WO2012170003A2 - Système de fabrication et d'utilisation de combustibles liquides et d'engrais à partir d'électricité et modèles et utilisation de machines électriques linéaires - Google Patents

Système de fabrication et d'utilisation de combustibles liquides et d'engrais à partir d'électricité et modèles et utilisation de machines électriques linéaires Download PDF

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Publication number
WO2012170003A2
WO2012170003A2 PCT/US2011/028268 US2011028268W WO2012170003A2 WO 2012170003 A2 WO2012170003 A2 WO 2012170003A2 US 2011028268 W US2011028268 W US 2011028268W WO 2012170003 A2 WO2012170003 A2 WO 2012170003A2
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Prior art keywords
ammonia
nitrogen
fuel
oxygen
engine
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PCT/US2011/028268
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English (en)
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WO2012170003A3 (fr
Inventor
John Fleming
Timothy Maxwell
Jonathan Wood
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John Fleming
Timothy Maxwell
Jonathan Wood
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Publication of WO2012170003A2 publication Critical patent/WO2012170003A2/fr
Publication of WO2012170003A3 publication Critical patent/WO2012170003A3/fr

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    • C—CHEMISTRY; METALLURGY
    • C01—INORGANIC CHEMISTRY
    • C01C—AMMONIA; CYANOGEN; COMPOUNDS THEREOF
    • C01C1/00—Ammonia; Compounds thereof
    • C01C1/02—Preparation, purification or separation of ammonia
    • C01C1/04—Preparation of ammonia by synthesis in the gas phase
    • C01C1/0405—Preparation of ammonia by synthesis in the gas phase from N2 and H2 in presence of a catalyst
    • C01C1/0488—Processes integrated with preparations of other compounds, e.g. methanol, urea or with processes for power generation
    • 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
    • Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
    • Y02P20/00—Technologies relating to chemical industry
    • Y02P20/10—Process efficiency
    • Y02P20/129—Energy recovery, e.g. by cogeneration, H2recovery or pressure recovery turbines
    • 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
    • Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
    • Y02P20/00—Technologies relating to chemical industry
    • Y02P20/50—Improvements relating to the production of bulk chemicals
    • Y02P20/52—Improvements relating to the production of bulk chemicals using catalysts, e.g. selective catalysts

Definitions

  • the present invention relates generally to several fields: the field of energy, its forms, uses, generation, distribution and economics; the field of emissions; the field of agricultural fertilizers; the fields of Ammonia and nitric acid production; the field of heat engine design and manufacture; the field of heat transfer; the field of compression and expansion cycles; and the field of aircraft design.
  • Background to the Invention the field of energy, its forms, uses, generation, distribution and economics; the field of emissions; the field of agricultural fertilizers; the fields of Ammonia and nitric acid production; the field of heat engine design and manufacture; the field of heat transfer; the field of compression and expansion cycles; and the field of aircraft design.
  • Fuel cells have proven to be expensive, bulky, heavy, and unreliable and, in practice, efficiencies have only been about 45%.
  • a hydride is a compound containing Hydrogen and at least one other element. This encompasses the vast majority of possible fuels including all organic compounds. To obtain the high fuel energy densities needed for vehicles it is necessary to maximize the amount of Hydrogen stored in the compound. Because of the low atomic weight of Hydrogen this effectively means that only elements in the first and second rows of the periodic table need be considered. Many of these elements give rise to solid hydrides as mentioned above. Some are gases and some are highly corrosive liquids. The only compounds which do not suffer from these limitations are the hydrides of N itrogen and Carbon (hydrocarbons). Scientific investigations have also been made into absorption systems where Hydrogen is retained within small structures and released on application of heat.
  • WBMs Wood's Electric Machines
  • WICEGs Wood's Internal Combustion Electric Generators
  • the overall efficiency of this process from electricity to traction is more than 53%, and the overall efficiency of the process from fuel to traction where the improved electrical generation is used is more than 59% whereas the present oil economy efficiency is less than 10%.
  • the maximum possible overall efficiency achievable with battery systems from electricity to traction is 55%.
  • the values quoted take account of all losses: electrical and mechanical transmission losses and process efficiencies from fuel input or electric power input into the grid to actual traction power provided. It should also be noted that because this method uses internal combustion engines (ICEs), it can provide for significant traction power and is suitable for all cars, trucks, locomotives, most shipping, and aircraft.
  • ICEs internal combustion engines
  • the Ammonia may optionally be further processed by either dissolving Oxygen available from electrolysis and/or converting part of the Ammonia into Oxides of Nitrogen and dissolving those into the Ammonia thereby producing a fuel which either in whole or in part carries its own Oxygen.
  • Sheet 1 shows a block diagram of the Nitro-Hydrogen Economy
  • Sheet 2 shows simulations of four-stroke cycles
  • Sheet 3 shows additional simulations of four-stroke cycles
  • Sheet 4 shows two examples of the relationship of maximum engine efficiency to engine full load power
  • Sheet 5 shows example combined cycle systems
  • Sheet 6 shows a novel type of jet engine where there is no turbine in the exhaust and one which can be combined with a lifting surface to give significant improvements in lift to drag ratio and in aircraft control and maneuverability
  • Sheet 7 shows an improved process for manufacturing Ammonia
  • Sheet 8 shows a novel process for making Nitric Acid
  • a vehicle drive train to utilize the Ammonia as fuel The same technology used for the vehicle drive train is also used to improve the efficiency of electrical generation where that generation uses gas turbines or, in some cases, steam turbines.
  • the Electrogen described in Section 5 exists in fact and provides an economical means to generate Hydrogen via electrolysis. Note that only the electricity need be transported; the water can be supplied on site.
  • An Ammonia machine (described below) is being developed. This Ammonia machine, also located on site, will combine the Hydrogen with Nitrogen from the air to produce Ammonia.
  • the Ammonia will fuel vehicles equipped with Wood's Electric Machines (WRMs) and provide very efficient arid economical transportation.
  • WRMs Wood's Electric Machines
  • This new economy enables the excess or non-peak electrical energy to be used to generate and store Ammonia at vehicle refueling sites providing both storage of electric energy as a liquid fuel and distribution of the fuel to vehicles.
  • the energy is stored as Ammonia and is dispensed as demand requires.
  • the Electrogen method relies on a previously developed method for reducing the capital costs of producing Hydrogen from electricity-see U.S. Patent 6,474,330, and EP Patent 1060350, and Canadian Patent 2356146.
  • Electrogen produces Hydrogen and Oxygen at approximately 70% efficiency.
  • Each Electrogen is a small (24 in x 24 in x 8 in) module with no moving parts. Electrogens may be simply bolted together in series and/or parallel to create larger modules of any desired capacity in an analogous manner to combining batteries in series and/or parallel, While these units have a very long life (of the order of 30 years) the modular nature of the plant means that maintenance can be easily carried out by selective replacement of units without closing down the whole plant.
  • Electrogens Because of their low cost, the efficiency of Electrogens may be easily increased by using more modules in parallel as that lowers current density and overvoltage and, hence, the losses. In essence the main differences lie in the simplicity (no moving parts) and the extremely low capital cost. These two factors have now profoundly changed the economics of Hydrogen production from electricity.
  • the Electrogen plant footprint is very small compared with that of Steam Methane Reformers (SMR's). Consequently, Electrogen plants can be placed wherever there is a demand for Hydrogen. This can be thought of as effectively transporting Hydrogen over the national grid in the form of electrons rather than physically transporting protons in the form of Hydrogen molecules. Since the Electrogens are also centrally controllable, it is possible to use them to even out the utility grid's electrical demand and increase the transmission distribution efficiency by using low-cost controlled off-peak power.
  • the Wood's internal Combustion Electrical Generator (WICEG) is separately described in U.S. Provisional Application No. 61/296,140 "System and Method for Electrically-Coupled Engiiie and Thermal Cycle.”
  • WICEG and WEM Wiod's Electric Machine
  • WICEG and WEM Wiod's Electric Machine
  • WICEG and WEM Wiod's Electric Machine
  • WICEG and WEM Wiod's Electric Machine
  • the term “Wood's Cycle” refers to the thermodynamic cycle described in Provisional Application No. 61/296,140.
  • Related inventions arc described in U.S. Patent Publication No. 2007/01 9475 entitled “System and Method for Electrically-Coupled Thermal Cycle " and in U.S.
  • WECEM Wiod's External Combustion Electric Machine
  • fuel is burned in a cylinder containing a type of piston which is part of an assembly called a shuttle.
  • a linear clcctrio machine motor/generator
  • Power for compression , induction and exhaust strokes is provided by the linear electric machine acting in motor mode.
  • the fuel may be directly injected into the combustion chamber when the shuttle reaches its maximum compression position.
  • conventional ICEs it is necessary to inject fuel prior to the chamber reaching ignition pressures and temperatures so that when it does ignite there is sufficient energy to continue to ignite fuel as it continues to be injected. If this is not done, then ignition will cease at some point as the piston moves away from Top Dead Center. Of course, if ignition takes place too soon, then the piston will be driven backwards. This places a limit on the maximum allowable compression ratio for any given fuel.
  • WICEGs can be operated so as to pause the shuttle at its position of highest compression ratio and inject all of the fuel at that position. In this mode of operation the fuel always ignites and combustion or detonation starts, and at a time of the designer's choosing, the shuttle commences its travel away from the highest compression position. Fuel octane and cetane numbers have no significance for a WICEG and fuel additives for controlling ignition are not required. The maximum compression ratio is governed by mechanical and thermal limits and not by the choice of fuel. Consequently, far greater compression ratios are possible than are employed in conventional IC engines, and since cycle efficiency is a function of compression ratio, far greater efficiencies are possible. Furthermore, there need be no ignition 'knock' associated with WICEGs since there is no reservoir of fuel to ignite all at once: the fuel being fed into the engine in a controlled manner.
  • Wood's cycle Another advantage of the Wood's cycle is that the length of stroke is selectable. This means that if less power is required, the shuttle may commence its compression stroke from a selectable location before reaching the maximum bottom of stroke position. This has the effect of increasing the efficiency of the cycle.
  • WICEGs allow control of shuttle motion and position during the cycle. This allows the WICEG cycle to approach the ideal thermodynamic cycle much more closely than is possible with practical Otto or Diesel cycle engines. Because of this WICEGs have higher thermal efficiencies than conventional engines. Drawings illustrating thermal cycles and numerical data are referred to in the following paragraphs. These drawings and data are from simulations based on published NIST, 1PAWS and U.S. Standard Atmosphere data for gas properties with extrapolation being used on the few occasions in the cycles where the gas properties are outside the published data. The simulations are for injected fuels only
  • Sheet 2 also shows on the same scale the ideal Otto Cycle at 9:1 compression ratio and the ideal Diesel cycle at 15:1 compression ration.
  • the cycles are very different with the Wood's Cycles having a much greater area on the Pressure/Volume diagrams.
  • the Wood's Cycle is also a practically achievable cycle whereas the other two cycles are theoretical and not practically achievable.
  • WICEGs can also operate in two-stroke mode with compressed air being used to scavenge the combustion chamber. Scavenging is important in engines: complete scavenging as opposed to partial scavenging gives a full cylinder of air which in turn allows a larger fuel charge and results in a greater specific power output. WICEGs arc able to achieve better scavenging than conventional IC engines due to the ability to pause the shuttle near the extremity of its stroke and, consequently, have a larger specific power output. Two-stroke cycles without intake and exhaust strokes arc slightly more efficient than four-stroke cycles.
  • Heat energy is available in the exhaust of IC engines. Exhaust gases from a WICEG engine are typically at 1000 degrees C or more. Because the thermal efficiencies of IC engines arc relatively low, this energy represents a significant proportion of the energy supplied in the fuel. This energy is
  • the secondary cycle consists of:
  • a heat exchange process which recovers the energy in the low-pressure high-temperature exhaust gases into a working fluid at high temperature and pressure.
  • An expansion process extracting energy from the working fluid.
  • Combined cycle engines are sometimes used in stationary engines. They arc not used in mobile situations because the combined cycle configuration occupies a large space. Since the specific power output from a WICEG is much larger than for a conventional IC engine, a WICEG is much smaller than an IC engine of the same output. This frees up a significant amount of space which allows the introduction of a secondary cycle. It is advantageous to use a WEM for the secondary expansion process.
  • the addition of a WEM secondary cycle to the two-stroke WICEG cycles detailed above results in an increase in overall efficiency for the low power case from 59% to 64.8% and an increase in specific power from 107 kW 1 to J 17.3 kW/Hter when Ammonia is used as the working fluid.
  • FIG. 5 shows a combined cycle two-stroke system using air from the atmosphere with optional augmentation by oxidizer.
  • Figure 5.2 shows a combined cycle two-stroke system using its own oxidizer.
  • Figure 5.3 shows the same system as figure 5.1 with water as the fluid in the secondary cycle and using air or water vapor to purge the secondary cylinder.
  • Figure 5.4 shows the same system as figure 5.2 using vapor from the fluid in the secondary cycle to purge the secondary cylinder.
  • a WICEG 5.1.1 is used in two-stroke mode with air being supplied via compressor 5.1.2 in a primary cycle.
  • the air is optionally cooled by heat exchange to ambient before entering the WICEG.
  • Fuel is also supplied to the WICEG.
  • more oxidizer may be supplied.
  • Exhaust gases from the WICEG are passed through a counterflow heat exchanger 5.1.3 which heats fluid in a secondary cycle. Liquid fluid is supplied to the heat exchanger by pump 5.1.4.
  • the heat exchanger heats and evaporates the fluid providing hot gas to the WEM 5.1.5.
  • the WEM adiabatically expands and cools the hot gas extracting electric energy from the gas a? it does so.
  • the cooler gas is then expelled via a heat exchanger 5.1.7 to a holding tank 5.1.6 from which the pump 5.1.4 draws its supply.
  • the beat exchanger 5.1.7 ensures that the fluid is liquefied again.
  • the fluid may be any suitable heat exchange fluid that is capable of liquefying at, or slightly above, ambient temperature and which becomes a gas and can withstand the temperatures imposed by the heat exchanger.
  • the hot gases from WICEG 5.2.1 are cooled via the heat exchanger 5.2.3 and enter a tank 5.2.2. Water condensing from the gases is extracted from the tank by a float valve 5.2.4.
  • the tank is maintained at a nominated pressure which can range from ambient pressure upwards. This is done by exhausting a controlled proportion of the exhaust gases to atmosphere.
  • Oxygen for combustion is supplied by injection of oxidizer such as Nitric Acid into the WICEG. The remainder of the cycle is as shown in figure 5.1. Simulations show that for optimum efficiency of the system tank, 5.2.2 should be maintained at approximately 1.5 atmospheres.
  • the working fluid in the secondary cycle is water and the purging of the WEM is carried out by water vapor or optionally, by ambien air, thereby minimizing the size and capacity of the heat exchanger 5.3.1.
  • WICEGs can operate on any of the conventional and alternative fuels.
  • the properties of Ammonia take best advantage of the WICEG's capabilities to provide substantially higher efficiency and power output with minimal environmental impact.
  • WICEGs emit only water and Nitrogen.
  • WICEGs using Ammonia have zero particulate emissions and zero Carbon Dioxide emissions resulting in profound positive environmental and health benefits.
  • INCORPORATED BY REFERENCE exceed those possible in conventional TC engines burning hydrocarbons, and this fact, in combination with the other efficiency improving aspects of the WICEGs, gives rise to the large increases in engine efficiency enjoyed by the WICHG.
  • Oxygenated Ammonia Fuels One mole of Ammonia can absorb 0.829 mole of Ammonium Nitrate at room temperature, and that solution has a vapor pressure of less than one atmosphere meaning that containment is possible without using pressurized tanks. To carry all its own Oxygen at room temperature the fuel must therefore also contain 0.335 mole of Oxygen per mole of Ammonia, At elevated temperatures the solubility of Ammonium Nitrate increases and Jess dissolved Oxygen is required. However, it is not expected that the necessary 1.5 moles of Ammonium Nitrate per mole of Ammonia to allow the fuel to carry all its own Oxygen would be achieved at less than 70 degrees C.
  • Ammonia fuels containing Ammonium Nitrate The disadvantage of Ammonia fuels containing Ammonium Nitrate is that the I ⁇ ower Heating value declines from 17.2 MJ/kg to 8.8 MJ kg, but this lowering in energy density is offset by the lower weight of the containment arrangements and in the weight of the IC engine required-see below. If the fuel contains 10% dissolved Oxygen, then the part load values become 66.6% thermal efficiency with 52.8 kW/liter actual traction powers and the full load values become 59.4% and 100.8 kW/liter, respectively. By comparison, an ideal Otto cycle engine running gasoline at a compression ratio of 9: 1 has an efficiency of 42% and a power outpu of 25.4 kW/liter.
  • Fuels can be preheated to an appropriate temperature by heat exchange using the heat of the exhaust gases. Since the maximum cylinder pressures are much higher than in conventional 1C engines the fuel injection pressures required to overcome these cylinder pressures are very high but the fuel line diameters are small and the energy requirement for pumping to these pressures is modest and has already been accounted for in the values quoted above. Even if the fuel does not completely carry all the Oxygen it needs for combustion, provided the amount of additional Oxygen required is sufficiently small, it is possible to inject the additional Oxygen at the same time aa the fuel or at the commencement of or during the exhaust stroke.
  • WiCEGs running at high compression ratios have higher maximum temperatures in the combustion chamber than do engines using practical Otto or Diesel cycles, but these higher temperatures exist for approximately one third as long as full power or one fifteenth as long when the engine is at half power. It is anticipated the WICEGs will produce smaller amounts of oxides of Nitrogen than conventional IC, engines.
  • the third option s it may be concentrated by using waste engine heat to distill it; then it may be stored and injected on demand into the combustion chambers of the engine, preferably via a separate injector.
  • a nitric inject power button allows more fuel to be injected thus increasing the engine output power.
  • the electronic power offtake, distribution and utilization systems must be sized to handle this extra power.
  • Nitric injection would have to be intermittent unless the system is designed to cope with this use. This is simitar in concept if not in detail to the power boost system now used in Formula One racing or to the Nitrous Oxide injection used in some performance vehicles.
  • Hydrogen Peroxide could be used instead of Nitric Acid; however, this material is more costly, not as easily made, and is unstable and not as safe as Nitric Acid.
  • Other Oxygen-bearing materials could also be used, but these do not carry as much Oxygen per unit mass as Nitric Acid.
  • nitric acid Although the handling of concentrated nitric acid is hazardous, there are some situations where using additional supplies of nitric acid to augment or replace those generated on board may be justified. For example, heavy haulage vehicles such as semi-trucks and trains often have a requirement for periods of higher than Dorraal power, for example, when ascending gradients. Those same vehicle types have a more controlled refueling situation, and there is less constraint on available vehicle space which allows for carrying a tank of nitric acid which can be replenished at the fueling stations. Such a tank would need to be four tiroes the size and weigh 1.7 times the weight of the Ammonia tank if nitric acid injection were to he used 100% of the time.
  • the nitric acid tank would be 0.8 times the size and 0.3 times the weight of the Ammonia tank.
  • the way in which this can be used to advantage is not in reducing engine si7,e but in providing the extra power required when it is needed as described above.
  • the preferred method of use would be to inject the nitric acid via separate injectors from the Ammonia, and such injection can be controlled automatically or by manual command.
  • Nitric Acid passivates stainless steels. When the Nitric Acid concentration is over 95%, aluminium alloys should be considered or 4% silicon stainless steels.
  • WICEGs can be used to advantage in piston-driven aircraft. While dual tanks will be required, it is possible to use Ammonia or Ammoniacal fuel (that is, Ammonia fuel with added Ammonium Nitrate) together with Nitric Acid. Engine weight is important in aircraft, and WICEG's can be used to full advantage by reducing the engine weight. Superchargers are normally used in aircraft to reduce the problem of loss of engine power with altitude but, as noted, the effectiveness of supercharging falls off severely with altitude. With WICEGs superchargers are no longer required to boost the outside air pressure and the engine performance no longer drops off with altitude; consequently, the operational ceiling on this type of aircraft is significantly increased.
  • Ammonia or Ammoniacal fuel that is, Ammonia fuel with added Ammonium Nitrate
  • Engine weight is important in aircraft, and WICEG's can be used to full advantage by reducing the engine weight.
  • Superchargers are normally used in aircraft to reduce the problem of loss of engine power with altitude but, as noted, the effectiveness
  • Engine power is a function of the rate of fuel injection and is limited by the ability to cool the engine. Temperature decreases with altitude thereby enhancing engine cooling, so it is actually even possible to increase engine power with altitude by increasing the rate of fuel injection. On takeoff when maximum power is required, it is similarly possible to temporarily increase engine power.
  • Propeller speed is no longer directly related to engine speed, so it is possible to maximize the efficiency of propeller propulsion.
  • gas turbine powered propeller driven aircraft including helicopters, there is no longer any need Ibr reduction gearing to couple the blades to the engine thereby removing yet another source of inefficiency. Because the overall efficiency is greatly increased, aircraft range is also significantly extended.
  • WICEGs offer advantages when used in place of gas turbines.
  • the efficiency of gas turbines is only approximately 30% because the turbines are limited by the practical compression pressures available and/or by the allowable source temperatures.
  • Source temperatures in particular are limited to approximately 1400 degrees C because of the material properties and stresses in the turbine blades. This becomes the source temperature from which Carnot Efficiency is calculated.
  • WICEGs' source temperatures can go up to 3760 degrees C, and this means that the efficiency of WICEGs is far higher than that of gas turbines even when the exit gas temperatures are the same.
  • the reason for staging the use of Nitric Acid injection in this manner is because the gravimetric efficiency with Nitric Acid injection is only 4 kW/g compared with 10.45 kW/g for a conventional 1C Engine. Consequently it is necessary to use outside Oxygen during the climb to altitude when fuel usage is at its highest, conserving the Nitric Acid for the high altitude cruise.
  • the exhaust gases are cooled and reintroduced to the combustion chamber as the working fluid thereby maintaining engine temperatures at the normal levels. Supercharging per se is not required but the working fluid must be circulated and reintroduced into the combustion chamber, scavenging and replacing the hot exhaust gases.
  • Noise is another major issue with aircraft. For subsonic aircraft most of the noise originates from the shock loss from the exhaust gases encountering the lower speed air around the aircraft. It is a particular problem on takeoff. This noise also represents a significant waste of energy. Aircraft equipped with WlCEGs generate essentially all their power from the fans: there is very little exhaust noise especially when the engine is operated with Nitric Acid injection supplying all or part of the Oxygen. Fans themselves do not produce a great deal of noise in comparison with the jet shock loss. Consequently, WTCEG equipped aircraft are inherently much quieter than turbofan aircraft.
  • the WICEGs do not have to be placed on the wings: they can be placed wherever suitable and be wired to the fans. This significantly reduces wing loading and drag. This lesser amount of drag also helps lower the noise signature even at supersonic speeds.
  • Fans can easily be designed to swivel thereby allowing for STOL (short takeoff and landing) or in some cases VTOL (vertical takeoff and landing).
  • the fans can also be arranged to increase lift:
  • vanes By using vanes to redirect the air after the fan.
  • This method can be used in association with or instead of swiveling the fans or tilting the wings to change the angle of attack.
  • Refer to Sheet 6. This method is particularly beneficial as the output from the fan can be partially directed below the wing surface.
  • the tan 6.6 can be arranged to generate an increased pressure in location 6.1 relative to location 6.2.
  • the wing 6.8 can be arranged to slow the air velocity further thus giving a further increase in pressure at 6.3 which applies on much of the underside of the wing.
  • the pressure at location 6.4 is lower than that at 6.2 due to the effect of the wing increasing the velocity at 6.4 relative to that at 6.2.
  • Controlled configurable vanes 6.7 can be arranged in the outlet of the fan to direct the air downwards and because it is possible to deploy multiple vanes it is possible to do this redirection without the separation and drag created by a single vane such as the wing.
  • This system also creates a method o f roll control which can be used in addition to or instead of ailerons. Tt is also possible to allow leakage through the vanes such that the pressure at 6.5 is arranged to be increased from its normal value to a value approaching or above the pressure at 6.2. This results in less drag due to the pressure differences between locations 6.5 and 6.2. The drag on the upper wing surface is only due to the velocity of the wing through the air. Thus a wing system of significantly increased performance is possible.
  • Vanes can additionally be arranged to turn in or close to the vertical plane. Vanes which turn in or close to the vertical plane provide another means of providing lateral thrust and/or yawing moment. Thus tighter turning circles are possible. Aircraft often have to deal with side winds. These can be severe at high altitude and can give rise to problems and limitations on landing. The method described alleviates the drag during these conditions and allows for landing under much more severe crosswind situations. Directed nozzles from the fans can be used to generate similar effects.
  • Heating means 6.9 can optionally be provided. This means can be any of the following, separately or in combination:
  • a divergent nozzle parts of which are shown at 6.10 and 6.1 1.
  • Such a nozzle is optional and is also optionally configurable so that its degree of divergence is controllable. It can also be configured as a convergent nozzle if so desired.
  • the vanes 6.7 can be configured to operate as controllable nozzles with variable convergent or divergent capability, thus allowing both supersonic and subsonic operation.
  • Swiveling the fans downwards on landing and/or tilting the vanes gives a very short landing distance and in addition the fans are able to be reversed to assist with braking or pullback from the gate.
  • the increase in lift is available at all altitudes.
  • the effective airspeed for lift is the actual airspeed plus die fan velocity, whereas the effective drag velocity for the body of the aircraft and also possibly for the upper wings surfaces is only the airspeed.
  • the result is that faster climb rates can be achieved, and since a great proportion of the fuel is consumed getting up to altitude, aircraft range is increased.
  • the cost of fuel is a major factor in the operations cost of airlines and this increase in climb rate has a significant positive effect on operations cost.
  • the most efficient operational altitude for an aircraft is a function of engine efficiency and power versus form drag and drag due to angle of attack, bearing in mind that sufficient lift is required to hold the aircraft up and thai lift results from both from angle of attack and airflow over the wing which gives rise to form drag.
  • lift increases with angle of attack but so does drag.
  • form drag decreases with altitude, but so does the available lift from the wing, and the angle of attack must be increased to compensate, thus increasing drag due to the angle of attack.
  • engine power falls off with altitude. The combination of these factors leads to an optimum cruising altitude for an aircraft.
  • the combination of WTCEGs and fans allows more efficient operation of aircraft and changes optimum operational condition by increasing the available power at altitude and also increasing lift and changing the angle of attack requirements.
  • Turbofan aircraft are presently used up to Mach 1.6, so supersonic operation is possible thereby decreasing transit times. In short, flying from London to Auckland nonstop in half the time presently taken may be possible.
  • WICEGs may replace gas turbines used for electric power generation.
  • Gas turbines are widely used for this purpose.
  • Natural Gas powered plants accounted for 21 % of the total electric power generation in the U.S. in 2008 and were responsible for 30% of the fossil fuel use and 30% of the Carbon Dioxide production for power generation.
  • Integrated Gasification Combined Cycle plants IGCC- of which there are relatively small numbers
  • CCGT Combined Cycle Gas Turbine
  • CCGT Combined Cycle Gas Turbine
  • Such an arrangement used for marine propulsion is called a Combined Gas (turbine) and Steam (turbine) (COG AS) plant. Peaking power plants using gas turbines is another example.
  • CCGT plants may have an efficiency of 57% comprised of 30.5% gas turbine efficiency and 38% steam turbine efficiency.
  • the use of a WICEG greatly increases efficiency, especially if a combined cycle system is used.
  • the WICEG system has a far greater efficiency than the diesel or gas turbine engines that are normally imed in such applications.
  • Ihc power output from a WICEG system is already in electric kW and the efficiency of conversion is greater than that of mechanical systems.
  • Wood's Electric Machines remove the pre-existing constraints such that the limiting factors arc now only the thermal, mechanical and electrical properties of the system. Thermal constraints are not such an issue with Ammonia as the overall combustion chamber temperatures generated, even at high compression ratios, are comparable with those of existing fuels.
  • the major constraint is the sealing of cylinder heads; the mechanical stresses generated by pressure are quite modest and easily handled. In a conventional IC engine burning carbon-based fuel, it is necessary to have the combustion chamber pressure assist with valve sealing largely because of deposition of carbon and other products of combustion.
  • shuttles Due to the reactivity of Ammonia and/or nitric acid with aluminum, shuttles should not be made from this material. Cast Irons and steels are more suitable materials. The shuttles also differ in structure from those presently in use. There is no requirement for a rotating connecting rod in a W1CEG. The shuttle does not need a skirt to align it and it can be perfectly circular rather than slightly oval as pistons are at present. It is also possible to choose materials for the shuttle which have a different coefficient of expansion relative to the cylinder such that relative thermal expansion caused by the differing average temperatures of the shuttle and the cylinder is minimized or eliminated. Ihc net effect is to allow for better wearing and tighter tolerances on the shuttle. To maximize this, preferably both the shuttle and the valves are fitted with automatic rotation devices so that, on each stroke, they bear on a slightly different part of their bearing surfaces. Other advantages of a WICRG relative to a conventional IC engine include the following:
  • the lubricant may be supplied in the fuel: Ammonia is an excellent solvent, and many lubricants may be dispensed dissolved in the fuel. These same lubricants will lubricate the dispensing pump.
  • the lubricant may be supplied by a spray or mist on the non active side of the shuttle, Some cylinder coatings are now available which obviate the need for cylinder lubrication altogether.
  • the fuel is a liquid and is dispensed into vehicles in a similar manner to that required for Propane.
  • On board tanks are required to resist only marginally higher pressures than Propane tanks, and, due to the recent developments in tank design using composites, it is possible to manufacture conformal tanks.
  • These tanks can be made significantly lighter by incorporating internal structures which are bonded to the external shell so that the internal structures are in tension and assist the shell in resisting the internal pressure. Such structures can also assist in limiting unwanted fuel movement. This means that there is no impact on current vehicle space relative to fuel tank space requirements.
  • Ammonia is not a carcinogen, and, in fact, humans have enzymes which allow us to excrete it so there is no possibility of long-term accumulations in the human body.
  • a spill of liquid Ammonia can be dealt with by washing with water.
  • the resultant solution can be disposed of in sewer or storm water drains.
  • the effect is that of a fertilizer as the Ammonia is absorbed into die biosphere as Mitrogen.
  • WICEG powered vehicles will likely be four-wheel drive with one electric motor to power each wheel and with independent electronic control of traction and braking.
  • Such powertrain architectures increase vehicle safety.
  • Regenerative braking is possible and advantageous. This requires some battery storage, and the weight and cost of such storage can be balanced against the duration of regenerative braking required.
  • engine braking becomes markedly less effective as the vehicle slows down, but, because the cycle rate of the WICEGs is controlled electronically instead of being directly coupled to wheel rotation, this effect is minimized.
  • anti-lock braking is simple to implement.
  • the traction motors on each wheel automatically provide wheel rotation sensing, and control of braking is done entirely electronically. This minimizes the need for pumps and valves, and the electronic control makes the system far more responsive than the usual mechanical systems.
  • the mechanical braking arrangements on each wheel become smaller, simpler, lighter, and more durable.
  • the electronic systems can be extended to detect wheel slippage during acceleration as well, and this also can be controlled thereby providing greater safety in wet, icy or high torque driving conditions and allowing the maximum possible power to be transmitted to each wheel. With wheel lockup or wheel spin no longer being an issue, the limiting factor becomes tire traction alone.
  • WEMs are able to handle higher source temperatures than turbines can, thus allowing more general application and in many cycles generating higher efficiencies.
  • the COP of a Brayton, Rankine, Airconditioning, Heat Pump or similar cycle has a peak COP at a certain heating or cooling load, but as the power input decreases the heating or cooling load decreases only very slowly but as it does so the COP increases significantly. For example at hal the maximum heat transfer rate the COP may be double or more the COP at the maximum heat transfer rate. Conventional compressors cannot take advantage of this as they are either on or off and the airconditioner or refrigerator or heat pump is either on or off. WEMs however can operate at variable cycle rates and/or variable strokes. Consequently with WEMs it is possible to regulate the cycle rate and stroke lengths according to the heating or cooling requirement such that the maximum possible COP is obtained for any given load.
  • a Brayton cycle where there are WEMs in series it is possible to change the relative cycle rates and strokes of the compression side WEM(s) relative to those of the expansion side WEM(s).
  • a Brayton, Rankine, Airconditioning, Heat Pump or similar cycle using WEMs can also react to changing source and sink temperatures so as to maximize COP for any given heating or cooling load. Typically this means that relative to conventional systems the COP is more than doubled and the running costs are less than half.
  • WEMs can be used as presses, rams, impact hammers and/or devices wherein it is necessary to accelerate an object and/or fluid and/or pressurize an object and/or fluid and/or generate a force.
  • Traditional production presses use an electric motor coupled to a clutch and a transmission to produce force and motion. WEMs do not need the transmission or clutch and are thus simpler and more versatile devices.
  • the Haber process requires that Ammonia be separated from the products of ttie catalytic reactor. These products are at temperatures above 400 degrees C and are at pressures up to 200 Atmospheres.
  • the preferred method of recovery is to drop the temperature so that the Ammonia becomes a liquid and is removed; then the remaining gases which comprise around 90% of the total are reheated and reintroduced to the reactor. This is a major heat exchange process which comes with a high capital cost, a significant inefficiency, and a large plant footprint.
  • the conventional Haber process reacts Nitrogen with Hydrogen over a catalyst in the region of 400 degrees C and at high pressures (typically in the range 80 to 300 atmospheres).
  • the reaction is exothermic at 45.9 kJ/mole of Ammonia formation.
  • the reaction is also driven in the opposite direction by temperature; hence, it is important not to let the temperature rise above the minimum values required to allow the rate of reaction to be commercially adequate.
  • the catalyst assists the reaction by reducing the activation energy of the reaction and allowing the reaction to proceed at lower temperatures than would otherwise he possible. Ihe reaction is also promoted by higher pressures, but these, as do higher temperatures, come with equipment cost penalties.
  • the reaction is also inhibited by rising Ammonia concentrations.
  • Wood's Electric Machines offer advantages wherever heat transfer is to be accomplished in any process.
  • One advantage of WEMs is that expansion and compression processes may be accomplished by conversion of the energy required or consumed to electrical energy which may then be shared between several separate processes or even put back into the grid for use elsewhere.
  • the expansion and contraction processes are adiabatic and essentially reversible. Consequently, WEMs for this purpose are much more efficient, compact, and of lower cost than conventional heat exchange processes.
  • heat energy may be reversibly converted to electrical energy by external (WECEM) or internal Wood's Electric Machines WEMs.
  • WECEM external
  • WEMs Internal Wood's Electric Machines
  • INCORPORATED BY REFERENCE Referring to Sheet 7:
  • the energy in the output gases is converted to electrical energy by adiabatic expansion in one or more cylinders of a Wood's Electric Machine (7.1).
  • the pressure and temperature are dropped from those present at the output oi the catalyst (7.2) to preferably slightly above those required for storage of the Ammonia, for example, 30 degrees C and 27 Atmospheres.
  • the temperature is allowed to reach ambient conditions assisted by heat exchange if necessary.
  • the vapor pressure of Ammonia in a 3:1 Hydrogen to Nitrogen mix under those conditions is such that the Ammonia percentage in the vapor could reach approximately 40% before condensing.
  • the temperature of this mixture is lowered to approximately -75 degrees C by a heat pump (7.12) thereby lowering the Ammonia vapor pressure so that even small percentages of Ammonia in the mixture condense in an insulated condenser (7.13).
  • a heat pump could be used directly connected between the output line from WEM (7.8) and the input line of WEM (7.1)
  • a preferred embodiment is to use an additional counterflow heat exchanger (7.14) to do the bulk of the heat transfer with the heat pump (7.12) merely controlling the insulated container (7.13) to the appropriate temperature. This is a much more energy efficient method than one using the heat pump alone.
  • the energy requirement for this part of the process is much less than the energy required in the traditional Haber process.
  • the temperature of the gases must be lowered from approximately 450 degrees C to below 0 degrees C to get adequate condensation of Ammonia. While this is possible to do, especially using counterflow heat exchangers, all the components in the loop must be capable of withstanding the high temperatures and full operating pressure which is expensive to achieve. It will be appreciated that the use of WEMs to sim ltaneously reduce temperature and pressure allows the use of much more compact and lower cost heat exchangers.
  • the heat from the heat pump is recycled back into the remaining Hydrogen and Nitrogen. Additional Hydrogen (7.4) and Nitrogen (7.5) are required to make up for that removed in the Ammonia. The Hydrogen and Nitrogen are supplied to this location (7.13) by additional Wood's Electric Machines
  • INCORPORATED BY REFERENCE (RULE 20.6) adiabatically compressing the Hydrogen (7.6) and Nitrogen (7.7) in approximately a 3: 1 ratio from their supply pressures up to 18 Atmospheres. It is also possible, but less desirable, to introduce the makeup gases immediately before the EM (7.8). The mixed gases are then adiabatically recompressed in a Wood's Electric Machine (7.8) up to the pressure and temperature required at the input to the catalyst which are of the order of 400 degrees C and 390 Atmospheres, respectively. These gases are fed back into the catalyst (7.2).
  • one shuttle drives the other and only the excess energy is converted to electrical power. This minimizes the cost and size of the electrical conversion components. Since compression strokes are variable in Wood's Electric Machines, these may be used as a control mechanism for the output gas temperature and pressure. Although only single WEMs arc shown at 7.1, 7.6, 7.7 and 7.8 it will be appreciated that these may consist of many individual WEMs controlled so as they may act in concert.
  • the cost structure of the process may be further mmirnized by optimizing the rate of flow such that the combined costs of the total process are minimized. For example, at an Ammonia volume percentage of 5% in the catalyzed gases with an engine running at 2500 cycles per minute, 2310.6 gm/liter of engine size per minute of Ammonia will be produced with a catalyst inlet temperature of 400 degrees C and a catalyst outlet temperature of 480 degrees C at a pressure of 573 atmospheres. There is a net energy gain of 18 kW per liter of engine size. 180.75 kg per liter of engine size of KM1 catalyst (if that catalyst is used) is required.
  • INCORPORATED BY REFERENCE 400 degrees C and a catalyst outlet temperature of 407 degrees C at a pressure of 458.5 atmospheres. There is a net energy loss of 6 kW per liter of engine size. 6.446 kg per liter of engine size of KM1 catalyst is required. It will be noted that the temperature rise across the catalyst is lower (which is beneficial), but the pressure is also lower (which is not beneficial as far as the process is concerned but which is beneficial relative to cost), and the amount of catalyst required is less even when corrected for equivalent amounts of Ammonia output but energy must be supplied to the process.
  • the conventional Haber process also has heat transfer problems due to the exothermic nature of the reaction. It is usual to cool the gases between each of the inline reactor vessels to help to maintain a satisfactory rate of reaction. With the FAM the temperature rise across the catalyst is much lower and is also controllable by flow rate so, consequently, no intercooling is required and the rate of reaction is not impaired by temperature.
  • the heat exchangers nonnally used are expensive and bulky; their replacement by Wood's Electric Machines gives a much smaller, lower cost and more flexible and efficient solution.
  • What is outlined here is a method of using an electric arc (8.1) efficiently to raise the temperature of the rcactants to a level sufficient for the reaction to proceed in a reaction chamber (8.2) that, preferably, contains a catalyst.
  • the arc only supplies the energy to allow the catalyst to convert the reactants; this is an endothermic reaction that requires heat, and the arc also replaces the heat losses in the system.
  • the arc does make some oxides of Nitrogen, but this is secondary to those produced by the catalyst. It is also possible to provide the heat with resistive electric elements, but this is less desirable as no extra oxides of Nitrogen are produced by this method.
  • the reaction chamber contains catalyst as that lowers the activation energy required in the reaction and allows it to proceed more rapidly at a given temperature; however, since the maximum temperature limits for the reaction chamber are governed only by materials, it is possible for the temperature to be increased to a point where the reaction will proceed without a catalyst.
  • the reaction chamber (8.3) and the pipes connecting it (8.4 and 8.5) arc extremely well insulated, preferably by vacuum and multiple reflective heat shields. After the reactants pass through the reaction chamber they enter a similarly well-insulated counterflow heat exchanger (8.6) which allows the outgoing gases to give up their heat to the gases going to the entrance of the chamber.
  • the counterflow heat exchanger may consist of several sections with each section using materials suitable for the temperature range of that section, for example, ceramics for very high temperatures, titanium up to approximately 1500 degrees C, and stainless steel at lower temperatures. By this means, the cost of the heat exchanger is minimized and its efficiency is maximized. Gases from the outlet of the heat exchanger are cooled to room temperature. The cooled outlet gases from the heat exchanger are allowed to mix with the excess Oxygen present so as to transform Nitric Oxide into Nitrogen Dioxide (8.7). This reaction is exothermic at 59.1 kJ/mole. A secondary heat exchanger (8.18) can be used as necessary to keep the temperature close to room temperature. This mixture is then passed through water in a container (8.8) to absnrh the oxides of Nitrogen as Nitric Acid. Makeup water (8.9) is also supplied at this point. The gases are then passed to the cold inlet of the
  • Dilute Nitric Acid is drawn off the water container (8.8) by a circulator (8.9) and passes into another extremely well-insulated counterflow heat exchanger (8.14) which raises the temperature to close to boiling point.
  • the dilute itric Acid then enters a distiller (8.15) which drives off the excess water as steam.
  • the steam is passed into the other leg of the counterflow heat exchanger and is condensed back to water thereby heating the incoming water to the distiller.
  • the water is passed back into the water container. Only sufficient external heat (8.16) is supplied to allow the distiller to operate.
  • Nitric Acid is drawn off (8.17) from the distiller and, after optional heat recovery, may be otherwise used or stored for use.
  • the Nitric Acid can then be reacted in the traditional fashion with Ammonia to produce Ammonium Nitrate, or, alternatively, the concentrated Nitric Acid may be used to produce the Ammoniacal fuel referred to earlier by combining it in the correct proportions with some of the liquid Ammonia. Surplus Oxygen may also be dissolved in the Ammoniacal fuel at this time.
  • the Nitric Acid is also available for other uses.
  • Ammonia is the basic ingredient for the fertilizer industry and is a precursor to several other industrial processes.
  • the above system provides a method of producing Ammonia more economically while at the same time producing it at the locations where it is needed and removing the need for any significant transport of Ammonia. It has been stated that anyone faces a problem with the availability of Ammoro ' u-based fertilizers because of the pollution produced during their manufacture by the conventional processes.
  • the new system described not only lowers the cost of
  • INCORPORATED BY REFERENCE (RULE 20.6) fertilizer, but in doing so, it removes the major cause of pollution from the associated SMR and Ostwald plants.
  • this system has application regardless of the scale of Ammonia and/or Nitric Acid plants and/or Ammonium Nitrate fertilizer plants.
  • a further advantage is that it is possible to design a number of modular plants using this system; those plants can be used as building blocks in combination to create any given size plant without the need for specifically designing a new plant each time. It is also possible to service a plant by servicing individual modules without having to shut the whole plant down.
  • the Nitro-Hydrogen Economy uses no Platinum and no other Platinum Group Metals (PGMs) other than a minor quantity of Palladium for the catalyst used for production of Nitric Acid.
  • PGMs Platinum Group Metals
  • Presently PGMs are used in vehicle exhaust catalysts and in many phases of the SM -Haber-Ostwald processes.
  • the proposed use of batteries und/or fuel cells would be a large consumer of these scarce and expensive resources, so much so that recycling arrangements would become mandatory.
  • a shift to the Nitro-Hydrogen economy eliminates these uses and their attendant problems.
  • the system herein described uses the Nitrogen in air with Hydrogen and Oxygen from water and improved electrical generation facilities together with fuel storage to replace fossil fuels and remove the problem of accretion of atmospheric Carbon Dioxide.
  • the essence of the system is the combination of reversibly generating electric power with renewable and/or nuclear and/or fossil fuel plants, preferably those utilizing WICEGs, transmitting electric power to low cost efficient electroly/ers coupled with onsite high efficiency Ammonia and/or Nitric Acid generating machines, storing energy as Ammonia, and dispensing it on demand into TC engines which can be of the high efficiency Wood's Electric Machine type with their benefits of low costs, increased power, and reduced weight.
  • This overall combination of items leads to an industrial system with much greater efficiency and much better economics than the present systems using electricity, oil, gas, water, and fertilizers.

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  • Chemical & Material Sciences (AREA)
  • Organic Chemistry (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Analytical Chemistry (AREA)
  • Inorganic Chemistry (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Hydroponics (AREA)

Abstract

L'invention concerne un système de production et d'utilisation de combustibles liquides et d'engrais à partir d'électricité, ainsi que des modèles et des utilisations de machines électriques linéaires.
PCT/US2011/028268 2010-03-15 2011-03-14 Système de fabrication et d'utilisation de combustibles liquides et d'engrais à partir d'électricité et modèles et utilisation de machines électriques linéaires WO2012170003A2 (fr)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9228490B2 (en) 2010-01-19 2016-01-05 Altor Limited Lc System and method for electrically-coupled heat engine and thermal cycle
NO20171354A1 (no) * 2017-08-14 2019-02-15 Lars Harald Heggen Nullutslipps fremdriftssystem og generatoranlegg med ammoniakk som brennstoff

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995005529A1 (fr) * 1993-08-16 1995-02-23 Loral Vought Systems Corporation Production d'energie a grand rendement
US20090121495A1 (en) * 2007-06-06 2009-05-14 Mills David R Combined cycle power plant
US20100019506A1 (en) * 2008-07-22 2010-01-28 Caterpillar Inc. Power system having an ammonia fueled engine
US20100288211A1 (en) * 2009-05-18 2010-11-18 Fuel Systems Design, LLC Fuel system and method for burning liquid ammonia in engines and boilers

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995005529A1 (fr) * 1993-08-16 1995-02-23 Loral Vought Systems Corporation Production d'energie a grand rendement
US20090121495A1 (en) * 2007-06-06 2009-05-14 Mills David R Combined cycle power plant
US20100019506A1 (en) * 2008-07-22 2010-01-28 Caterpillar Inc. Power system having an ammonia fueled engine
US20100288211A1 (en) * 2009-05-18 2010-11-18 Fuel Systems Design, LLC Fuel system and method for burning liquid ammonia in engines and boilers

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9228490B2 (en) 2010-01-19 2016-01-05 Altor Limited Lc System and method for electrically-coupled heat engine and thermal cycle
NO20171354A1 (no) * 2017-08-14 2019-02-15 Lars Harald Heggen Nullutslipps fremdriftssystem og generatoranlegg med ammoniakk som brennstoff
NO343554B1 (no) * 2017-08-14 2019-04-01 Lars Harald Heggen Nullutslipps fremdriftssystem og generatoranlegg med ammoniakk som brennstoff
US11149662B2 (en) 2017-08-14 2021-10-19 Lars Harald Heggen Zero emission propulsion systems and generator sets using ammonia as fuel
US11542878B2 (en) 2017-08-14 2023-01-03 Lars Harald Heggen Zero emission propulsion systems and generator sets using ammonia as fuel

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