Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
  • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
  • F04D27/00—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids
  • F04D27/005—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids by changing flow path between different stages or between a plurality of compressors; Load distribution between compressors
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
  • F02C3/00—Gas-turbine plants characterised by the use of combustion products as the working fluid
  • F02C3/04—Gas-turbine plants characterised by the use of combustion products as the working fluid having a turbine driving a compressor
  • F02C3/13—Gas-turbine plants characterised by the use of combustion products as the working fluid having a turbine driving a compressor having variable working fluid interconnections between turbines or compressors or stages of different rotors
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
  • F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas-turbine plants for special use
  • F02C6/04—Gas-turbine plants providing heated or pressurised working fluid for other apparatus, e.g. without mechanical power output
  • F02C6/10—Gas-turbine plants providing heated or pressurised working fluid for other apparatus, e.g. without mechanical power output supplying working fluid to a user, e.g. a chemical process, which returns working fluid to a turbine of the plant
  • F02C6/12—Turbochargers, i.e. plants for augmenting mechanical power output of internal-combustion piston engines by increase of charge pressure
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
  • F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas-turbine plants for special use
  • F02C6/14—Gas-turbine plants having means for storing energy, e.g. for meeting peak loads
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
  • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
  • F02C7/12—Cooling of plants
  • F02C7/14—Cooling of plants of fluids in the plant, e.g. lubricant or fuel
  • F02C7/141—Cooling of plants of fluids in the plant, e.g. lubricant or fuel of working fluid
  • F02C7/143—Cooling of plants of fluids in the plant, e.g. lubricant or fuel of working fluid before or between the compressor stages
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
  • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
  • F04D25/00—Pumping installations or systems
  • F04D25/02—Units comprising pumps and their driving means
  • F04D25/06—Units comprising pumps and their driving means the pump being electrically driven
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
  • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
  • F04D29/00—Details, component parts, or accessories
  • F04D29/58—Cooling; Heating; Diminishing heat transfer
  • F04D29/582—Cooling; Heating; Diminishing heat transfer specially adapted for elastic fluid pumps
  • F04D29/5826—Cooling at least part of the working fluid in a heat exchanger
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M8/00—Fuel cells; Manufacture thereof
  • H01M8/10—Fuel cells with solid electrolytes
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
  • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
  • F04D17/00—Radial-flow pumps, e.g. centrifugal pumps; Helico-centrifugal pumps
  • F04D17/08—Centrifugal pumps
  • F04D17/10—Centrifugal pumps for compressing or evacuating
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
  • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
  • F05D2220/00—Application
  • F05D2220/40—Application in turbochargers
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
  • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02E60/30—Hydrogen technology
  • Y02E60/50—Fuel cells

Definitions

• the present invention relates to a system for producing energy or torque.
• the invention relates to a torque generating system comprising a combustion engine and a power generation system comprising a fuel cell.
• the use of a fuel cell is considered as a possible solution.
• the fuel cell provides electricity from reagents such as air and hydrogen. This production of electricity is advantageous in terms of pollution because it emits only water vapor.
• the electricity produced supplies the vehicle with the energy available for driving the vehicle or feeding its components.
• the use of a compressor is expensive in energy.
• a solution is therefore sought to reduce the cost associated with the use of a gas compression at the intake of an energy or torque generating system such as a system comprising a combustion engine or a system comprising a fuel cell.
• the invention consists of a system for producing energy or torque comprising:
• a generator configured to generate an energy or a torque from a gas introduced at an intake of the generator
• the production system is embedded in a vehicle, the generator being configured to generate a torque for driving the vehicle, or electrical energy for driving the vehicle and / or supplying components embedded in the vehicle.
• the performance of a compressor is a function of its operating conditions such as the ratio between its inlet pressure and its outlet pressure, its air flow, its rotational speed.
• each compressor can be used in its best yield area.
• the compressors can be associated in series or in parallel to each operate at a favorable yield zone with respect to the operating conditions of the generator.
• each compressor is connected by its gas inlet to a respective first pipe for the admission of gas into said compressor, the first pipes being connected to a common gas inlet pipe, at least one gas-guiding device being configured to control the flow rate between the common gas inlet pipe and at least one of the first pipes;
• each compressor is connected by its gas outlet to a respective second pipe for the gas outlet of said compressor, the second pipes being connected to a common gas outlet pipe, at least one gas-guiding device being configured for controlling the flow rate between at least one of the second pipes and the common gas outlet pipe.
• the gas orientation device is a three-way valve.
• a third pipe connects the gas outlet of one of the compressors to the gas inlet of the other compressor, a gas-guiding device being disposed in said pipe to prevent or allow the circulation of gas. gas in the third pipe so as to selectively put the two compressors in series or not.
• the third pipe comprises a heat exchanger so as to cool the inlet gas of the compressor located downstream.
• the pipe system is further configured to isolate at least one of the compressors so that the compressor does not receive or emit gas.
• the compressor does not receive or emit gas.
• the compressors are configured to operate alternately.
• each compressor operates alternately over a period of time.
• one of the compressors operates, that is to say, compresses gas at the inlet of the generator ; while the other generator does not deliver gas to the admission to the intake of the generator, in particular this generator is stopped or is in standby.
• the time period is between 3 and 15 seconds, or even 15 seconds.
• At least one of the compressors is driven by exhaust gases delivered by the generator.
• At least one of the compressors is driven by an electrical energy.
• the electrical energy is provided by a storage of electrical energy such as a battery, including a battery of the vehicle in which the system is embedded.
• the compressor is driven by an electric motor with variable reluctance.
• the generator is a combustion engine that delivers a torque.
• this pair is intended to cause a displacement of the vehicle in which the system is embedded.
• the torque can be transmitted to one or more wheels of the vehicle.
• the generator is a fuel cell that delivers electrical energy.
• this electrical energy is intended to drive an electric motor for a movement of the vehicle in which the system is embedded.
• FIG. 1 is a graph showing the efficiency of a compressor as a function of compressor parameters
• FIG. 2 is an explanatory diagram of a mode of operation in parallel of a system according to the invention
• FIG. 3 is an explanatory diagram of a mode of series operation of a system according to the invention.
• FIG. 4 is an explanatory diagram of a mode of operation of a system according to the invention in which a single compressor operates;
• FIG. 7 represents a series mode of operation of a system which comprises a heat exchanger in its channeling system.
• compressor is intended to mean a gas compressor, in particular air, volumetric or otherwise, centrifugal or radial, for example, compressing a gas in order to supercharge a torque generator such as a combustion engine. combustion or compressing reagents feeding a fuel cell to generate electrical energy.
• the compressor is an air supercharger.
• FIG. 1 shows the efficiency of a compressor as a function of the output pressure ratio on the inlet pressure on the ordinate, and the air flow rate (kg / s or m 3 / h or m 3 / s) on the abscissa. .
• the curves 1 are isovitesse curves whose units are in rpm.
• Zone 2 of better performance corresponds to a yield greater than about 75%.
• the compressor can be made to work in a zone of low efficiency for example in zone 3 which corresponds to a yield of less than 30%.
• FIG. 2 An example system 100 according to the invention is illustrated in FIG. 2.
• the system 100 comprises two compressors 101, 102 and a ducting system 103 which connects the air intake to the inputs of the compressors 101, 102, the compressor outlets 101, 102 at the inlet of the fuel cell (not shown), and the output of a first compressor 101 at the inlet of a second compressor 102.
• the first compressors 101, 102 are connected by their air inlet to a first pipe 101a, 102a respectively for the admission of air.
• the first ducts 101a, 102a receive intake air through a common air intake duct Ce.
• the first compressors 101, 102 are connected by their air outlet to a second pipe 101b, 102b respectively for the air outlet to the fuel cell.
• the second pipes 101b, 102b delivers air into a common air outlet pipe Cs.
• a third pipe C3 connects the air outlet of the first compressor 101 to the air inlet of the second compressor 102.
• the pipes of the pipe system 103 can be opened or closed in order to put the compressors 101, 102 in series or in parallel.
• a first device for orienting the gases D1 is disposed at the intersection of the first conduits 101a, 102a and the Ce input pipe to control the flow between the common gas inlet pipe Ce and the first pipes 101a, 102a.
• a second gas guidance device D2 is disposed at the intersection of the second pipes 101b, 102b and the outlet pipe Cs to control the flow rate between the second pipes 101b, 102b and the common air outlet pipe Cs.
• the first D1 and the second D2 gas orientation device can each be implemented by a three-way valve that allows the pipes to communicate in pairs.
• a third gas-guiding device D3 is disposed in the third pipe C3 to prevent or allow the flow of air between the first compressor 101 and the second compressor 102.
• the compressors 101, 102 operate in parallel.
• the first gas-guiding device D1 keeps open the first ducts 101a, 102a so that they receive air conveyed by the common inlet duct Ce, and the second D2 gas-guiding device Dl keeps the ducts open.
• second pipes 101b, 102b for delivering air to the common outlet pipe Cs.
• the third gas guiding device D3 closes the third duct D3 to prevent air exchange between the first 101 and the second compressor 102.
• This mode of parallel operation is particularly advantageous when the fuel cell is operating at full load, for example a load greater than 75%.
• the first compressor 101 operates for a period of time, 15s for example, while the other compressor 102 is stopped or in standby.
• the second compressor 102 operates, while the other compressor 101 is stopped or in standby.
• This alternating operation makes it possible to distribute the heating linked to the operation of the compressor between the two compressors. This heating is in particular due to the temperature increase of the compressor bearings. While one of the compressors compresses the air, the other does not work which allows its cooling. This is particularly advantageous when the two compressors 101, 102 are electrically driven.
• the compressors 101, 102 operate in series.
• the first gas-guiding device D1 keeps open the first duct 101a of the first compressor 101 and closes the first duct 102a of the second compressor 102 so that the air conveyed by the common inlet duct Ce passes only through the first compressor 101
• the third gas-guiding device D3 is opened to allow the compressed air by the first compressor 101 to enter the second compressor 102.
• the second gas-guiding device D2 keeps open the second pipe 102b of the second compressor 102 and closes the second pipe 101b of the first compressor 101 so that the air delivered to the Cs common output channel only comes from the second compressor 102.
• This mode of series operation is particularly advantageous when the fuel cell operates at medium load, for example between 50% and 75%.
• the pressure PO of the air conveyed to the first compressor 101 is lbar
• the pressure P1 at the outlet of the first compressor 101 is 1.5bar
• the pressure P2 at the outlet of the second compressor 102 is 2.25bar.
• the second compressor 102 In FIG. 4, only the first compressor 101 operates, the second compressor 102 being at standstill or in standby.
• the gas orientation devices D1, D2, D3 respectively close the first pipe 102a of the second compressor 102, the second pipe 102b of the second compressor 102 and the third pipe C3, thus making it possible to isolate the second compressor 102 from the air circulating in the pipe system 103.
• This mode of operation is particularly advantageous when the fuel cell operates at medium load, for example between 25% and 50%.
• the second compressor 102 operates, while the first compressor 101 is at rest or in standby.
• the choice of one or the other of the compressors 101, 102 may be determined by a heating of the compressor, for example linked to a previous activity of the compressor. Thus, for example, the compressor having the lowest temperature can be selected for this mode of operation.
• the compressors 101, 102 may be driven electrically or by exhaust gases produced by the fuel cell.
• the two compressors 101, 102 are electrically driven by an electric motor integrated in the compressor.
• the electric motor of the electric compressor can be is a DC or AC motor, synchronous, or any other electric motor that can drive the compressor. More specifically, the electric motor can be a variable reluctance motor (also called SRM machine for Switched Reluctance Motor according to the English terminology).
• the first compressor 101 is electrically driven and the second compressor 102 is driven by a turbine T which receives the exhaust gases produced by the fuel cell G.
• the compressors 101 , 102 are in parallel.
• the compressors 101, 102 are in series.
• the system 100 can comprise a heat exchanger E, allowing the cooling of the air delivered to the fuel cell, and for example the gases from the first mechanical compressor 101.
• This heat exchanger E corresponds in particular to an exchanger called “RAS "By the skilled person, which means” charge air cooler ".
• the heat exchanger E ensures a heat exchange between the intake gases and the heat transfer fluid of the heat exchanger E. At the outlet of the heat exchanger E, the gases are at a temperature close to that of the heat transfer fluid of the heat exchanger E.
• the heat exchanger E is on the third pipe C3 to cool the air between the first compressor 101 and the second compressor 102 when in series.
• the heat exchanger E can furthermore cool the exhaust gases delivered by the fuel cell G after, for example, these gases have driven the turbine T of the compressor 102.
• FIGS. 2 to 7 have been described with a fuel cell.
• the fuel cell could have been replaced by a combustion engine without the description being significantly modified.
• an intake gas other than air could be used depending on the reagents used for the operation of the fuel cell.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Combustion & Propulsion (AREA)
• General Chemical & Material Sciences (AREA)
• Chemical Kinetics & Catalysis (AREA)
• Manufacturing & Machinery (AREA)
• Sustainable Development (AREA)
• Sustainable Energy (AREA)
• Life Sciences & Earth Sciences (AREA)
• Electrochemistry (AREA)
• Physics & Mathematics (AREA)
• Thermal Sciences (AREA)
• Fuel Cell (AREA)
• Supercharger (AREA)

Applications Claiming Priority (2)

Publications (1)

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ID=53008784

Family Applications (1)

Country Status (5)

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Family Cites Families (7)

• 2015
  • 2015-03-19 FR FR1552255A patent/FR3033836B1/fr active Active
• 2016
  • 2016-03-16 WO PCT/FR2016/050585 patent/WO2016146945A1/fr active Application Filing
  • 2016-03-16 US US15/559,289 patent/US20180058461A1/en not_active Abandoned
  • 2016-03-16 EP EP16713967.4A patent/EP3271562A1/de not_active Withdrawn
  • 2016-03-16 JP JP2017548899A patent/JP2018510288A/ja active Pending

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