WO2009156786A1 - Moteur monobloc et système d’accumulation d’énergie - Google Patents

Moteur monobloc et système d’accumulation d’énergie Download PDF

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Publication number
WO2009156786A1
WO2009156786A1 PCT/IB2008/003364 IB2008003364W WO2009156786A1 WO 2009156786 A1 WO2009156786 A1 WO 2009156786A1 IB 2008003364 W IB2008003364 W IB 2008003364W WO 2009156786 A1 WO2009156786 A1 WO 2009156786A1
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WO
WIPO (PCT)
Prior art keywords
unitary
motive power
power unit
engine
unit according
Prior art date
Application number
PCT/IB2008/003364
Other languages
English (en)
Inventor
Michael Burns
Frederick Bayley
Marco Cucinotta
Martin Smaller
Paul Burns
Original Assignee
Michael Burns
Frederick Bayley
Marco Cucinotta
Martin Smaller
Paul Burns
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
Application filed by Michael Burns, Frederick Bayley, Marco Cucinotta, Martin Smaller, Paul Burns filed Critical Michael Burns
Publication of WO2009156786A1 publication Critical patent/WO2009156786A1/fr

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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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K15/00—Adaptations of plants for special use
    • F01K15/02—Adaptations of plants for special use for driving vehicles, e.g. locomotives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
    • F01K23/02—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled
    • F01K23/06—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle
    • F01K23/065—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle the combustion taking place in an internal combustion piston engine, e.g. a diesel engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K3/00—Plants characterised by the use of steam or heat accumulators, or intermediate steam heaters, therein
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D21/00—Heat-exchange apparatus not covered by any of the groups F28D1/00 - F28D20/00
    • F28D21/0001—Recuperative heat exchangers
    • F28D21/0003—Recuperative heat exchangers the heat being recuperated from exhaust gases
    • 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
    • F02G2280/00—Output delivery
    • F02G2280/60—Heat pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D21/00—Heat-exchange apparatus not covered by any of the groups F28D1/00 - F28D20/00
    • F28D2021/0019—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for
    • F28D2021/0061—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for for phase-change applications
    • F28D2021/0064—Vaporizers, e.g. evaporators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D7/00—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall
    • F28D7/0066—Multi-circuit heat-exchangers, e.g. integrating different heat exchange sections in the same unit or heat-exchangers for more than two fluids
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D7/00—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall
    • F28D7/16—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits being arranged in parallel spaced relation
    • F28D7/1615—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits being arranged in parallel spaced relation the conduits being inside a casing and extending at an angle to the longitudinal axis of the casing; the conduits crossing the conduit for the other heat exchange medium
    • 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

  • 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.
  • 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. [008] 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.
  • the specific power, or power per unit of weight, for a battery is only about 10% of the output from an internal combustion engine.
  • 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.
  • 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.
  • 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. 2 A, 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.
  • FIG. 2 A 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. 5 A 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. 7 A 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. 8 A 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. 13 A 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 [056] 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.
  • a heat generating, motive power unit such as an internal combustion engine 1
  • 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.
  • an exhaust port serves to direct the combustion gases from the combustion volume.
  • 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 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.
  • 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. [064] 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.
  • a reduced amount of water 25 may be employed.
  • 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.
  • 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.
  • a steam demand relay 40 is operatively connected to the exit piping 38.
  • 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.
  • 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.
  • 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.
  • the steam 36 can be provided to a transportation refrigeration system such as those used in conjunction with multi-temperature trailers.
  • 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.
  • 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.
  • the power will be derived from the supplemental diesel engine.
  • 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.
  • the accumulator 24 can be operatively connected to a power generator which will provide electrical power to operate the compressor and provide refrigeration.
  • 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.
  • the exhaust gases 2 enter the evaporator 20 through duct 4.
  • 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.
  • 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.
  • 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.
  • the evaporator and accumulator may also be employed with other liquids which are able to be vaporized and provide energy thereby.
  • 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.
  • 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 makeup 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the control system to the engine 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.
  • 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").
  • DPM diesel particulate matter
  • NOx nitrogen oxides
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • FIG. 8B there is shown the electrical interconnections for the illustrative test bed control rack data panel of Fig. 8 A 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 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.
  • 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.
  • 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.
  • 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.
  • 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 ⁇ .
  • 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. [103] 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.
  • 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.
  • an energy accumulator can be charged by a long-haul vehicle which can use it during its travels.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)

Abstract

L’invention concerne un moteur hybride monobloc, comprenant un moteur à combustion interne utilisé à la fois pour la production d’énergie locomotive et de chaleur à l’extérieur des cylindres du moteur à combustion, la chaleur générée étant utilisée conjointement avec un évaporateur afin de produire de la vapeur, qui est ensuite stockée dans un accumulateur d’énergie retenant l’énergie stockée au moyen d’une unité de confinement d’eau sous pression. L’unité de confinement d’eau sous pression accumule l’énergie et, lorsqu’un niveau de pression et de liquide prédéterminé a été atteint, la vapeur est transmise à un ou plusieurs cylindres du moteur monobloc, afin de fournir la puissance motrice au moteur monobloc. Le moteur comprend des systèmes de commande permettant l’utilisation de la vapeur uniquement pendant les périodes nécessaires pour les exigences de contrôle environnemental ou lié à la pollution. Les systèmes de commande peuvent également permettre de manière sélective l’utilisation de la vapeur dans un ou plusieurs cylindres du moteur simultanément avec l’utilisation de carburant fossile dans d’autres cylindres. Le système d’accumulation d’énergie peut, en variante, être utilisé pour fournir la puissance motrice à un moteur autre que celui depuis lequel il a accumulé l’énergie ou peut fournir une source d’énergie à un dispositif de consommation d’énergie alternatif qui n’entraîne pas la production de puissance motrice.
PCT/IB2008/003364 2008-06-23 2008-12-04 Moteur monobloc et système d’accumulation d’énergie WO2009156786A1 (fr)

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US12/214,835 US20090313997A1 (en) 2008-06-23 2008-06-23 Unitary engine and energy accumulation system
US12/214,835 2008-06-23

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WO2009156786A1 true WO2009156786A1 (fr) 2009-12-30

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US (1) US20090313997A1 (fr)
WO (1) WO2009156786A1 (fr)

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JP2014504695A (ja) 2011-01-20 2014-02-24 サウジ アラビアン オイル カンパニー 自動車排気ガスに由来するｃｏ２の車両内回収及び貯蔵
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