EP2829700A2 - Motorenergiemanagementsystem - Google Patents

Motorenergiemanagementsystem Download PDF

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Publication number
EP2829700A2
EP2829700A2 EP14177882.9A EP14177882A EP2829700A2 EP 2829700 A2 EP2829700 A2 EP 2829700A2 EP 14177882 A EP14177882 A EP 14177882A EP 2829700 A2 EP2829700 A2 EP 2829700A2
Authority
EP
European Patent Office
Prior art keywords
heat
engine
carbon dioxide
cooling
energy
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.)
Granted
Application number
EP14177882.9A
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English (en)
French (fr)
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EP2829700A3 (de
EP2829700B1 (de
EP2829700C0 (de
Inventor
Enis Pilavdzic
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.)
Meyer Edo
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Individual
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Priority claimed from US13/952,581 external-priority patent/US9316141B2/en
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Publication of EP2829700A2 publication Critical patent/EP2829700A2/de
Publication of EP2829700A3 publication Critical patent/EP2829700A3/de
Application granted granted Critical
Publication of EP2829700B1 publication Critical patent/EP2829700B1/de
Publication of EP2829700C0 publication Critical patent/EP2829700C0/de
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Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P9/00—Cooling having pertinent characteristics not provided for in, or of interest apart from, groups F01P1/00 - F01P7/00
    • F01P9/06—Cooling having pertinent characteristics not provided for in, or of interest apart from, groups F01P1/00 - F01P7/00 by use of refrigerating apparatus, e.g. of compressor or absorber type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/22—Liquid cooling characterised by evaporation and condensation of coolant in closed cycles; characterised by the coolant reaching higher temperatures than normal atmospheric boiling-point

Definitions

  • the expansion of the high-temperature and high-pressure gases produced by combustion applies a direct force to a movable component (such as a piston assembly) of the engine.
  • a movable component such as a piston assembly
  • This force moves the component over a distance, transforming chemical energy into useful mechanical energy.
  • the term internal-combustion engine usually refers to an engine in which combustion is intermittent, such as the four-stroke piston engine and/or the two-stroke piston engine, along with variants, such as the six-stroke piston engine and the Wankel rotary engine and equivalents thereof.
  • Moving heat from the cylinder to a large surface area for air cooling can present problems such as difficulties associated with manufacturing the shapes needed for good heat transfer and the space needed for free flow of a large volume of air.
  • the inlet includes a compressor of a turbo, inlet trumpets, inlet valves that need to be as cold as possible for proper operation.
  • a countercurrent heat exchange with forced cooling air may assist in this requirement.
  • the cylinder-walls should not heat up the air before compression, but also not cool down the gas in the combustion chamber.
  • Operating temperature of the internal-combustion engine is set due to limits of cooling water and not due to efficiency of energy conversion. Since water is used for cooling with boiling temperature at 100°C, a compromise is established so that a cylinder wall temperature is around 90°C. Then, the viscosity of the oil is optimized for just this temperature. Any cooling of the exhaust and the turbine of the turbocharger reduces the amount of power available to the turbine, so the exhaust system is often insulated between engine and turbocharger to keep the exhaust gases as hot as possible.
  • Some engine controls shut down an engine or limit engine operation to half throttle if the engine overheats.
  • Some electronic engine controls adjust cooling based on a throttle condition to anticipate a temperature rise, and limit engine power output to compensate for finite cooling. Accurate engine temperature control is relatively nonexistent.
  • an apparatus including an engine, and an energy-management system.
  • the energy-management system is configured to recirculate, at least in part, carbon dioxide relative to the engine in such a way that the carbon dioxide exchanges, at least in part, energy relative to the engine once the carbon dioxide is made to recirculate, at least in part, along the energy-management system.
  • United States Patent Number 7066245 discloses management of automobile cooling and heating, in which cabin heating and cooling are done by opening and closing intake air channels and diverting heat outside of the car or in the cabin.
  • valve seats and exhaust ports in the head of the engine are cooled by the working fluid (the cooling medium) in communications with a pressure-reducing valve (means) in electrical communications with a temperature controller that is configured to control the pressure-reducing valves based upon the signal provided by the temperature sensor in communications with a temperature controller.
  • the temperature sensor is suitable mounted or attached to sense the temperature of that zone.
  • the temperature sensor may include any sort of temperature detecting means (such as thermocouple, thermistor, thermostat, etc.).
  • carbon dioxide is nonflammable and/or a good electrical insulator. Carbon dioxide is heavier than air and thus may also provide another advantage.
  • the use of carbon dioxide as the cooling medium 116 may provide a lower negative impact to the environment (in comparison to toxic refrigerants that are not environmentally friendly). Due to the high volumetric capacity of carbon dioxide, which is five times higher than water, the size of the cooling system 112 may be reduced considerably by having carbon dioxide included in the cooling medium 116. The increased working pressure may allow for structural and/or dimensional reduction thus directly benefiting objectives of reduced size and/or weight when applied to vehicular applications. A further advantage of using carbon dioxide in the cooling medium 116 is further emphasized by a significant increase in heat capacity when close to critical temperature.
  • the critical temperature may be optimized by mixing carbon dioxide with neon and/or butane or other elements (if so desired) to optimize the heat-absorption temperature point.
  • Carbon dioxide (and any equivalent thereof) is used for the cooling of the heat-generating assembly 104.
  • the carbon dioxide may also be used for heat recovery by an expender assembly for generating power (recovery of energy) in a closed-loop trans-critical vapor compression cycle.
  • carbon dioxide (and any equivalent thereof) is included in the cooling medium 116 for the trans-critical cooling and heat recovery application.
  • an equivalent of carbon dioxide may include a suitably developed synthetic working fluid (cooling medium 116) and/or nanofluid based solutions used to cool the heat-generating assembly 104.
  • the apparatus 100 is for the heat-generating assembly 104 of the engine 102 of the movable vehicle 101.
  • the apparatus 100 includes a frame assembly configured to be positioned proximate to the heat-generating assembly 104 of the engine 102.
  • the cooling system 112 is supported by the frame assembly.
  • the cooling system 112 is also configured to circulate a cooling medium 116 having the carbon dioxide (liquid and/or gas) relative to the heat-generating assembly 104.
  • the circulation is done in such a way that the carbon dioxide conveys heat from the heat-generating assembly 104 to the cooling medium 116.
  • the cooling medium 116 transports the heat away from the heat-generating assembly 104.
  • the cooling medium 116 may be cooled, and/or the cooling medium 116 may be recompressed and cooled, for subsequent use.
  • the apparatus 100 includes a temperature-control structure configured to monitor and to control the temperature of the engine 102.
  • FIG. 2 depicts an example of the cooling system 112.
  • the heat-exchange structure 127 of the cooling system 112 may include or contain a porous structure with the connecting passageway 108 surrounding the heat-generating assembly 104 of the engine 102.
  • the cooling system 112 may include aluminum, steel and/or composites.
  • the cooling system 112 may have an open porous structure (foam) with porosity up to about 90% with open and continuous pore structure in nominal size from about 50 to about 500 micrometers.
  • Aluminum foam may be additive or in situ developed during a casting process.
  • the heat-exchange structure 127 is made by sintering powders and closing outside margins of the expansion chambers with low temperature alloys.
  • FIGS. 4A and 4B there is depicted a schematic representation of examples of the apparatus 100 of FIGS. 1A and/or 1B. More specifically, there is depicted a schematic diagram of the exemplary embodiment of the cooling system 112 usable by the movable vehicle 101. The cooling system 112 may operate in the thermodynamic cycle 300 of FIGS. 4A and 4B .
  • the pressure-reducing gas expander 305 is configured to convert the heat energy from the high-pressure supercritical gas state of the cooling medium 116 to mechanical energy of a rotating shaft 370 of the pressure-reducing gas expander 305.
  • an electric generator 371 connected to the rotating shaft 370 of the pressure-reducing gas expander 305 is an electric generator 371.
  • the electric generator 371 is configured for generation of electrical energy (to be used or consumed by the movable vehicle 101).
  • the pressure-reducing gas expander 305 is configured to provide a mechanical rotating energy storage device such as a mechanical flywheel 372.
  • Additional loops of the cooling medium 116 may be used for the task of gathering other sources of the heat energy from the movable vehicle 101.
  • a cabin-cooling loop 330 configured for cooling the exhaust manifold of the engine 102.
  • the additional loops may be added together in common with the cooling medium 116, and total heat energy is now summed up in a low-pressure connector 311. Additional loops can be used to cool other parts of the movable vehicle 101 or payloads of the movable vehicle 101.
  • An example of the energy-management system 200 includes (and is not limited to) the cooling system 112, in which the carbon dioxide receives energy from the engine 102.
  • the apparatus 100 may further include a temperature sensor 118 configured to be: (A) in thermal communication with a heat-generating assembly 104, and (B) in signal communication with the control system 391.
  • the temperature sensor 118 provides (in use) a reference set point value for the pressure-reducing device 117.
  • the apparatus 100 is further configured such that the gas cooler 306 is configured to: (A) air cool the cooling medium 116 to an environmental temperature and above the critical pressure for the cooling medium 116, (B) exchange thermal heat energy in the cooling medium 116 with the environment by dissipating heat due to relative motion of the gas cooler 306 through the air.
  • the gas cooler 306 is included or is a part of an outer panel assembly of the movable vehicle 101 (such as a side panel or a top panel, etc.).
  • the gas cooler 306 is configured to dissipate heat by convection, conduction and/or radiation to the environment without using a powered fan (unassisted).
  • the heat-exchange structure 127 of the cooling system 112 may be incorporated with thermally conductive micro-channels.
  • the apparatus 100 may further be adapted such that the cooling medium 116 is used to cool, at least in part, in the thermodynamic cycle 300.
  • Heat energy removal and subsequent energy recovery and conversion are provided by the pressure-reducing gas expander 305.
  • the pressure-reducing gas expander 305 may operate in a continuous cycle.
  • the flywheel energy can be used for accelerating the movable vehicle 101 to improve efficiency and expand the operating range of an electric vehicle by preserving batteries from deep discharge during prolonged acceleration.
  • the expanding medium in the pressure-reducing gas expander 305 converts the combined heat from the body of the engine 102 and heat from the exhaust from the engine 102, and converts this heat with high efficiency in the pressure by powering the compressor to create a turbocharger or preferably supercharger and increase power of the engine 102.
  • the expanding medium in the pressure-reducing gas expander 305 converts the combined heat from the body of the engine 102 and heat from the exhaust from the engine 102, and converts this heat (with high efficiency) in the energy suitable for storage and subsequent recovery and use, where storage is chemical storage of energy.
  • the heat-generating assembly 104 includes the piston assembly 105 configured to generate heat in the engine 102 once engaged to do just so.
  • the apparatus 100 includes a pressure-reducing gas expander 305 configured to: expand the cooling medium 116 in the supercritical state in the pressure-reducing gas expander 305, and exhaust an expanded instance of the cooling medium 116 via a conduit 363 into a gas cooler 306.
  • An expanded instance of the cooling medium 116 is at pressures above critical pressure of the cooling medium 116.
  • the apparatus 100 includes a mass flow of a cooling medium 116 further configured to: vary the mass flow of any one of a first compressor assembly 301 and the second compressor assembly 303, to be proportional with set temperature requirements for the heat-generating assembly 104, and based on parameters from a control system 391.
  • a command signal to pressure-reducing device 309 and parameter setting is based on a signal communication from a temperature sensor 118 and pressure sensor 122, resulting in a closed-loop controlled temperature zone of the engine 102.
  • the gas cooler 306 is further configured to be cooled by air.
  • the gas cooler 306 is configured to at least partially heat exchange some thermal energy with an environment.
  • the gas cooler 306 is structural part of the movable vehicle 101, such as a vehicle skin panel outer surface (i.e. hood).
  • the apparatus comprises an internal combustion engine including a heat-generating assembly and a cooling system being configured to be positioned relative to the heat-generating assembly, and recirculate a cooling medium having carbon dioxide relative to the heat-generating assembly in such a way that the carbon dioxide conveys heat from the heat-generating assembly to the cooling medium, and the cooling medium transports the heat away from the heat-generating assembly.
  • the engine is operated in such a way that: (A) the first amount of the energy is usable, at least in part, for performing the work that includes operatively moving a vehicle once the engine is operated to do just so, and (B) the second amount of the energy is not useable, at least in part, to perform the work of moving the vehicle once the engine is operated.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
  • Testing Of Engines (AREA)
EP14177882.9A 2013-07-27 2014-07-21 Motorenergiemanagementsystem Active EP2829700B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US13/952,581 US9316141B2 (en) 2013-02-15 2013-07-27 Engine energy management system

Publications (4)

Publication Number Publication Date
EP2829700A2 true EP2829700A2 (de) 2015-01-28
EP2829700A3 EP2829700A3 (de) 2015-03-25
EP2829700B1 EP2829700B1 (de) 2024-01-10
EP2829700C0 EP2829700C0 (de) 2024-01-10

Family

ID=51389862

Family Applications (1)

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EP14177882.9A Active EP2829700B1 (de) 2013-07-27 2014-07-21 Motorenergiemanagementsystem

Country Status (1)

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EP (1) EP2829700B1 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3035445A1 (fr) * 2015-04-24 2016-10-28 Soc De Motorisations Aeronautiques Moteur d'avion
CN110630368A (zh) * 2019-10-18 2019-12-31 中国船舶重工集团公司第七一九研究所 船用柴油机超临界二氧化碳联合循环动力装置冷却系统
CN111114835A (zh) * 2019-12-24 2020-05-08 兰州空间技术物理研究所 一种用于电推进的液体推进剂供给组件及电推进系统

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0935107A2 (de) 1998-02-06 1999-08-11 Kabushiki Kaisha Toyoda Jidoshokki Seisakusho Verfahren und Vorrichtung zur Regelung eines Verdichters mit veränderlicher Fördermenge
EP1441121A2 (de) 2003-01-27 2004-07-28 Denso Corporation Dampfverdichtendes Kühlungszyklussystem mit Kühlungskreislauf und Rankinekreislauf
US7066245B2 (en) 2001-02-13 2006-06-27 Sanyo Electric Co., Ltd. On-vehicle air-conditioner for air-conditioning
US7353661B2 (en) 2004-02-27 2008-04-08 Kabushiki Kaisha Toyota Jidoshokki Vehicle exhaust heat recovery system
US20110192163A1 (en) 2008-10-20 2011-08-11 Junichiro Kasuya Waste Heat Recovery System of Internal Combustion Engine
US20120023918A1 (en) 2009-04-07 2012-02-02 Artemis Intelligent Power Limited Fluid working machine and method of operating a fluid working machine
US8156754B2 (en) 2009-03-13 2012-04-17 Denso International America, Inc. Carbon dioxide refrigerant-coolant heat exchanger
US20120260640A1 (en) 2011-04-13 2012-10-18 Ford Global Technologies Llc Vehicle Exhaust Heat Recovery System

Family Cites Families (5)

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SU1719694A1 (ru) * 1990-02-19 1992-03-15 Конструкторское бюро "Южное" Двигатель внутреннего сгорани
DE10239877A1 (de) * 2002-08-29 2004-03-04 Bayerische Motoren Werke Ag Klimaanlage für ein Fahrzeug mit einem flüssigkeitsgekühlten Antriebsaggregat, insbesondere Brennkraftmaschine
JP2008025973A (ja) * 2006-07-25 2008-02-07 Gijutsu Kaihatsu Sogo Kenkyusho:Kk 熱交換システム
US20090139475A1 (en) * 2007-11-30 2009-06-04 Caterpillar Inc. Engine cooling system including metal foam
JP2009167994A (ja) * 2008-01-21 2009-07-30 Sanden Corp 内燃機関の廃熱利用装置

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0935107A2 (de) 1998-02-06 1999-08-11 Kabushiki Kaisha Toyoda Jidoshokki Seisakusho Verfahren und Vorrichtung zur Regelung eines Verdichters mit veränderlicher Fördermenge
US6138468A (en) 1998-02-06 2000-10-31 Kabushiki Kaisha Toyoda Jidoshokki Seisakusho Method and apparatus for controlling variable displacement compressor
US7066245B2 (en) 2001-02-13 2006-06-27 Sanyo Electric Co., Ltd. On-vehicle air-conditioner for air-conditioning
EP1441121A2 (de) 2003-01-27 2004-07-28 Denso Corporation Dampfverdichtendes Kühlungszyklussystem mit Kühlungskreislauf und Rankinekreislauf
US7178358B2 (en) 2003-01-27 2007-02-20 Denso Corporation Vapor-compression refrigerant cycle system with refrigeration cycle and Rankine cycle
US7353661B2 (en) 2004-02-27 2008-04-08 Kabushiki Kaisha Toyota Jidoshokki Vehicle exhaust heat recovery system
US20110192163A1 (en) 2008-10-20 2011-08-11 Junichiro Kasuya Waste Heat Recovery System of Internal Combustion Engine
US8156754B2 (en) 2009-03-13 2012-04-17 Denso International America, Inc. Carbon dioxide refrigerant-coolant heat exchanger
US20120023918A1 (en) 2009-04-07 2012-02-02 Artemis Intelligent Power Limited Fluid working machine and method of operating a fluid working machine
US20120260640A1 (en) 2011-04-13 2012-10-18 Ford Global Technologies Llc Vehicle Exhaust Heat Recovery System

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3035445A1 (fr) * 2015-04-24 2016-10-28 Soc De Motorisations Aeronautiques Moteur d'avion
CN110630368A (zh) * 2019-10-18 2019-12-31 中国船舶重工集团公司第七一九研究所 船用柴油机超临界二氧化碳联合循环动力装置冷却系统
CN110630368B (zh) * 2019-10-18 2025-05-16 中国船舶重工集团公司第七一九研究所 船用柴油机超临界二氧化碳联合循环动力装置冷却系统
CN111114835A (zh) * 2019-12-24 2020-05-08 兰州空间技术物理研究所 一种用于电推进的液体推进剂供给组件及电推进系统

Also Published As

Publication number Publication date
EP2829700A3 (de) 2015-03-25
EP2829700B1 (de) 2024-01-10
EP2829700C0 (de) 2024-01-10

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