BR102017008588A2 - regenerative differential isothermal-isochoric diesel combined cycle engine and control process for the combined cycle engine thermodynamic cycle - Google Patents

Abstract

The present invention relates to a combined cycle thermal motor formed by one unit operating with the interconnected diesel cycle and integrated with the other unit operating the differential cycle of four isothermal processes and four isochoric processes with regenerator.

Description

(54) Title: REGENERATIVE DIESEL AND DIFFERENTIAL-ISOTHERMAL-ISOCHORIC COMBINED CYCLE ENGINE AND CONTROL PROCESS FOR THE COMBINED CYCLE ENGINE THERMODYNAMIC CYCLE (51) Int. Cl .: F02G 5/04; F02B 3/00.

(71) Depositor (s): ASSOCIACAO PARANAENSE DE CULTURA - APC.

(72) Inventor (s): MARNO IOCKHECK; SAULO FINCO; LUIS MAURO MOURA.

(57) Abstract: This invention refers to a combined cycle thermal engine formed by a unit operating with the Diesel cycle interconnected and integrated with the other unit operating with the differential cycle of four isothermal processes and four isochoric processes with regenerator.

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DIESEL AND DIFFERENTIAL-ISOTHERMALISOCHORIC REGENERATIVE CYCLE ENGINE AND CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE COMBINED CYCLE ENGINE

TECHNICAL FIELD OF THE INVENTION [001] The present invention refers to a combined cycle thermal engine formed by a unit operating with the Diesel cycle interconnected and integrated with the other unit operating with the differential cycle of four isothermal processes and four isochoric processes with regenerator .

BACKGROUND OF THE INVENTION [002] Classical thermodynamics defines three concepts of thermodynamic systems, the open thermodynamic system, the closed thermodynamic system and the isolated thermodynamic system. These three concepts of thermodynamic systems were conceptualized in the 19th century at the beginning of the creation of the laws of thermodynamics and underpin all the motor cycles known to date.

[003] The isolated thermodynamic system is defined as a system in which neither matter nor energy passes through it. Therefore, this concept of thermodynamic system does not offer properties that allow the development of engines.

[004] The open thermodynamic system is defined as a thermodynamic system in which energy and matter can enter and exit this system. Examples of open thermodynamic systems are internal combustion engines, Otto cycle, Atkinson cycle, similar to Otto cycle, Diesel cycle, Sabathe cycle, similar to Diesel cycle, Brayton cycle of internal combustion, Rankine cycle with exhaust of steam to the environment. The materials that enter these systems are fuels and oxygen or fluid

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2/17 working or working gas. The energy that enters these systems is heat. The materials that come out of these systems are the exhaustion of combustion or the working fluid, gases, waste; the energies that come out of these systems are the mechanical energy of work and part of the dissipated heat.

[005] The closed thermodynamic system is defined as a thermodynamic system in which only energy can enter and exit this system. Examples of closed thermodynamic systems are external combustion engines such as the Stirling cycle, Ericsson cycle, Rankine cycle with closed circuit working fluid, Brayton heat or external combustion cycle, Carnot cycle. The energy that enters this system is heat. The energies that come out of this system are the mechanical energy of work and part of the dissipated heat, but no matter leaves these systems, as they occur in the open system.

[006] Both systems, open and closed, the entire mass of the working gas is exposed to the incoming energy, heat or combustion and all of it, too, is exposed to cooling or cooling, that is, the mass of the working gas is constant in their processes and the difference between them is that in the open system the mass of working gas passes through the system and in the closed system, the mass remains in the system.

THE CURRENT STATE OF THE TECHNIQUE [007] The combined cycle engines known to date have been invented and designed by joining in the same system two engine concepts idealized in the 19th century, based on open thermodynamic systems or closed thermodynamic systems, the best known being the combined cycles of a Brayton cycle engine with a Rankine cycle engine and the combined cycle of a Diesel cycle engine with a Rankine cycle engine.

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3/17 [008] The basic concept of a combined cycle is a system composed of an engine operating by means of a high temperature source so that the heat rejection of this engine is the energy that drives a second engine that requires a temperature lower operating time, both forming a combined system of converting thermal energy into mechanical energy for the same common purpose.

[009] The current state of the art reveals combined cycles formed by a main engine of Brayton cycle or Diesel cycle that works with a main source with a temperature above 1000 ° C and with exhaust gases in the range between 600 ° C and 700 ° C and these gases are in turn channeled to power another Rankine cycle engine, usually “organic Rankine” (ORC). The conventional Rankine cycle has water as its working fluid, the organic Rankine cycle uses organic fluids, these are more suitable for projects at lower temperatures than the projects with the conventional Rankine cycle, therefore they are normally used in combined cycles.

[010] Some of the main disadvantages of the current combined cycles, considering the second machine as an organic Rankine or Rankine cycle engine are the change of the physical state of the working fluid, that is, there is a liquid phase required by the thermodynamic cycle processes that must be controlled, and the heating energy of the liquid phase and the latent phase, of state change, cannot be converted into useful working energy, they are losses imposed by the Rankine concept. This system requires engine items that imply more processes, more weight, more control and more losses, liquid reservoirs, reservoir for steam generation, cooler type condenser exchanger, condensation reservoir, pump for fluid flow in the liquid state, control valves for liquid and gaseous processes. This set of features implies additional weight, additional volume, additional thermal losses, reduced overall efficiency and, consequently, higher pollution rates,

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4/17 higher implementation costs and lower sustainability rates in these projects.

[011] The current state of the art, as of 2011, has revealed a new concept of thermodynamic system, the so-called hybrid thermodynamic system, and this new concept of system has become the support base for new motor cycles, the cycle motors differential and non-differential binary cycle engines so that these new motor cycles have significant advantages for the creation of new combined cycles. Combined cycles of a Brayton cycle engine with a differential cycle engine, Brayton cycle engine with a binary cycle engine, Diesel cycle engine with a differential cycle engine, Diesel cycle engine with a binary cycle engine can be exemplified , Otto cycle motor with a differential cycle motor, Otto cycle motor with a binary cycle motor and some other variations.

OBJECTIVES OF THE INVENTION [012] The major problems of the state of the art, specifically regarding the combined cycles are found precisely in the second unit that forms the systems, this is generally a Rankine cycle machine, an old machine, whose thermodynamic processes impose losses through the need to change the physical state of the working fluid, the heat of heating during the liquid state, the heat of transformation, latent heat, the mechanical units, reservoirs, valve systems, condensers, pumps that add weight, volume, losses and costs.

[013] The objective of the invention focuses on eliminating some of the existing problems, minimizing other problems and offering new possibilities, to achieve these objectives, a new concept of thermal motors has become indispensable and the creation of new motor cycles is necessary so that the efficiency of the engines is no longer dependent exclusively on the

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5/17 temperatures. The concept of hybrid system and differential cycles and binary cycles, a characteristic that underlies this new concept of combined cycle, eliminates the dependence on efficiency exclusively at temperature. The elimination of the need to change the physical state of the working fluids becomes representative to reduce the volume, weight and cost of the machines. Therefore, the combined cycle formed by a Diesel cycle unit with a differential-isothermal-isochorous cycle unit constitutes an important evolution, viable for the future of systems formed by combined cycles.

DESCRIPTION OF THE INVENTION [014] Combined cycle motors are characterized by having two separate thermodynamic units integrated forming a system so that the energy discharged by the main unit is the energy source of the secondary unit and both have an integration of the final mechanical work.

[015] The present concept considers a thermodynamic unit formed by a diesel cycle engine (31), which performs a four-cycle diesel cycle and a regenerative differential-isothermal-isochoric cycle engine (320), described in patent BR1020160198755, which performs a cycle of four isothermal processes and four isochoric processes with regenerator, so that the incoming energy, by combustion, performs an isobaric expansion process in the Diesel cycle unit, an isochoric cooling process when the exhaust goes straight to the environment or isobaric or adiabatic when exchangers are used for other purposes which gives energy to the isothermal process of expansion of the differential cycle unit, this in turn performs an isothermal cooling process giving the energy that the system together to the environment has not converted to work and so that both cycles have a conversion to common final work. So these are combined cycle engines

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6/17 completely different from current engines and combined cycles, which are based solely and exclusively on open or closed systems. Figure 3 shows the general concept of the invention and figure 4 shows the graphs with the integration of both thermodynamic cycles forming the combined cycle. In addition to combining the Diesel and differential cycle, the present invention also considers the use of an auxiliary turbine (315) to perform work by means of an adiabatic process with residual energy and a compressor (314) for pressurizing the air in the combustion chambers of the diesel internal combustion engine.

[016] The present invention brings important developments for the conversion of thermal energy into mechanics by the concept of the combination of two distinct thermodynamic cycles. The vast majority of combined cycles are powered by a Rankine or Rankine cycle steam turbine engine. Figure 1 shows that the Rankine cycle has losses inherent to the concept of the processes that form its cycle, not allowing a significant portion of energy to be converted into work. Rankine and organic Rankine cycles require changing the physical state of the working gas, that is, there is a phase of the process in a liquid state requiring condensation elements, evaporation and auxiliary pump systems, and all these elements and processes impose losses and impossibility to use the energies of these phases in the conversion. Some of the main advantages of the combined diesel cycle invention with isothermal-isochoric differential that can be verified are the lack of elements to change the physical state of the working fluid and its associated losses, the lack of condensation and vaporization elements, therefore the there is also no loss associated with the latent heat of the working fluid, the absence of circuits, pumps, control elements intended for the processes of changing the physical state of the fluid and its associated losses and, consequently, the absence of volume, materials and mass , weight, of the elements that compose such projects. Therefore, the innovation presented by the combined Diesel cycle with differential is significant.

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7/17 [017] Combined cycle engines based on the integration of a diesel cycle engine with a differential cycle engine may be constructed with materials and techniques similar to conventional combined cycle engines, such as the secondary unit, with differential cycle consisting of an engine that works with closed circuit gas, considering the complete system, this concept of closed working gas circuit with respect to the external environment indicates that the system must be sealed, or in some cases, leaks can be admitted, provided that compensated. Suitable materials for this technology must be observed, they are similar, in this aspect, to the technologies of Brayton, Stirling or Ericsson cycle engine design, all of which are external combustion. The working gas depends on the project, its application and the parameters used, the choice of gas can be diversified, each one will provide specific peculiarities, as an example the gases can be suggested: helium, hydrogen, nitrogen, dry air, neon, among others.

DESCRIPTION OF THE DRAWINGS [018] The attached figures demonstrate the main characteristics and properties of the new concept of combined cycle, more specifically to a system formed by a Diesel cycle unit with a differential-isothermal-isochoric cycle unit, being represented as follows below :

Figure 1 demonstrates in a block diagram, a current combined cycle system, formed by a Diesel cycle unit with a Rankine cycle unit. Plants designed with this philosophy today are used to improve mechanical and energy efficiency in traction systems, vehicles, such as trucks, machines, ships.

Figure 2 demonstrates in a block diagram, a combined cycle system idealized based on the new concept of thermodynamic system, formed by a known Diesel cycle unit, with a cycle unit

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8/17 differential-isothermal-isochoric. Theoretically, systems designed with this philosophy to generate mechanical force will have superior efficiency to combined cycle systems with Rankine or organic Rankine based on the theoretical analysis of the cycle of the second machine that forms the system, among the losses that cease to exist, the inexistence of changing the physical state of the working fluid is a significant item, the energy conservation process provided by the conservation subsystem belonging to the differential cycle, reinforces the possibilities of increasing overall efficiency.

Figure 3 shows the diagram of a system composed of a Diesel cycle engine (31), with a differential-isothermal-isochoric cycle engine (320) forming the combined Diesel and differential cycle.

Figure 4 shows the curves of the graph of pressure and volumetric displacement of the Diesel cycle (41) and the curves of the graph of pressure and volumetric displacement of the differential-isothermal-isochoric cycle (45).

Figure 5 shows the conventional Diesel cycle with an isobaric process, two adiabatic processes and an isochoric process.

DETAILED DESCRIPTION OF THE INVENTION [019] The Diesel and differential-isothermal-isochoric combined cycle engine is a system composed of an engine concept based on the open thermodynamic system, an internal combustion engine of Diesel cycle, idealized in the 19th century, with a engine based on the hybrid thermodynamic system, the differential-isothermal-isochoric cycle, idealized in the 21st century, so that the energy discharged by the first, the internal combustion engine of the Diesel cycle, is the energy that drives the second, the cycle engine differential.

[020] Figure 3 shows the system that features a Diesel combined and differential-isothermal-isochorical engine. This system is constituted

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9/17 by a machine that operates by the Diesel cycle, integrated, interconnected to another machine that operates by a differential cycle and in such a way that its thermodynamic cycles are also integrated according to figure 4. The system in figure 3 shows an internal combustion engine of Diesel cycle (31), coupled to a differential-isothermal-isochoric cycle engine (320). The diesel cycle engine has its discharge manifold (327), exhaust of hot gases, connected to an isothermal heat exchanger (319), this heat exchanger is the heat transfer element for the sub-chambers of the high temperature isothermal processes and expansion of the differential cycle motor (320), at temperature (Tq). The differential motor (320), after carrying out the isothermal expansion process at high temperature, will perform an isochorical process of lowering the temperature and transferring heat to an internal and mass regenerator to the other subsystem of the differential motor itself, and in sequence it will perform an isothermal compression and cooling process through the heat exchanger (323), this one separated from the other cooling and cooling systems and located at the coldest end of the forced air flow of the fan, that is, at the outermost point of the motor in border with the environment, and the cooling fluid of this exchanger will cool the working gas of the differential motor (320) in the internal isothermal exchanger (322) of the differential motor (320). The differential motor has a main power shaft (324) coupled to the main mechanical shaft (33), of the Diesel cycle unit by means of a gearbox (34) for transmitting the force of the shaft of the differential cycle unit adding with the shaft (33) of the main motor (31). As part of the mechanical unit of the system, there is also a turbine rotor (315), where an adiabatic process is performed, through which the exhaust gases from the diesel engine pass, just after it passes through the heat exchanger (319), the gas leaving the exchanger, enters the turbine rotor (315), with the function of driving the compressor rotor (314), and from the turbine rotor (315), the gas goes to a control unit (312), type (EGR), of exhaust gas circulation, with the function of directing part of the gases

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10/17 output of the turbine rotor (315) to the combustion chambers of the Diesel engine via a mixer (39), reducing emissions of nitrous oxides, NOx, another part of the gases, when leaving the unit (312), proceed to environment (316). Also part of the system, there is a compressor rotor (314), which pressurizes ambient air to the combustion chambers of the Diesel engine, the air (31) 7 first passes through the filter (313), enters the compressor rotor ( 314), passing through a cooler (36) and from there to the mixer (39) which mixes the pressurized air with part of the combustion gases, injecting them into the combustion chambers of the Diesel engine (31).

[021] There are necessary conditions for the cycle of the differential cycle engine to be formed by isothermal and isochoric processes, the first is related to the regenerators, these must be designed to carry the gas in the isochoric processes starting from the high end temperature (Tq) of the isothermal expansion and high temperature process for the initial cold temperature (Tf) of the compression isothermal process, later, in the opposite isochoric, the regenerator must regenerate, that is, return the energy to the gas, taking it from the cold temperature (Tf) from the end of the isothermal compression process to the initial hot temperature (Tq) of the isothermal high temperature expansion process. The isothermal exchanger (319) must be designed so that the heat exchange with the gas is efficient and thermally isonomic, that is, the internal chambers of the exchanger must be designed with characteristics of isonomy in the gas temperature throughout its length, allowing evidently, pressure differentials according to the flow of the working gas, unlike the heat exchangers of the isobaric units, these in turn, for example, must be designed to be equal in pressure and not in temperature.

[022] Figure 3 also presents the main elements that configure a diesel engine, in (31) 8 the engine cooling air intake and all systems that need cooling, the heat exchanger ((32) 3) is O

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11/17 outermost element and is the cooling exchanger for the low temperature isothermal compression chamber (322) of the differential cycle unit, it is the most external because the efficiency of the differential cycle unit increases the lower the process temperature isotherm that occurs in the chamber (322), unlike other needs of the diesel engine. The heat exchanger (36) is used to cool the pressurized air by the compressor (314). Another heat exchanger, radiator (35) is the main cooling element of the diesel engine, hydraulic and electrical units. A fan (325) is used to force ventilation and improve heat exchange, cooling. A pump (37), of cooling fluid, usually water, circulates the fluid inside the internal combustion engine to keep it in safe thermal conditions, aided by a thermostat-type sensor (38) to control the temperature. The mixture of pressurized air with part of the exhaust gas takes place in the mixer (39) and goes to a distributor (32) which injects the mixture of air with part of the exhaust gas into the combustion chambers of the diesel engine. Line (326) is a return pipe for the engine coolant. Line (310) is a duct that conducts part of the combustion gases from the regulator (EGR) to the mixer (39). The gases, residues of combustion are conducted by the line (311) from the collector (327), passing through the heat exchanger (319) and going to the entrance of the turbine rotor (315). The diesel engine's power shaft (33) is the main element for bringing mechanical force to the transmission box (34).

[023] Figure 4 shows the graphs of pressure and volumetric displacement that form the combined cycle at their union, a process composed by the combination of two cycles, a Diesel and another isothermal-isochoric differential, where the first cycle, the Diesel cycle is formed by four processes, or also called thermodynamic transformations, being an isobaric process or transformation, two adiabatic processes and an isochoric process, which occur one by one sequentially, but with the integration with other mechanical elements, the processes can vary as

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12/17 in the case of this invention. The introduction of a turbine rotor alters the isochoric process, making it, in synthesis, adiabatic and the final stage of the adiabatic expansion process (4-5), can gain isobaric characteristics, being described as follows, the energy of entry into the combustion system (42), performs an isobaric expansion process (3-4), in the sequence, the expansion proceeds with an adiabatic process (4-5 '), from which point the heat transfer to the exchanger occurs ( 319) generating the isobaric segment (5'-5) or depending on the design or regulation parameters, it may be isothermal or even adiabatic, or variable, ending the expansion with another adiabatic process (5-2) next to the turbine rotor ( 315), then another adiabatic, but compression (23) process ending the Diesel cycle. The energy channeled to the differential cycle motor is defined by the process (5'-5) indicated by (43), the energy channeled to the turbine rotor (315) is defined by the process (5-2) indicated by (44) .

[024] The differential cycle (45) is coupled, integrated with the Diesel cycle, (41), so that the energy disposal process (5'-5) of the Diesel cycle is the input energy of the differential cycle and all processes that form the differential cycle occur sequentially, but always in pairs. The energy discharged from the Diesel cycle forms the isothermal expansion processes (a-b) of one of the chambers of the differential engine and also the isothermal process (1 2) of the other chamber. The complete process starting from the energy discharged from the Diesel cycle occurs as follows, the energy discharged from the Diesel cycle of the process (5'-5) feeds the isothermal process (ab) of expansion of the differential cycle, simultaneously the isothermal process of compression occurs and cooling (3-4), starting from point (b) of the differential cycle, an isochoric process (bc) of cooling occurs, with heat transfer to the regenerator and gas mass to the other subsystem where another isochoric process occurs (4- 1) heating that occurs simultaneously and it is regenerative, that is, it receives the heat from the regenerator, starting from point (c), at

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13/17 end of the isochoric process (bc) an isothermal process (cd) of compression and cooling of the differential cycle begins, simultaneously the isothermal process of expansion and heating (1-2), starting from point (d) of the cycle differential, there is an isochoric (da) process of regenerative heating with receipt of gas mass from the other subsystem where another isochoric process (2-3) of cooling occurs that occurs simultaneously, ending the differential cycle (45) formed by two isothermal processes of expansion and heating, two isothermal compression and cooling processes, two isochoric cooling processes and two isochoric regenerative processes, heating. Therefore, in ideal conditions, without losses, the energy enters by combustion in the Diesel cycle, indicated by (42), part of the discarded energy (44), feeds a turbine rotor (315) through an adiabatic process, the remaining part of the discarded energy (43) of the Diesel cycle feeds the differential cycle (45), the energy discharged from the differential cycle is, in ideal case without losses, the total energy lost, indicated by (46).

[025] Table 1 shows the processes (3-4, 4-5 ', 5'-5, 5-2, 2-3) that form the Diesel cycle when it is integrated with the differential-isothermal isochoric cycle, shown in step step by step.

Table 1

Step Process Diesel cycle unit 1 3-4 Expansion isobaric Combustion energy input 2 4-5 ’ Adiabatic expansion 3 5’-5 Isobaric, isothermal or adiabatic expansion Energy transferred to the differential cycle 4 5-2 Adiabatic expansion Turbine drive (315)

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5 2-3 Compression adiabatic

[026] Table 2 shows the eight processes (ab, bc, cd, da, 1-2, 2-3, 3-4, 4-1) that form the regenerative differential-isothermal-isochoric cycle, shown step by step , with four isothermal processes and four isochoric processes.

Table 2

Step Process Subsystem of Conversion 1 Conversion Subsystem 2 1 a-b / 3-4 Expansion isotherm Compression isotherm (a-b) Energy input (3-4) energy disposal 2 b-c / 4-1 Cooling isochoric Heating isochoric Mass transfer Regeneration 3 c-d / 1-2 Compression isotherm Expansion isotherm (1-2) Energy input (c-d) energy disposal 4 d-a / 2-3 Heating isochoric Cooling isochoric Mass transfer Regeneration

Figure 5 shows the graph of the pressure and volume of the ideal diesel cycle, considering an engine without accessories, it is a cycle formed by an isobaric process of heating by combustion (3-4), an adiabatic expansion process (4-5), an isochoric cooling process (5-2), and an adiabatic compression process (2-3). When implementing mechanical changes to the engine, the addition of a turbine (315) and a heat exchanger (319) also occurs

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15/17 a change in the thermodynamic cycle, the process (5-2) is no longer isochoric, as there is a turbine to move that together with the heat exchanger (319) and a control system, will produce changes in this region of the cycle thermodynamic and this change can be variable depending on the operation in which the engine will be running. This document proposes an approximation considering the essential mechanical and process items that characterize the idea.

[027] The combined Diesel cycle with isothermal-isochoric differential is the junction of a cycle called Diesel, whose cycle is formed by processes that are carried out one by one sequentially, with a differential-isothermal isocoric cycle of eight processes which are carried out sequentially , but in pairs and this system has the energy input through the combustion of Diesel, an isobaric process (3-4), as shown in figure 4, indicated in (41), of expansion and heating represented by the expression (a).

Qi = ^ y (T _qc -T ₃ ) (a) [028] In equation (a), (Q /) represents the total energy entering the system, in “Joule”, (n) represents the number of moles belonging to the Diesel cycle unit, (R) represents the universal constant of perfect gases, (T _qc ) represents the maximum gas temperature in “Kelvin” at point (4) of the process, figure 4, indicated by (42), (T ₃ ) represents the temperature at point (3), initial of the isobaric process, figure 4, and (/) represents the coefficient of adiabatic expansion.

[029] The disposal of energy not converted into work by the main machine, the Diesel cycle, is the input energy of the secondary machine, of the differential cycle added to the turbine power energy (315), and the expression of the discarded energy, supplied to the posterior units it is represented by the expression (b), considering the process (5'-5) isobaric, depending on the control, this process can be isothermal or adiabatic, in this case

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16/17 was considered isobaric in the following equation.

Qoa = ^ y (T ₅ , - τ ₅ ·) + - T ₂ ) (b) [030] The input energy of the secondary machine, of differential cycle is represented by the expression (c), where (Tq) is the temperature input isotherm of the differential cycle unit, (ni) is the number of moles belonging to the isothermal heating chamber of the differential cycle engine.

Q _u = 2. _ni .R.Tq.ln ^ = ^. (T ₅ , -T _s ) (c) [031] The output energy of the Diesel cycle machine minus the turbine energy (315) is equal to input energy of the differential cycle machine according to equation (c).

[032] The input energy of the turbine (315), (Qt) is an adiabatic process and is represented by the expression (d).

Qt = ^ -y (T ₅ , -T ₂ -) (d) [033] The disposal of energy not converted into work by the secondary machine, of differential cycle is represented by the expression (e). This, in the ideal concept, is the total energy discharged into the environment, which does not perform useful work, where (77) is the isothermal temperature of the heat discharged from the differential cycle unit, (n ₂ ) is the number of mol belonging to the isothermal cooling chamber of the differential cycle motor.

Qo = 2.n ₂ .R.TfAn ^ (e) [034] The total useful work of the combined cycle system, considering an ideal lossless model, is the difference between the energy input and output and is represented by the expression ( f) below.

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(f) [035] The final theoretical demonstration of the efficiency of the combined Diesel and differential-isothermal-isochoric cycle is given by the expression (g), characterizing that the combined cycles of a machine based on the open or closed system with a machine based on the system hybrids have as a parameter of efficiency, also the number of moles or mass, a characteristic inherited from the machine based on the hybrid system, and therefore, do not have their efficiencies dependent exclusively on temperatures.

n 'y (Tqc-Ts) (g)

EXAMPLES OF APPLICATIONS [036] Cycle engines combined by integrating a Diesel cycle unit with an engine based on the hybrid system, for example a differential-isothermal-isochoric cycle engine, have some important applications, the most obvious being their application in transport vehicles that use diesel as fuel, whether land or sea. The technology of engines based on the hybrid system brings numerous properties that are especially interesting to these projects, flexibility when operating temperatures, the lack of a series of elements that are mandatory in engines based on open and closed systems, providing volume and weight reduced, and controllability, that is, the ability to operate over a wide range of speed and torque. Therefore, Diesel combined cycle technology with differential applies to cargo vehicles, trucks, boats, boats, ships and rail transport.

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Claims (26)

1) DIESEL AND DIFFERENTIAL-ISOTHERMALISOCORIC REGENERATIVE COMBINED CYCLE ENGINE ”, characterized by the integration of two thermal machines, two thermodynamic cycles, forming a combined system, one of which is a machine that operates by the integrated Diesel cycle (31), interconnected to another machine that operates by a differential cycle (320) and in such a way that its thermodynamic cycles are also integrated, graph (41) and (45), an internal combustion engine of Diesel cycle (31), coupled to an engine differential-isothermal-isochoric cycle (320), the Diesel cycle engine has a discharge manifold (327) connected to an isothermal heat exchanger (319), this heat exchanger is an element of the differential engine and is the transfer element of heat for the sub-chambers of the isothermal processes of high temperature and of expansion of the differential cycle motor (320) the differential cycle motor (320) internally has a regenerator and a transfer element and mass of gas between its internal sub-chambers, the differential motor has an external heat exchanger (323), connected to an internal isothermal exchanger (322), the differential motor has a power axis (324) coupled to the mechanical axis (33) of the main diesel engine (31) by means of a gearbox (34) for transmitting the force of the axle of the differential cycle unit adding to the shaft (33) of the main engine (31), the combined system also has a rotor of turbine (315) connected to the output of the isothermal heat exchanger (319), connected to the same axis (321), of the turbine rotor (315), there is a compressor rotor (314) with the function of pressurizing the ambient air to combustion chambers of the diesel engine (31) via distributor (32), the turbine rotor outlet (315) is connected to a control unit (312), type (EGR), and this is connected to a mixer (39 ) which is connected to the distributor (32) with the function of feeding the combustion chambers of the Diese engine l with mixed exhaust gas and ambient air, connected to the control unit (312) there is also an outlet channel (316) for the exhaust gases to the Petition 870170027348, of 04/26/2017, p. 13/39 2/9 external environment, connected to the compressor rotor (314), there is a filter (313) through which the external air passes before entering the system, and the compressor rotor outlet (314) is connected to the input of a chiller (36) and this in turn is connected to the mixer (39) which mixes the pressurized ambient air with part of the combustion gases, injecting them into the combustion chambers of the Diesel engine (31). 2) DIESEL AND DIFFERENTIAL-ISOTHERMALISOCORIC REGENERATIVE COMBINED CYCLE ENGINE, according to claim 1, characterized by the integration of two thermal machines, two thermodynamic cycles, forming a combined system, one of which is a machine that operates by the Diesel cycle (31), integrated, interconnected to another machine that operates by a differential cycle (320), so that its thermodynamic cycles are also integrated, graph (41) and (45). 3) DIESEL AND DIFFERENTIAL-ISOTHERMALISOCHORIC REGENERATIVE COMBINED CYCLE ENGINE, according to claims 1 and 2, characterized by being composed of an internal combustion engine of Diesel cycle (31), coupled to a differential-isothermal-isochoric cycle engine (320). 4) DIESEL AND DIFFERENTIAL-ISOTHERMALISOCORIC REGENERATIVE COMBINED CYCLE ENGINE, according to claims 1, 2 and 3, characterized by being a Diesel cycle engine with a discharge manifold (327) connected to an isothermal heat exchanger ( 319) internal to the differential cycle motor (320). 5) DIESEL AND DIFFERENTIAL-ISOTHERMALISOCORIC REGENERATIVE COMBINED CYCLE ENGINE, according to claims 1, 2, 3, and 4, characterized by being an isothermal heat exchanger (319), which is the heat transfer element for the sub-chambers of the isothermal processes of high temperature and expansion of the differential cycle motor (320). Petition 870170027348, of 04/26/2017, p. 14/39 3/9 6) DIESEL AND DIFFERENTIAL-ISOTHERMALISOCORIC REGENERATIVE COMBINED CYCLE ENGINE, according to claims 1, 2, 3, 4, 5 and 6, characterized by being constituted by a differential cycle motor (320) which internally has a regenerator and a mass transfer element for gas between its internal sub-chambers. 7) DIESEL AND DIFFERENTIAL-ISOTHERMALISOCORIC REGENERATIVE COMBINED CYCLE ENGINE, according to claims 1, 2, 3, 4, 5, 6 and 7, characterized by being constituted by the differential motor with an external heat exchanger (323), connected to an internal isothermal exchanger (322) and this is the cooling element for the sub-chambers of the low temperature isothermal and compression processes of the differential cycle motor (320). 8) DIESEL AND DIFFERENTIAL-ISOTHERMALISOCORIC REGENERATIVE COMBINED CYCLE ENGINE, according to claims 1, 2, and 3, characterized by being made up of a differential motor which has a power axis (324) coupled to the mechanical axis (33 ) of the main diesel engine (31) by means of a gearbox (34) for transmitting the axle force of the differential cycle unit adding to the axle (33) of the main engine (31). 9) DIESEL AND DIFFERENTIAL-ISOTHERMALISOCORIC REGENERATIVE COMBINED CYCLE ENGINE, according to claims 1, 2, 3, 4, 5, 6, 7 and 8, characterized by being a combined system of the Diesel cycle and differential that has a turbine rotor (315) connected to the output of the isothermal heat exchanger (319) of the differential cycle unit (320), and connected to the same axis (321), of the turbine rotor (315), there is a compressor rotor (314) with the function of pressurizing the ambient air to the combustion chambers of the Diesel engine (31) together with the exhaust gas. Petition 870170027348, of 04/26/2017, p. 15/39 4/9 10) COMBINED DIESEL AND DIFFERENTIALISOTHERMAL-ISOCHORIC REGENERATIVE CYCLE ENGINE, according to claims 1, 2, 3, 8 and 9, characterized by being made up of a distributor (32) so that the turbine rotor outlet (315) it is connected to a control unit (312), type (EGR), and this is connected to a mixer (39) which is connected to the distributor (32) with the function of feeding the combustion chambers of the diesel engine (31) with exhaust gas and ambient air mixed. 11) DIESEL AND DIFFERENTIALISOTHERMAL-ISOCHORIC REGENERATIVE CYCLE ENGINE, according to claims 1 and 10, characterized by an exhaust gas outlet channel (316) to the external environment connected to the control unit (EGR) outlet ( 312). 12) REGENERATIVE DIESEL AND DIFFERENTIALISOTHERMAL-ISOCHORIC REGENERATIVE ENGINE, according to claims 1, 2, 3, 8, 9 and 10, characterized by a filter (313) connected to the compressor rotor inlet (314), by which external air passes before entering the system, and the compressor rotor outlet (314) is connected to the input of a cooler (36) and this in turn is connected to the mixer (39) which performs the mixing of the ambient air pressurized with part of the combustion gases, injecting them into the combustion chambers of the Diesel engine (31). 13) CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE COMBINED CYCLE ENGINE, to perform the combined cycle of the engines from claims 1 to 12, characterized by a process composed by the combination of two cycles, one Diesel and the other isothermal isochoric, which in the union of them form the combined cycle, where the first cycle, the Diesel cycle, with the integration with other mechanical elements, the processes can vary as in the case of this invention, the introduction of a rotor Petition 870170027348, of 04/26/2017, p. 16/39 5/9 turbine changes the isochoric process, making it, in synthesis, adiabatic and the final stage of the adiabatic expansion process (4-5), can gain isobaric characteristics being described as follows, the energy entering the system by combustion, (42), performs an isobaric expansion process (3-4), in the sequence, the expansion continues with an adiabatic process (4-5 '), from which point the heat transfer to the exchanger (319) occurs generating the isobaric segment (5'-5) or depending on the design or regulation parameters, it can be isothermal or even adiabatic, or variable, ending the expansion with another adiabatic process (5-2) next to the turbine rotor (315) , then another adiabatic, but compression (2-3) process ending the Diesel cycle, the energy channeled to the differential cycle engine is defined by the process (5'-5) indicated by (43), the energy channeled to the turbine rotor (315) is defined by the process (5-2) indicated by (44), the differential cycle (45) is coupled, integrated with the Diesel cycle, (41), so that the process of energy disposal (5'-5) of the Diesel cycle is the input energy of the differential cycle and all the processes that form the differential cycle occur sequentially, but always in pairs, the energy discharged from the diesel cycle forms the isothermal expansion processes (ab) of one of the chambers of the differential motor and also the isothermal process (1-2) of the other chamber , the complete process starting from the energy discharged from the Diesel cycle occurs as follows, the energy discharged from the Diesel cycle of the process (5'-5) feeds the isothermal process (ab) of expansion of the differential cycle, simultaneously the isothermal compression process occurs and cooling (3-4), starting from point (b) of the differential cycle, an isochoric process (bc) of cooling occurs, with heat transfer to the regenerator and gas mass to the other subsystem where another isochoric process occurs (4 -1) from here uction that occurs simultaneously and it is regenerative, that is, it receives the heat from the regenerator, from point (c), at the end of the isochoric process (b-c) an isothermal process (c-d) of compression and cooling of the cycle begins Petition 870170027348, of 04/26/2017, p. 17/39 6/9 differential, simultaneously the isothermal process of expansion and heating occurs (1-2), starting from point (d) of the differential cycle, there is an isochoric process (da) of regenerative heating with receipt of gas mass from the other subsystem where another isochoric cooling process (2-3) occurs that occurs simultaneously, ending the differential cycle (45) formed by two isothermal expansion and heating processes, two isothermal compression and cooling processes, two isochoric cooling processes and two isochoric regenerative processes , heating, and in ideal conditions, without losses, the energy enters by combustion in the Diesel cycle, indicated by (42), part of the discharged energy (44), feeds a turbine rotor (315) through the adiabatic process, remaining part of the energy discharged (43) from the diesel cycle (41) feeds the differential cycle (45), the energy discharged from the differential cycle is, ideally without losses, the total energy lost, indicated by (46). 14) CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE COMBINED CYCLE ENGINE, according to claim 13, characterized by a process composed by the combination of two cycles, a Diesel and another differential-isothermal-isochoric and with the union of them form the cycle combined, where the first cycle, the Diesel cycle, with the integration of mechanical elements, turbine rotors and heat exchangers, the processes are modified so that the isochorical process gains adiabatic characteristics (5-2) and the final stage of the process adiabatic expansion (4-5), obtains isobaric characteristics (5'-5). 15) CONTROL PROCESS FOR THE COMBINED CYCLE ENGINE THERMODYNAMIC CYCLE ”, according to claim 13, characterized by a process where the energy entering the system through combustion (42), performs an isobaric expansion process (3-4 ). 16) CONTROL PROCESS FOR THE COMBINED CYCLE ENGINE THERMODYNAMIC CYCLE, according to claim 13, Petition 870170027348, of 04/26/2017, p. 18/39 7/9 characterized by a process where after the isobaric expansion (3-4), the expansion continues with an adiabatic process (4-5 '), from which point the heat transfer to the exchanger (319) occurs, generating the segment isobaric (5'-5) or depending on the design or regulation parameters, this may be isothermal or adiabatic, or variable assuming properties of both dynamically. 17) CONTROL PROCESS FOR THE COMBINED CYCLE ENGINE THERMODYNAMIC CYCLE, according to claim 13, characterized by a process where after the adiabatic, isothermal or isobaric expansion process (5'-5), the expansion continues, ending the expansion with another adiabatic process (5-2) next to the turbine rotor (315). 18) CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE COMBINED CYCLE ENGINE, according to claim 13, characterized by a process where after the adiabatic expansion process (5-2) next to the turbine rotor (315), still within the Diesel cycle, another adiabatic process occurs, however of compression (2-3), ending the Diesel cycle. 19) CONTROL PROCESS FOR THE COMBINED CYCLE ENGINE THERMODYNAMIC CYCLE, according to claim 13, characterized by a process where the energy channeled to the differential cycle engine is defined by the process (5'-5) of the indicated Diesel cycle by (43). 20) CONTROL PROCESS FOR THE COMBINED CYCLE ENGINE THERMODYNAMIC CYCLE, according to claim 13, characterized by a process where the energy channeled to the turbine rotor (315) is defined by the adiabatic process (5-2) indicated by (44). 21) CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE COMBINED CYCLE ENGINE, according to claim 13, characterized by a process such that the differential cycle (45) is coupled, Petition 870170027348, of 04/26/2017, p. 19/39 8/9 integrated with the Diesel cycle, (41), so that the energy disposal process (5'-5) of the Diesel cycle is the input energy of the differential cycle (45), and form the isothermal expansion processes (ab) and (1-2), and all the processes that form the differential cycle occur sequentially, however, in pairs, that is, always two by two. 22) CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE COMBINED CYCLE ENGINE, according to claim 13, characterized by a process where together with the isothermal process (ab) of expansion of the differential cycle of one of its sub-chambers, the isothermal process occurs simultaneously of compression and cooling (3-4) of the other sub-chamber of the differential motor. 23) CONTROL PROCESS FOR THE COMBINED CYCLE ENGINE THERMODYNAMIC CYCLE, according to claim 13, characterized by a process where after the isothermal processes (ab) and (34), starting from the point (b) of the differential cycle, an isochoric process (bc) of cooling, with heat transfer to the regenerator and mass of gas to the other subsystem where another isochoric process (4-1) of heating occurs that occurs simultaneously and this is regenerative, that is, it receives heat of the regenerator. 24) CONTROL PROCESS FOR THE COMBINED CYCLE ENGINE THERMODYNAMIC CYCLE, according to claim 13, characterized by a process where after processes (bc) and (4-1), from point (c) starts an isothermal process (cd) of compression and cooling of the differential cycle, simultaneously the isothermal process of expansion and heating occurs (1-2). 25) CONTROL PROCESS FOR THE COMBINED CYCLE ENGINE THERMODYNAMIC CYCLE, according to claim 13, characterized by a process where after processes (c-d) and (1-2) starting Petition 870170027348, of 04/26/2017, p. 20/39 9/9 of point (d) of the differential cycle, there is an isochoric process (of) of regenerative heating with receipt of gas mass from the other subsystem where another isochoric process (2-3) of cooling occurs that occurs simultaneously, ending the cycle differential (45) formed by two isothermal expansion and heating processes, two isothermal compression and cooling processes, two isochoric cooling processes and two regenerative isochoric processes, heating. 26) CONTROL PROCESS FOR THE COMBINED CYCLE ENGINE THERMODYNAMIC CYCLE, according to claim 13, characterized by a process that in ideal conditions, without losses, the energy enters combustion in the Diesel cycle, indicated by (42), part of the discharged energy (44), feeds a turbine rotor (315) through an adiabatic process, the remaining part of the discharged energy (43) of the Diesel cycle (41) feeds the differential cycle (45), the energy discharged from the differential cycle is, in ideal case without losses, the total energy lost, indicated by (46). Petition 870170027348, of 04/26/2017, p. 21/39 1/5 Petition 870170027348, of 04/26/2017, p. 7/39 2/5 Petition 870170027348, of 04/26/2017, p. 8/39 3/5 310 H yoooo V. ² _t 314 319 f 316 324 315 322 Φ - ç D Φ oooo oooo Petition 870170027348, of 04/26/2017, p. 9/39 4/5 Petition 870170027348, of 04/26/2017, p. 10/39 5/5 Petition 870170027348, of 04/26/2017, p. 11/39 1/1