EP2032821B1 - Closed cycle engine - Google Patents

Closed cycle engine Download PDF

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Publication number
EP2032821B1
EP2032821B1 EP07733322A EP07733322A EP2032821B1 EP 2032821 B1 EP2032821 B1 EP 2032821B1 EP 07733322 A EP07733322 A EP 07733322A EP 07733322 A EP07733322 A EP 07733322A EP 2032821 B1 EP2032821 B1 EP 2032821B1
Authority
EP
European Patent Office
Prior art keywords
pressure
intake
exhaust
engine
flow resistance
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.)
Active
Application number
EP07733322A
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German (de)
English (en)
French (fr)
Other versions
EP2032821A1 (en
Inventor
John Barrington Pearson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BAE Systems PLC
Original Assignee
BAE Systems PLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from GB0612539A external-priority patent/GB0612539D0/en
Application filed by BAE Systems PLC filed Critical BAE Systems PLC
Priority to EP07733322A priority Critical patent/EP2032821B1/en
Publication of EP2032821A1 publication Critical patent/EP2032821A1/en
Application granted granted Critical
Publication of EP2032821B1 publication Critical patent/EP2032821B1/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
    • F02B47/04—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only
    • F02B47/08—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only the substances including exhaust gas
    • F02B47/10—Circulation of exhaust gas in closed or semi-closed circuits, e.g. with simultaneous addition of oxygen
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63G—OFFENSIVE OR DEFENSIVE ARRANGEMENTS ON VESSELS; MINE-LAYING; MINE-SWEEPING; SUBMARINES; AIRCRAFT CARRIERS
    • B63G8/00—Underwater vessels, e.g. submarines; Equipment specially adapted therefor
    • B63G8/08—Propulsion
    • B63G8/12—Propulsion using internal-combustion engines

Definitions

  • This invention relates to an improved closed cycle engine system. Closed cycle engine systems are operable independently of atmospheric air, and so are particularly useful where atmospheric air is not freely available. Such engines are therefore often used in underwater applications.
  • Closed cycle engines are known, for example, from European Patent Publication No. 0118284 .
  • Such known engines comprise a circuit through which at least some of the exhaust gas from a combustion chamber is ducted so as to return thereto.
  • a supply of oxygen mixed with an inert carrier gas is, provided to the combustion chamber, in which fuel is combusted with the oxygen to produce carbon dioxide, amongst other combustion products.
  • the circuit comprises an absorber in which the exhaust gas is treated with water to remove carbon dioxide from the exhaust gas.
  • European Patent, Publication No. EP 0644112 discloses another closed cycle engine, which comprises an engine unit operable to combust fuel with combustion supporting gas, thereby producing exhaust gases, the engine having an intake and an exhaust; and a gas circuit providing fluid communication between the intake and the exhaust, the gas circuit having an absorber to at least partially absorb the exhaust gases, and a flow resistance.
  • the present invention resides in the concept of configuring a closed cycle engine system such that a pressure difference evolves, in operation of the engine, between the intake and exhaust manifolds, and making use of a greater pressure on the exhaust side of the engine to improve the efficiency of the absorption of exhaust gases.
  • a pressure difference evolves, in operation of the engine, between the intake and exhaust manifolds, and making use of a greater pressure on the exhaust side of the engine to improve the efficiency of the absorption of exhaust gases.
  • a closed cycle engine system comprising: an engine unit operable to combust fuel with combustion supporting gas, thereby producing exhaust gases, the engine unit having an intake and exhaust; and a gas circuit providing fluid communication between the intake and the exhaust, the gas circuit having an absorber to at least partially absorb the exhaust gases and a flow resistance, the flow resistance being located between the absorber and the intake and arranged such that the pressure at the intake is greater than the pressure at the exhaust wherein the flow resistance is adjustable in response to the pressure at the intake. Locating the flow resistance between the absorber and the intake also ensures that the absorber remains at the higher exhaust pressure, rather than at the lower intake pressure.
  • the incorporation of an additional flow resistance into the gas circuit improves the efficiency of the engine system because the pressure at the absorber is increased without the need for additional power-consuming components, such as a compressor. Increasing the pressure at the absorber increases the efficiency of CO 2 absorption, and thus parasitic losses associated with the absorber are reduced. Since parasitic losses are reduced, the export power of the system for a given engine shaft power is increased.
  • the inclusion of the resistance allows the closed cycle system to make use of the natural capacity of the engine unit to accept a pressure difference between the intake and exhaust manifolds.
  • certain types of engine unit such as diesel engines provided with exhaust driven turbo chargers, are designed to operate with a pressure difference between the intake and exhaust. By removing the turbo charger, this pressure difference can be utilised to increase absorption efficiency.
  • the presence of a pressure difference between the intake and exhaust manifolds of the engine unit enables a wider variety of engine units to be selected for use in the closed cycle engine system.
  • the constraints imposed by the maximum allowable intake manifold pressure have reduced the number of engine units that can be used in the closed cycle engine system. This problem is mitigated by the present invention, since the flow resistance can be selected in dependence on the engine unit it is desired to use in a given closed cycle engine system.
  • the flow resistance is adjustable in response to the pressure at the intake, it can be ensured that the intake pressure is kept within a range acceptable to the engine, whilst also enabling a high pressure to be maintained at the absorber. Moreover, the presence of an adjustable flow resistance allows the system to account for any transient increases in the pressure at the intake. Such transients may otherwise exceed the maximum pressure that the intake is able to accept.
  • the flow resistance comprises a flow restrictor, such as an orifice plate, or a section of reduced diameter pipe.
  • a flow restrictor such as an orifice plate
  • the flow resistance further comprises a pressure reducing valve responsive to the intake pressure. The pressure at the intake manifold of the engine unit can then be adjusted so that the most efficient pressure values can be selected.
  • a supply of combustion supporting gas may then be provided to the gas circuit between the orifice plate and the pressure reducing valve. It is convenient for the gas supply to be introduced once the bulk pressure reduction has been accomplished at the orifice plate.
  • the combustion supporting gas is likely to be a mixture of oxygen and an inert carrier gas, such as argon, from separate gas supply bottles, and by introducing these gases before the flow passes through the pressure reducing valve, it can be ensured that the components of the combustion supporting gas are well mixed before entry into the intake manifold.
  • the flow resistance may advantageously comprise power extraction means to extract power from the flow in the gas circuit.
  • the extraction of power from the flow in the gas circuit further enhances the efficiency of the closed cycle engine system.
  • the power extraction means may comprise a turbine.
  • the power extraction means may comprise a vane or other positive displacement motor.
  • the pressure at the intake may be controllable independently from the pressure at the exhaust. Such independent control means allows the pressures within the engine system to be adjusted so that enhanced efficiency can be achieved.
  • a method of operating a closed cycle engine system comprising an engine unit having an intake and a exhaust, and a gas circuit providing fluid communication between the exhaust and the intake, the method comprising the steps of: operating the engine, thereby producing exhaust gases, which exhaust gases are ejected into the gas circuit at the exhaust; at least partially absorbing the exhaust gases at an absorber; and providing a flow resistance in the gas circuit, the flow resistance being located between the absorber and the intake arranged such that the pressure at the intake is less than the pressure at the exhaust.
  • the invention extends to a submersible vehicle comprising a closed cycle engine system as described above.
  • a submersible vehicle may, for example, be a submarine, or any form of underwater vehicle requiring motive means.
  • System 100 comprises a diesel engine unit 110, which unit has an intake manifold 112 and an exhaust manifold 114.
  • the exhaust manifold is linked via appropriate ducting or piping to an absorber 120, which in turn is linked, via separator 130, orifice plate 140, and pressure reducing valve 150, back to the intake manifold 112 of the engine unit 110.
  • a gas circuit linking the exhaust manifold back to the intake manifold, is defined.
  • inlets 144 and 146 for supplying argon and oxygen to the circuit.
  • An inlet (not shown) for supplying fuel to the engine unit 110 is also provided.
  • the supplies of oxygen and argon may be provided from gas bottles, or other appropriate gas storage devices.
  • the system 100 can be operated in closed cycle.
  • Engine unit 110 is aspirated with a combustion supporting gas comprising a mixture of argon and oxygen supplied from inlets 144 and 146.
  • a combustion supporting gas comprising a mixture of argon and oxygen supplied from inlets 144 and 146.
  • Combination of fuel with the oxygen in the engine unit 110 produces exhaust gases including carbon dioxide (CO 2 ).
  • CO 2 carbon dioxide
  • At least some of the CO 2 is absorbed in chamber 120.
  • Absorber 120 may comprise, as in prior known closed cycle engines, a rotor provided with wire mesh, or other material having a high surface area to volume ratio, through which water is thrown radially outward by centrifugal force, whilst the exhaust gas is caused to flow therethrough in counterflow. Varying the amount of water passing through absorber 120 through use of a variable speed water pump 125 allows the amount of CO 2 absorbed, and thus the pressure at the absorber 120 and at the exhaust 114, to be controlled.
  • the thus-treated gases are then passed through separator 130, which removes water from the gas flow, to orifice plate 140.
  • the orifice plate 140 in combination with pressure-reducing valve 150, serves to control the pressure at the intake manifold 112 of the engine unit 110.
  • Pressure-reducing valve 150 is controlled in response to the pressure at the intake 112, so that it can be ensured that the pressure at the intake does not rise above the maximum intake pressure of which the engine unit 110 is capable. This is indicated schematically in Figure 1 by dashed line 155 linking intake 112 to pressure reducing valve 150.
  • the pressure at the intake 112 is therefore controlled independently of the pressure at the exhaust 114.
  • Engine unit 110 is a conventional diesel engine of a kind normally fitted with an exhaust driven turbo charger. When running in its normal aerobic configuration, such an engine will be configured to operate with a pressure difference between the engine 110 and the turbine sufficient to drive the turbine to compress the intake air up to the design pressure. The exhaust pressure will therefore be higher than the intake pressure created.
  • the engine unit is adapted by removal of the turbo charger and direct connection of the intake 112 and the exhaust 114 to the engine 110.
  • the capability of the engine to operate with a pressure difference across it can be exploited to enhance the absorption efficiency by increasing the pressure at the absorber 120, whilst maintaining the pressure at the intake manifold 112 at a value within the range acceptable for the engine unit 110.
  • the pressure difference builds after initial start-up of the engine unit 110: at first, the system will be at a uniform pressure.
  • the partial pressure of CO 2 in the system is very low at start-up, and so the absorption efficiency is also low.
  • the partial pressure of CO 2 therefore builds, and the absorber efficiency increases, until equilibrium is reached.
  • a pressure difference builds between the intake manifold and the absorber through action of the additional flow resistance that comprises orifice plate 140 and pressure reducing valve 150. At equilibrium, this difference is maintained at a constant value consistent with the maximum pressure that the intake manifold can accept, whilst maintaining the pressure at the absorber 120 at the higher pressure present at the exhaust manifold 114.
  • the absorber efficiency is increased. Increasing the absorption efficiency reduces parasitic losses in the engine, and thus, by introducing the orifice plate and pressure reducing valve into the gas circuit, the overall efficiency of the engine is improved.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Supercharger (AREA)
  • Exhaust Silencers (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Glass Compositions (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP07733322A 2006-06-26 2007-06-22 Closed cycle engine Active EP2032821B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP07733322A EP2032821B1 (en) 2006-06-26 2007-06-22 Closed cycle engine

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
EP06270062 2006-06-26
GB0612539A GB0612539D0 (en) 2006-06-26 2006-06-26 Improvements relating to closed cycle engines
PCT/GB2007/002327 WO2008001050A1 (en) 2006-06-26 2007-06-22 Closed cycle engine
EP07733322A EP2032821B1 (en) 2006-06-26 2007-06-22 Closed cycle engine

Publications (2)

Publication Number Publication Date
EP2032821A1 EP2032821A1 (en) 2009-03-11
EP2032821B1 true EP2032821B1 (en) 2010-08-11

Family

ID=38617907

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07733322A Active EP2032821B1 (en) 2006-06-26 2007-06-22 Closed cycle engine

Country Status (9)

Country Link
EP (1) EP2032821B1 (ja)
JP (1) JP2009541662A (ja)
KR (1) KR101380796B1 (ja)
AT (1) ATE477409T1 (ja)
AU (1) AU2007263635B2 (ja)
CA (1) CA2655866C (ja)
DE (1) DE602007008416D1 (ja)
ES (1) ES2348280T3 (ja)
WO (1) WO2008001050A1 (ja)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8943806B2 (en) * 2011-03-07 2015-02-03 Toyota Jidosha Kabushiki Kaisha Working gas circulation engine
JP6012649B2 (ja) * 2014-02-27 2016-10-25 三菱重工業株式会社 作動ガス循環型エンジンシステム及びその運転方法
FR3088406B1 (fr) * 2018-11-12 2021-05-07 Naval Group Procédé de contrôle d'un réservoir cryogénique, réservoir cryogénique et bâtiment sous-marin correspondants

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE608208C (de) * 1931-04-29 1935-01-18 Fritz Von Opel Dipl Ing Im Kreislaufprozess unter Verwendung von fluessigem Sauerstoff arbeitender Verbrennungsmotor
US3559402A (en) * 1969-04-24 1971-02-02 Us Navy Closed cycle diesel engine
JPS508405A (ja) * 1973-05-21 1975-01-28
JPS5228001Y2 (ja) * 1973-08-22 1977-06-25
JPS5042107A (ja) * 1973-08-22 1975-04-17
DE3468724D1 (en) 1983-03-02 1988-02-18 Cosworth Eng Internal combustion engines
DE4331221A1 (de) 1993-09-15 1995-03-16 Nord Systemtechnik Antriebsvorrichtung für ein Wasserfahrzeug, insbesondere Unterwasserfahrzeug

Also Published As

Publication number Publication date
WO2008001050A1 (en) 2008-01-03
AU2007263635B2 (en) 2012-04-19
AU2007263635A1 (en) 2008-01-03
EP2032821A1 (en) 2009-03-11
CA2655866A1 (en) 2008-01-03
KR20090028781A (ko) 2009-03-19
WO2008001050B1 (en) 2008-02-21
ES2348280T3 (es) 2010-12-02
KR101380796B1 (ko) 2014-04-04
DE602007008416D1 (de) 2010-09-23
JP2009541662A (ja) 2009-11-26
ATE477409T1 (de) 2010-08-15
CA2655866C (en) 2013-05-28

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