CA2047965A1 - Heat exchange system for refrigerant fluid engine system - Google Patents
Heat exchange system for refrigerant fluid engine systemInfo
- Publication number
- CA2047965A1 CA2047965A1 CA 2047965 CA2047965A CA2047965A1 CA 2047965 A1 CA2047965 A1 CA 2047965A1 CA 2047965 CA2047965 CA 2047965 CA 2047965 A CA2047965 A CA 2047965A CA 2047965 A1 CA2047965 A1 CA 2047965A1
- Authority
- CA
- Canada
- Prior art keywords
- heat
- working fluid
- heat exchange
- chamber
- piston
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
- 239000012530 fluid Substances 0.000 title claims abstract description 120
- 239000003507 refrigerant Substances 0.000 title claims abstract description 48
- 230000007246 mechanism Effects 0.000 claims description 12
- 239000007788 liquid Substances 0.000 claims description 9
- 238000009833 condensation Methods 0.000 claims description 8
- 230000005494 condensation Effects 0.000 claims description 8
- 108010053481 Antifreeze Proteins Proteins 0.000 claims description 7
- 230000002528 anti-freeze Effects 0.000 claims description 7
- 230000033001 locomotion Effects 0.000 claims description 7
- 238000010521 absorption reaction Methods 0.000 claims description 4
- 238000010438 heat treatment Methods 0.000 abstract description 10
- 238000011144 upstream manufacturing Methods 0.000 abstract 1
- 239000007789 gas Substances 0.000 description 14
- 239000000523 sample Substances 0.000 description 4
- ATUOYWHBWRKTHZ-UHFFFAOYSA-N Propane Chemical compound CCC ATUOYWHBWRKTHZ-UHFFFAOYSA-N 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 2
- 239000004215 Carbon black (E152) Substances 0.000 description 1
- 208000036366 Sensation of pressure Diseases 0.000 description 1
- XUIMIQQOPSSXEZ-UHFFFAOYSA-N Silicon Chemical compound [Si] XUIMIQQOPSSXEZ-UHFFFAOYSA-N 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000001035 drying Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000009499 grossing Methods 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000003345 natural gas Substances 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 239000001294 propane Substances 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- 229910052710 silicon Inorganic materials 0.000 description 1
- 239000010703 silicon Substances 0.000 description 1
Landscapes
- Engine Equipment That Uses Special Cycles (AREA)
Abstract
ABSTRACT
A heat exchange system improves the efficiency of an engine system utilizing a refrigerant working fluid.
the engine system has a heating chamber for adding heat to the working fluid upstream of an engine, and also has a condenser for removing heat from the fluid downstream of the engine. The heat exchange system transfers to the heating chamber heat given up by the working fluid in the condenser, thereby reducing the amount of energy required by the engine system. Three heat exchangers are utilized by the heat exchange system, a first one for receiving heat from the condenser, a second one for receiving heat from a heat source for the engine system, and a third one for transmitting heat to the refrigerant working fluid in the heating chamber.
A heat exchange system improves the efficiency of an engine system utilizing a refrigerant working fluid.
the engine system has a heating chamber for adding heat to the working fluid upstream of an engine, and also has a condenser for removing heat from the fluid downstream of the engine. The heat exchange system transfers to the heating chamber heat given up by the working fluid in the condenser, thereby reducing the amount of energy required by the engine system. Three heat exchangers are utilized by the heat exchange system, a first one for receiving heat from the condenser, a second one for receiving heat from a heat source for the engine system, and a third one for transmitting heat to the refrigerant working fluid in the heating chamber.
Description
2~4rl9~
HEAT EXCHANGE SYSTEM FOR REFRIGERANT FLUID ENGINE SYSTEM
The invention relates to a heat exchange system, and more particularly, to a heat exchange system for imroving the efficiency of an engine system having a refrigerant working fluid.
The disclosure of co-pending Canadian Patent Application No. 2,033,462, filed on December 31, 1990, and entitled Engine System Usinq Refrigerant Fluid, is included by reference into this disclosure. Canadian Patent Appln.
No. 2,033,462 describes an engine system in which a gaseous refrigerant working fluid at high temperature and pressure is used to drive a high-compression-ratio piston engine.
The refrigerant fluid utilized in the system, which is related to the fluid used in refrigerators and air condi-tioners, is fed as a liquid to a heating cnamber where itis transformed to a high temperature, high pressure gas before entering the engine cylinders. After work has been extracted from the refrigerant gas through action on the ; pistons, the gas is exhausted to a condenser. Further heat is then removed from the gas in the condenser, and the refrigerant fluid is transformed into the liquid state for return to the heating chamber.
Although the engine system described in Canadian Patent Appln. No. 2,033,462 has improved efficiency over the conventional hydrocarbon fuel combustion engine used in automobiles, it does have the drawback that heat removed in the condensation process is a lost component of the heat added in the heating chamber. It is an object of this invention to at least partially overcome this inefficiency by utilizing a portion of the heat removed from the working fluid in the condenser to heat the working fluid in the heating chamber. There is still the requirement for the addition of external heat to the heating chamber, but in a quantity considerably reduced from that required by the engine system of Canadian Patent Appln. No. 2,033,462.
The invention is a heat exchange system for use with an engine system that utilizes a refrigerant working , .
., .
:~ 2~7~
fluid. The heat exchange system of the invention comprises first, second and third heat exchangers, each having first and second chambers between which heat i5 exchanged. The heat exchange system also has a pump means for circulating a heat exchange working fluid through the second chambers of the three heat exchangers. In the first heat exchanger the first chamber is a condensation chamber for the refri~
gerant working fluid, and the second chamber is a heat absorption chamber in which a heat exchange working fluid receives heat from the condensation chamber. In the second heat exchanger the first chamber is a chamber through which a heat source fluid is passed, and the second chamber is a heat absorption chamber in which the heat exchange working fluid receives heat from tha heat source fluid. The tem-perature of the heat exchange working fluid on leaving thesecond heat exchanger determines the amount of heat re-ceived by that working fluid from the heat source fluid.
In the third heat exchanger the first chamber is an expansion chamber for the refrigerant working fluid, and the second chamber is a heat release chamber in which the heat exchange working fluid transmits heat to the expansion chamber. The pump means circulates the heat exchange working fluid in a circuit from the first heat exchanger to the second heat exchanger to the third heat exchanger then back to the first heat exchanger. The temperature of the heat exchanger working fluid on leaving the third heat exchanger determines the rate at which the pump means circulates the heaL exchange working fluid. The aggregate amount of heat added to the heat exchange working fluid in the first and second heat exchangers is substantially equal to the amount of heat removed from the heat exchange working fluid in the third heat exchanger.
In one form, the heat exchange system may addi-tionally comprise a high-compression-ratio piston engine having reciprocating pistons connected to a rotatable crankshaft. With this arrangement, the refrigerant working fluid acts on the pistons to actuate the engine. This form of the heat exchange system may also comprise a jaoket .
~7~6~
surrounding cylinders in which the pistons travel in the piston engine. The jacket is part of an alternate flow heat exchange working fluid, that channel extending in parallel with the path taken by heat exchange working fluid pas~ing through the third heat exchanger. A portion of the heat added to the heat exchange working fluid in the first and second heat exchangers is transferred from heat exchange working fluid in the jacket to the refrigerant working fluid in the engine cylinders.
In another form, the heat exchange system may ad-ditionally comprise a high-efficiency rotary turbine engine having a series of blades mounted radially on a rotary shaft. With this arrangement, the refrigerant working fluid acts on the blades to actuate the engine.
In a still further form, the heat exchange system may additionally comprise first and second reciprocating piston mechanisms and hydraulic motor means. Each of the first and second reciprocating piston mechanisms has a cylinder and a piston within the cylinder. The pistons in the two piston mechanisms are connected to move together.
At each end of the cylinder in the first reciprocating piston mechanism is an inlet valve and an outlet valve, the valves controlling flow of the refrigerant working fluid i into and out of the respective end of the cylinder. The ~ 25 position of the piston in the first reciprocating piston ; mech~nism controls the opening and closing of the inlet and outlet valves, such that the refrigerant working fluid creates a reciprocating motion of the first piston. At each end of the cylinder in the second reciprocating piston mechanism is an inlet valve and an outlet valve, the valves being one-way check valves controlling flow of a hydraulic fluid into and out of the respective end of the cylinder.
The reciprocating motion of the second piston creates a unidirectional flow of the hydraulic fluid from second reciprocating piston mechanism. The hydraulic motor means is driven by the unidirectional flow of hydraulic fluid from the second reciprocating piston mechanism.
The heat exchange working fluid in these various forms of the invention may be liquid anti-freeze solution.
The invention will next be further described by means of preferred embodiments, utiliz:ing the accompanying drawings in wh.ich:
Figure 1 is a schematic view of the heat exchange system of the invention connected to a high-compression-ratio piston engine.
Figure 2 is a schematic view of a pair of con-nected reciprocating piston mechanisms and an associated hydraulic motor means, the arrangement being adapted to be driven by the heat exchange system of the invention.
Figure 3 is a schematic view of the heat exchange system of the invention connected to a high-efficiency rotary turbine engine.
The separate operation of the condenser and heat chamber in the engine system of Canadian Patent Application No. 2,033,462 led to a less efficient system than is possible where their operation is integratedO Such inte-gration is achieved by linking the condenser and heating chamber by means of heat exchangers, through which is circulated a heat exchange working fluid.
Liquid anti-freeze solution, which is pre~erably used as the heat exchange working fluid, is passed by means of a pump 11 sequentially through a first heat exchanger generally designated as 12, a second heat exchanger gener-ally designated as 13, and a thixd heat exchanger generally designated as 14. From pump 11 the anti-freeze solution passes through chamber 17 of first heat exchanger 12, then through chamber 18 of second heat exchanger 13, and then through chamber 19 of third heat exchanger 14. The speed at which the anti freeze solution is circulated through the thre2 heat exchangers is dependent on the temperature of the solution as it leaves the third heat exchanger 14, as sensed by a temperature sensor 21.
The refrigerant working fluid, which preferably is CH2F-CF3 (sold by the Dupont Company under the trademark 'HFC134A') or a similar fluid, is circulated through a condensation chamber 24 of first heat exchanger 12. The 2~ ~79~
heat exchange interface between chamber 17 and 24 coul.d utilize any one of a number of known designs, such as for instance a series of cylindrical tubes. The refrigerant working fluid enters chamber 24 in the ~aseous state, and leaves that chamber as liquid drops which are collected by a reservoir 25. The refrigerant liquid 26 in reservoir 25 is then pumped at approximately 600 pounds per square inch (p. 5 . i) through a conduit 27 by an electrically~driven pump 28, passing through one-way check valve 29. Pressure con~
trol valve 30, connected to pressure sensor 31, determines the amount of refrigerant liquid passed through an injector 32 to an expansion chamber 35 of third heat exchanger 14, pressure sensor 31 bein~ mounted so as to monitor the pres-sure inside of chamber 35. As it enters chamber 35, the fluid changes ~rom a liquid to a gas having a temperature of approximately 200 degrees Fahrenheit (F), as determined by temperature sensor 51. Pressure sensor 31 acts on control valve 30 such that the pressure within chamber 35 is maintained at approximately 425 p.s.i. From expansion chamber 35 the refrigerant gas passes along conduit 36 to a throttle control valve 37 which determines the amount of the refrigerant gas that enters the cylinders of a high-compression-ratio piston engine generally designated as 38.
Refrigerant gas exhausted from the cylinders of engine 38 is returned to condensation chamber 24 through a return conduit 39 at a pressure of approximately 37 p.s.i. and t~mperature of approximately 40 degrees F, the gas passing through a silicon drying filter 40 in conduit 39.
In addition to having electrically-driven pump 28, the refrigerant fluid system of Figure 1 may have a mechanically-driven pump 42 operating in parallel and driven directly or indirectly by a crankshaft in engine 38.
Pump 28 is always required for system start-up, but pump 42 may take over some or all of the subsequent pumping. Pump 42 has an associated check valve 43. Pressure relief valve 44, which sits on a bypass conduit 45 connecting the down-stream side of check valves 29 and 43 to return conduit 39, provides an alternate flow path for any refrigerant fluid ~7~
26 not needed by engine 38 to be returned to first heat exchanger 12, for instance, when engine 38 is idling.
Pressure relief valve 47 allows refrigerant gas in expan-sion chamber 35 to pass to return conduit 39 if throttle valve 37 is closed and the pressure within expansion cham-ber 35 exceeds preset limits. As will be subsequently described, both the refrigerant fluid system and the heat exchange fluid system each also have an emergency relief valve in case the pressure in either should exceed accept-able values.
In the arrangement shown in Figure 1, the anti-freeze solution that comprises the heat exchanger working fluid leaves chamber 17 of tha first heat exchanger 12 at approximately 5 p.s.i. Within second heat exchanger 13 a high-efficiency burner 48 is fed propane or natural gas or a similar gas from tank 49 through a valve 50 controlled by a temperature sensor 51 and a system start-up connection 52 (for instance, the ignition of an automobile). Hot gases created by the combustion process at burner 48 moves upward through heat exchanger 13 and are exhausted through exhaust opening 53. With this arrangement, the temperature of the anti freeze solution as it leaves second heat exchanger 13 is approximately 215 degrees F. The solution khen passes through chamber 19 of third heat exchanger 14, where it gives up heat to the refrigerant working fluid in expansion chamber 35 before being returned to first heat exchanger 12 by pump llo If the pressure in the heat exchange working fluid should exceed a set maximum value, an emergency re-lief valve 55 sitting on an expansion tank 56 connected to a conduit on ths downstream side of chamber 17 will open.
A similar emergency relief valve 57 for the refrigerant working fluid is attached to condensation chamber 24.
Bypass conduit 60 and one-way check valve 61 are installed to allow the refrigerant fluid to bypass engine 38 if necessary. The inlet valve 63 of engine 38 has been modified from the inlet valve described in Canadian Patent Application No. 2,033,462 in that it now sits outside of i the piston cylinder rather than insideO The advantage of ~'7~
this arrangement is that inlet valve 63 needs to withstand less pressure than did the earlier inllet valve. The head of outlet valve 64 would still extend into the respective engine cylinder. Another improvement is the presence of a jacket 65 to surround the engine cylinders. By means of conduits 66, 67, 68 and 69, a small flow of heat exchange working fluid passes through jacket 65 in parallel with the heat exchange working fluid passing through chamber 19 of third heat exchanger 14. Heat is given up by the heat exchange working fluid passing through jacket 65 to the refrigerant working fluid within the cylinders. The flow rate of heat exchange working fluid through jacket 65 is sufficiently low that it does not interfere with the rela-tionship between temperature sensor 21 and pump 11.
If the engine 38 is utilized in an automobile, ; the vehicle interior heater/cooler unit 72 may also be incorporated. Unit 72 is connected to conduits 66 and 69 through a respective pair of pumps 73 and 74, each of which can be alternately used to pump through the other. Pump 73 is activated if heating of the vehicle interior is needed, and pump 74 is activated to cool the vehicle interior.
It has been calculated that the engine system of Figure 1 would require only approximately 20 per cent of the Pnergy input of the engine system of Canadian Patent 25 Application No. 2,033,462.
The arrangement shown in Figure 2 for driving a hydraulic motor means and the rotary turbine engine heat exchange system shown in Figure 3 illustrate alternate uses - for the refrigerant fluid heat exchange system.
Th~ arrangement of Figure 2 is connected to the refrigerant working fluid conduits 36 and 39, respectively, o~ Figure 1. A first cylinder 80 has a piston 81 slidably mounted within it. Piston 81 is connected by a rod 82 to move with a piston 85 slidably mounted within a second cylinder 86. Conduit 36 is connected to a pair of inlet conduits 87 and 88, each of which is connected to a respec-tive one of a pair of inlet valves 89 and 90 sitting at opposite ends of cylinder 80. Inlet valves 89 and 90 are 7~
B
activated by connected solenoids 91 and 92, respectively.
Conduit 39 is connected to a pair of outlet conduits 93 and 94, each of which is connected to a respective one of a pair of outlet valves 95 and 96 sittinlg at opposite ends of cylinder 80. Outlet valves g5 and 96 are activated by con-nected solenoids 97 and 98, respectively. A pair of probes 99 and 100 each extend into a respective opposite end of cylinder 80, the prongs being respectively connected to a pair of control boxes 101 and 102.
A pair of conduits 110 and 111 are in flow com-muniation with one end of second cylinder 86, and a pair of conduits 112 and 113 are in flow communication with the other end. One-way check valves 114 and 115 are mounted in conduits 110 and 111, respectively, and one-way check valves 116 and 117 are mounted in conduits 11~ and 113, respectively. Conduits 110 and 112 connect to a conduit 118, which enters a chamber 119 of a pressure compensator device 120. A piston 121 is mounted to slide within device 120 on a spring 122. A conduit 123, which is connected through a relief valve 124 to a fluid input side of a hydraulic motor means 125, also enters chamber 119. A
conduit 126 connects a fluid output side of hydraulic motor means 125 through a one-way check valve 127 to a hydraulic fluid reservoir 128. Conduits 111 and 113 connect to a '! 25 conduit 130 which extends below the surface of hydraulic fluid in reservoir 128. A relief conduit 131 extends ~rom relief valve 124 to conduit 126 on the downstream side of one-way valve 127.
The arrangement of Figure 2 operates in the fol-lowing way. Assume that piston 8i has just completed move-ment to the left and made contact with probe 99. Conkrol box 101 senses the leftward movement of probe 99, and ac~
tivates solenoids 91, 92, 97 and 98. As a result, inlet valve 89 and outlet valve 96 open, and inlet valve 90 and outlet valve 97 close. Gaseous refrigerant working fluid passes along conduits 36 and 87, and into cylinder 80 on the left side of piston 81. The pressure of the working fluid is controlled by pressure control valve 30 to be 2~ 7~
g approximately 415 p.s~i., and the temperature of the working fluid is controlled by temperatu.re sensor 51 to be approximately 200 degrees F. The working fluid entering cylinder 80 pushes piston 81 to the right, and refrigerant working fluid is expelled through conduits 94 and 39. The control box 102 senses that piston 81 :has made contact with : probe 100, and activates solenoids 91, 92, 97 and 98 to move the valves 89, 90 ! 96 and 97 to their alternate posi-tions. Gaseous refrigerant working fluid then passes along conduits 36 and 88, and into cylinder 80 on the right side of piston 81. Piston 81 moves to the left, expelling refrigerant working fluid through conduits 93 and 39. The cycle repeats, rod 82 and piston 85 following the recipro-cating motion of piston 81. Cylinder 80 has a jacket 105 surrounding it for carrying a flow of the heat exchange ; working fluid; it serves a function e~uivalent to that served by the jacket 65 of piston engine 38 of Fiyure 1.
As piston 85 moves to the right, hydraulic fluid in reservoir 128 is drawn up through conduits 111 and 130 and one-way check valve 115 into that part of cylinder 85 on the left side of piston 85. Simultaneously, hydraulic fluid on the right side of piston 85 in cylinder 86 is forced through conduits 112 and 118 and one~way check valve 116 into chamber ll9 of pressure compensator device 120.
At the same time, one-way check valves 114 and 117 prevent hydraulic fluid from moving respectively into and out of : cylinder 86. The hydraulic fluid passes from chamber 119 along conduit 123 and through relief valve 124 to the inlet port of hydraulic motor means 125. From the outlet port of hydraulic motor means 125, the hydraulic fluid is returned along conduit 126 and through one-way check valve 127 to reservoir 128. After piston 85 has completed its rightward stroke and commenced moving to the left, hydraulic fluid is drawn from reservoir 128 through conduits 113 and 130 and one-way check valve 117 into cylinder 86 on the right side of piston 85. Hydraulic fluid on the left side of piston 85 is expelled to chamber 119 through conduits 110 and 118 and one-way check valve 114. Piston 121 and spring 122 act 7~
to create a uniform pressure on the hydraulic fluid in chamber 119, smoothing the effect of the reversing fluid flow. If motor means 125 encounters rotational resistance and cannot accept all of the hydraulic fluid being pumped through conduit 123, relief valve 124 opens, and hydraulic fluid is returned directly to reservoir ~28 through relief conduit 131.
Figure 3 illustrates a system similar to that described with respect to Figure 1, except that piston en-gine 38 has been replaced by a high-efficiency rotary tur-bine engine generally designated 135. Engine 135 has a series of sets of blades 136 radially mounted on a shaft 137. Refrigerant working gas passes through conduit 36, throttle control valve 37 and into enyine 135 through inlet conduit 138. After acting on the sets of blades 136, causing rotation of shaft 137, the refrigerant working gas is expelled through outlet conduit 139 to return conduit 39. Turbine engine 135 has a jacket 140 surrounding it for carrying a ~low of the heat exchange working fluid; it serves an equivalent function to that served by the jacket 65 of the engine 38 of Figure 1.
HEAT EXCHANGE SYSTEM FOR REFRIGERANT FLUID ENGINE SYSTEM
The invention relates to a heat exchange system, and more particularly, to a heat exchange system for imroving the efficiency of an engine system having a refrigerant working fluid.
The disclosure of co-pending Canadian Patent Application No. 2,033,462, filed on December 31, 1990, and entitled Engine System Usinq Refrigerant Fluid, is included by reference into this disclosure. Canadian Patent Appln.
No. 2,033,462 describes an engine system in which a gaseous refrigerant working fluid at high temperature and pressure is used to drive a high-compression-ratio piston engine.
The refrigerant fluid utilized in the system, which is related to the fluid used in refrigerators and air condi-tioners, is fed as a liquid to a heating cnamber where itis transformed to a high temperature, high pressure gas before entering the engine cylinders. After work has been extracted from the refrigerant gas through action on the ; pistons, the gas is exhausted to a condenser. Further heat is then removed from the gas in the condenser, and the refrigerant fluid is transformed into the liquid state for return to the heating chamber.
Although the engine system described in Canadian Patent Appln. No. 2,033,462 has improved efficiency over the conventional hydrocarbon fuel combustion engine used in automobiles, it does have the drawback that heat removed in the condensation process is a lost component of the heat added in the heating chamber. It is an object of this invention to at least partially overcome this inefficiency by utilizing a portion of the heat removed from the working fluid in the condenser to heat the working fluid in the heating chamber. There is still the requirement for the addition of external heat to the heating chamber, but in a quantity considerably reduced from that required by the engine system of Canadian Patent Appln. No. 2,033,462.
The invention is a heat exchange system for use with an engine system that utilizes a refrigerant working , .
., .
:~ 2~7~
fluid. The heat exchange system of the invention comprises first, second and third heat exchangers, each having first and second chambers between which heat i5 exchanged. The heat exchange system also has a pump means for circulating a heat exchange working fluid through the second chambers of the three heat exchangers. In the first heat exchanger the first chamber is a condensation chamber for the refri~
gerant working fluid, and the second chamber is a heat absorption chamber in which a heat exchange working fluid receives heat from the condensation chamber. In the second heat exchanger the first chamber is a chamber through which a heat source fluid is passed, and the second chamber is a heat absorption chamber in which the heat exchange working fluid receives heat from tha heat source fluid. The tem-perature of the heat exchange working fluid on leaving thesecond heat exchanger determines the amount of heat re-ceived by that working fluid from the heat source fluid.
In the third heat exchanger the first chamber is an expansion chamber for the refrigerant working fluid, and the second chamber is a heat release chamber in which the heat exchange working fluid transmits heat to the expansion chamber. The pump means circulates the heat exchange working fluid in a circuit from the first heat exchanger to the second heat exchanger to the third heat exchanger then back to the first heat exchanger. The temperature of the heat exchanger working fluid on leaving the third heat exchanger determines the rate at which the pump means circulates the heaL exchange working fluid. The aggregate amount of heat added to the heat exchange working fluid in the first and second heat exchangers is substantially equal to the amount of heat removed from the heat exchange working fluid in the third heat exchanger.
In one form, the heat exchange system may addi-tionally comprise a high-compression-ratio piston engine having reciprocating pistons connected to a rotatable crankshaft. With this arrangement, the refrigerant working fluid acts on the pistons to actuate the engine. This form of the heat exchange system may also comprise a jaoket .
~7~6~
surrounding cylinders in which the pistons travel in the piston engine. The jacket is part of an alternate flow heat exchange working fluid, that channel extending in parallel with the path taken by heat exchange working fluid pas~ing through the third heat exchanger. A portion of the heat added to the heat exchange working fluid in the first and second heat exchangers is transferred from heat exchange working fluid in the jacket to the refrigerant working fluid in the engine cylinders.
In another form, the heat exchange system may ad-ditionally comprise a high-efficiency rotary turbine engine having a series of blades mounted radially on a rotary shaft. With this arrangement, the refrigerant working fluid acts on the blades to actuate the engine.
In a still further form, the heat exchange system may additionally comprise first and second reciprocating piston mechanisms and hydraulic motor means. Each of the first and second reciprocating piston mechanisms has a cylinder and a piston within the cylinder. The pistons in the two piston mechanisms are connected to move together.
At each end of the cylinder in the first reciprocating piston mechanism is an inlet valve and an outlet valve, the valves controlling flow of the refrigerant working fluid i into and out of the respective end of the cylinder. The ~ 25 position of the piston in the first reciprocating piston ; mech~nism controls the opening and closing of the inlet and outlet valves, such that the refrigerant working fluid creates a reciprocating motion of the first piston. At each end of the cylinder in the second reciprocating piston mechanism is an inlet valve and an outlet valve, the valves being one-way check valves controlling flow of a hydraulic fluid into and out of the respective end of the cylinder.
The reciprocating motion of the second piston creates a unidirectional flow of the hydraulic fluid from second reciprocating piston mechanism. The hydraulic motor means is driven by the unidirectional flow of hydraulic fluid from the second reciprocating piston mechanism.
The heat exchange working fluid in these various forms of the invention may be liquid anti-freeze solution.
The invention will next be further described by means of preferred embodiments, utiliz:ing the accompanying drawings in wh.ich:
Figure 1 is a schematic view of the heat exchange system of the invention connected to a high-compression-ratio piston engine.
Figure 2 is a schematic view of a pair of con-nected reciprocating piston mechanisms and an associated hydraulic motor means, the arrangement being adapted to be driven by the heat exchange system of the invention.
Figure 3 is a schematic view of the heat exchange system of the invention connected to a high-efficiency rotary turbine engine.
The separate operation of the condenser and heat chamber in the engine system of Canadian Patent Application No. 2,033,462 led to a less efficient system than is possible where their operation is integratedO Such inte-gration is achieved by linking the condenser and heating chamber by means of heat exchangers, through which is circulated a heat exchange working fluid.
Liquid anti-freeze solution, which is pre~erably used as the heat exchange working fluid, is passed by means of a pump 11 sequentially through a first heat exchanger generally designated as 12, a second heat exchanger gener-ally designated as 13, and a thixd heat exchanger generally designated as 14. From pump 11 the anti-freeze solution passes through chamber 17 of first heat exchanger 12, then through chamber 18 of second heat exchanger 13, and then through chamber 19 of third heat exchanger 14. The speed at which the anti freeze solution is circulated through the thre2 heat exchangers is dependent on the temperature of the solution as it leaves the third heat exchanger 14, as sensed by a temperature sensor 21.
The refrigerant working fluid, which preferably is CH2F-CF3 (sold by the Dupont Company under the trademark 'HFC134A') or a similar fluid, is circulated through a condensation chamber 24 of first heat exchanger 12. The 2~ ~79~
heat exchange interface between chamber 17 and 24 coul.d utilize any one of a number of known designs, such as for instance a series of cylindrical tubes. The refrigerant working fluid enters chamber 24 in the ~aseous state, and leaves that chamber as liquid drops which are collected by a reservoir 25. The refrigerant liquid 26 in reservoir 25 is then pumped at approximately 600 pounds per square inch (p. 5 . i) through a conduit 27 by an electrically~driven pump 28, passing through one-way check valve 29. Pressure con~
trol valve 30, connected to pressure sensor 31, determines the amount of refrigerant liquid passed through an injector 32 to an expansion chamber 35 of third heat exchanger 14, pressure sensor 31 bein~ mounted so as to monitor the pres-sure inside of chamber 35. As it enters chamber 35, the fluid changes ~rom a liquid to a gas having a temperature of approximately 200 degrees Fahrenheit (F), as determined by temperature sensor 51. Pressure sensor 31 acts on control valve 30 such that the pressure within chamber 35 is maintained at approximately 425 p.s.i. From expansion chamber 35 the refrigerant gas passes along conduit 36 to a throttle control valve 37 which determines the amount of the refrigerant gas that enters the cylinders of a high-compression-ratio piston engine generally designated as 38.
Refrigerant gas exhausted from the cylinders of engine 38 is returned to condensation chamber 24 through a return conduit 39 at a pressure of approximately 37 p.s.i. and t~mperature of approximately 40 degrees F, the gas passing through a silicon drying filter 40 in conduit 39.
In addition to having electrically-driven pump 28, the refrigerant fluid system of Figure 1 may have a mechanically-driven pump 42 operating in parallel and driven directly or indirectly by a crankshaft in engine 38.
Pump 28 is always required for system start-up, but pump 42 may take over some or all of the subsequent pumping. Pump 42 has an associated check valve 43. Pressure relief valve 44, which sits on a bypass conduit 45 connecting the down-stream side of check valves 29 and 43 to return conduit 39, provides an alternate flow path for any refrigerant fluid ~7~
26 not needed by engine 38 to be returned to first heat exchanger 12, for instance, when engine 38 is idling.
Pressure relief valve 47 allows refrigerant gas in expan-sion chamber 35 to pass to return conduit 39 if throttle valve 37 is closed and the pressure within expansion cham-ber 35 exceeds preset limits. As will be subsequently described, both the refrigerant fluid system and the heat exchange fluid system each also have an emergency relief valve in case the pressure in either should exceed accept-able values.
In the arrangement shown in Figure 1, the anti-freeze solution that comprises the heat exchanger working fluid leaves chamber 17 of tha first heat exchanger 12 at approximately 5 p.s.i. Within second heat exchanger 13 a high-efficiency burner 48 is fed propane or natural gas or a similar gas from tank 49 through a valve 50 controlled by a temperature sensor 51 and a system start-up connection 52 (for instance, the ignition of an automobile). Hot gases created by the combustion process at burner 48 moves upward through heat exchanger 13 and are exhausted through exhaust opening 53. With this arrangement, the temperature of the anti freeze solution as it leaves second heat exchanger 13 is approximately 215 degrees F. The solution khen passes through chamber 19 of third heat exchanger 14, where it gives up heat to the refrigerant working fluid in expansion chamber 35 before being returned to first heat exchanger 12 by pump llo If the pressure in the heat exchange working fluid should exceed a set maximum value, an emergency re-lief valve 55 sitting on an expansion tank 56 connected to a conduit on ths downstream side of chamber 17 will open.
A similar emergency relief valve 57 for the refrigerant working fluid is attached to condensation chamber 24.
Bypass conduit 60 and one-way check valve 61 are installed to allow the refrigerant fluid to bypass engine 38 if necessary. The inlet valve 63 of engine 38 has been modified from the inlet valve described in Canadian Patent Application No. 2,033,462 in that it now sits outside of i the piston cylinder rather than insideO The advantage of ~'7~
this arrangement is that inlet valve 63 needs to withstand less pressure than did the earlier inllet valve. The head of outlet valve 64 would still extend into the respective engine cylinder. Another improvement is the presence of a jacket 65 to surround the engine cylinders. By means of conduits 66, 67, 68 and 69, a small flow of heat exchange working fluid passes through jacket 65 in parallel with the heat exchange working fluid passing through chamber 19 of third heat exchanger 14. Heat is given up by the heat exchange working fluid passing through jacket 65 to the refrigerant working fluid within the cylinders. The flow rate of heat exchange working fluid through jacket 65 is sufficiently low that it does not interfere with the rela-tionship between temperature sensor 21 and pump 11.
If the engine 38 is utilized in an automobile, ; the vehicle interior heater/cooler unit 72 may also be incorporated. Unit 72 is connected to conduits 66 and 69 through a respective pair of pumps 73 and 74, each of which can be alternately used to pump through the other. Pump 73 is activated if heating of the vehicle interior is needed, and pump 74 is activated to cool the vehicle interior.
It has been calculated that the engine system of Figure 1 would require only approximately 20 per cent of the Pnergy input of the engine system of Canadian Patent 25 Application No. 2,033,462.
The arrangement shown in Figure 2 for driving a hydraulic motor means and the rotary turbine engine heat exchange system shown in Figure 3 illustrate alternate uses - for the refrigerant fluid heat exchange system.
Th~ arrangement of Figure 2 is connected to the refrigerant working fluid conduits 36 and 39, respectively, o~ Figure 1. A first cylinder 80 has a piston 81 slidably mounted within it. Piston 81 is connected by a rod 82 to move with a piston 85 slidably mounted within a second cylinder 86. Conduit 36 is connected to a pair of inlet conduits 87 and 88, each of which is connected to a respec-tive one of a pair of inlet valves 89 and 90 sitting at opposite ends of cylinder 80. Inlet valves 89 and 90 are 7~
B
activated by connected solenoids 91 and 92, respectively.
Conduit 39 is connected to a pair of outlet conduits 93 and 94, each of which is connected to a respective one of a pair of outlet valves 95 and 96 sittinlg at opposite ends of cylinder 80. Outlet valves g5 and 96 are activated by con-nected solenoids 97 and 98, respectively. A pair of probes 99 and 100 each extend into a respective opposite end of cylinder 80, the prongs being respectively connected to a pair of control boxes 101 and 102.
A pair of conduits 110 and 111 are in flow com-muniation with one end of second cylinder 86, and a pair of conduits 112 and 113 are in flow communication with the other end. One-way check valves 114 and 115 are mounted in conduits 110 and 111, respectively, and one-way check valves 116 and 117 are mounted in conduits 11~ and 113, respectively. Conduits 110 and 112 connect to a conduit 118, which enters a chamber 119 of a pressure compensator device 120. A piston 121 is mounted to slide within device 120 on a spring 122. A conduit 123, which is connected through a relief valve 124 to a fluid input side of a hydraulic motor means 125, also enters chamber 119. A
conduit 126 connects a fluid output side of hydraulic motor means 125 through a one-way check valve 127 to a hydraulic fluid reservoir 128. Conduits 111 and 113 connect to a '! 25 conduit 130 which extends below the surface of hydraulic fluid in reservoir 128. A relief conduit 131 extends ~rom relief valve 124 to conduit 126 on the downstream side of one-way valve 127.
The arrangement of Figure 2 operates in the fol-lowing way. Assume that piston 8i has just completed move-ment to the left and made contact with probe 99. Conkrol box 101 senses the leftward movement of probe 99, and ac~
tivates solenoids 91, 92, 97 and 98. As a result, inlet valve 89 and outlet valve 96 open, and inlet valve 90 and outlet valve 97 close. Gaseous refrigerant working fluid passes along conduits 36 and 87, and into cylinder 80 on the left side of piston 81. The pressure of the working fluid is controlled by pressure control valve 30 to be 2~ 7~
g approximately 415 p.s~i., and the temperature of the working fluid is controlled by temperatu.re sensor 51 to be approximately 200 degrees F. The working fluid entering cylinder 80 pushes piston 81 to the right, and refrigerant working fluid is expelled through conduits 94 and 39. The control box 102 senses that piston 81 :has made contact with : probe 100, and activates solenoids 91, 92, 97 and 98 to move the valves 89, 90 ! 96 and 97 to their alternate posi-tions. Gaseous refrigerant working fluid then passes along conduits 36 and 88, and into cylinder 80 on the right side of piston 81. Piston 81 moves to the left, expelling refrigerant working fluid through conduits 93 and 39. The cycle repeats, rod 82 and piston 85 following the recipro-cating motion of piston 81. Cylinder 80 has a jacket 105 surrounding it for carrying a flow of the heat exchange ; working fluid; it serves a function e~uivalent to that served by the jacket 65 of piston engine 38 of Fiyure 1.
As piston 85 moves to the right, hydraulic fluid in reservoir 128 is drawn up through conduits 111 and 130 and one-way check valve 115 into that part of cylinder 85 on the left side of piston 85. Simultaneously, hydraulic fluid on the right side of piston 85 in cylinder 86 is forced through conduits 112 and 118 and one~way check valve 116 into chamber ll9 of pressure compensator device 120.
At the same time, one-way check valves 114 and 117 prevent hydraulic fluid from moving respectively into and out of : cylinder 86. The hydraulic fluid passes from chamber 119 along conduit 123 and through relief valve 124 to the inlet port of hydraulic motor means 125. From the outlet port of hydraulic motor means 125, the hydraulic fluid is returned along conduit 126 and through one-way check valve 127 to reservoir 128. After piston 85 has completed its rightward stroke and commenced moving to the left, hydraulic fluid is drawn from reservoir 128 through conduits 113 and 130 and one-way check valve 117 into cylinder 86 on the right side of piston 85. Hydraulic fluid on the left side of piston 85 is expelled to chamber 119 through conduits 110 and 118 and one-way check valve 114. Piston 121 and spring 122 act 7~
to create a uniform pressure on the hydraulic fluid in chamber 119, smoothing the effect of the reversing fluid flow. If motor means 125 encounters rotational resistance and cannot accept all of the hydraulic fluid being pumped through conduit 123, relief valve 124 opens, and hydraulic fluid is returned directly to reservoir ~28 through relief conduit 131.
Figure 3 illustrates a system similar to that described with respect to Figure 1, except that piston en-gine 38 has been replaced by a high-efficiency rotary tur-bine engine generally designated 135. Engine 135 has a series of sets of blades 136 radially mounted on a shaft 137. Refrigerant working gas passes through conduit 36, throttle control valve 37 and into enyine 135 through inlet conduit 138. After acting on the sets of blades 136, causing rotation of shaft 137, the refrigerant working gas is expelled through outlet conduit 139 to return conduit 39. Turbine engine 135 has a jacket 140 surrounding it for carrying a ~low of the heat exchange working fluid; it serves an equivalent function to that served by the jacket 65 of the engine 38 of Figure 1.
Claims (6)
1. A heat exchange system for use with an engine system that utilizes a refrigerant working fluid, the heat exchange system comprising:
(a) a first heat exchanger having two chambers between which heat is exchanged, a first chamber being a condensa-tion chamber for the refrigerant working fluid, a second chamber being a heat absorption chamber in which a heat exchange working fluid receives heat from the condensation chamber;
(b) a second heat exchanger having two chambers between which heat is exchanged, a first chamber being a chamber through which a heat source fluid is passed, a second chamber being a heat absorption chamber in which the heat exchange working fluid receives heat from the heat source fluid, the temperature of the heat exchange working fluid on leaving the second heat exchanger determining the amount of heat received by that working fluid from the heat source fluid;
(c) a third heat exchanger having two chambers between which heat is exchanged, a first chamber being an expansion chamber for the refrigerant working fluid, a second chamber being a heat release chamber in which the heat exchange working fluid transmits heat to the expansion chamber; and, (d) pump means for circulating the heat exchange working fluid in a circuit through the second chambers of the three heat exchangers, from the first heat exchanger to the second heat exchanger to the third heat exchanger, the temperature of the heat exchange working fluid on leaving the third heat exchanger determining the rate at which the pump means circulates the heat exchange working fluid;
wherein the aggregate amount of heat added to the heat exchange working fluid in the first and second heat exchangers is substantially equal to the amount of heat removed from the heat exchange working fluid in the third heat exchanger.
(a) a first heat exchanger having two chambers between which heat is exchanged, a first chamber being a condensa-tion chamber for the refrigerant working fluid, a second chamber being a heat absorption chamber in which a heat exchange working fluid receives heat from the condensation chamber;
(b) a second heat exchanger having two chambers between which heat is exchanged, a first chamber being a chamber through which a heat source fluid is passed, a second chamber being a heat absorption chamber in which the heat exchange working fluid receives heat from the heat source fluid, the temperature of the heat exchange working fluid on leaving the second heat exchanger determining the amount of heat received by that working fluid from the heat source fluid;
(c) a third heat exchanger having two chambers between which heat is exchanged, a first chamber being an expansion chamber for the refrigerant working fluid, a second chamber being a heat release chamber in which the heat exchange working fluid transmits heat to the expansion chamber; and, (d) pump means for circulating the heat exchange working fluid in a circuit through the second chambers of the three heat exchangers, from the first heat exchanger to the second heat exchanger to the third heat exchanger, the temperature of the heat exchange working fluid on leaving the third heat exchanger determining the rate at which the pump means circulates the heat exchange working fluid;
wherein the aggregate amount of heat added to the heat exchange working fluid in the first and second heat exchangers is substantially equal to the amount of heat removed from the heat exchange working fluid in the third heat exchanger.
2. A heat exchange system as in claim 1, and also comprising:
(e) a high-compression-ratio piston engine having reciprocating pistons connected to a rotatable crankshaft, the refrigerant working fluid acting on the pistons to actuate the engine.
(e) a high-compression-ratio piston engine having reciprocating pistons connected to a rotatable crankshaft, the refrigerant working fluid acting on the pistons to actuate the engine.
3. A heat exchange system as in claim 2, and also comprising:
(f) a jacket surrounding cylinders within which the pistons travel in the piston engine, the jacket being part of an alternate flow channel for heat exchange working fluid, that flow channel extending in parallel with the path taken by heat exchange working fluid passing through the third heat exchanger;
wherein a portion of the heat added to the heat exchange working fluid in the first and second heat exchangers is transferred from heat exchange working fluid in the jacket to the refrigerant working fluid in the engine cylinders.
(f) a jacket surrounding cylinders within which the pistons travel in the piston engine, the jacket being part of an alternate flow channel for heat exchange working fluid, that flow channel extending in parallel with the path taken by heat exchange working fluid passing through the third heat exchanger;
wherein a portion of the heat added to the heat exchange working fluid in the first and second heat exchangers is transferred from heat exchange working fluid in the jacket to the refrigerant working fluid in the engine cylinders.
4. A heat exchange system as in claim 1, and also comprising:
(e) a high-efficiency rotary turbine engine having a series of blades mounted radially on a rotary shaft, the refrigerant working fluid acting on the blades to actuate the engine.
(e) a high-efficiency rotary turbine engine having a series of blades mounted radially on a rotary shaft, the refrigerant working fluid acting on the blades to actuate the engine.
5. A heat exchange system as in claim 1, and also comprising:
(e) a first reciprocating piston mechanism having a cylinder and a piston within that cylinder, an inlet valve and an outlet valve at each end of the cylinder controlling flow of the refrigerant working fluid into and out of the respective end of the cylinder, the position of the piston controlling the opening and closing of the inlet and outlet valves, the refrigerant working fluid creating a recipro-cating motion of the first piston;
(f) a second reciprocating piston mechanism having a cylinder and a piston within that cylinder, an inlet valve and an outlet valve at each end of the cylinder controlling flow of a hydraulic fluid into and out of the respective end of the cylinder, the second piston being connected to move with the first piston, the inlet and outlet valves being one-way check valves, the reciprocating motion of the second piston creating a unidirectional flow of the hydrau-lic fluid from the second reciprocating piston mechanism;
and, (g) hydraulic motor means, driven by the unidirection-al flow of hydraulic fluid from the second reciprocating piston mechanism.
(e) a first reciprocating piston mechanism having a cylinder and a piston within that cylinder, an inlet valve and an outlet valve at each end of the cylinder controlling flow of the refrigerant working fluid into and out of the respective end of the cylinder, the position of the piston controlling the opening and closing of the inlet and outlet valves, the refrigerant working fluid creating a recipro-cating motion of the first piston;
(f) a second reciprocating piston mechanism having a cylinder and a piston within that cylinder, an inlet valve and an outlet valve at each end of the cylinder controlling flow of a hydraulic fluid into and out of the respective end of the cylinder, the second piston being connected to move with the first piston, the inlet and outlet valves being one-way check valves, the reciprocating motion of the second piston creating a unidirectional flow of the hydrau-lic fluid from the second reciprocating piston mechanism;
and, (g) hydraulic motor means, driven by the unidirection-al flow of hydraulic fluid from the second reciprocating piston mechanism.
6. A heat exchange system as in claim 1, wherein the heat exchange working fluid is liquid anti-freeze solution.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2047965 CA2047965A1 (en) | 1991-07-26 | 1991-07-26 | Heat exchange system for refrigerant fluid engine system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2047965 CA2047965A1 (en) | 1991-07-26 | 1991-07-26 | Heat exchange system for refrigerant fluid engine system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2047965A1 true CA2047965A1 (en) | 1993-01-27 |
Family
ID=4148082
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2047965 Abandoned CA2047965A1 (en) | 1991-07-26 | 1991-07-26 | Heat exchange system for refrigerant fluid engine system |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2047965A1 (en) |
-
1991
- 1991-07-26 CA CA 2047965 patent/CA2047965A1/en not_active Abandoned
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