EP4339423A1 - Steam engine with an electric heating chamber connected to a rechargeable battery - Google Patents

Abstract

The invention relates to a steam engine (M) comprising at least one reservoir (20) of fluid (F), a first pipe (30) for transporting the fluid (F) from the reservoir (20) to an enclosure (10) of heating containing a first heating means (12) carrying said fluid (F) in the vapor state, a second inlet pipe (50) for transporting the vaporized fluid (F) from the heating enclosure (10) to a high-pressure steam engine enclosure (40) inside which moves at least one double-acting piston (60) having a rod (62) and a head (64) on either side of which are defined a first compression chamber (C1), a second compression chamber (C2), and a third exhaust pipe (70) for transporting the vaporized fluid from the motorization enclosure (40) to the vacuum tank (20). , the first heating means (12) being electric and connected to a power battery (120).

Description

Technical field of the invention

The present invention relates to an engine operating with steam and more precisely according to a closed circuit, usable in the field of road motor vehicles, railways, ships or even industry.

Prior art

There are many types of so-called thermal engines that operate using different energy sources. One of the oldest, if not the oldest, is called the steam engine or steam engine of Denis Papin and dates from the end of the ^17th century.

The steam engine is an external combustion engine which transforms the thermal energy of water vapor produced by one or more boilers into mechanical energy. Typically, this steam enters a cylinder and exerts a pressure which gives reciprocating movement to a piston, which can turn a wheel for example via a system of connecting rods/cranks. Among these steam engines, we can cite those of James Watt (1763) and Lenoir (1860) for industry, and, in the field of automobiles, the Frenchman Joseph Cugnot with his fardier (1769), automobiles (102.7 km/h in 1902), trucks and trams of the Serpolet brothers manufactured in Paris, London and Milan from 1887 to 1907, automobiles of the Frenchman Amédée Bollée with the Mancelle in 1878), the Obéissante in 1875 and the Rapides in 1883 (60 km/h), and the American Stanleys manufactured in large numbers (200 examples in 1897 and a speed record of 241 km/h in 1907, 600 examples in 1924 before stopping in 1927) and steam locomotives from the ^19th century used throughout the world until the 1950s,

This type of machine was also used in industry, notably in the ^19th century, and is found on aircraft carrier catapults.

The principle of the reciprocating movement of one or more pistons to actuate a wheel, a motor shaft or a crankshaft is still undoubtedly the most used to this day, with numerous technological variants. The energy sources of the heating system (boiler) have also evolved significantly over time with mainly petroleum-based fuels (the Serpollet machines of the Serpolet brothers from 1879 running on kerosene, the Stanleys from 1897 to 1927 running on kerosene). gasoline), hydrogen or even compressed air, so that we have moved away from the steam engine, at least as far as car engines are concerned.

Steam vehicles had advantages over four-stroke engine vehicles in their performance, superior acceleration and better handling with the engine under the chassis, lowering the center of gravity. However, their higher price, the risk of fires at the beginning of the ^20th century, their more complicated, less clean and longer start-up (from four minutes in 1900 to one minute after the First World War), gave the advantage to automobiles with four-stroke engines. Some industries and agricultural machinery continued to use steam until 1950.

In addition to those mentioned, for steam cars of the early 20th century there was another major problem: the time required to reach operational conditions. In fact, it often took over a minute to get them and start the engine. To resolve this limitation, on later produced models, a type of boiler was developed. The times required to reach operating temperature were much shorter than those of a traditional model, as only a small amount of water was heated. The latter provided the engine with enough energy to start the vehicle before the entire quantity of liquid was heated. More recently, on Doble steam cars there was also a diesel-powered burner ignition system which further accelerated this phase.

In summary, as these were very complex devices, the costs were potentially very high and therefore not affordable. The risks injuries were significant due in particular to the instability of high pressure. The energy losses are significant and the development is complex.

The development of these machines was slowed by unfavorable legislation in the 1830s and then by the rapid development of internal combustion engine technology in the 1900s, leading to their commercial demise. Relatively few steam vehicles remained in service after World War II. Many of these vehicles were acquired by conservation enthusiasts. The search for renewable energy sources has sometimes led to renewed interest in the use of steam for road vehicles.

Thus, following the energy crisis of the 1970s, Saab then developed a prototype which had a steam generator producing 250 horsepower and the size of a car battery. Subsequently, the Englishman Peter Pellandine produced his first steam car in the years 1973-74 with a fiberglass monocoque structure, then a second model with a W-shaped configuration of three double-acting cylinders.

In the 1990s, a subsidiary of the Volkswagen Group operating in the research and development sector designed and built a steam engine called "zi" (acronym "Zero Emission Engine") , which produces 220 HP using a steam engine with ceramic cylinder liners.

A few other projects emerged in the ^21st century such as Harry Schoell's experimental Cyclone engine characterized by a centrifugal combustion chamber and particularly low pollutant emissions.

Finally, on August 25, 2009, the British company Vapeur Défi automobile will beat its land speed record valid for steam vehicles with a record average speed of 238.679 km/h.

However, since the advent of the internal combustion engine, particularly 4-stroke using petroleum-based fuel, considered cleaner, more reliable and having a much better efficiency, very little research and developments have been made to steam engines, particularly in the field of road motor vehicles.

Presentation of the invention

The object of the present invention is to retain the use of the vapor of a fluid brought to high temperature / pressure in an enclosure as a primary source of energy to operate a piston with reciprocating movement, but by improving it under different aspects to make it easier to use, reliable, compact, environmentally friendly, with improved efficiency and power.

• une enceinte de chauffage/chaudière renfermant un premier moyen de chauffage portant un fluide à l'état de vapeur,
• un réservoir de fluide vaporisé, appelé réservoir de dépression ou caisson de dépression, relié en amont de l'enceinte de chauffage par une première canalisation,
• une deuxième canalisation d'admission pour transporter le fluide vaporisé de l'enceinte de chauffage/chaudière en aval de cette dernière vers une enceinte de motorisation à vapeur sous haute pression à l'intérieur de laquelle se déplace, de manière alternative et étanche, au moins un piston double effet présentant une tige et une tête de part et d'autre de laquelle sont définies :
  • * une première chambre de compression reliée à une première entrée de fluide vaporisé communiquant avec la deuxième canalisation et avec une première sortie de fluide vaporisé et
  • * une seconde chambre de compression reliée à une seconde entrée de fluide vaporisé communiquant également avec la deuxième canalisation et avec une seconde sortie de fluide vaporisé,
• la tige du piston étant relié à un ensemble bielles / manivelles mettant en rotation un arbre moteur grâce au mouvement linéaire alternatif de ladite tige,
• une troisième canalisation d'échappement pour transporter le fluide vaporisé issue des première et seconde sorties vers le réservoir de dépression/caisson de dépression,
• le réservoir de dépression/caisson de dépression, l'enceinte de chauffage, l'enceinte de motorisation et les première, deuxième et troisième canalisations de transport de fluide vaporisé formant un circuit étanche fermé, et
• le premier moyen de chauffage est électrique et est relié à une batterie d'alimentation.

To this end, according to a first aspect, the present invention relates to a steam engine comprising at least:

• a heating enclosure/boiler containing a first heating means carrying a fluid in the vapor state,
• a reservoir of vaporized fluid, called a depression tank or depression box, connected upstream of the heating enclosure by a first pipe,
• a second inlet pipe for transporting the vaporized fluid from the heating enclosure/boiler downstream of the latter to a high-pressure steam motor enclosure inside which moves, in an alternating and sealed manner, at minus a double-acting piston having a rod and a head on either side of which are defined:
  • * a first compression chamber connected to a first vaporized fluid inlet communicating with the second pipe and with a first vaporized fluid outlet and
  • * a second compression chamber connected to a second vaporized fluid inlet also communicating with the second pipe and with a second vaporized fluid outlet,
• the piston rod being connected to a connecting rod/crank assembly rotating a motor shaft thanks to the reciprocating linear movement of said rod,
• a third exhaust pipe to transport the fluid vaporized from the first and second outlets towards the depression tank/depression box,
• the depression tank/depression box, the heating enclosure, the motorization enclosure and the first, second and third vaporized fluid transport pipes forming a closed sealed circuit, and
• the first heating means is electric and is connected to a power battery.

The invention is implemented according to the embodiments and the variants set out below, which are to be considered individually or according to any technically effective combination.

Preferably, the exhaust pipe is connected to a turbine of a turbocharger interposed between the motorization enclosure and the depression tank/the depression box.

Advantageously, the first intake pipe is connected to a compressor of a turbocharger interposed between the depression tank/depression box and the heating enclosure/the boiler to increase the steam pressure. This turbocharger draws the used steam from the vacuum tank to send it to the heating chamber to return the steam to the desired temperature.

According to a preferred embodiment of the present invention, the depression tank/depression box comprises a second electrical heating means connected to the battery and producing a temperature maintenance of the fluid between approximately 100° C and 120° C, preferably at approximately 110°C.

According to a particular embodiment of the present invention, each inlet and outlet is equipped with a sealed non-return valve, such as a flap, a valve or a drawer, controlled mechanically and/or by an electronic control module and preventing the return of vaporized fluid to the heating chamber/boiler.

Likewise, each outlet is equipped with a sealed non-return valve, such as a flap, a valve or a drawer, controlled mechanically and/or by an electronic control module and preventing the return of the vaporized fluid to the motorization enclosure.

According to a particularly interesting aspect of the present invention, the motor shaft is connected to an alternator recharging the battery during its rotation.

According to a particular characteristic of the present invention, the first heating means comprises a series of parallel tubes surrounded by electrical resistances and inside which the fluid circulates to be heated there.

According to a variant, the first heating means comprises a series of parallel heating plates very close together and between which the fluid circulates to be heated there.

Advantageously, the fluid is a fatty hydrocarbon, for example hexane

Preferably, the engine contains between approximately 20 and 30 dm3 of fluid.

According to a particular characteristic, the cylinder capacity of the motorization enclosure is between approximately 1000 and 2000 cm ³ , preferably between approximately 1200 and 1600 cm ³ , the cylinder capacity may vary depending on the final use and will of course be different depending on the it is a pump, a car, an industrial plant or a locomotive.

Brief description of the figures

Other advantages, aims and characteristics of the present invention emerge from the description which follows, given for explanatory and in no way limiting purposes.

[ Fig. 1 ] there figure 1 is a schematic view of the engine according to the present invention and its mode of operation.

Description of embodiments

There figure 1 is therefore a block diagram illustrating a so-called self-energetic engine M operating on steam in accordance with the present invention.

This motor M comprises a part using a fluid, for example water or preferably a fatty hydrocarbon such as hexane, vaporizable under high pressure using heating means, and an electrical part serving both as a source of energy for the heating means and for accumulating electrical energy then returning the latter to said means of heating.

More concretely, the engine M comprises at least one heating enclosure 10 (or boiler) containing a fluid F and enclosing a first heating means 12 intended to bring said fluid F to the vapor state. The first heating means 12 comprises for example in the present case a series of parallel tubes surrounded by electrical resistances inside which the fluid F circulates to heat it or reheat it instantly, or else a series of parallel heating plates very close together and between which the fluid F circulates to be heated or reheated. Whatever its structure, this heating means 12 is supplied with electrical energy by a battery 120, for example 12 Volts.

The heating enclosure 10 (boiler) communicates upstream with a reservoir 20 of vaporized fluid, called a depression tank or depression box, using a first pipe 30 making it possible to transport the fluid F from the depression reservoir 20 / depression box towards said heating enclosure 10.

The vacuum tank 20 comprises a second electric heating means 22 also connected to the battery 120 and producing a temperature maintenance of the fluid F between approximately 100° C and 120° C, preferably at approximately 110° C.

The heating enclosure 10 also communicates, downstream, with a high-pressure steam engine enclosure 40 using a second inlet pipe 50 making it possible to transport the vaporized fluid from the heating enclosure 10 to said motorization enclosure 40.

The first intake pipe 30 is connected to a compressor 90 of a turbocharger interposed between the vacuum tank 20 and the heating enclosure 10 to increase the pressure of the steam generated before being reheated in said heating enclosure 10 .

The motorization enclosure 40 contains at least one double-acting piston 60 moving (arrows T1 and T2) in an alternating and sealed manner. This piston 60 comprises a rod 62 and a head 64 on either side of which are defined a first compression chamber C1 and a second compression chamber C2. The first compression chamber C1 is connected on the one hand to a first inlet 52 of vaporized fluid communicating with the second intake pipe 50 and on the other hand to a first outlet 55 of vaporized fluid. The second compression chamber C2 is connected on the one hand to a second inlet 54 of vaporized fluid also communicating with the second intake pipe 50 and on the other hand to a second outlet 57 of vaporized fluid.

The cylinder capacity of the motorization enclosure 40 is, for example for a standard car, between approximately 1000 and 2000 cm ³ , preferably between approximately 1200 and 1600 cm ³ .

The fluid outlets 55 and 57 join in a third common exhaust pipe 70 which ends in the depression tank 20 using a fourth pipe 80.

The third exhaust pipe 70 is also connected to a compressor 100 of the turbocharger interposed between the motorization enclosure 40 and the depression tank 20.

The first inlet 52 of vaporized fluid is equipped with a sealed non-return valve 72, such as a flap, a valve or a drawer, controlled mechanically and/or by an electronic control module and preventing the return of the vaporized fluid towards the heating enclosure 10.

Likewise, the second inlet 54 of vaporized fluid is equipped with a sealed non-return valve 74, such as a flap, a valve or a drawer, controlled mechanically and/or by an electronic control module and preventing the return of the fluid vaporized towards the heating enclosure 10.

Furthermore, the first fluid outlet 55 is equipped with a sealed non-return valve 75, such as a flap, a valve or a drawer, controlled mechanically and/or by an electronic control module and preventing the return of the fluid vaporized towards the motorization enclosure 40.

Likewise, the second fluid outlet 57 is equipped with a sealed non-return valve 77, such as a flap, a valve or a drawer, controlled mechanically and/or by an electronic control module and preventing the return of the fluid vaporized towards the motorization enclosure 40.

The rod 61 of the piston 60 is for its part connected to a set 110 of connecting rods and cranks rotating a motor shaft 114 thanks to the reciprocating linear movement of said piston 60 and the rotary movement of the connecting rod/crank assembly 110.

Thus, as is visible, the heating enclosure 10 with its internal heating means 12, the motorization enclosure 40, the depression tank 20 with its internal heating means 22 and the first, second, third and fourth pipes 30, 50, 70 and 80 for transporting vaporized fluid form a closed sealed circuit containing between approximately 20 and 30 dm ³ of fluid F circulating in a loop. Due to this closed circuit and the tightness of these enclosures and the various pipes, no loss of fluid is possible.

The production of the engine parts (casings of the different enclosures, piston, pipes, tank) can be made of non-ferrous metal or synthetic material since the operating temperature will only be 100 to 150° C. However, for higher performance where the temperature can exceed 200° C, the choice of materials will be of significant importance, particularly to reduce thermal losses. This choice will also depend on the steam pressure, linked to this temperature.

A characteristic making the invention special consists in that the first heating means 12 of the heating enclosure 10 is connected to a power supply battery 120. This battery 120 is therefore considered as a secondary source of a power point. view of the operation of the motor M because it is the fluid vapor which causes the reciprocating movement of the piston 60 and the rotation of the motor shaft 114, and not directly the electricity produced.

The motor shaft 114 is also connected to an alternator 118 via, for example, a belt 116. This alternator 118 allows, during the rotation of the motor shaft 114, to recharge the battery 120 with electrical energy during the operation of the motor M.

The operation of the motor M according to the present invention is as follows.

At start-up, almost all of the fluid F is in the heating enclosure 10 (the depression tank 20 is empty or almost empty), equipped with its heating body 12 (tubes or plates). The engine (M) is at rest, the piston 60 being in a first position inside the chambers C1 and C2 of the motorization enclosure 40, and the different valves 72, 74, 75 and 77 allow the admission of fluid vapor under high pressure through one or other of inlets 52 or 54.

At the first contact or electrical impulse coming from the battery 120, the heating body 12 causes instantaneous vapor of the fluid F in the heating enclosure 10, at the desired temperature and pressure.

These gases obtained are sent, via isothermal pipes 50 then 52 or 54, into the motorization enclosure 40 containing the double-acting piston 60.

The piston 60, in its back-and-forth movement caused by the simultaneous pressure of the steam on either side of the head 64 in alternately each of the chambers C1 then C2 (the volume of which therefore changes constantly, when the volume of one increases, the volume of the other decreases in the same proportions, and vice versa), produces, via the connecting rod/crank assembly, a rotary movement of the motor shaft 114 (power take-off) .

The hot gases are expelled under high pressure with each reciprocating movement of the piston 60 by the isothermal pipes 55 and 57 which join in the third pipe 70 to activate the turbine 100 driving the turbocharger before arriving in the vacuum tank 20 where the vaporized fluid F is kept in a gaseous state using electrical resistances 22. A defined quantity of gases contained in the vacuum tank 20 is sucked in by the compressor 90 of the turbocharger whose rotation shaft has a variator speed according to the desired pressure. These gases are then sent under pressure, via the first pipe isothermal 30, in the heating enclosure 10 containing the heating body 12 to be reheated to the desired temperature and pressure, before being sent back into the motorization enclosure 40 to act on the piston 60, and so on, which forms a sealed closed circuit rotating in a loop.

Finally, the alternator 118 is driven by the belt 116 connected to the motor shaft 114 to permanently recharge the battery 120.

After starting the engine M and transforming the fluid into steam, the aim of this system is to permanently preserve this steam by heating it more or less by the instantaneous steam boiler 10, typically to a temperature of around 100 to 120 ° .

This operating principle does not emit any pollution since it operates in a closed cycle. Of course, battery 120 must be charged initially and can be replaced if necessary.

Concerning the battery 120, it initially heats a small quantity of fluid F, but as soon as the motorization enclosure 40 operates, it only maintains the temperature slightly lower than that in the motor M. During its journey, the vapor must not become liquid again, but must simply cool slightly in the vacuum tank 20 before being recompressed by the compressor 90 of the turbocharger. The battery 120 is therefore no more stressed than in a gasoline engine where it ensures ignition.

It is possible to consider disengaging the motor shaft 114 when the vehicle is stationary (traffic jam, etc.) to continue charging the battery 120.

It should be clearly understood that the detailed description of the subject of the invention, given solely by way of illustration, does not in any way constitute a limitation, technical equivalents also being included within the scope of the present invention.

Thus, the number of motorization enclosures and/or pistons can be increased according to the desired power, with a common battery/alternator or for each motorization enclosure.

Claims (15)

Steam engine (M) comprising at least: - a heating enclosure (10) containing a first heating means (12) carrying a fluid (F) in the vapor state, - a depression box (20) of vaporized fluid (F) connected upstream of the heating enclosure (10) by a first pipe (30), - a second inlet pipe (50) arranged downstream of the heating enclosure (10) and connecting the latter to a high-pressure steam engine enclosure (40) inside which moves, so as to alternative and sealed, at least one double-acting piston (60) having a rod (62) and a head (64) on either side of which are defined: * a first compression chamber (C1) connected to a first inlet (52) of vaporized fluid communicating with the second intake pipe (50) and with a first outlet (55) of vaporized fluid, and * a second compression chamber (C2) connected to a second inlet (54) of vaporized fluid also communicating with the second intake pipe (50) and with a second outlet (57) of vaporized fluid, - the rod (62) of the piston (60) being connected to a set (110) connecting rods / cranks rotating a motor shaft (114) thanks to the reciprocating linear movement of said rod (62), - the second intake pipe (50) transporting the vaporized fluid (F) from the heating enclosure (10) to the motorization enclosure (40), - a third exhaust pipe (70) connecting the first and second outlets (55, 57) of vaporized fluid and the vacuum box (20), the third pipe (70) transporting the vaporized fluid from the first and second outlets ( 55, 57) towards the depression box (20), - the depression box (20), the heating enclosure (10), the motorization enclosure (40) and the first (30), second (50) and third (70) vaporized fluid transport pipes forming a closed sealed circuit, and - the first heating means (12) is electric and is connected to a power battery (120). Engine (M) according to claim 1, characterized in that the third exhaust pipe (70) is connected to a turbine (100) of a turbocharger interposed between the motorization enclosure (40) and the tank (20) of depression. Engine (M) according to claim 1 or claim 2, characterized in that the first intake pipe (30) is connected to a compressor (90) of a turbocharger interposed between the vacuum tank (20) and the heating enclosure (10) to increase the steam pressure. Motor (M) according to any one of the preceding claims, characterized in that the vacuum tank (20) comprises a second means (22) of electric heating connected to the battery (120) and producing a temperature maintenance of the fluid between around 100° C and 120° C, preferably around 110° C. Motor (M) according to claim 4, characterized in that the second heating means (22) comprises a series of parallel heating plates very close together and between which the fluid circulates to be heated there. Motor (M) according to claim 4, characterized in that the second heating means (22) comprises a series of parallel tubes surrounded by electrical resistances and inside which the fluid circulates to be heated there. Motor (M) according to any one of the preceding claims, characterized in that each inlet (52; 54) is equipped with a sealed non-return valve (72; 74), such as a flap, a valve or a drawer, controlled mechanically and/or by an electronic control module and preventing the return of the vaporized fluid to the heating enclosure (10). Motor (M) according to any one of the preceding claims, characterized in that each outlet (55; 57) is equipped with a sealed non-return valve (75; 77), such as a flap, a valve or a drawer, controlled mechanically and/or by an electronic control module and preventing the return of the vaporized fluid to the motorization enclosure (40). Motor (M) according to any one of the preceding claims, characterized in that the motor shaft (114) is connected to an alternator (118) recharging the battery (120) during its rotation. Motor (M) according to any one of the preceding claims, characterized in that the first heating means (12) comprises a series of parallel tubes surrounded by electrical resistances and inside which the fluid circulates to be heated there. Motor (M) according to any one of claims 1 to 7, characterized in that the first heating means (12) comprises a series of parallel heating plates very close together and inside which the fluid circulates to be heated there. . Engine (M) according to any one of the preceding claims, characterized in that the fluid is a fatty hydrocarbon, for example hexane. Motor (M) according to any one of the preceding claims, characterized in that it contains between approximately 20 and 30 dm ³ of fluid (F). Motor (M) according to any one of the preceding claims, characterized in that the cylinder capacity of the motorization enclosure (40) is between approximately 1000 and 2000 cm ³ , preferably between approximately 1200 and 1600 cm ³ . Passenger vehicle such as a car, equipped with an engine (M) according to any one of the preceding claims.

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