the exhaust duct even if the heated medium used for evaporation is e.g. a cooling medium or oil originating from the engine.
  • the internal combustion engine is arranged for propulsion of the vehicle.
  • Figure 1 shows, in a schematic view, an embodiment of the invention.
  • the schematic system shown in figure 1 is intended to represent a system arranged on a vehicle where the engine is arranged for propulsion of the vehicle.
  • the vehicle itself is not shown or indicated in figure 1 .
  • the vehicle comprises an internal combustion engine 1 in this example provided with four combustion chambers/cylinders 2 and an exhaust duct 3.
  • the engine is arranged for propulsion of the vehicle.
  • Intake air to the engine 1 is indicated by arrow 18.
  • Fuel is of course also introduced into the combustion chambers 2.
  • the vehicle is provided with a system for recovering waste heat of the internal combustion engine 1.
  • the waste heat recovery system is configured to use water as working fluid and comprises: a first heat exchanger 4 configured to evaporate the working fluid/water by transferring heat from exhaust gas originating from the engine 1; an expander unit 5 configured to expand the working fluid/water in a steam expander part 5a that has been evaporated in the first heat exchanger 4 and produce a power output in a power output part 5b.
  • the power output 5b may be connected to an electric generator (not shown) for production of electricity that for instance may be used for charging a battery in a hybrid vehicle.
  • a passage 11 is provided for transfer of working fluid/water from the first heat exchanger 4 to the expander unit 5.
  • the waste heat recovery system further comprises a second heat exchanger 6 configured to condense the working fluid/water and a plurality of pumps 7, 8, 9 for feeding the condensed working fluid/water to the first heat exchanger 4.
  • a working fluid/water passage 12 is arranged between the expander unit 5 and the exhaust duct 3 so as to direct the expanded working fluid/water into the exhaust duct 3 at a point or zone 13.
  • the second heat exchanger 6 is arranged in association with the exhaust duct 3, in this case as close as possible to the tailpipe of the exhaust duct 3, and it is configured to condense water present in the exhaust gas.
  • the first heat exchanger 4 is placed as close as possible to the engine 1 to utilize the heat of the exhaust gas before it is cooled.
  • the second heat exchanger 6 (the condenser) is placed as far away from the engine 1 to utilize that the exhaust gas has had at least some time to cool.
  • the temperature of the exhaust gas may be around 800°C when entering the first heat exchanger 4 and around 100°C when entering the second heat exchanger 6.
  • the second heat exchanger 6 is positioned downstream the point 13 of the exhaust duct 3 at which the expanded working fluid/water is directed into the exhaust gas. Thereby the working fluid/water discharged into the exhaust duct 3 can be condensed in the second heat exchanger.
  • the flows through the first and second heat exchangers 4, 6 are indicated by dashed lines.
  • the embodiment in figure 1 further comprises a system for introducing water directly or indirectly into the combustion chamber 2 of the internal combustion engine 1, i.e. the water may e.g. be introduced into the intake air 18 before the air enters the combustion chambers 2.
  • the vehicle comprises a water distribution system configured to distribute the water condensed in the second heat exchanger 6 between the first heat exchanger 4 and the combustion chamber 2.
  • This exemplified water distribution system includes: a condensate pump 7 for feeding water from the condenser 6 to a water tank 10 via a first conduit 14; a low pressure pump (e.g. around 10 bar) 8 for feeding water from the tank 10 towards branch 17 and further towards second and third conduits 15, 16 leading towards the first heat exchanger 4 and the engine 1, respectively; and a high pressure pump (e.g. around 70 bar) 9 for feeding water to the first heat exchanger 4 and further to the expander unit 5 in the waste heat recovery system.
  • a condensate pump 7 for feeding water from the condenser 6 to a water tank 10 via a first conduit 14
  • a low pressure pump (e.g. around 10 bar) 8 for feeding water from the tank 10 towards branch 17 and further towards second and third conduits 15, 16 leading towards the first heat exchanger 4 and the engine 1, respectively
  • a water filter (not shown) may be arranged for cleaning of the water, e.g. between the condensate pump 7 and the tank 10.
  • the temperature of the water may be around 50°C (10 bar) after the low pressure pump 8 and around 500°C (70 bar) after having been heated by the exhaust gas in the first heat exchanger 4.
  • the water/steam exiting the expander unit 5, or rather exiting the steam expander part 5a may have a temperature of around 150°C and a pressure of around 2 bar.
  • the water tank 10 forms a common water tank for both the waste heat recovery system and the system for introducing water directly or indirectly into the combustion chamber 2.
  • An advantage of the system described above compared to conventional systems for introducing water directly or indirectly into the combustion chamber 2, which include a separate tank, is that the tank of the system described here is automatically refilled.
  • the water distribution system may be arranged in a different way, i.e. the conduits, pumps etc.
  • the water/steam passage 12 may alternatively end somewhere along the first heat exchanger 4, i.e. the discharge point or zone 13 need not necessarily be located downstream of the first heat exchanger 4 but may be located somewhere along the first heat exchanger 4. It may be an advantage to locate the discharge point 13 for the low-pressure steam into the exhaust duct 3 somewhere in the middle of the first heat exchanger 4 to utilize remaining enthalpy in the steam, i.e. recuperation, to further increase the efficiency.
  • a first portion of the steam may be discharged somewhere along the first heat exchanger 4 and a second portion of the steam may be discharged downstream of the first heat exchanger 4.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
EP18165046.6A 2018-03-29 2018-03-29 Véhicule doté d'un système de récupération de la chaleur perdue Withdrawn EP3546709A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP18165046.6A EP3546709A1 (fr) 2018-03-29 2018-03-29 Véhicule doté d'un système de récupération de la chaleur perdue
CN201910220206.8A CN110318852A (zh) 2018-03-29 2019-03-22 具有用于回收废热的系统的车辆
US16/367,707 US20190301310A1 (en) 2018-03-29 2019-03-28 Vehicle with system for recovering waste heat

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP18165046.6A EP3546709A1 (fr) 2018-03-29 2018-03-29 Véhicule doté d'un système de récupération de la chaleur perdue

Publications (1)

Publication Number Publication Date
EP3546709A1 true EP3546709A1 (fr) 2019-10-02

Family

ID=61868247

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18165046.6A Withdrawn EP3546709A1 (fr) 2018-03-29 2018-03-29 Véhicule doté d'un système de récupération de la chaleur perdue

Country Status (3)

Country Link
US (1) US20190301310A1 (fr)
EP (1) EP3546709A1 (fr)
CN (1) CN110318852A (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114233442A (zh) * 2021-12-24 2022-03-25 中国北方发动机研究所(天津) 一种具有废物利用功能的发动机
EP4293208A1 (fr) * 2022-06-13 2023-12-20 Volvo Truck Corporation Système de moteur à combustion interne

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4023860B1 (fr) * 2021-01-04 2023-08-23 Volvo Car Corporation Système d'évaseur

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JP2001132538A (ja) * 1999-11-04 2001-05-15 Hideo Kawamura エネルギ回収装置を備えたエンジン
US20030005696A1 (en) * 2000-10-18 2003-01-09 Wilson Benjamin Raymond Internal combustion engine energy extraction devices
US20120111001A1 (en) * 2009-07-21 2012-05-10 Renault Trucks Engine arrangement with an improved exhaust heat recovery arrangement
US20120260654A1 (en) * 2009-10-06 2012-10-18 Thomas Proepper Driving device
US20130333381A1 (en) 2012-06-18 2013-12-19 IFP Energies Nouvelles Internal-combustion engine associated witha rankine cycle closed loop and with a circuit for water injection into the engine intake system
US20150176482A1 (en) 2012-07-09 2015-06-25 Sanden Corporation Device for Utilizing Waste Heat of Engine
US20170130612A1 (en) * 2014-06-26 2017-05-11 Volvo Truck Corporation System for a heat energy recovery
WO2017098251A1 (fr) * 2015-12-11 2017-06-15 Hieta Technologies Limited Moteur thermique à cycle de brayton inversé

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DE3261410D1 (en) * 1981-04-03 1985-01-17 Bbc Brown Boveri & Cie Combined steam and gas turbine power plant
DE19939289C1 (de) * 1999-08-19 2000-10-05 Mak Motoren Gmbh & Co Kg Verfahren und Einrichtung zur Aufbereitung von Gasgemischen
CN201155385Y (zh) * 2007-12-25 2008-11-26 黄赖熙 引擎的热能回收裝置及其应用的二行程引擎
GB201406803D0 (en) * 2014-04-15 2014-05-28 Norgren Ltd C A Vehicle waste heat recovery system
DE102015217737A1 (de) * 2015-09-16 2017-03-16 Robert Bosch Gmbh Abwärmerückgewinnungssystem mit einem Arbeitsfluidkreislauf

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001132538A (ja) * 1999-11-04 2001-05-15 Hideo Kawamura エネルギ回収装置を備えたエンジン
US20030005696A1 (en) * 2000-10-18 2003-01-09 Wilson Benjamin Raymond Internal combustion engine energy extraction devices
US20120111001A1 (en) * 2009-07-21 2012-05-10 Renault Trucks Engine arrangement with an improved exhaust heat recovery arrangement
US20120260654A1 (en) * 2009-10-06 2012-10-18 Thomas Proepper Driving device
US20130333381A1 (en) 2012-06-18 2013-12-19 IFP Energies Nouvelles Internal-combustion engine associated witha rankine cycle closed loop and with a circuit for water injection into the engine intake system
US20150176482A1 (en) 2012-07-09 2015-06-25 Sanden Corporation Device for Utilizing Waste Heat of Engine
US20170130612A1 (en) * 2014-06-26 2017-05-11 Volvo Truck Corporation System for a heat energy recovery
WO2017098251A1 (fr) * 2015-12-11 2017-06-15 Hieta Technologies Limited Moteur thermique à cycle de brayton inversé

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114233442A (zh) * 2021-12-24 2022-03-25 中国北方发动机研究所(天津) 一种具有废物利用功能的发动机
EP4293208A1 (fr) * 2022-06-13 2023-12-20 Volvo Truck Corporation Système de moteur à combustion interne
US11982217B2 (en) 2022-06-13 2024-05-14 Volvo Truck Corporation Internal combustion engine system

Also Published As

Publication number Publication date
US20190301310A1 (en) 2019-10-03
CN110318852A (zh) 2019-10-11

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