NL1043124B1 - ENERGY SYSTEM FOR ELECTRIC VEHICLE - Google Patents

Abstract

The invention is aimed at sustainably increasing the action radius, capacity and / or power of an energy system on board an electric vehicle (EV). The energy system works together with an external heat supply system in which a heat buffer is filled, depending on the need, with heat or cold energy, preferably in the form of a liquid. The heat buffer is a reservoir that is primarily suitable for the storage of thermal / caloric energy. The heat buffer can be secondarily supplemented with, or function (at least partially) as an electricity buffer. The heat buffer can be used tertiary to convert thermal energy into electrical energy. In this way, the electrical capacity of existing electric batteries of the EV can be used as much as possible for the propulsion and / or the supply of electricity to the electrical systems.

Description

ENERGY SYSTEM FOR ELECTRIC VEHICLE

TECHNICAL FIELD The invention relates to vehicle power systems. In particular, the invention relates to energy systems for electric vehicles such as buses, trains and vessels, the cabin or passenger compartment of which or other parts of the vehicle are to be heated.

BACKGROUND Electric driving is in full development. Use is increasing enormously in all forms of transport. Some important aspects for the use of these vehicles are the following.

Charging options There must be good charging options for the batteries of the vehicles. The aim is to charge with environmentally friendly energy. These charging methods can often be subdivided into a location (eg at home or in a depot, this for buses) charging system and systems to recharge the batteries on the road, in order to increase the range. At the location charging facility, you generally have more time to charge the battery, so that the installation does not have to be extremely heavy. However, with larger numbers of vehicles simultaneously, such as in a depot, extremely heavy charging installations are nevertheless required, which entails enormous problems for the electrical infrastructure. Time is a much more important aspect when loading on the road. They want to have the batteries recharged in the shortest possible time and be able to continue the journey. This time is also becoming increasingly important for larger numbers of electric vehicles, as the number of charging points will have to be limited in view of the costs and space and infrastructure required. In view of the relatively higher capacities of these charging devices, whereby the charging time is short and the use is very irregular, this presents a major problem in the electricity infrastructure.

Range The range of the vehicle should preferably be optimal, given the way for which the vehicle has been developed and is used and what the circumstances are. It is also possible to increase the range with the help of solar panels and other means, mounted on the vehicle.

An important part of the aspects that play a role in that optimal range are the climatic conditions. Another factor is that the so-called regular buses are used in areas with a very high traffic intensity, which often leads to traffic jams and other delays.

Under cold and / or damp and / or dark conditions, much of the energy is needed for heating and lighting and the like. This energy must be supplied by the used batteries. The problem here is that this available energy is limited in view of the cost price, the dimensions and the weight of the batteries.

In modern cars there are often already options for heating (or possibly cooling) the interior during loading and before departure. This reduces the impact on the battery capacity.

Electric vehicles There are various forms of electric drive and ways to provide the electric motors with energy. In a first version, a vehicle is completely dependent on the batteries, which must be recharged regularly. Recharging can take place, for example, in parking places equipped with charging stations or at special charging stations. This type of vehicle is often referred to as “fully electric”. The vehicle can optionally be equipped with its own electricity generation system that can convert solar energy into electricity, such as a solar panel. A second version concerns vehicles that, in addition to the batteries, have an extra facility to generate electricity by means of a fuel engine. This fuel engine can also be designed to drive the vehicle completely or in an auxiliary manner. This type of vehicle is usually referred to as a “hybrid drive vehicle”. Hereafter, both versions are referred to as electric vehicle or EV, unless one of the versions is specifically intended.

Electric bus An increasingly important vehicle concerns buses that have electric propulsion and depend on on-board batteries for the electricity supply. The issues described above are even more important in public transport and especially in bus transport than in other electric vehicles.

They often stand together in larger numbers at night in barely heated rooms. For charging all battery systems, a charging facility with a larger capacity is required, whereby a proper completion of charging schedules is important given the available facilities, number of buses and available time. Here, too, the interior can possibly be brought up to temperature before the start of the bus ride. Nevertheless, the differences in range under different (weather) conditions are very large. Partly a solution is found in "recharging" the batteries while on the road, but the differences in range remain large. The loading time is often also important here.

Heating electric vehicles consumes a lot of energy in the winter months and as a result the amount of kilometers that can be driven is reduced very quickly. In many cases, cold batteries also provide less power.

In the above articles it is clear that operating conditions and weather conditions have a huge influence on the range of the vehicles. An extensive test by a German institute that collaborated with an Austrian institute for this test gave the following for a comparison with passenger cars. At high speeds, the battery was empty after about 1.5 hours, but a considerable distance had been covered. This means that only 1.5 hours of heating etc. was used. This also involves driving with a pre-warmed car.

In cold conditions and low speeds, where there may also be frequent braking and acceleration, the battery is empty after approximately 3 hours. The heating, lighting, etc. will have worked twice as long as at the higher speed. However, the distance traveled was only half.

Volvo's current electric bus is equipped with a 76 kilowatt-hour battery.

These can then travel approximately 30 kilometers on a full battery, after which the vehicle can be quickly recharged by opportunity charging or other forms of fast charging. Newer buses have a range between 100 and 200 kilometers.

By increasing the battery pack, the range can be increased to 100 to 200 km depending on the circumstances. Flexibility In practice, carriers like to have flexibility. All sorts of circumstances can arise such as stagnation or detours due to road works, accidents or other causes that put an electric bus at risk of stopping. Especially during rush hours you are not waiting for these kinds of problems.

With buses with a larger battery capacity, the flexibility is much greater and the transporter can choose from many more charging options. It is possible to drive back to the depot during off-peak hours and charge the bus there at the plug, but it is also possible to charge while on the road via fast charging systems such as oppcharge or you can choose to charge the vehicle on a fast charger during cleaning. to place. The battery and systems must be suitable for fast charging to do this.

Not only transport by road is increasingly using electric propulsion, other forms of transport are also making this transition. Examples can be found in shipping, ranging from large cargo ships to small pleasure craft. A ferry with electric motors that is completely dependent on batteries is a typical example of a vessel that has to be operational all day and has a radius of action as large as possible to minimize the need for recharging.

Research by Stifting Elektrysk Farre Fryslân (SEFF) has shown that an estimated 12,000 electric vessels will be sailing around the Netherlands in mid-2016. About

1,000 of these are plug-in hybrids, the remaining 11,000 are fully electrically powered. This concerns both newly built electric vessels and converted boats. This is approximately 2.9% of the total number of motorized vessels. The trade association Hiswa also signals a clear increase in interest in electric sailing.

Finally, rail transport is also increasingly transforming into electric propulsion with batteries for power supply. Although many countries have an extensive overhead line network for power supply, there are also many areas that need to be traversed without that kind of infrastructure. There is also a need for a sufficiently large action radius.

It will still be necessary to recharge the majority of bus lines in Europe in the meantime. It is thought that most parties will opt for fast charging, because this is simply the most efficient in the operation and can take place during an intermediate stop with a rest break. So there is no standard solution that can be applied everywhere. Electric bus lines represent an enormous calculation exercise for optimal use of buses. During the day many buses often stop at the depot, but you also have to deal with the driving and rest times of drivers.

THE INVENTION By providing additional facilities in a preferably fully electric vehicle, use can be made of other forms of energy production, storage and use. A bus is referred to hereinafter, where a fully electric bus is intended as an example. The invention also applies to other vehicles, as well as non-electric or hybrid vehicles. The invention is aimed at sustainably increasing the action radius, capacity and / or power of an energy system on board an electric vehicle (EV). The energy system works together with an external heat supply system in which a heat buffer is filled, depending on the need, with heat or cold energy, preferably in the form of a liquid. The heat buffer is a reservoir that is primarily suitable for the storage of thermal / caloric energy. The heat buffer can be secondarily supplemented with, or function (at least partially) as an electricity buffer. The heat buffer can be used tertiary to convert thermal energy into electrical energy. In this way, the electrical capacity of existing electric batteries of the EV can be used as much as possible for the propulsion and / or the supply of electricity to the electrical systems. The heat buffer can consist of one or more special central containers and / or be distributed over adapted construction parts of the bus, together with a possibly provided piping system filled with liquid or gas. Construction parts of the bus concern, for example, profiles, ceiling and floor parts and seats.

The materials used must be optimally chosen with regard to heat capacity, storage capacity, insulation, heat emission possibilities, risk of burns when touched, maintenance, resistance for the liquids used at the temperatures used.

Safety measures should be incorporated where necessary. Provisions for expansion and possible freezing or boiling of the liquid used must be taken.

In the following, the term energy system is used to indicate the system on board a vehicle that is designed for the electricity and heat management of the vehicle. The heat supply system is the system that operates externally to the bus to produce and / or store heat and transfer it to the bus. In the following, the term liquid is referred to as a medium, but solid matter or gas can also be used as a medium for the storage and transport of heat energy. After this, water (or processed water, such as distilled water) is used as an example of liquid in an example of heat production, storage and use. Water is heated to boiling point in the heat supply system. A volume of 1000 liters of water can therefore contain an energy amount equal to a 100 kWh battery. By choosing suitable materials and also using them to heat eligible parts of the bus, the amount of energy introduced and absorbed into the bus can be much greater. By allowing the hot water to flow through the facilities, whereby differential measurements in the temperature of the supplied and discharged water flow, possibly in combination with other measurements, can be used to arrive at the optimum supplied energy. Use can also be made of all kinds of facilities such as controlled valves, pumps and other facilities. The returned water can be reused (closed system). The water in the depot can be stored in suitable installations. These can be installations per bus or installations that are suitable for several buses at the same time. Heating of the water or medium in the depot to the desired temperature takes place with the means available for this purpose and at the appropriate times. Use can be made of residual heat from, for example, power plants, industry, data centers or other forms of energy surplus, such as an excessive amount of sun or wind energy. This can also be of particular interest for energy charging stations on the road.

The capacity of the installations in terms of volume and heating capacity must be geared to the desired deployment and use of the installation.

Advantages In short, the invention provides the following advantages, both locally, such as at the depot of buses, and distributed along roads, where charging systems are implemented:

1. During an intermediate stop, a relatively large amount of heat (or cold) can be absorbed quickly by exchanging a medium.

2. The burden on available energy networks is reduced and logistics are simplified.

3. The load on the available electricity network will be spread better over time.

4. The delivery capacity to vehicles will be increased.

5. Dependence on public infrastructure is reduced.

6. It provides an energy and heat supply system that contributes to the promotion of the use of alternative and / or clean energy and residual energy.

7. Implementation is relatively cheap and pays for itself quickly.

8. Availability of heat in case of calamities can come in handy, especially during cold, wintery conditions. In those situations, there may be, for example, skidding wheels, stopping in remote areas and other problems. With the heat buffer, drinks can be heated on board and offer solace. A bottle holder or cupboard space that can be placed in the heat buffer is therefore also part of the invention.

9. By using the warm water, when bus rides start, where the outside temperature is often at the lowest point of the day, the required heat can be taken off well due to the relatively high temperature of the water (or medium). Normally, the temperature rises during the day and the heat demand decreases, which in turn matches the decreasing temperature in the reservoir with the water (medium).

Below we will discuss some of the advantages and other aspects mentioned.

Increase range Expansion of the energy capacity available for driving the electric buses, which increases the range and enables more efficient use of the bus.

Improving charging logistics Less load on the charging stations when using this method than when using multiple batteries to obtain a longer range, which is especially important with larger numbers of buses. Due to less use of the charging stations, fewer logistical problems are to be expected and fewer charging stations will suffice. By making use of alternative energy such as geothermal energy, residual heat, heat from environments such as from surface water, sewers, residual heat from agriculture, livestock farming, industry, data centers, etc., but also by using the surplus of alternatively generated electrical energy such as windmills and solar collectors / panels of both the public network and that of private or commercial networks, a heat buffer or bus can be heated in a sustainable manner.

This also results in a lower load on electrical infrastructure.

Faster and more efficient charging A faster charging time of energy because electric and hot liquid charging can take place simultaneously. This results in better efficiency.

Charging while on the road can also be done for both forms of energy at the same time, which will increase the range again. You can also choose by only charging with one form of energy. It is also possible to load much faster with liquid by using heavy pumps without the energy network being (over) loaded.

By subdividing the fluid systems into different circuits, parts of the system can be used for heating and / or cooling, both in the bus and in the depot and the like.

In the bus, provisions can be made that can regulate very local heating, such as per occupied seat or per occupied seat, possibly also adjustable by the passenger. By regulated heat output and ventilation flows, the heat output can be optimally regulated when the temperature drops.

Depending on the circumstances, a combination of the current heating systems or integration of both systems can ensure optimal results.

For the heat transfer in the depot and / or in the bus, use can also be made of different heat transfer systems, where the fluid transfers heat to one or more closed systems that transfer the heat from the depot unit or units to or from the bus storage unit ( units). From there, the heat (or cold) can spread through the bus with other closed systems. These can be systems that control heat absorption and heat dissipation with different media and that can consist of solids, liquids or gases.

Advantages include less susceptibility to malfunctions, less maintenance, more suitable for heat management and heat storage in the bus and cost savings in construction. It can also provide advantages for connecting pipes for the supply and discharge of the hot and / or cold liquids from and to the storage unit or units in the depot or in the charging point or points along the way.

Liquid used as part of a battery system.

By having the storage installations in the depots and any storage installations in the buses function as electrically rechargeable batteries (think of the principles of the sea salt batteries), the possible available energy can increase even more.

Liquid storage in the bus can be used as a battery for the storage of heat and electrical energy and for additional generation of (extra) electricity, by converting the heat into electrical energy. Different liquids with different properties can be used here.

Storage of electrical energy and heat energy can take place in one installation, in other words in the bus components itself, so that the existing battery is less taxed and the new energy source can supply energy in parallel with the standard battery. Here follows a calculation example in connection with heating liquid, in this case water. If 1000 liters of water are heated to approximately 86 degrees, this results in a stored power of approximately 1000 x 1.16 x 86 = 100 kWh, or a so-called water battery with a capacity of 100 kWh. That is therefore a considerable amount of energy compared to the battery capacity.

A problem with electric chargers for electric vehicles is that they (will) form a large burden on the current energy network. Fast chargers for ordinary cars typically have around 0.35 MW of power, while fast chargers for buses and trucks deliver even up to 1 MW of peak power. Given the growing amount of electric vehicles, this will cause problems in the short term. An additional problem is that the higher currents during fast charging pose a risk to safety due to heat development in cables, etc.

Cables for 150 KW load are relatively heavy and cannot be lifted for an average person. With heavier loading devices, parts must be provided with additional cooling, for example with water, which makes installations, both of the bus and of the charger, complex and therefore expensive.

In addition to the plug for electric charging, our proposal is also to connect a set of hoses for water (or other medium) of 98 degrees Celsius, for example, to a bus. The basic principle here is that the can is preferably optimally insulated, whereby the values of temperature and quantities and the type of medium can be adapted to the wishes and intended objective.

To this end, the can is configured such that, distributed throughout the can, for instance 1000 liters of water is absorbed, for instance in profiles in the floor, the underside of the can preferably being optimally insulated.

Buses are usually kept in a hall (depot) during the night that is sparingly heated. The batteries are also charged here. During that depot parking time, for example, one hour before the start of the duty schedule, a hot liquid or gas flow (preferably a water flow) can be passed through the profiles and the heat buffer of the bus, until the bus has heated up to some extent even far above the ambient temperature. A difference measurement can then result in 100 kWh plus the heat storage (for example 50kWh) in the bus parts themselves, reaching a total capacity of 150kWh. The bus is therefore at temperature and partly above temperature when it starts driving. The existing electric battery can also be brought to the optimum temperature. Subsequently, the heat can be slowly released as needed for use on board the bus. There are many options for this.

The advantage of this solution is that the battery, as long as there is sufficient heat capacity, now only has to provide the drive.

The 1000 or even extra say 1500 kg of the heat buffer does not have to be a problem, given the total weight of an average can and the possibility to spread the weight (which is liquid) over the can. If necessary, the bus can also be supplied with hot water at special charging points where the electric battery is recharged.

The above significantly increases the range and / or the available power of the battery. A practical example is described below. A bus with lithium-ion battery modules from Akasol on board with a maximum capacity of 243 kWh. This is achieved with 10 units with 180 cells in the rear (4 units) and on the roof (2 to 6 units). Mercedes conservatively estimates the range in the summer at 150 kilometers. The weight is 19.5 tons. The bus can accommodate 70 to 80 passengers. With an increase of approximately 1500 kg in weight, it will have an approximately 50% greater action radius.

Cooling and heating of the bus takes place by means of a heat pump with air conditioning as a backup. It is also possible to bring the buses up to temperature during loading. Electric heating can take place in the depot.

The invention proposes to have the energy to be supplied also consist of heat. A combination of this so-called heat charging and electric charging gives electric buses and other vehicles a head start and thus increases available power and / or range.

The battery stores the electrical energy and the bus itself is partly the heat storage together with, for example, the 1000 liters of hot water. The 1000 liters of water can form an extra battery for electricity.

Cold water can be used in summer, or heated water can be removed. Optionally, the liquid can also be removed during the ride as weight reduction for the rest of the ride. For this, even the storage system could be divided into special sections.

A kind of filling stations can be made in the depot and possibly en route. This can be done in places with a surplus of energy, such as power stations, industry and data centers. This can optionally also be provided with heat energy and electrical energy in the form of exchangeable elements.

Of course, all kinds of measures such as antifreeze, expansion vessels, good insulation, pumps and many other things are necessary.

A great advantage is that the energy can be gradually supplied to water, which reduces peak loads on the grid and also makes it easier to use alternative sources.

An alternative is the introduction of exchangeable or fillable containers for hot water or another medium and / or a box with PCM materials (so-called heat buffers), for example for fleece trucks, passenger cars and many other means of transport.

Trains can be equipped with heat accumulators and / or salt water accumulators with stored electrical and heat energy in or under the train (wagons), so that less energy has to be collected from a rail network. In this way, a train can also run on a rail system, in combination with other batteries, without the need for an electrical (overhead) line system. There is then a battery train.

A further advantage may be that if the voltage of the rail network is lost, the train may continue to run on this energy.

Furthermore, other liquids can also be used, but also parts with a greater heat capacity for relevant parts in the bus.

Hot water can even only be fed through the seats used and that possibly even only the floor at the seats that are occupied will be heated. Another option is to convert the supplied heat energy into electrical energy that can be used to significantly increase the operating radius or to convert it into energy for cooling.

By using heat pumps and other energy sources, the storage units, for example in depots, can be charged in an environmentally friendly way and become more independent from the public energy grid.

The equipment for charging can be used more efficiently and the load on the public energy grid is also less erratic.

The field of application will mainly be bus transport, however applications in other means of transport such as trucks and vans, but also in boats and electric trains and other powered installations are also possible.

Moreover, the invention is also applicable in vehicles powered by other forms of energy, including propulsion with hydrogen as a basis. Advantages can be gained from the use of PCM for the materials used, the construction and for the decoration of the bus, seats, walls and ceilings.

Phase Changing Materials Phase Changing Materials (PCM) are materials that absorb or release heat by changing from solid to liquid phase. By changing back to solid phase, these materials can release this heat again. This makes the ambient temperature of these materials more stable. So the maximum temperature gets lower and the minimum temperature gets higher. Water (and ice) is also a PCM. Phase change should preferably occur within the available temperature limits between which the environment fluctuates. Special PCM can absorb more heat per volume than water, thus saving weight and volume, or a larger heat capacity with the same weight and volume. Even better results can be achieved by using PCM materials. The same amount of heat storage can also be achieved with less volume and / or weight. PCM materials can be used in many parts and in particular in the heat buffers, both at the depot and in the bus. Optionally, PCM materials with different melting temperatures can be added to the heat buffer. Heat pump A heat pump provides heating and hot water in a sustainable way. Heat pumps use a heat exchanger to extract heat from the air, soil, groundwater, surface water and other possible sources. This heat is brought to a higher temperature by the heat pump by means of a process with a refrigerant (comparable to the refrigerants such as the air conditioners in cars or refrigerators) and is then used as space heating and possibly heats tap water. These heat pumps can be used in various places in the energy system to achieve optimal results. Energy from vehicle movement

A further contribution to the energy of an energy system of a bus involves obtaining energy from movements that a bus makes while driving. These movements are caused by vibrations in the road surface, by making bends, but also by accelerating and braking the bus.

There is a shock absorber system for the passenger car that converts vibrations transmitted to the car by the road surface into electrical energy. There are also systems that, when braking, collect the energy resulting from this braking of the rotation of the wheels and store and / or reuse this energy.

The energy that arises as a result of the movements of a bus as a result of bends and acceleration and braking are of a completely different order of magnitude. The invention proposes, by making use of the relatively large mass of buses and the low frequency of those movements, to use new and existing forms of energy conversion for conversion of the kinetic energy into heat and / or electrical energy and / or or its storage.

To make effective use of this energy, rotary dampers can be expanded with additional features and / or by adding similar dampers, with the frequency range shifted to lower frequencies and the length and mass of the movement being tuned to the mentioned movements. The energy can then be stored and reused.

Further details are also described in the following clauses.

1. An energy system for a vehicle, wherein the energy system is arranged to heat the vehicle, characterized in that the energy system is arranged to heat the vehicle by connecting the energy system to a heat supply system arranged to transfer heat from the vehicle. heat supply system to the energy system.

2. The energy system according to any one of the preceding clauses, characterized in that the energy system comprises a heat exchanger that is arranged to exchange heat with the heat supply system, which heat supply system is provided with a first separate pipe system that is separated from a second separated pipe system. piping system comprised in the energy system, wherein the separate piping systems are arranged to allow a liquid or gas to flow in opposite directions and thereby transfer heat from a relatively warmer liquid or gas flow from the one pipeline system to a relatively colder liquid or gas flow of the other piping system.

3. The energy system according to any one of the preceding clauses, characterized in that the energy system is provided with a first connectable pipe system which is arranged to receive liquid or gas from a second connectable pipe system included in the heat supply system and liquid or gas. to be transferred from the first connectable pipe system to the second connectable pipe system.

The energy system according to any one of the preceding clauses, characterized in that the energy system comprises a first heat buffer arranged to be exchanged with a second heat buffer.

The energy system according to any one of the preceding clauses, characterized in that the energy system comprising the first and / or second heat buffer comprises a liquid tank.

The energy system according to any one of the preceding clauses, characterized in that the liquid tank is at least partially filled with phase change material.

The energy system according to any one of the preceding clauses, characterized in that the heat buffer is a salt water battery, arranged to supply electricity to the vehicle.

The energy system according to any one of the preceding clauses, characterized in that the energy system includes a vehicle piping system that is arranged to change the interior temperature of the vehicle.

The energy system according to any one of the preceding clauses, characterized in that the energy system is arranged to heat the vehicle.

The energy system according to any one of the preceding clauses, characterized in that the energy system is arranged to convert heat into electrical energy, for example by using the heat to drive a Stirling engine which in turn drives a dynamo.

The energy system according to any one of the preceding clauses, characterized in that the energy system is arranged to cool the vehicle.

The energy system according to any one of the preceding clauses, characterized in that the vehicle guidance system comprises conduits that run through at least a portion of one or more seats, the floor and / the ceiling of the vehicle.

The energy system according to clauses 12, characterized in that the amount and / or supply of liquid and / or gas flow through the pipes is adjustable from a central control unit and / or from decentralized control units, such as adjustable per seat by a passenger.

The energy system according to any one of the preceding clauses, characterized in that the energy system and / or parts of the energy system such as the heat buffer or pipe system are manufactured by means of an additive manufacturing technique, such as 3D printing.

15. The energy system according to clause 10, characterized in that the energy system is arranged to convert heat into electrical energy by using thermoelectric materials arranged to convert heat energy into electrical energy, using made from the Seebeck or Peltier effect.

The energy system according to clause 15, characterized in that the thermoelectric material is a highly efficient ultra-thin thermoelectric material comprising an aligned tin-selenide crystal structure.

The energy system according to any one of the preceding claims, characterized in that the thermoelectric material comprises a highly efficient ultra-thin thermoelectric material with a structure other than tin-selenide crystal that is optimized by crystal structure operations.

DETAILED DESCRIPTION The invention is now described by the following aspects and embodiments. The invention proposes a number of variants for the purpose of energy (heat and / or electrical energy) storage and supply to an electric vehicle. In principle, the proposed systems are also very useful for non-electric or hybrid vehicles, but the greatest benefits will be achieved in fully electric vehicles. There are a large number of options for storing energy in the heat buffers. After this, the added letters used mean the following: B is on board the Bus

W concerns Heat storage E is electrical energy R indicates that the energy stored externally (for example at the depot). Reservoir R can be a heat buffer in any location. Heat buffer B can be a heat buffer in any form of transport means. Heat buffer in the energy system of the bus (heat buffer B) or heat buffer in the heat supply system (heat buffer R) Storage can take the form of caloric (heat energy) charge. This can be in a solid, a liquid, a gas, in PCM materials. The heat can be additionally stored in parts of the vehicle and the material of the heat buffer itself. The heat can be disseminated throughout the vehicle by conduction, radiation, convection, radiation. The circulating of liquids or the use of air currents can contribute to this. The total of the heat storage in the above-mentioned installations is mentioned in the heat buffer W below with the addition of the letter B if it concerns a heat buffer in a vehicle with the purpose of supplying energy to or in the vehicle and with the addition of letter R when it is used in a location for the purpose of heat storage which can then be delivered to a consumer, being a vehicle or other consumer. Storage of electrical energy can be done by storing the liquid in an installation provided with the necessary electrodes and other means, so that the common components form a battery or battery which is charged and discharged or which can be charged and discharged. Electrical energy can come from solar energy or wind energy or other forms of electricity generation, and or from surplus energy on the electricity network if too much is generated by energy sources. A number of aspects can be distinguished in production, storage, supply / exchange of energy (heat and / or electrical energy). First aspect: heat buffer in the bus The heat can be supplied in various ways and then stored in heat buffer B.

1. The heating can be done by converting electrical energy into heat energy which is then absorbed by heat buffer W. The conversion can be done by a resistor that heats up, by induction, by infrared, by radiation and other methods.

2. The heating can be done by sending a warm liquid or gas through the heat buffer WB until the desired temperature is reached and then closing the supply and discharge. The heat can be extracted from the soil, from the air, from ground or surface water, from sewers, from residual heat from other installations, from heat buffer R.

3. The heating can be done by a chemical process.

4. Heating can be done by passing an electric current through it.

5. The heating can be done by means of heat exchanger (s) and heat pump (s), whereby the heat can be extracted from the soil, from the air, from ground or surface water, from sewage, from residual heat from other installations, from heat buffer R.

6. The heating can take place by means of a coupling / connecting element, a warm liquid or gas through a heat emission element that is located in or thermally coupled to the heat buffer WB until the desired temperature is reached, after which the coupling is broken again and the connections are closed. or be. The heat can be extracted from the soil, from the air, from ground or surface water, from sewers, from residual heat from other installations, from heat buffer R.

7. Heating can be done by replacing part or all of the heat buffer.

Second aspect: Heat buffer in the heat supply system The heat can be supplied in various ways and then stored in the heat buffer.

1. The heating can be done by converting electrical energy into heat energy which is then absorbed by heat buffer W. The conversion can be done by a resistor that heats up, by induction, by infrared, by radiation and other methods.

2. The heating can be done by sending a warm liquid or gas through the heat buffer WR until the desired temperature is reached and then closing the supply and discharge. The heat can be extracted from the soil, from the air, from ground or surface water, from sewers, from residual heat from other installations, from heat buffer B.

3. The heating can be done by a chemical process.

4. Heating can be done by passing an electric current through it.

5. The heating can be done by means of heat exchanger (s) and heat pump (s), whereby the heat can be extracted from the soil, from the air, from ground or surface water, from sewers, from residual heat from other installations, from heat buffer B.

6. The heating can take place by means of a coupling / connecting element, a warm liquid or gas through a heat emission element that is in or thermally coupled to another heat buffer with another medium with a high temperature, for example 300 degrees Celsius, until the desired temperature is reached, after which the the coupling is broken again and the connections are or will be closed.

7. The heating can be done by replacing part or all of the heat buffer R with a heat buffer heated elsewhere by converting electrical energy into heat energy which is subsequently absorbed by the heat buffer. The conversion can be done by a resistor that heats up, by induction, by infrared, by radiation and other methods. Consider the 25,000 liter or 50,000 liter option. Third aspect: Storage of electrical energy in the bus. The supply can be supplied in the form of electrical energy. The electrical energy can come from solar energy or wind energy or other forms of electricity generation, and or from surplus energy on the electricity network if too much is generated by energy sources. Fourth aspect: External storage of electrical energy. The supply can be supplied in the form of electrical energy. The electrical energy can come from solar energy or wind energy or other forms of electricity generation, and or from surplus energy on the electricity network if too much is generated by energy sources. The storage can take place in a depot, for example. Result heat supply to or in bus. 1 \; Heat supply and storage in bus parts and interior. 2 \ Heat supply and storage in extra reservoir in can.

3 \; Optimization of storage by using PCM materials for interior and parts. 4 \ Optimization by adding PCM materials of possibly different temperatures in the reservoir. 5 \; Cold standard battery heating for better performance. 6 \; Very fast supply of heat (thermal) energy possible with pumps. 7 \; No effective space loss in the vehicle.

This solves the heat demand, but there are even more benefits to be gained from it.

Expansion of the available electric battery energy The need to increase the electric energy continues to exist, preferably at minimal cost and without significant weight gain or space consumption.

The first method of obtaining additional electrical energy is the following.

We can also use the reservoir in the bus as an environmentally friendly salt water or other type of battery.

So this is readily available extension of electrical energy.

Many developments in salt water and other batteries are underway and the yields per unit volume / weight are increasing rapidly.

A second possibility is the following.

We can convert heat into electrical energy in various ways. (Including thermoelectric materials / Seebeck effect) This again creates extra electrical energy.

Many companies and research institutes are busy optimizing and developing methods to improve the efficiency of this conversion.

Korean researchers claim the development of inexpensive high-efficiency thermoelectric materials that have enormous potential to be used in these types of applications.

There are also many developments going on, including graphene with which heat is converted into usable light or other forms of energy.

The returns are not that high yet, but there are developments going on that are promising.

The efficiency is important, but since the loss also consists of heat energy, it can be used for heating.

Other comments on the text used

It should be noted that the above embodiments illustrate rather than limit the invention and that one skilled in the art will be able to design many alternative embodiments without departing from the scope of the appended claims.

The use of the verb "comprise" and its conjugations does not preclude the presence of elements or steps not specified in a claim.

The term "and / or" includes any combination of one or more of the associated listed items.

The article "a" preceding an element does not preclude the presence of a number of such elements.

The article "the" preceding an element does not preclude the presence of a number of such elements.

In the device claim listing different means, several of these means can be embodied by one and the same piece of hardware.

The mere fact that certain measures are recited in mutually different dependent claims does not mean that a combination of these measures cannot be used.

Claims (17)

CONCLUSIONS 1. An energy system for a vehicle, wherein the energy system is arranged to heat the vehicle, characterized in that the energy system is arranged to heat the vehicle by connecting the energy system to a heat supply system arranged to transfer heat from the vehicle. heat supply system to the energy system. The energy system according to any one of the preceding claims, characterized in that the energy system comprises a heat exchanger arranged to exchange heat with the heat supply system, which heat supply system is provided with a first separate pipe system that is separated from a second separate pipe system. piping system comprised in the energy system, wherein the separate piping systems are arranged to allow a liquid or gas to flow in opposite directions and thereby transfer heat from a relatively warmer liquid or gas flow from the one piping system to a relatively colder liquid or gas flow from the other piping system. The energy system according to any one of the preceding claims, characterized in that the energy system is provided with a first connectable pipe system which is adapted to receive liquid or gas from a second connectable pipe system included in the heat supply system and liquid or gas. to be transferred from the first connectable pipe system to the second connectable pipe system. The energy system according to any of the preceding claims, characterized in that the energy system comprises a first heat buffer that is arranged to be exchanged with a second heat buffer. The energy system according to any of the preceding claims, characterized in that the energy system comprising the first and / or second heat buffer comprises a liquid tank. The energy system according to any of the preceding claims, characterized in that the liquid tank is at least partially filled with phase change material. The energy system according to any one of the preceding claims, characterized in that the heat buffer is a salt water battery, adapted to supply electricity to the vehicle. The energy system according to any of the preceding claims, characterized in that the energy system includes a vehicle piping system arranged to change the interior temperature of the vehicle. The energy system according to any of the preceding claims, characterized in that the energy system is arranged to heat the vehicle. The energy system according to any one of the preceding claims, characterized in that the energy system is arranged to convert heat into electrical energy, for example by using the heat to drive a Stirling engine which in turn drives a dynamo. The energy system according to any of the preceding claims, characterized in that the energy system is arranged to cool the vehicle. The power system according to any one of the preceding claims, characterized in that the vehicle guidance system comprises conduits that run through at least a portion of one or more seats, the floor and / the ceiling of the vehicle. The energy system according to claim 12, characterized in that the amount and / or supply of liquid and / or gas flow through the pipes is adjustable from a central control unit and / or from decentralized control units, such as adjustable per seat by a passenger. The energy system according to any one of the preceding claims, characterized in that the energy system and / or parts of the energy system such as the heat buffer or pipe system are manufactured by means of an additive manufacturing technique, such as 3D printing. The energy system according to claim 10, characterized in that the energy system is arranged to convert heat into electrical energy by using thermoelectric materials which are adapted to convert heat energy into electrical energy, using made from the Seebeck or Peltier effect. The energy system of claim 15, characterized in that the thermoelectric material is a highly efficient ultra-thin thermoelectric material comprising an aligned tin-selenide crystal structure. The energy system according to any one of the preceding claims, characterized in that the thermoelectric material comprises a highly efficient ultra-thin thermoelectric material with a structure other than tin-selenide crystal that is optimized by crystal structure operations.