US20090313997A1

US20090313997A1 - Unitary engine and energy accumulation system

Info

Publication number: US20090313997A1
Application number: US12/214,835
Authority: US
Inventors: Frederick John Bayley; Michael Burns; Martin Smaller; Marco Cucinotta; Paul Burns
Original assignee: Individual
Current assignee: Individual
Priority date: 2008-06-23
Filing date: 2008-06-23
Publication date: 2009-12-24
Also published as: WO2009156786A1

Abstract

A unitary, hybrid engine which includes an internal combustion engine which is used both for locomotive and heat generation externally of the cylinders of the combustion engine, wherein the generated heat is employed in conjunction with an evaporator to generate steam, which is then stored in an energy accumulator which retains the stored energy by way of a pressured water containment unit. The pressurized water containment unit accretes the energy and, upon attainment of a predetermined pressure and liquid level, the steam is transmitted to one or more of the cylinders of the unitary engine to provide the motive power to the unitary engine. The engine includes control systems to permit the sole use of steam during such times as may be required for environmental or pollution control requirements.

The control systems may also selectively permit the use of steam in one or more of the cylinders of the engine simultaneously with the use of fossil fuel in others. The energy accumulation system may, alternatively, be employed to provide the motive power to an engine other than the one from which it has accreted the energy or may provide an energy source to an alternative power consumption device which does not result in the generation of motive power.

Description

COPYRIGHT NOTICE

A portion of the disclosure of this patent document contains material which is subject to copyright protection. The copyright owner has no objection to the facsimile reproduction by anyone of the patent document or the patent disclosure, as it appears in the Patent and Trademark Office patent file or records, but otherwise reserves all copyright whatsoever in all forms currently known or otherwise developed.

BACKGROUND OF THE INVENTION

This invention relates to engines and power generation and energy containment systems and more particularly to a unitary internal combustion and steam engine which operates in conjunction with an energy generating and accumulating system to transfer the energy to a pressurized water containment unit and provide a source of power to the engine to run it with or without the contemporaneous use of the internal combustion aspects of the engine, while still using the operative mechanical drive and displacement elements of the internal combustion engine.
Over the years there have been numerous attempts to utilize the waste heat generated by the internal combustion engine to augment the power of the engine or supplement it by using the waste steam to run a steam turbine or other power plant. The inventions known in the prior art include utilizing the exhaust emitted by the internal combustion engine to heat water which will result in the creation of steam to run a steam turbine or other similar device to generate power which will augment or otherwise supplement that generated by the internal combustion engine.
Generally, the prior art discloses the use of waste heat from either or both of the primary sources of heat from the internal combustion engine, those being the hot exhaust gases that are vented from the engine by means of the exhaust pipe system and the heat vented by the engine block through the radiator system by means of the liquid cooled or air cooled systems generally employed in today's automobiles and trucks. Additional heat is vented by the block and moving parts of the engine, but inasmuch as that heat is not captured by either the radiation system or the exhaust system, it is effectively lost for purposes of motive power generation.
It is generally agreed that in an internal combustion engine, the energy generated by the combustion of the hydrocarbon fuel results in the use of approximately one third of the total for motive power. Approximately one third is transferred to the cooling system and is lost from a propulsion perspective, while the remaining one third is lost through the exhaust pipe. If one were able to save a portion of the lost energy and convert it into motive power, it would provide a realistic fuel saving and could provide cleaner emissions. By saving 25% of the waste heat it would translate into a fuel saving of approximately 40%-50%. Concurrently, an energy accumulator could also permit the use of the vehicle under circumstance were it was required that there be zero emissions, such as in congested areas.
By way of example, U.S. Pat. No. 5,191,766 describes a hybrid engine which utilizes combustion gases of an internal combustion engine to generate steam externally to the cylinders of the engine. That steam is then employed to power turbines which are stated to be connected to augment the power supplied by the internal combustion engine. This calls for a second engine to be powered by the steam, something which renders the overall system not effective for automotive locomotion. Similarly, U.S. Pat. No. 5,708,306 describes a supplementary power system which uses the exhaust gas heat to create steam and drive a steam engine which, in turn, drives an air compressor, which in turn drives a pneumatic motor to ostensibly provide a power output to the engine shaft of the automobile. Again, multiple engines are suggested to permit the use of the waste heat from the exhaust.
Other illustrations of multiple engines and the use of waste heat to operate the additional engine are described in U.S. Pat. Nos. 4,590,766; 4,406,127; 4,300,353; and, 5,148,668 among others.
None of those inventions, and others which convert the heat from the exhaust gases into steam, has yet resulted in a commercially viable power source which can be employed with today's automobiles or trucks.
Systems are also known and described for accumulating steam by using the waste heat generated by a power plant and then using the steam to power a turbine or other power generation device. An example of such a system is described in U.S. Pat. No. 4,555,905 and the patents and literature set forth therein. None of those systems, however, are adaptable for providing motive power or auxiliary power in an automotive vehicle.
In the past, systems have been suggested which describe the use of steam to run one or more special cylinders which are integrated into an internal combustion engine and either provide compressive force to create high pressure steam or are linked, through gear reduction systems, to the drive shaft of the motor vehicle. Examples of such systems are disclosed in U.S. Pat. Nos. 4,442,673; 4,433,548; and, 4,706,462 among others.
Today, in many areas of the world, pollution and related environmental concerns in conjunction with the congestion created by high population density in many urban areas, has resulted in the implementation of severe pollution controls on automotive vehicles both for passenger and commercial use. Because almost all vehicles are currently propelled, as the primary mode of locomotion, by burning a hydrocarbon fuel, these vehicles will become the subject of greater control and legislation and, in certain areas, will be banned unless they can reduce the emitted pollution to zero in populated areas.
Currently, the only available solution for a totally pollution free power source available for vehicles is an electric fuel cell. Hydrogen fuel cells are currently in the prototype phase and are not commercially available. Thus the electric battery is the only current source for a pollution free energy reservoir and source.
However, battery performance has not improved markedly in the past 100 years. The major advancements which were used to propel underwater vehicles have not been improved upon measurably to provide a low weight/low mass propulsion means that could be employed in motor vehicles. The specific energy, or energy per unit of weight, of the most common lead-acid batteries is about 50 watt-hours per kilogram compared with 12,000 watt-hours for a kilogram of petroleum fuel. Similarly, the specific power, or power per unit of weight, for a battery is only about 10% of the output from an internal combustion engine. At the same time, such batteries as are charged by the use of the internal combustion engine are actually parasitic and may actually augment the amount of pollution generated by the inefficiency of the engine during the time that is required to operate in order charge the batteries
There are no current radical advances for batteries on the horizon and, in recognition of this, Los Angeles, one of the urban centers setting standards for the world wide anti-pollution incentive, has reduced the required range of electric cars by over 50% and have postponed the implementation date for anti-pollution legislation.

SUMMARY OF THE INVENTION

To overcome one or more of the drawbacks in both the current steam engine drives and the battery-driven automotives, the invention utilizes a unitary, hybrid engine which includes an internal combustion engine which is used both for locomotive power and to provide heat externally of the cylinders of the combustion engine. Exhaust gases are ducted to an evaporator which employs a finned tube array to heat water and generate steam. The exhaust gases are thus used to charge a pressurized container which operates as a saturated liquid reservoir or energy accumulator. It accretes the heat energy and, upon attainment of a predetermined pressure, the steam is transmitted to one or more of the cylinders of the unitary engine to provide motive power or stored for later use as required. The engine includes control systems to permit the sole use of steam during such times as may be necessary for environmental or pollution control requirements.
The energy accumulation system may, alternatively, be employed to provide the motive power to an engine other than the one from which it has accreted the energy or may provide an energy source to an alternative power consumption device which does not result in the generation of motive power, such as a compressor for a refrigeration or air conditioning unit.

BRIEF DESCRIPTION OF THE SEVERAL VIEW OF THE DRAWINGS

The foregoing summary, as well as the following detailed description of preferred embodiments of the invention, will be better understood when read in conjunction with the appended drawings. For purposes of illustrating the invention, there is shown in the drawings embodiment which are presently preferred. It should be understood, however, that the invention is not limited to the precise arrangements and instrumentalities shown. In the drawings:

FIG. 1 illustrates an exemplary system for recovering, accumulating and storing the waste energy, in accordance with one embodiment of the present invention.

FIG. 2 is a cross-sectional view of FIG. 1.

FIG. 2A is a detailed side view of a waste energy storage system in accordance with one embodiment of the present invention.

FIG. 2B is a partially rotated view of the waste energy storage system of FIG. 2A, in accordance with one embodiment of the present invention.

FIG. 2C is a partially rotated view of the waste energy storage system of FIG. 2A showing the exit port, in accordance with one embodiment of the present invention.

FIG. 2D is a partially open view of the waste energy storage system of FIG. 2A showing a super-heater assembly, in accordance with one embodiment of the present invention.

FIG. 2E is a partially open view of the waste energy storage system of FIG. 2A showing a finned storage array assembly, in accordance with one embodiment of the present invention.

FIG. 3 is a schematic view of an exemplary system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.

FIG. 4A is a schematic view of an exemplary system of additional control elements for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.

FIG. 4B is a further schematic view, taken in conjunction with FIG. 4A, of an exemplary system of additional control elements for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.

FIG. 5A is a view of an illustrative input/output data panel for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.

FIG. 5B is a view of the electrical interconnections for the illustrative input/output data panel of FIG. 5A for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.

FIG. 6A is a view of an illustrative safety rack data panel for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.

FIG. 6B is a view of the electrical interconnections for the illustrative safety rack data panel of FIG. 6A for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.

FIG. 7A is a view of an illustrative control rack data panel for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.

FIG. 7B is a view of the electrical interconnections for the illustrative control rack data panel of FIG. 7A for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.

FIG. 8A is a view of an illustrative test bed control rack data panel for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.

FIG. 8B is a view of the electrical interconnections for the illustrative test bed control rack data panel of FIG. 8A for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.

FIG. 9A is a view of an illustrative PSU rack data panel for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.

FIG. 9B is a view of the electrical interconnections for the illustrative PSU rack data panel of FIG. 9A for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.

FIG. 10 is a view of an illustrative electrical panel for controlling the tempering fan and make-up pump subassemblies, in accordance with one embodiment of the present invention.

FIG. 11 is a view of an illustrative electrical panel for controlling additional related assemblies and corollary equipment, in accordance with one embodiment of the present invention.

FIG. 12 is a schematic view of an exemplary control system with exemplary control parameters for recovering, accumulating and storing the waste energy, in accordance with one embodiment of the present invention.

FIG. 13 is a schematic view of one block of a Wankel rotary engine.

FIG. 13A is a schematic view of a first portion of the cycle of one block of a Wankel rotary engine.

FIG. 13B is a schematic view of a second portion of the cycle of one block of a Wankel rotary engine.

FIG. 13C is a schematic view of a second portion of the cycle of one block of a Wankel rotary engine.

FIG. 13D is a schematic view of a second portion of the cycle of one block of a Wankel rotary engine.

FIG. 14A is a schematic view of one chamber of a Wankel rotary engine with illustrative expansion and compression stroke designations points.

FIG. 14B is an illustrative table with designations of the steam-in and steam-out points in relationship to the expansion and compression stroke designation points of FIG. 14A.

DETAILED DESCRIPTION OF THE INVENTION

Certain terminology may be used in the following description for convenience only and is not limiting. The words “lower” and “upper” and “top” and “bottom” designate directions only and are used in conjunction with such drawings as may be included to fully describe the invention. The terminology includes the above words specifically mentioned, derivatives thereof and words of similar import.
Where a term is provided in the singular, the inventors also contemplate aspects of the invention described by the plural of that term. As used in this specification and in any claims, the singular forms “a”, “an”, and “the” include plural references unless the context clearly dictates otherwise, e.g. “an internal combustion engine”. Thus, for example, a reference to “a method” includes one or more methods, and/or steps of the type described therein and/or which will become apparent to those persons skilled in the art upon reading this disclosure.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning or meanings as commonly understood by one of ordinary skill in the art to which this invention belongs. Although any methods and materials similar or equivalent to those described herein can be used in the practice or testing of the present invention, the preferred methods, constructs and materials are described herein. All publications mentioned herein, whether in the text or by way of numerical designation, are incorporated herein by reference in their entirety. Where there are discrepancies in terms and definitions used by reference, the terms used in this application shall have the definitions given herein.
In a preferred embodiment of the invention, a heat generating, motive power unit such as an internal combustion engine 1, is employed as both the internal combustion engine and the steam engine. The engine 1 has an engine block or cylinder, which contains an internal element such as a piston which, as it travels as the result of combustion gas, drives a shaft which provides locomotive power. A hydrocarbon fuel and air mixture is passed into a volume via an intake port, compressed by the action of rotation and, at an appropriate time in the cycle, is ignited to provide by expansion the motive power via a transmission arrangement, to a drive shaft. At the appropriate point in the cycle, an exhaust port serves to direct the combustion gases from the combustion volume.
Similar blocks are commonly attached together. In such an engine 1, steam may be run through one or more of the cylinders of a block and hydrocarbon fuel may be used concurrently to power the alternate cylinder of the engine. Heat recovery and control units are employed to manage the steam and combustion operations so as to permit operation in a mixed hydrocarbon and steam mode, in a purely steam mode or in a purely hydrocarbon mode.
Referring to FIG. 1 and FIG. 3, the combustion gases 2 from the engine 1 are directed via an exhaust piping system 4 to a first control port 10 which has associated therewith a sensor 12 to determine the temperature of the combustion gases 2 in the exhaust piping system 4. That information is transmitted to the PLC master controller 13 where it is processed and compared to predetermined values for the combustion gases 2 to permit optimization of the inputted combustion gases 2. A control valve 14 is selectively operated in response to the sensor 12 to permit the activation of a fan 16 (or other air movement device) via a fan control unit 18 to input ambient air and thereby to regulate the temperature of the combustion gas 2 mixture that is to be introduced to the stages of the energy accumulator system.
The tempered combustion gases 18 are then ducted into an evaporator unit 20 that encloses evaporator tubes 22, which can be externally finned to augment rates of heat transfer, and are internally connected into the accumulator vessel 24. The accumulator vessel 24 provides the containment section for water 25 which is heated and pressurized by transfer of heat from the tempered combustion gases 18 through the evaporator tube 22 walls to the water 25. The tempered combustion gases 18 apply heat to the vertically orientated columns 26 within the evaporator tubes 22, causing the water 25 partially to evaporate and rise into the accumulator vessel 24. This results in a natural circulation which can eliminate the need for a mechanical pump within the system.
Referring to FIG. 4B, as the tempered combustion gases 18 heat the water 25 in the evaporator 20, the pressure of the water 25 in the accumulator vessel 24 rises and is both monitored by a pressure gauge 30 and sensed by a sensor 32. Simultaneously, the temperature of the water 25 is determined by a sensor 34. The pressure data from sensor 32 and the temperature data from sensor 34 are transmitted to the PLC master controller 13. Once the water 25 is sufficiently heated to provide vapor at specified pressure, the accumulator 24 can be operated to dispense steam 36 through exit piping 38.
Although in certain instances and with certain size evaporators it may be advisable to substantially fill the evaporator 20 with water 25 and heat that mass of water 25 to vapor at the specified pressure, in other instances such may not be the case. For example, where the mass of water 25 is sufficiently large that it would take a substantial amount of time to achieve the appropriate vapor and pressure, a reduced amount of water 25 may be employed.
By way of example only, reference is made to FIGS. 2A to 2F in which the mass of water which could be used to fill the evaporator is approximately 150 pints. To achieve a pressure of 50 bar, it would take approximately 90 minutes. Alternatively, if the evaporator has within it approximately 3 pints of water when operation is commenced, then the portion of the tubes 22 which are in contact with the water 25 will heat in accordance with the heat absorption capacity of the water 25, while those sections of the tubes 22 which are not in contact with water 25 will superheat. As water is then added to the evaporator 20, it will flash into steam upon contacting the superheated portions of the tubes 22. This will create a variable capacity flash boiler system which will permit the evaporator 20 to achieve the requisite pressure in approximately two minutes rather than 90 minutes.
A steam demand relay 40 is operatively connected to the exit piping 38. Upon determination by the PLC master controller 13 that steam 36 is desired, the steam demand relay 40 is opened to permit the steam 36 to be delivered to the appropriate cylinders of the block 42 to provide motive power. Alternatively, the steam 36 can be provide to an auxiliary engine (not shown) or may be stored in the accumulator vessel 24 as a saturated liquid reservoir. In the latter situation, the accumulator vessel may be placed into another vehicle to provide supplemental power.
Refrigerated trucks generally require an additional motor and fossil fuel supply to permit them to maintain the refrigeration required when the main engine is turned off. Thus, the trucks need to carry an additional supply of fuel, which adds weight to the load, and a separate engine which is often a small, inefficient and generally highly polluting engine. By employing an accumulator, the trucks can maintain the conditions therein during driving periods and employ the steam so contained to operate the compressor unit and attendant refrigeration system in operation during the time that the main engine is not operating. This has the duel benefit of reducing the operational load by the weight of the fuel and eliminating the pollution created by the burning of that fuel to run the compressor. It has the additional benefit of eliminating the need for a second internal combustion engine.
Referring again to FIGS. 2A through 2F, there is shown a preferred embodiment of the invention, in which the steam 36 can be provided to a transportation refrigeration system such as those used in conjunction with multi-temperature trailers. In transportation refrigeration systems, there are generally three major components which deliver the refrigeration and heating. These are diesel engines which operate the generator, electrical generators which provide power to the compressor and a sealed compressor unit. The diesel engine will drive the generator which, in turn, provides the system power for the condenser and evaporator fan controls as well as the operation of the compressor. In the event that a transport trailer is traveling, the power may be derived from the main diesel engine which is providing the motive power or from the supplemental diesel engine associated with the refrigeration system. However, when the transport trailer is at rest, such as when the driver is required to take a rest stop or sleep, the power will be derived from the supplemental diesel engine. Alternatively, the transportation refrigeration system can have an electrical standby to run the transport refrigeration unit from an AC electrical source that may be found at the loading dock. However, there may not be such electrical sources at sleeping locations or at smaller loading docks, thus requiring the transportation refrigeration system to employ the supplemental diesel engine with it attendant emissions and noise.
In order to eliminate the need for such supplemental diesel engines, the accumulator 24 can be operatively connected to a power generator which will provide electrical power to operate the compressor and provide refrigeration. Alternatively, the accumulator 24 can provide steam 36 directly to a compressor which has been adapted to operate on a steam cycle and receive power therefrom.
As can be appreciated by reference to FIGS. 2A, 2E and 2F the exhaust gases 2 enter the evaporator 20 through duct 4. Referring to FIG. 2C, the gases 2 pass over the tubes 22 which may advantageously have external fins 23 to increase their ability to absorb heat. The gases 2 then exit from the evaporator 20 through exhaust port 27.
In testing a representative form of the system, the following results were achieved:


	Steam
Accumulator	engine	Steam engine
pressure	pressure	RPM	Time
BAR	BAR	RPM	Minutes	Comments

21.5	1.3	190	0	Open Samson Val
19.7	1.4	205	1.5
18.8	1.35	198	2
17.3	1.2	189	3
16	1.1	185	4
14.4	1	172	5.5
13.1	0.9	157	7
12.1	0.7	144	8
11.2	0.6	133	9.5	Open Samson Val
9.8	3	340	10
8	3.7	318	11.5
7.1	3.2	306	12.5
5.8	1.9	265	14
4.9	1.5	227	15
				Fully Samson op
4.4	3.2	330	15.5	valve
3.3	2.2	281	17
2.5	1.5	225	18.5
2.2	1.1	194	19.5
1.7	0.8	140	21
1.5	0.6	113	22
1.4	0.4	94	23
1.2	0.3	78	24
1.1	0.15	65	25
1	0.1	57	26
0.9	0.05	35	26.5	Samson valve clo

indicates data missing or illegible when filed

Referring to FIG. 2 and FIG. 3, in another preferred embodiment of the invention, after exiting the evaporator 20 and accumulator 24 section of the system the tempered combustion gases 18, which are now reduced in temperature and are partially depleted combustion gases 48, can be ducted to an economizer 50, containing tubes like the evaporator 20. In the economizer 50, liquid 52 entering the system at a lower temperature is raised towards the boiling level by the partially depleted combustion gases 48, which heat the liquid 52 and subsequent transfers the pre-heated liquid 52 to the evaporator 20 to be used as part of the preceding cycle.
It is to be appreciated that although water has been used as an example above, the evaporator and accumulator may also be employed with other liquids which are able to be vaporized and provide energy thereby.
As steam is drawn from the accumulator 24, a valve is selectively opened to maintain the level of water within the evaporator 20 by pumping from a replenishment vessel to permit continuous usage and generation of steam. The control of the water level in the evaporator 20 is also essential in order to avoid catastrophic failure of the evaporator.
Referring to FIG. 3, FIG. 4A and FIG. 4B, in another preferred embodiment of the invention, a water replenishment or make-up tank 60 is connected to the economiser 50 or evaporator 20. The make-up tank 60 is employed to maintain the amount of the water 25 within the system at a level which is sufficient to permit the steam to be accumulated at the required pressure. The water 25 within the make-up tank 60 may be supplied with condensed steam from the vapour engine exhaust 62 or separately from external sources as required.
A level indicator 64 is operatively disposed in conjunction with the make-up tank 60 to detect high and low levels within the make-up tank 60. The data from the level indicator 64 is supplied to a make-up switch 66 which is operatively connected to the vapor engine exhaust 62. When the level indicator 64 determines that the level within the make-up tank 60 is less than a pre-determined point, it will open the make-up switch to permit the liquid from the vapor engine exhaust 62 to be delivered to the make-up tank 60. When the level detector determines that the level within the make-up tank has arrived at a predetermined upper level, it will close the make-up switch and the liquid from the vapor engine exhaust 62 will be emitted into the atmosphere.
The control system employs one or more sensors to detect the pressure and water level within the evaporator and accumulator. The maximum pressure will be specified which could range, depending upon the detailed vessel design, up to 100 atmospheres (or bars) and beyond. Once the specified maximum accumulator pressure is reached, the control system, will, if a non-pollution mode of operation is selected, terminate the use of the internal combustion blocks of the engine. Steam is then passed to the input ports of alternative cylinder blocks to provide the motive power to the rotational output of the engine. Under such circumstances, the pressure of the steam within the accumulator is run down inasmuch as there is no combustion cycle to provide heat to the evaporator and economiser. At a specified level, which could be one bar, more or less, and if local, external pollution controls permitted, the combustion cylinders would be restarted to charge the accumulator.
The control system could also determine that the engine should run in hybrid mode. Under such conditions, with the internal combustion engine still operating, there are combustion gases available to heat the water in the economizer and evaporator and to continue to generate steam continuously for the accumulator. This continuous use of the energy from the accumulator then requires that the water level in the evaporator be topped off to keep the accumulator liquid level and pressure within specified ranges so that it can continue to supply steam to the vapor engine.
In such continuous operation, the control system to the engine, given this particular embodiment, could maintain the pressure in the accumulator to lower levels than are required for long operating periods in the pollution-free, vapor alone mode. Pressures as low as about 10 bar would permit the accumulator to retain an adequate head of steam while at the same time providing continuous power to the unitary vapor engine. The control system would also accommodate to road and driving conditions such that exhaust combustion gases in sufficient quantity and temperature levels are generated to heat water and to provide steam to the accumulator and vapor engine, while meeting the total combined power requirements from the unitary system and maintaining all its specified operating conditions.
It will be evident to those skilled in the art that the specified operating pressures and other parameters may be varied according to the types of internal combustion and vapor engines that are employed.
An optional preferred embodiment of the invention which relates to both the control system and the recovery and accumulator system is the use of a heat transfer device, similar to the evaporator and economizer, using ambient air or water as coolant to condense exhaust steam from the vapor engine and permit the recycling of water from the engine into the economizer or evaporator to create a sealed system with minimal need for additional water top off. Without a condensing unit the vapor exhaust would be vented to the atmosphere into the atmosphere if permitted by pollution controls. With the optional condenser a dual valving system would allow such operation with a condenser as required.
The energy production and accumulation aspects of the invention permit the generation of superheated or saturated steam, the latter of which is generally favorable for lubrication, and to limit damage from corrosion, in conjunction with an integrated natural circulation evaporator. The use of natural circulation in automotive power generation favorably diminishes the need for additional pumps and related components, all of which consume power and are therefore parasitic to the power plant itself.
A further feature and benefit of the system is its use to trap diesel particulate matter (“DPM”) and convert emissions of nitrogen oxides (“NOx”). In a diesel engine, there are two main emissions which need to be reduced in order for the diesel to perform well and minimize its impact on local air quality and reduce gaseous emissions which contribute to global warming.
Emissions of NOx are generally regarded as global warming gases, in much the same manner as CO2. However, due to their chemical composition and nature, NOx are approximately seven (7) times more powerful and deleterious than CO2 in terms of their negative effect on the atmosphere and their contribution to global warming. It can be appreciated that both DPM and NO2 are carried by the exhaust gases 4 which are used by the evaporator 20 and pass through the unit.
Referring to FIGS. 2A and 2B, the evaporator 20 can have operatively deployed DPM filter and a lean-NOx trap (“LNT”) 200 which is comprised of a swirl chamber 202 for the introduction of hot diesel fuel, compressed air and exhaust gas 4 from the main engine. The swirl chamber 202 permits the hot diesel fuel and exhaust gas 4 to achieve temperatures of approximately 1000 degrees without the area of the evaporator 20 which contains the tubes 22 and the fins 23 from becoming a combustion chamber.
The swirl chamber 202 further employs a cowl section 204 for the mixing of the hot diesel gas and exhaust gas 4. Employing LNT technology, an active oxide material such as an alkali and/or alkaline earth material is employed within the swirl chamber 202 to permit the take up of NOx under lean engine operating conditions. This permits them to be stored as nitrates. When the engine is engaged in a brief rich cycle, either because of load factors or at such time as the system determines, the nitrates are released from the active oxide catalyst component and reduced to N2 on a precious metal component of the catalyst. The fins 23 can be coated with alkali and/or alkaline earth to act as a LNT in accordance with one aspect of the system. The fins 23 can trap the DPM and store the nitrates until such time as they are burned off.
Referring to FIGS. 2C and 2F, a saturated water reservoir 210 forms the upper section of the evaporator 20. The steam generated by the evaporator 20 may be accumulated in the saturated water reservoir 210 which may be increased in height or may be enlarged, depending on the quantity of saturated water which the system is designed to generate and store.
Referring to FIG. 5A, there is shown an illustrative input/output data panel for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.
Referring to FIG. 5B, there is shown the electrical interconnections for the illustrative input/output data panel of FIG. 5A for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.
Referring to FIG. 6A, there is shown an illustrative safety rack data panel for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.
Referring to FIG. 6B, there is shown the electrical interconnections for the illustrative safety rack data panel of FIG. 6A for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.
Referring to FIG. 7A, there is shown an illustrative control rack data panel for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.
Referring to FIG. 7B, there is shown the electrical interconnections for the illustrative control rack data panel of FIG. 7A for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.
Referring to FIG. 8A, there is shown a view of an illustrative test bed control rack data panel for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.
Referring to FIG. 8B, there is shown the electrical interconnections for the illustrative test bed control rack data panel of FIG. 8A for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.
Referring to FIG. 9A, there is shown an illustrative PSU rack data panel for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.
Referring to FIG. 9B, there is shown the electrical interconnections for the illustrative PSU rack data panel of FIG. 9A for monitoring various elements of the system for controlling the recovery, accumulation and storage of the waste energy, in accordance with one embodiment of the present invention.
Referring to FIG. 10, there is shown an illustrative electrical panel for controlling the tempering fan and make-up pump subassemblies, in accordance with one embodiment of the present invention.
Referring to FIG. 11, there is shown an illustrative electrical panel for controlling additional related assemblies and corollary equipment, in accordance with one embodiment of the present invention.
Referring to FIG. 12, there is shown a schematic view of an exemplary control system with exemplary control parameters for recovering, accumulating and storing the waste energy, in accordance with one embodiment of the present invention.
Referring to FIG. 13, FIG. 13A, FIG. 13B, FIG. 13C and FIG. 13D, in a preferred embodiment of the invention, a rotary Wankel type engine 100 is employed as both the internal combustion engine and the steam engine. The Wankel engine 100 has an engine block, or cylinder 102, which contains an internal element 104 which, by rotation with its lobes 106, creates separate volumes in which combustion gas is compressed or expanded. A hydrocarbon fuel and air mixture is passed into a volume via an intake port 108, compressed by the action of rotation and, at an appropriate time in the cycle, is ignited to provide by expansion the traction power via a transmission arrangement, to a drive shaft (not shown§. At the appropriate point in the cycle, an exhaust port 110 serves to direct the combustion gases from the combustion volume.
The Wankel engine is a positive displacement engine with no reversal in direction and the exhaust is from the maximum displacement volume to the minimum volume. Two similar blocks 102 are commonly attached together. In such an engine, steam 36 may be run through one or more of the lobe volumes of a block 102 and hydrocarbon fuel may be used concurrently to power the alternate cylinder 102 of the engine. Heat recovery and control units are employed to manage the steam 36 and combustion operations so as to permit operation in a mixed hydrocarbon and steam mode, in a purely steam mode or in a purely hydrocarbon mode.
Referring to FIGS. 13E(1) and 13E(2), there is shown one lobe of a Wankel engine which has been adapted for use in a steam mode. Starting, illustratively, in the upper right hand quadrant of the lobe, as a lead point 105 or the internal element 104 is just past input port 150, steam is admitted into the cavity area 152 defined by the internal element 104 and the interior wall of the lobe 154. Steam continues to be injected into the cavity area 152 until the lead point 105 has traveled a distance of 30 degrees from the input port 150. At that time, the steam is cut off and the energy contained by the steam powers the internal element 104 in a rotary fashion. At a point which is 80 degrees from the input port 150, the spent steam is release through an output port 156. This cycle is repeated as the lead point 105 travels in a rotary fashion. It is understood that the above is for illustrative purposes only and that the cycle itself and the steam admitted may be varied based upon the needs of the engine and the available steam.
Although the principal benefit of the hybrid engine described herein is to permit the introduction of a more efficient and relatively pollution free engine for automotive drive purposes, a corollary benefit is to provide additional energy availability to run various vehicle controls such as the lights, air conditioning and other elements that would otherwise be consuming power generated solely by the internal combustion engine.
The use of the evaporator and accumulator are not limited to use solely within the generation system that creates the energy, nor are they limited to the providing of motive power or motive power within a Wankel or other type engine. The energy accumulator described hereinabove is designed such that it can be removed from the generation system and employed in conjunction with other energy demanding systems. Thus, by way of example only, an energy accumulator can be charged by a long-haul vehicle which can use it during its travels. When the vehicle arrives at its destination and the material being delivered is transferred to a smaller vehicle for local delivery, usually within a congested urban area, the charged accumulator can be transferred to the smaller vehicle in a fully charged capacity to permit that vehicle to travel pollution free within the congested area.
Although the control systems have been described generally, aspects of the control algorithm and the interrelationship between the algorithm, the sensed parameters and the controlled elements are also a part of the invention. By way of example, the steam injection system and variable cut-off associated therewith and the valve designs and controls form important inventive concepts that have applicability both to the unitary engine and other steam systems. Similarly, the oil and water separation system for use in the unitary engine has applicability in other hybrid engines where a single chamber may be used for multiple power sources.
In addition, although the Wankel engine has been employed as an example to describe the inventive concepts set forth herein, a more conventional reciprocating piston-cylinder engine can also be employed by modifying one or more of the cylinders to cease using fossil fuel under certain operating conditions and accept and employ steam from the steam accumulator.
Although the description herein recites water as the fluid, that is not meant to limit the scope of this invention and is used for illustrative purposes only. Those skilled in the art may substitute other appropriate fluids, depending on circumstances and applications, consistent with the inventive concepts disclosed herein.
It will be appreciated also by those skilled in the art that changes could be made to the embodiments described above without departing from the broad inventive concepts thereof. It is understood, therefore, that this invention is not limited to the particular embodiments disclosed but it is intended to cover modifications within the spirit and scope of the present invention as defined by the appended claims.

Claims

1. A unitary motive power unit comprising;

a. a combustion engine for the combustion of an air/fuel mixture and production of combustion gasses;

b. heat transfer means operative arranged to accept transfer of heat from the combustion gasses at a temperature in excess of the vaporization temperature of a heat transfer medium situated within said heat transfer means;

c. energy accumulation and storage means to accumulate and store the energy transferred to said heat transfer medium; and,

d. drive means operative connected to said energy accumulation and storage means and capable of being powered by the stored energy transferred to said heat transfer medium.

2. A unitary motive power unit according to claim 1 wherein the energy accumulation and storage unit is a saturated liquid accumulator.

3. A unitary motive power unit according to claim 2 wherein the saturated liquid accumulator is a steam accumulator.

4. A unitary motive power unit according to claim 2 wherein the saturated liquid accumulator is a flash steam system.

5. A unitary motive power unit according to claim 4 wherein the saturated liquid accumulator is a variable capacity flash steam system.

6. A unitary motive power unit according to claim 1 wherein the drive means is driven solely by the stored energy transferred to said heat transfer medium.

7. A unitary motive power unit according to claim 1 wherein the drive means is capable of being driven simultaneously by both the combustion engine and the stored energy transferred to said heat transfer medium.

8. A unitary motive power unit according to claim 1 wherein a combustion chamber of the combustion engine ceases to be supplied with a fuel/air mixture and is supplied with the stored energy transferred to said heat transfer medium.

9. A unitary motive power unit according to claim 8 wherein a plurality of combustion chambers of the combustion engine cease to be supplied with a fuel/air mixture and at least one combustion chamber is supplied with the stored energy transferred to said heat transfer medium.

10. A unitary motive power unit according to claim 8 wherein all of the combustion chambers of the combustion engine cease to be supplied with a fuel/air mixture and at least one combustion chamber is supplied with the stored energy transferred to said heat transfer medium.

11. A unitary motive power unit according to claim 1 wherein the energy accumulation and storage means may be removed from the power unit to provide power to independent drive means operative connected to said energy accumulation and storage means and capable of being powered by the stored energy transferred to said heat transfer medium.

12. A unitary motive power unit according to claim 1 wherein the energy accumulation and storage means provide power to an independent industrial or mechanical process operatively connected to said energy accumulation and storage means and capable of being powered by the stored energy transferred to said heat transfer medium.

13. A unitary motive power unit according to claim 12 wherein the independent process is refrigeration.

14. A unitary motive power unit according to claim 13 wherein the refrigeration process is employed to maintain temperature in a transportation refrigeration system.

15. A unitary motive power unit according to claim 1 wherein the heat transfer medium is water.

16. A unitary motive power unit according to claim 1 further comprising catalytic elements disposed within the heat transfer means.

17. A unitary motive power unit according to claim 16 wherein the catalytic elements disposed within the heat transfer means comprise alkali.

18. A unitary motive power unit according to claim 16 wherein the catalytic elements disposed within the heat transfer means comprise alkaline earth.

19. A unitary motive power unit according to claim 16 further comprising a superheater system for achieving temperatures sufficient to convert nitrogen oxides to nitrogen and further comprising precious earth elements as one of the catalytic elements.