An electric power system for a vehicle includes an exhaust heat recovery apparatus, a low-voltage system, a high-voltage system, a first wiring line, a second wiring line, and a DC/DC converter. The exhaust heat recovery apparatus includes a power generator that generates electric power on the basis of heat exhausted from a heating element. The low-voltage system includes a low-voltage secondary battery. The high-voltage system includes a high-voltage secondary battery that outputs a voltage higher than the low-voltage secondary battery. The first wiring line couples the power generator and the low-voltage system. The second wiring line couples the first wiring line and the high-voltage system. The DC/DC converter is disposed on the second wiring line and increases and decreases a voltage supplied to the DC/DC converter.

An electric power system for a vehicle includes an exhaust heat recovery apparatus, a low-voltage system, a high-voltage system, a first wiring line, a second wiring line, and a DC/DC converter. The exhaust heat recovery apparatus includes a power generator that generates electric power on the basis of heat exhausted from a heating element. The low-voltage system includes a low-voltage secondary battery. The high-voltage system includes a high-voltage secondary battery that outputs a voltage higher than the low-voltage secondary battery. The first wiring line couples the power generator and the low-voltage system. The second wiring line couples the first wiring line and the high-voltage system. The DC/DC converter is disposed on the second wiring line and increases and decreases a voltage supplied to the DC/DC converter.

The present invention relates to an arrangement comprising a waste heat recovery system (WHR-system) and a method for controlling the arrangement. The arrangement comprises an expansion tank having a constant inner volume, first cooling means configured to cool the working fluid in the condenser and a control unit configured to control the first cooling means such that the working fluid is cooled to a desired condensation temperature in the condenser during operation of the WHR system. The arrangement comprises further a sub-cooler arranged in a position downstream of the condenser and second cooling means configured to cool the working fluid in the sub-cooler, and that the control unit is configured to control the second cooling means such that the working fluid receives a determined subcooling in the sub-cooler during operation of the WHR system.

The present invention relates to an arrangement comprising a waste heat recovery system (WHR-system) and a method for controlling the arrangement. The arrangement comprises an expansion tank having a constant inner volume, first cooling means configured to cool the working fluid in the condenser and a control unit configured to control the first cooling means such that the working fluid is cooled to a desired condensation temperature in the condenser during operation of the WHR system. The arrangement comprises further a sub-cooler arranged in a position downstream of the condenser and second cooling means configured to cool the working fluid in the sub-cooler, and that the control unit is configured to control the second cooling means such that the working fluid receives a determined subcooling in the sub-cooler during operation of the WHR system.

Aircraft power plants including combustion engines, and associated methods for recuperating waste heat from such aircraft power plants are described. A method includes transferring the heat rejected by the internal combustion engine to supercritical CO.sub.2 (sCO.sub.2) used as a working fluid in a heat engine. The heat engine converts at least some the heat transferred to the sCO.sub.2 to mechanical energy to perform useful work onboard the aircraft.

Aircraft power plants including combustion engines, and associated methods for recuperating waste heat from such aircraft power plants are described. A method includes transferring the heat rejected by the internal combustion engine to supercritical CO.sub.2 (sCO.sub.2) used as a working fluid in a heat engine. The heat engine converts at least some the heat transferred to the sCO.sub.2 to mechanical energy to perform useful work onboard the aircraft.

The present invention relates to a kinetic turbopump assembly for a closed loop, in particular of Rankine cycle type, associated with an internal-combustion engine (12) with a drive shaft (26), notably for a motor vehicle, wherein one (10) of the faces of said engine carries accessories (14, 18, 22) of this engine, and at least one winding roller (30, 30′, 30″) for a rotary motion transmission belt (32) connecting at least said accessories to drive shaft (26). According to the invention, the assembly comprises a rotary motion transmission path (T) between shaft (38) of the turbopump and said winding roller.

The present invention relates to a kinetic turbopump assembly for a closed loop, in particular of Rankine cycle type, associated with an internal-combustion engine (12) with a drive shaft (26), notably for a motor vehicle, wherein one (10) of the faces of said engine carries accessories (14, 18, 22) of this engine, and at least one winding roller (30, 30′, 30″) for a rotary motion transmission belt (32) connecting at least said accessories to drive shaft (26). According to the invention, the assembly comprises a rotary motion transmission path (T) between shaft (38) of the turbopump and said winding roller.

Although internal combustion engines typically waste about 75% of their fuel energy, this invention provides 31% or more brake horsepower than the engine alone by using anhydrous organic racing engine coolant that can spiral around a combustion chamber until heated to over 250° C. without boiling while exceeding the boiling point of a separate working fluid that is heated by coolant then superheated by exhaust gas before entering a unique positive displacement vapor expander engine having a piston connected by a clutch to power a driveshaft that is also driven by the combustion engine thereby creating a high efficiency direct mechanical powertrain avoiding losses of about 15% had a generator charged a battery to power an electric motor-generator. An electric generator connected for regenerative braking charges batteries to power a vehicle. Highly elevated coolant temperatures reduce cylinder and gas temperatures to lower emission toxicity while preventing lubricant burnout.

Although internal combustion engines typically waste about 75% of their fuel energy, this invention provides 31% or more brake horsepower than the engine alone by using anhydrous organic racing engine coolant that can spiral around a combustion chamber until heated to over 250° C. without boiling while exceeding the boiling point of a separate working fluid that is heated by coolant then superheated by exhaust gas before entering a unique positive displacement vapor expander engine having a piston connected by a clutch to power a driveshaft that is also driven by the combustion engine thereby creating a high efficiency direct mechanical powertrain avoiding losses of about 15% had a generator charged a battery to power an electric motor-generator. An electric generator connected for regenerative braking charges batteries to power a vehicle. Highly elevated coolant temperatures reduce cylinder and gas temperatures to lower emission toxicity while preventing lubricant burnout.