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WO2003033881A1 - Vehicule presentant un dispositif a cycle de rankine - Google Patents

Vehicule presentant un dispositif a cycle de rankine Download PDF

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Publication number
WO2003033881A1
WO2003033881A1 PCT/JP2002/010453 JP0210453W WO03033881A1 WO 2003033881 A1 WO2003033881 A1 WO 2003033881A1 JP 0210453 W JP0210453 W JP 0210453W WO 03033881 A1 WO03033881 A1 WO 03033881A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
internal combustion
combustion engine
rankine cycle
cycle device
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.)
Ceased
Application number
PCT/JP2002/010453
Other languages
English (en)
Japanese (ja)
Inventor
Shigeru Ibaraki
Takeo Kiuchi
Akihisa Sato
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.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
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 Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Publication of WO2003033881A1 publication Critical patent/WO2003033881A1/fr
Priority to US10/820,818 priority Critical patent/US7475541B2/en
Anticipated expiration legal-status Critical
Ceased 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
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a vehicle with a Rankine cycle device including: an internal combustion engine that generates driving power for running; and a Rankine cycle device that generates driving power by operating with exhaust gas when the internal combustion engine is operating.
  • a Rankine cycle device that drives an evening bin with steam generated by using the energy of the waste heat of an internal combustion engine
  • the internal combustion engine is connected to a generator and a turbine via a clutch, and the driving force of the evening bin is used.
  • a generator that drives a generator to generate power, assists the driving force of an internal combustion engine with the driving force of the evening bin, or drives a generator with the driving force of the internal combustion engine to generate power It is publicly known from Japanese Patent Application Laid-Open No. 2000-34959.
  • the energy of the exhaust gas of the internal combustion engine mounted on the vehicle varies greatly according to the operating conditions of the vehicle (acceleration, cruise, deceleration, etc.). While the temperature of the gas rises and the flow increases, the energy increases, while the vehicle decelerates, the temperature of the exhaust gas decreases, the flow decreases, and the energy decreases. Therefore, if the Rankine cycle device is operated continuously irrespective of the operating condition of the vehicle, the efficiency of the Rankine cycle device decreases when the temperature of the exhaust gas decreases, the flow rate decreases, and the energy decreases. There is a problem that the effect of reducing the fuel consumption of the internal combustion engine by the Rankine cycle device is weakened as a whole.
  • the present invention has been made in view of the above-mentioned circumstances, and in a vehicle equipped with an internal combustion engine and a Rankine cycle device, the efficiency of collecting exhaust gas energy by the Rankine cycle device is maximized to improve the fuel consumption of the internal combustion engine.
  • the aim is to reduce the amount.
  • a driving force for traveling is reduced.
  • a vehicle equipped with a Rankine cycle device that includes an internal combustion engine that generates the heat, and a Rankine cycle device that generates a driving force by operating with the exhaust gas when the internal combustion engine is operating, the temperature of the exhaust gas of the internal combustion engine is equal to or higher than a predetermined value.
  • a vehicle with a Rankine cycle device is proposed, wherein the Rankine cycle device is operated when the flow rate of exhaust gas from the internal combustion engine is equal to or higher than a predetermined value.
  • the Rankine cycle device using the exhaust gas of the internal combustion engine as a heat source operates when the temperature of the exhaust gas is equal to or higher than the predetermined value and the flow rate of the exhaust gas is equal to or higher than the predetermined value.
  • the efficiency of exhaust gas energy recovery can be increased and the fuel consumption of the internal combustion engine can be reduced.
  • a vehicle with a Rankine cycle device characterized by operating the Rankine cycle device at the time of acceleration and at the time of closing is proposed.
  • the Rankine cycle device since the Rankine cycle device is operated during acceleration and cruise, the Rankine cycle device is operated in a state where the temperature of the exhaust gas of the internal combustion engine is high and the flow rate is large, thereby improving the efficiency of recovering the energy of the exhaust gas. be able to.
  • a Rankine motor that includes a generator motor that generates a driving force for traveling and generates a regenerative braking force.
  • a vehicle with a cycle device is proposed.
  • the generator motor that generates the driving force for traveling and generates the regenerative braking force, not only can the generator motor function as an electric motor to assist the driving force of the internal combustion engine, but also By using the generator motor as a generator and performing regenerative braking during deceleration, the kinetic energy of the vehicle can be recovered as electric energy. As a result, energy can be recovered by the Rankine cycle device when the vehicle is accelerating and cruising, and energy can be recovered by the generator motor when the vehicle decelerates, so that the fuel consumption of the internal combustion engine can be further reduced.
  • the first generator motor 2a of the embodiment corresponds to the generator motor of the present invention.
  • FIGS. 1 to 13 show a first embodiment of the present invention, and FIG. 1 shows a hybrid vehicle.
  • Figure 2 shows the overall configuration
  • Figure 2 shows the configuration of the Rankine cycle device
  • Figure 3 is the flowchart of the main routine
  • Figure 4 is the flowchart of the stop processing routine
  • Figure 5 is the flowchart of the acceleration processing routine
  • Figure 6 is the cruise 7 is a flowchart of the deceleration processing routine
  • FIG. 8 is a diagram showing a map for judging stop, acceleration, cruise and deceleration
  • FIG. 9 is a motor assist region, an internal combustion engine driving region and charging.
  • FIG. 10 is a diagram showing a map for determining the region
  • FIG. 10 is a diagram showing each threshold value of the state of charge of the battery
  • FIG. 10 is a diagram showing each threshold value of the state of charge of the battery
  • FIG. 11 is a diagram showing a map for determining the internal combustion engine traveling region, the electric motor traveling region, and the charging region; Is a time chart showing an example of the running pattern of the vehicle, and FIG. 13 is a time chart showing another example of the running pattern of the vehicle.
  • FIG. 14 is a diagram showing an overall configuration of a hybrid vehicle according to a second embodiment of the present invention.
  • the hybrid vehicle includes an internal combustion engine 1 that generates driving force for traveling.
  • the internal combustion engine 1 and the generator motor 2 are connected in series via a clutch 3, and the generator motor 2 further includes a transmission 4, It is connected to drive wheels 7 via a clutch 5 and a differential 6. Therefore, if the internal combustion engine 1 is driven with the clutch 3 engaged, the driving force is transmitted to the drive wheels 7 via the clutch 3, the generator motor 2, the transmission 4, the clutch 5, and the differential device 6, and To run.
  • the generator motor 2 may be idle, but if the generator motor 2 is driven by the electric power from the battery 8, the driving force of the internal combustion engine 1 can be assisted by the driving force of the generator motor 2, or If the electric motor 2 is driven by the driving force of the internal combustion engine 1 to function as a generator, the battery 8 can be charged. Further, when the vehicle is decelerated, if the clutch 3 is disengaged and the generator motor 2 is driven by the driving force reversely transmitted from the drive wheels 7, the battery 8 can be charged with the regenerative electric power generated by the generator motor 2. .
  • the vehicle is provided with a Rankine cycle device 9 operated by waste heat of the internal combustion engine 1, and the driving force output from the Rankine cycle device 9 is input to the transmission 4 (see arrow a).
  • the transmission 4 includes the driving force generated by the Rankine cycle device 9 and the internal combustion engine 1 or Integrates the driving force generated by the generator motor 2 with, for example, a planetary gear mechanism and transmits the driving force to the driving wheel 7. .
  • the Rankine cycle device 9 has a known structure.
  • the evaporator 10 generates waste heat of the internal combustion engine 1, for example, high-temperature high-pressure steam using exhaust gas as a heat source, and the high-temperature high-pressure steam.
  • Expander 11 that generates shaft output by expansion of the water
  • condenser 1 2 that condenses the temperature-reduced and reduced-pressure steam discharged from expander 11 and returns to water
  • evaporator 10 that evaporates water from condenser 12 And a water supply pump 13 for supplying water.
  • the internal combustion engine 1, the generator motor 2, and the Rankine cycle device 9 are controlled by an electronic control unit based on outputs of a vehicle speed sensor, a vehicle body acceleration sensor, a throttle opening sensor, a battery voltage sensor, a battery current sensor, and the like.
  • step S1 of the main routine in FIG. 3 the throttle opening is detected in step S2, and the vehicle speed and throttle opening are detected in step S3.
  • the required output of the vehicle is calculated from the degrees. If the vehicle is in a stop state in the following step S4, the stop processing described below is executed in step S5, and if the vehicle is in an acceleration state in step S6, the acceleration processing described later is performed in step S7. If the vehicle is in a cruise state in step S8, the cruise process described later is executed in step S9. If the vehicle is in a deceleration state in step S10, the process will be described later in step S11. Execute deceleration processing.
  • step S12 the driving force control of the internal combustion engine 1, the generator motor 2 and the Rankine cycle device 9 in accordance with the above-mentioned stop-time processing, acceleration-time processing, cruise-time processing and deceleration-time processing is executed.
  • Whether the vehicle is in the stopped state, the accelerated state, the cruise state, or the decelerated state is determined based on the map shown in FIG.
  • the map shown in FIG. 8 is obtained by plotting the vehicle speed on the horizontal axis and the required output on the vertical axis, where a parabolic running resistance line is set. If both the vehicle speed and the required output are 0, it is determined that the vehicle is in a stopped state. If the vehicle speed and the required output are in the shaded area near the traveling resistance line, it is determined that the vehicle is in the cruise state, and the vehicle speed and the required output are determined. Is above the hatched area, it is determined that the vehicle is accelerating. If the vehicle speed and the required output are below the hatched area, the vehicle is in an accelerated state.
  • the vehicle is in the deceleration state.
  • the vehicle speed is substantially constant on an uphill road, it is considered that the vehicle is accelerating, and if the vehicle speed is approximately constant on a downhill road, it is considered that the vehicle is decelerating. If the absolute value of the deceleration is equal to or less than the predetermined value, it is considered that the vehicle is in a cruise state.
  • step S5 stop control
  • step S21 the output of the internal combustion engine 1 is set to 0 (stop), in step S22, the output of the generator motor 2 is set to 0, and in step S23, the output of the Rankine cycle device 9 is set.
  • the total output of the internal combustion engine 1, the generator motor 2 and the Rankine cycle device 9 is set to 0 in step S24.
  • the generator motor 2 is used as a star motor.
  • step S7 acceleration control
  • step S31 the required driving force Ftr of the vehicle is calculated from the vehicle speed and the throttle opening, and in step S32, the remaining battery capacity Esoc is calculated from the battery voltage and the battery current.
  • step S33 the required driving force Ftr is applied to the map of FIG. 9 to determine whether the current operating state is in the motor assist area, the internal combustion engine running area, or the charging area.
  • the map in Fig. 9 shows the vehicle speed V car on the horizontal axis and the required driving force F tr on the vertical axis, where the first threshold F 1 (V car) and the second threshold F 2 (V car) is set.
  • step S33 If the required driving force Ftr is equal to or larger than the first threshold value F1 (Vcar) in step S33, it is determined that the motor is in the motor assist region, and in step S34, the assist permission flag AST-FLG is set. Set to “1”.
  • step S35 when the assist permission flag AST-FLG is set to "1", that is, when the required driving force Ftr cannot be satisfied by the internal combustion engine 1 alone, in step S36, the remaining battery level is set. If the capacity E soc is equal to or greater than the second threshold value E 2 in FIG. 10 and the driving force by the generator motor 2 can be assisted, in step S37, the assist amount Pm to be generated in the generator motor 2 is determined by a map search according to the required driving force Ftr and the vehicle speed Vcar. If the remaining battery capacity E soc is equal to or less than the first threshold value E 1 in FIG. 10 and the driving force cannot be assisted by the generator motor 2 in step S 38, the generator motor 2 Set the assist amount Pm to be generated at 0 to 0 and reset the assist permission flag AST-FLG to “0”.
  • step S40 if the required driving force Ftr is equal to or less than the second threshold value F2 (Vcar) shown in FIG. 9, it is determined that the vehicle is in the charging area, and in step S41, the power generation permission flag REG—FLG is set to " Set to “1”.
  • step S42 when the power generation permission flag REG-FLG is set to "1" in step S43, the remaining battery capacity Esoc is equal to or more than the second threshold value E2 in FIG. If the charging in step 8 is unnecessary, the power generation amount Pm to be generated in the generator motor 2 is set to 0 in step S44, and the power generation permission flag REG-FLG is reset to "0". If the remaining battery capacity E soc is equal to or less than the first threshold value E 1 in FIG. 10 and the battery 8 needs to be charged in step S 45, the amount of power generation to be generated by the generator motor 2 in step S 46 Pm is determined by a map search according to the required driving force Ftr and the vehicle speed Vcar.
  • the Rankine cycle output P rc which is the output of the Rankine cycle device 9 is calculated from the operating state of the internal combustion engine 1, and in step S48, the assist amount P m ( Alternatively, the target internal combustion engine output P e is calculated by subtracting the power generation amount P m of the generator motor 2 having a negative value and the Rankine cycle output P rc, and the target internal combustion engine output P e is calculated in step S 49 with the minimum fuel consumption.
  • the engine speed Ne of the internal combustion engine 1 for obtaining the engine output Pe is calculated.
  • the driving force of the internal combustion engine 1 is assisted by the driving force of the generator motor 2 on condition that the remaining battery capacity E s 0 c is sufficient. If the required driving force F tr is small when the vehicle is accelerating, the battery 8 is charged by driving the generator motor 2 with the driving force of the internal combustion engine 1 on condition that the battery 8 is not overcharged. However, the acceleration performance of the vehicle can be improved, and the battery 8 can be charged in preparation for a cruise following the acceleration.
  • the Rankine cycle device 9 is activated when the vehicle accelerates when the temperature of the exhaust gas of the internal combustion engine 1 exceeds a predetermined value and the flow rate of the exhaust gas of the internal combustion engine 1 exceeds the predetermined value.
  • the thermal energy of the exhaust gas can be effectively recovered, and the fuel consumption of the internal combustion engine 1 can be effectively reduced.
  • step S51 the required output Ptr of the vehicle is calculated from the vehicle speed and the throttle opening, and in step S52, the remaining battery capacity Esoc is calculated from the battery voltage and the battery current. If the remaining battery charge E soc is equal to or larger than the second threshold value E 2 in FIG. 10 in the subsequent step S53, it is determined that the vehicle can be driven by the generator motor 2 and the discharge permission flag DCH—FLG is set to “1” in step S54. Set it to
  • step S55 when the discharge permission flag DCH-FLG is set to "1", in step S56, the required output Ptr is equal to or less than the threshold value P1 in FIG. 11 and only the output of the generator motor 2 is output. If it is possible to run at step S57, the motor output Pm to be generated by the generator motor 2 in step S57 is set as the required output Ptr, and the internal combustion engine 1 is stopped. If the required output Ptr exceeds the threshold value P1 shown in FIG. 11 in step S58 and the vehicle cannot run with only the output of the generator motor 2, the motor output Pm to be generated by the generator motor 2 in step S59 is determined.
  • the target engine output P e is set based on the vehicle speed V car and the required output P tr and subtracting the motor output P m from the required output P tr.
  • step S60 If the remaining battery capacity E soc is less than the first threshold value E 1 in FIG. 10 in the subsequent step S60, it is determined that power generation by the internal combustion engine 1 is necessary, and in step S61, the power generation permission flag REG—FLG is set to “ Set to “1”.
  • step S62 when the power generation permission flag REG-FLG is set to "1", in step S63, the required output Ptr is set to the set value Pbsfc (see FIG. 11 when the efficiency of the internal combustion engine 1 is maximum). If it is less than the output of the internal combustion engine 1, the power generation amount Pm to be generated in the generator motor 2 in step S64 is set to a value obtained by subtracting the required output Ptr from the set value Pb sfc. The generator motor 2 is driven by the power generation amount Pm which is a part of the set value Pb sfc to charge the battery 8. Step S If the remaining battery capacity E s 0 c is equal to or greater than the second threshold value E 2 in FIG. 10 and charging of the battery 8 is unnecessary in step 6 5, the power generation amount P to be generated in the generator motor 2 in step S 66 6 Set m to 0 and reset the power generation enable flag REG—FLG to “0”.
  • the Rankine cycle output P rc which is the output of the Rankine cycle device 9 is calculated from the operating state of the internal combustion engine 1, and in step S68, the motor output P m ( Alternatively, the target internal combustion engine output P e is calculated by subtracting the power generation amount P m of the generator motor 2 having a negative value and the Rankine cycle output P rc, and in step S 69, the target internal combustion engine output is calculated with the minimum fuel consumption.
  • the engine speed Ne of the internal combustion engine 1 for obtaining the engine output Pe is calculated.
  • the remaining battery capacity E soc is sufficient when the vehicle is cruising, if the required output P tr is large, the vehicle travels using the driving force of the internal combustion engine 1 and the driving force of the generator motor 2 together, and the required output P tr Is smaller, the internal combustion engine 1 is stopped and the vehicle runs only with the driving force of the generator motor 2, so that the fuel consumption can be minimized. Further, when the remaining battery capacity Esoc is insufficient during cruise of the vehicle, the generator motor 2 can be driven by the driving force of the internal combustion engine 1 to charge the battery 8.
  • the Rankine cycle device 9 is activated during a cruise of a vehicle in which the temperature of the exhaust gas of the internal combustion engine 1 exceeds a predetermined value and the flow rate of the exhaust gas of the internal combustion engine 1 exceeds the predetermined value.
  • the heat energy of the exhaust gas can be effectively recovered, and the fuel consumption of the internal combustion engine 1 can be effectively reduced.
  • step S71 the required output of the vehicle, that is, the required regenerative output Ptr is calculated from the vehicle speed and the throttle opening, and in step S72, the remaining battery capacity Esoc is calculated from the battery voltage and the battery current. If the remaining battery capacity E soc is equal to or less than the third threshold value E 3 in FIG. 10 in the following step S73, it is determined that the battery 8 can be charged with the regenerative power, and in step S74, the charge permission flag CHA— Set FLG to “1”. In the following step S75, when the charge enable flag C HA— FLG is set to “1”, in step S76, the absolute value of the required regeneration output P tr becomes the absolute value of the threshold value P 2 in FIG.
  • Ptr of the required regenerative output is directly used as the regenerative output Pm of the generator motor 2 in step S77. If the absolute value of the required regenerative output Ptr exceeds the absolute value of the threshold value P2 in FIG. 11 at step S78, the regenerative output Pm of the generator motor 2 is set to the threshold value at step S79. Set to P2.
  • step S82 When the charge permission flag CHA—FLG is reset to “0” in the following step S82, and when the internal combustion engine 1 is operating in step S83, the regenerative braking is performed in step S84. Decelerate the vehicle with the engine brake and the mechanical brake without performing the operation. If the internal combustion engine 1 is stopped in step S85, the vehicle is decelerated by the female brake in step S86.
  • the regenerative braking is executed by the generator motor 2 to charge the battery 8 with regenerative electric power, and the battery 8 becomes overcharged. If there is a danger, regenerative braking is prohibited and the vehicle is decelerated by the engine brake and mechanical brake.Therefore, it is possible to maximize the remaining battery capacity E soc while minimizing fuel consumption. it can.
  • Fig. 12 shows an example of the running pattern of a vehicle.
  • the vehicle travels using both the driving force of the internal combustion engine 1 and the driving force of the generator motor 2 during acceleration, and travels using the driving force of the internal combustion engine 1 during cruise and decelerates.
  • the internal combustion engine 1 is stopped and the battery 8 is charged with the regenerative power of the generator motor 2.
  • the driving force of the internal combustion engine 1 is assisted by the output of the Rankine cycle device 9 during acceleration and cruise of the vehicle.
  • Fig. 13 shows another example of the running pattern of the vehicle, using a generator motor 2 capable of outputting a large low-speed torque when the vehicle starts, running with the driving force of the internal combustion engine 1 during acceleration, and running during cruise.
  • the vehicle runs with the driving force of the generator motor 2, stops the internal combustion engine 1 during deceleration, and charges the battery 8 with the regenerative power of the generator motor 2.
  • the output of the Rankine cycle device 9 is used to drive the internal combustion engine 1. Power is assisted.
  • the generator motor 2 is provided between the internal combustion engine 1 and the transmission 4, but in the second embodiment, the first generator motor 2a driven by the battery 8 is a differential motor.
  • the second generator motor 2 b connected to the device 6 and driven by the battery 8 is connected to the internal combustion engine 1.
  • the first generator motor 2a is used for traveling with the driving force of only the first generator motor 2a, assisting the driving force of the internal combustion engine 1, and generating regenerative electric power
  • the second generator motor 2b is Used for starting the internal combustion engine 1 and generating electric power by the driving force of the internal combustion engine 1.
  • the driving force output from the Rankine cycle device 9 is input to the transmission 4 via driving force integrating means such as a planetary gear mechanism (see arrow a).
  • the shaft output of the Rankine cycle device 9 is directly used as a drive source for running the vehicle as shown by an arrow a in FIGS. It is possible to drive a generator (not shown) with the shaft output. As shown by the arrow b, the power generated by the generator is charged into the battery 8 and used to drive the generator motors 2, 2a, 2b.
  • the battery 8 When the vehicle is accelerating or cruising, regenerative power cannot be obtained by the generator motors 2 and 2a, but at this time, the battery 8 is charged with the power generated by the Rankine cycle device 9, thereby driving the internal combustion engine 1 Without using the battery, the battery 8 can be charged with the power generated by the Rankine cycle device 9 or the regenerative power of the generator motors 2 and 2a in all cases of acceleration, cruising, and deceleration. , 2a and 2b can be fully utilized.
  • the generator motor 2 outputs an output corresponding to the Rankine cycle output Prc in the first and second embodiments as the motor output Pm.
  • the present invention is also applied to a vehicle not provided with the generator motors 2, 2a, 2b.
  • the present invention can be suitably applied to a vehicle including a Rankine cycle device that operates with exhaust gas of an internal combustion engine that generates driving power for traveling.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Controls For Constant Speed Travelling (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

La présente invention concerne un véhicule présentant un dispositif à cycle de Rankine (9), dans lequel le dispositif à cycle de Rankine (9) destiné à récupérer l'énergie thermique des gaz d'échappement est installé dans le véhicule hybride présentant un moteur à combustion interne (1) et un moteur de génération de puissance électrique (2) en tant que sources motrices de déplacement, une sortie provenant du dispositif à cycle de Rankine (9) est entrée dans une transmission (4) destinée à être utilisée pour assister la force motrice du moteur à combustion interne (1) ou est convertie en une puissance électrique destinée à être utilisée pour charger une batterie (8), et le dispositif à cycle de Rankine (9) fonctionne lorsque les gaz d'échappement s'évacuant du véhicule à température élevée et en quantité élevée sont accélérés ou lors du roulage à vitesse constante pour récupérer efficacement l'énergie thermique des gaz d'échappement de manière à améliorer la consommation de combustible du moteur à combustion interne (1).
PCT/JP2002/010453 2001-10-09 2002-10-08 Vehicule presentant un dispositif a cycle de rankine Ceased WO2003033881A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US10/820,818 US7475541B2 (en) 2001-10-09 2004-04-09 Rankine cycle system and vehicle therewith

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2001348081A JP2003120281A (ja) 2001-10-10 2001-10-10 ランキンサイクル装置付き車両
JP2001-348081 2001-10-10

Related Child Applications (2)

Application Number Title Priority Date Filing Date
PCT/JP2002/010452 Continuation WO2003031775A1 (fr) 2001-10-09 2002-10-08 Dispositif a circuit rankine
US10/820,818 Continuation US7475541B2 (en) 2001-10-09 2004-04-09 Rankine cycle system and vehicle therewith

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WO2003033881A1 true WO2003033881A1 (fr) 2003-04-24

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US8739531B2 (en) 2009-01-13 2014-06-03 Avl Powertrain Engineering, Inc. Hybrid power plant with waste heat recovery system
US8839620B2 (en) 2009-01-13 2014-09-23 Avl Powertrain Engineering, Inc. Sliding vane rotary expander for waste heat recovery system
US9051900B2 (en) 2009-01-13 2015-06-09 Avl Powertrain Engineering, Inc. Ejector type EGR mixer
US10279676B2 (en) 2017-03-07 2019-05-07 Toyota Motor Engineering & Manufacturing North America, Inc. Hybrid vehicle with in wheel motor and rankine cycle system

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JP5332709B2 (ja) * 2009-02-23 2013-11-06 日産自動車株式会社 廃熱回収装置搭載車両
GB2471852A (en) * 2009-07-14 2011-01-19 Creaidea B V Use of a rankine cycle apparatus on a vessel to convert energy from waste streams to mechanical energy
US9061684B2 (en) * 2011-01-26 2015-06-23 Toyota Jidosha Kabushiki Kaisha Control device of hybrid vehicle
JP6222014B2 (ja) * 2014-09-01 2017-11-01 マツダ株式会社 車両用減速回生制御装置
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