WO2008035108A1 - Ensembles moteur - Google Patents

Ensembles moteur Download PDF

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Publication number
WO2008035108A1
WO2008035108A1 PCT/GB2007/003627 GB2007003627W WO2008035108A1 WO 2008035108 A1 WO2008035108 A1 WO 2008035108A1 GB 2007003627 W GB2007003627 W GB 2007003627W WO 2008035108 A1 WO2008035108 A1 WO 2008035108A1
Authority
WO
WIPO (PCT)
Prior art keywords
heat
engine
assembly according
turbocharger
combustion engine
Prior art date
Application number
PCT/GB2007/003627
Other languages
English (en)
Inventor
Ray Mason
Original Assignee
Ray Mason
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from GB0618573A external-priority patent/GB2442006B/en
Application filed by Ray Mason filed Critical Ray Mason
Publication of WO2008035108A1 publication Critical patent/WO2008035108A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
    • F02G5/02—Profiting from waste heat of exhaust gases
    • F02G5/04—Profiting from waste heat of exhaust gases in combination with other waste heat from combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G1/00—Hot gas positive-displacement engine plants
    • F02G1/04—Hot gas positive-displacement engine plants of closed-cycle type
    • F02G1/043—Hot gas positive-displacement engine plants of closed-cycle type the engine being operated by expansion and contraction of a mass of working gas which is heated and cooled in one of a plurality of constantly communicating expansible chambers, e.g. Stirling cycle type engines
    • F02G1/053—Component parts or details
    • F02G1/055—Heaters or coolers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G2254/00—Heat inputs
    • F02G2254/15—Heat inputs by exhaust gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G2260/00—Recuperating heat from exhaust gases of combustion engines and heat from cooling circuits
    • 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
    • Y02E20/00—Combustion technologies with mitigation potential
    • Y02E20/30—Technologies for a more efficient combustion or heat usage
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to engine assemblies including a first engine that, in use, generates waste heat, and a Stirling engine which uses some of the waste heat as a power source.
  • the first engine may be an internal combustion engine of a vehicle (e.g. a land vehicle, a water vehicle or an aeroplane). Alternatively it may be a fixed power plant, e.g. in a power station.
  • a vehicle e.g. a land vehicle, a water vehicle or an aeroplane
  • the present invention provides an engine assembly comprising: a first engine, which is typically an internal combustion engine; a coolant circuit for circulating a coolant fluid between a first location at which it picks up heat from the first engine, and a second location at which it discharges heat; and a Stirling engine disposed so as to use heat discharged at said second location as an energy source .
  • the coolant circuit has one or more additional heat input locations so that it can pick up heat that would otherwise be wasted.
  • the assembly may include one or more of:
  • turbocharger and an intercooler
  • the turbocharger being operable to compress air and pass it via the intercooler to the first engine to serve as a combustion air supply
  • the intercooler is located at one of said additional heat input locations so that, in operation, heat from the compressed air is transferable to the coolant fluid.
  • the first engine is an internal combustion (“IC") engine
  • the assembly includes a turbocharger.
  • IC internal combustion
  • the turbocharger' s air inlet path desirably passes over or adjacent the heat discharging region of the Stirling engine (s) to pick up heat therefrom.
  • a Stirling engine employs one or more cylinders, each having a first end region and a second end region.
  • the first end region is maintained at a higher temperature than the second end region, and this leads to the reciprocal movement of a piston in the cylinder, which can be coupled to a rotary shaft.
  • a motor can operate with quite a small temperature difference between the end regions, e.g. 3O 0 C.
  • Air cooling may suffice to keep the second region cool.
  • the surrounding water may be used to cool the second region more effectively.
  • the coolant circuit also includes at least one further location at which it picks up heat.
  • This may involve heat exchange with combustion gases, such as exhaust gases of an internal combustion engine, or flue gases in a power plant. Such gases are commonly at a high temperature, and not well suited to serving as a heat source for a Stirling engine.
  • the coolant circuit particularly if employing a liquid, has a relatively high heat capacity. It can thus take up heat from the exhaust gases and convey it at a lower temperature to the Stirling engine.
  • An internal combustion engine may provide further heat sources such as the heated air generated by a turbocharger, and a catalytic converter in the exhaust system. Hot air generated by a refrigerator unit, e.g. in an air conditioning unit, may also be used.
  • the coolant circuit is used to pick up, and convey to the Stirling engine (s), not only its normal heat load due to cooling of the IC engine, but also heat from the engine exhaust and from the intercooler of the turbocharger (and preferably other sources) .
  • the air flow sucked in by the turbocharger is used to cool the cold region of the Stirling engine (s), and thus improve the efficiency of such engine (s), and recycle heat used thereby.
  • the motion of the or each Stirling engine can be used directly to actuate motion of other components .
  • it can be used to generate electricity, e.g. using an alternator, which may be stored in a battery for future use.
  • electricity e.g. using an alternator, which may be stored in a battery for future use.
  • It can be used, for example, for the same function as the first engine, or for one or more auxiliary components, e.g. cooling fans, power steering or pumps of various kinds (e.g. in a refrigeration unit) .
  • Fig 1 and Fig 2 are schematic views of two engine assemblies for a motor vehicle.
  • Fig 1 shows an internal combustion engine A which is cooled by a fluid (e.g. air or water), which is heated thereby.
  • a fluid e.g. air or water
  • the heated fluid from the engine passes around a circuit, in the course of which it loses heat, and the cooled fluid then passes through the engine A again.
  • the heat from the fluid is simply discarded as waste heat. In the case of a motor vehicle, this is done by means of the vehicle's radiator.
  • heat from the fluid is used to power a Stirling engine D.
  • This engine can thus be regarded as taking the place of a radiator, and producing useful work from heat that would otherwise be wasted.
  • the fluid also takes up heat from one or more other sources.
  • the major additional source is likely to be the exhaust gases.
  • the hot exhaust gas from the engine A passes via the exhaust manifold 10 into a conduit 12 leading to a heat exchange chamber C ⁇ . Here it gives up much of its heat to the coolant fluid, which traverses the chamber C in a coiled tube 14.
  • the cooled exhaust gases leave the chamber via an exit conduit 16.
  • turbocharger 19 Another heat source that may be available is a turbocharger 19. This is a pump for pressurising the air which is passed into the engine for combustion. Since the air is compressed, it is therefore heated. It is undesirable to pass hot air into the engine cylinders, so conventionally it is cooled, e.g. by a small radiator between the turbocharger and the engine (the intercooler) . As with the main radiator, this merely discards the heat. Instead the present system allows the heat to be taken up by the circulating fluid. This may take place in a small heat exchanger E3, upstream of the exhaust gas heat exchanger £. Downstream of that heat exchanger, the fluid is likely to be too hot to effect cooling of the air from the turbocharger. Even at the location B, it may be too hot to provide adequate cooling. Thus, instead, it may be located downstream of the Stirling engine E), at a location E_.
  • the turbocharger 19 has a turbine that is conventionally driven by the exhaust gas. Thus, as shown, it is coupled to the exhaust conduit 16.
  • the turbine powers a pump, which draws in air. Here this air is drawn over the second end region of the Stirling engine E), to cool it.
  • the Stirling engine drives a piston 20, which drives a wheel 22.
  • the piston 20 is in a cylinder 24 which also contains a displacer 26 of smaller diameter. This is also linked to the wheel 22, and is driven by it to reciprocate, 90° out of phase with the piston 20.
  • the rotating wheel 22 is a power source. It can be used, for example, to run an alternator, to generate electricity. This may be used to run one or more auxiliary systems, and/or to provide motive power, assisting the main engine A or substituting for it for part of the time, thus forming with it a hybrid engine.
  • Fig 2 shows a more sophisticated embodiment.
  • the core of the engine assembly is an IC engine 100 having a cooling circuit 102 for circulating a coolant fluid. This picks up heat generated by the engine 100 and, after discharging that heat, returns to the engine 100.
  • the engine also has an air intake, via an inlet manifold 104, and an exhaust outlet, via an exhaust manifold 106.
  • the exhaust manifold leads to a heat exchanger 108 where the hot exhaust gases can transfer heat to the fluid in the cooling circuit 102.
  • the heated fluid then passes to the "hot" end of a first Stirling engine 110, where it gives up much of its heat, which drives the Stirling engine 110.
  • the coolant fluid then passes to another heat exchanger, which is the intercooler 112 of a turbocharger 114.
  • the turbocharger 114 is basically a pump which is driven by the exhaust gas after this has passed through the first heat exchanger 108. (Subsequently, the exhaust may be discharged, typically via a catalytic converter 140.)
  • the turbocharger 114 serves to compress air and pass it to the IC engine 100, via the inlet manifold 104. It draws in the air via an air path which leads through a casing 120 covering the "cold" ends of two Stirling engines: the Stirling engine 110 previously referred to, and a second Stirling engine 122.
  • the assembly illustrated in Fig 2 can achieve considerable energy efficiency. Very little waste heat is discharged from the system.
  • the circuit could include yet more heat inputs.
  • the exhaust discharge may proceed via a catalytic converter 140 which is in thermal contact with the coolant circuit 102 at a region 142.
  • There may be an air conditioning unit (ACU) 144 incorporating a refrigerator, which discharges its heat into the coolant circuit at a region 146.
  • ACU air conditioning unit

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)

Abstract

L'invention concerne un moteur (A, 100), en particulier un moteur à combustion interne, qui possède un circuit de refroidissement (102). Ce moteur reçoit aussi la chaleur résiduelle en provenance d'autres sources telles que des gaz d'échappement chauds (12, 106) et un refroidisseur intermédiaire de turbocompresseur (B, E, 112). La chaleur en provenance du circuit est utilisée pour commander un ou plusieurs moteurs Stirling (D, 110, 122). L'extrémité froide des moteurs Stirling peut être refroidie par l'air extrait par le turbocompresseur (19, 114).
PCT/GB2007/003627 2006-09-21 2007-09-21 Ensembles moteur WO2008035108A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GB0618573.0 2006-09-21
GB0618573A GB2442006B (en) 2006-09-21 2006-09-21 Engine assemblies
GB0710565.3 2007-06-04
GB0710565A GB2442076B (en) 2006-09-21 2007-06-04 Engine assemblies

Publications (1)

Publication Number Publication Date
WO2008035108A1 true WO2008035108A1 (fr) 2008-03-27

Family

ID=39027285

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB2007/003627 WO2008035108A1 (fr) 2006-09-21 2007-09-21 Ensembles moteur

Country Status (1)

Country Link
WO (1) WO2008035108A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012038898A1 (fr) 2010-09-22 2012-03-29 Alfa Wassermann S.P.A. Formulations pharmaceutiques contenant de la rifaximine, procédés pour leur obtention et procédé de traitement de maladies intestinales
CN102691591A (zh) * 2011-03-22 2012-09-26 波音公司 利用斯特林发动机的换热器和相关方法
FR2984411A1 (fr) * 2011-12-20 2013-06-21 Peugeot Citroen Automobiles Sa Groupe motopropulseur pour vehicule automobile

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2004362A (en) * 1977-09-14 1979-03-28 Elmapa Nv Apparatus for generating thermal energy and electrical energy
GB2033017A (en) * 1978-10-25 1980-05-14 Sulzer Ag Internal combustion engine plant
JPS5853608A (ja) * 1981-09-28 1983-03-30 Hitachi Zosen Corp ディ−ゼル機関の排熱利用システム
EP0298164A1 (fr) * 1987-07-07 1989-01-11 Robert Atwood Sisk Production de chaleur et d'électricité
JPH01294946A (ja) * 1988-05-20 1989-11-28 Kubota Ltd エンジンの廃熱利用装置
US20020017098A1 (en) * 2000-06-14 2002-02-14 Lennart Johansson Exhaust gas alternator system
US6484501B1 (en) * 1998-02-03 2002-11-26 Miturbo Umwelttechnik Gmbh & Co. Kg Method of heat transformation for generating heating media with operationally necessary temperature from partly cold and partly hot heat loss of liquid-cooled internal combustion piston engines and device for executing the method
WO2006034260A2 (fr) * 2004-09-21 2006-03-30 Engineered Support Systems, Inc. Procede et appareil ameliorant le rendement de conversion d'energie de generateurs electriques

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2004362A (en) * 1977-09-14 1979-03-28 Elmapa Nv Apparatus for generating thermal energy and electrical energy
GB2033017A (en) * 1978-10-25 1980-05-14 Sulzer Ag Internal combustion engine plant
JPS5853608A (ja) * 1981-09-28 1983-03-30 Hitachi Zosen Corp ディ−ゼル機関の排熱利用システム
EP0298164A1 (fr) * 1987-07-07 1989-01-11 Robert Atwood Sisk Production de chaleur et d'électricité
JPH01294946A (ja) * 1988-05-20 1989-11-28 Kubota Ltd エンジンの廃熱利用装置
US6484501B1 (en) * 1998-02-03 2002-11-26 Miturbo Umwelttechnik Gmbh & Co. Kg Method of heat transformation for generating heating media with operationally necessary temperature from partly cold and partly hot heat loss of liquid-cooled internal combustion piston engines and device for executing the method
US20020017098A1 (en) * 2000-06-14 2002-02-14 Lennart Johansson Exhaust gas alternator system
WO2006034260A2 (fr) * 2004-09-21 2006-03-30 Engineered Support Systems, Inc. Procede et appareil ameliorant le rendement de conversion d'energie de generateurs electriques

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012038898A1 (fr) 2010-09-22 2012-03-29 Alfa Wassermann S.P.A. Formulations pharmaceutiques contenant de la rifaximine, procédés pour leur obtention et procédé de traitement de maladies intestinales
CN102691591A (zh) * 2011-03-22 2012-09-26 波音公司 利用斯特林发动机的换热器和相关方法
FR2984411A1 (fr) * 2011-12-20 2013-06-21 Peugeot Citroen Automobiles Sa Groupe motopropulseur pour vehicule automobile

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