WO2014127146A1 - Systèmes et procédés pour un meilleur refroidissement de moteur et une meilleure production d'énergie - Google Patents

Systèmes et procédés pour un meilleur refroidissement de moteur et une meilleure production d'énergie Download PDF

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Publication number
WO2014127146A1
WO2014127146A1 PCT/US2014/016292 US2014016292W WO2014127146A1 WO 2014127146 A1 WO2014127146 A1 WO 2014127146A1 US 2014016292 W US2014016292 W US 2014016292W WO 2014127146 A1 WO2014127146 A1 WO 2014127146A1
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WIPO (PCT)
Prior art keywords
combustion chamber
working fluid
engine
stroke
combustion
Prior art date
Application number
PCT/US2014/016292
Other languages
English (en)
Inventor
Roy Edward Mcalister
Original Assignee
Mcalister Technologies, Llc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US13/766,710 external-priority patent/US20130291826A1/en
Application filed by Mcalister Technologies, Llc filed Critical Mcalister Technologies, Llc
Publication of WO2014127146A1 publication Critical patent/WO2014127146A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B21/00—Combinations of two or more machines or engines
    • F01B21/02—Combinations of two or more machines or engines the machines or engines being all of reciprocating-piston type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/0227—Control aspects; Arrangement of sensors; Diagnostics; Actuators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
    • F02B47/02—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being water or steam
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B73/00—Combinations of two or more engines, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0644—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being hydrogen, ammonia or carbon monoxide
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
    • F02D19/0652—Biofuels, e.g. plant oils
    • F02D19/0655—Biofuels, e.g. plant oils at least one fuel being an alcohol, e.g. ethanol
    • 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
    • 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
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the following disclosure relates generally to systems and methods for operating a combustion engine at higher efficiencies by injecting a working fluid into a combustion chamber to cool the combustion chamber enabling weight reduction and maintenance reduction of a conventional internal combustion engine cooling system and enabling the ability to generate energy in a subsequent engine.
  • the disclosure relates to engines and vehicles that inject a working fluid into a combustion chamber to cool the combustion chamber enabling weight reduction and enabling the ability to generate energy in a subsequent engine.
  • Figure 1 is a schematic illustration of a combustion engine and a series of secondary engines configured in accordance with embodiments of the present disclosure.
  • Figure 2 is a schematic illustration of an engine and a gate for directing a working fluid and exhaust to one or more secondary engines configured in accordance with embodiments of the present disclosure.
  • Figure 3 is a flowchart of a method for monitoring a process within a combustion engine and delivering a working fluid to the combustion engine according to embodiments of the present disclosure.
  • Figure 4 is a flowchart of a method for monitoring a process within a primary combustion engine and delivering a working fluid as needed in a secondary engine according to embodiments of the present disclosure.
  • Figure 5 is a partially schematic illustration of an engine having multiple cylinders, multiple sensors, and a controller configured in accordance with embodiments of the present disclosure.
  • Figure 6 is a schematic block diagram of a four stroke combustion cycle and working fluid injection timing configured in accordance with embodiments of the present disclosure.
  • Figure 7 is a schematic illustration of a vehicle incorporating a combustion engine and a series of secondary engines according to the embodiment of Figure 1 .
  • the present technology is generally directed toward systems and methods of improved engine cooling and energy generation.
  • the systems and methods include a combustion engine having one or more combustion chambers in which fuel and air are burned to produce energy.
  • the operation of the combustion chambers can include an Otto cycle, a diesel cycle, or any other suitable energy cycle.
  • these energy cycles include a piston and a crankshaft in a cylinder of an engine. The combustion of fuel and air produces hot combustion gases that expand and as the piston moves and generates torque on the crankshaft.
  • a working fluid is injected into the combustion chamber during any portion of the combustion cycle to cool the combustion chamber and also to produce work.
  • the working fluid can generally be any type of fluid. Examples include water, methanol, ammonia, and any other suitable fluid including gaseous fuels. Cooling the combustion chamber using a working fluid inside the combustion chamber can replace other cooling structures, such as fins or cooling jackets, or other bulkier, heavier cooling structures that are conventionally used to cool engine chambers externally. Cooling the engine from the interior can be superior to cooling from the exterior at least because the heat is produced inside the combustion chamber, so the heat does not need to be transferred through the material of the combustion chamber before being removed.
  • the systems and methods of the present technology allow an engine to be lighter and smaller than a comparable engine with conventional exterior cooling structures, at least for the simple benefit that the vehicle carries less engine weight and requires less engine space by eliminating such structures.
  • the engine can include one or more combustion chambers.
  • an automobile engine generally includes 4, 6, or 8 cylinders, each comprising a self-contained combustion chamber.
  • each individual combustion chamber can be monitored, and a controller can introduce the working fluid into individual chambers as needed to control the temperature of critical components of individual combustion chambers substantially independently of the remaining chambers.
  • the working fluid can also be used to generate useful work in the engine, for example, by gaining heat energy to perform expansive work including selections of working fluid that change phase from a liquid to a gas and thereby exerts pressure on the piston in the chamber.
  • the working fluid can include water that will vaporize upon gaining heat in the hot combustion chamber, and the hot steam can move the piston to produce work.
  • the working fluid can also produce work in a subsequent engine after passing through the combustion chamber.
  • the working fluid can be fuel that is not fully consumed in the combustion chamber and is passed to a subsequent engine for expansion and/or combustion and energy production in the subsequent engine. Combustion can be prevented by injecting large quantities of fuel e.g., more than for a combustion event and/or by recirculation of exhaust gases or by other methods for withholding oxygen from the combustion chamber.
  • the fuel will be heated by cooling critical components of the combustion chamber and can be activated for combustion and/or other useful consumption in the subsequent engine.
  • the working fluid can contain a reagent that can be mixed with fuel, air, and other substances introduced into the combustion chamber. For example, ammonia, glycol, or other substances can be used to facilitate ignition, combustion and/or cooling of the engine chamber.
  • the reagent can be used to pilot the combustion, assist a diesel cycle, or assist a plasma generation system.
  • FIG. 1 is a schematic illustration of a working fluid delivery system 100 according to the present technology.
  • the system 100 includes a first engine 1 10, a second engine 120, and a third engine 130.
  • the third engine 130 is labeled as "Engine n" because the system 100 can include any number of engines.
  • a first engine 1 10, second engine 120 and third engine 130 are shown.
  • the first engine 1 10 can include an internal combustion engine that receives fuel 1 12a, air 1 14 and a working fluid 1 16a into a combustion chamber. As with conventional combustion chambers, the first engine 1 10 can burn the fuel 1 12a and the air 1 14 to produce a combustion event.
  • the engine 1 10 can operate with fuel 1 12a and air 1 14 under normal conditions until the temperature, pressure, or another variable causes a need for an injection of working fluid 1 16a.
  • a working fluid 1 16a can be injected into a combustion chamber of the first engine 1 10 to cool the engine 1 10 and also to produce useful work 1 15.
  • the work 1 15 can come from the combustion event, or from the working fluid 1 16a, or a combination of the two.
  • the working fluid 1 16a can be a coolant fluid such as water, or a combustible substance such as ammonia, ethanol, methanol, gasoline, or any suitable fluid in any suitable mixture.
  • the first engine 1 10 can output an exhaust 1 18 from the engine which can be sent into the atmosphere, and/or passed forward into the second engine 120.
  • the working fluid 1 16b now hot from the combustion event and possibly in a different phase (e.g., gas), can be passed forward into the second engine 120.
  • the working fluid 1 16b may be altered chemically or otherwise as a result of passing through the first engine 1 10.
  • the working fluid 1 16b is chosen according to how passing through the hot combustion chamber of the first engine 1 10 will affect the working fluid 1 16b.
  • different temperatures, pressures, and chemical constituencies within the combustion chamber may call for a selection from among various possible working fluids, or for some appropriate mixture of two or more working fluids, as suitable for use in the second engine 120.
  • the second engine 120 can also receive supplemental air 1 14 (or oxidant), supplemental fuel 1 12b, and additional working fluid 1 16c.
  • the supplemental air may be provided by an air compressor (not shown) driven by the second engine 120.
  • the second engine receives oxidant from an electrolyzer.
  • the working fluid 1 16c can be similar to the working fluid 1 16a first injected into the first engine 1 10, or the working fluid 1 16b produced in the first engine 1 10, or it can be a new species of working fluid.
  • the second engine 120 may be generally similar to the first engine 1 10 and can expand the fluid it receives and/or burn fuel, air and/or other substances in a series of combustion events to produce useful work 1 15.
  • the second engine 120 is provided with another type of fuel generation system, including a thermo-chemical regeneration ("TCR") system as described more fully in U.S. Patent Application Serial No. 13/027,208 (Attorney Docket No. 69545.8601 .US) entitled, "CHEMICAL PROCESSES AND REACTORS FOR EFFICIENTLY PRODUCING HYDROGEN FUELS AND STRUCTURAL MATERIALS, AND ASSOCIATED SYSTEMS AND METHODS,” filed February 14, 201 1 , which is incorporated herein by reference in its entirety.
  • TCR thermo-chemical regeneration
  • the second engine can also be a turbine, can be a fuel cell, or an auxiliary system of the vehicle such an air conditioning system, an electricity generation system, a space heater, a domestic water heater, air compressor, fuel pressurizer, or any other auxiliary system.
  • the third engine 130 can similarly receive exhaust and/or working fluid 1 16c from the second engine 120, supplemental air 1 14, fuel 1 12c, and/or working fluid 1 16d, and so on in a cascading series of engines.
  • Each of the engines 1 10, 120, or 130 can produce useful work from expansion of a working fluid and/or a combustion event, the working fluid expanding and/or changing phase, or any combination of such energy conversion events.
  • FIG. 2 is a schematic illustration of a further working fluid delivery system 200 according to embodiments of the present technology.
  • the system 200 can include in a first or primary engine 210, a gate 250a, a second engine 220, a third engine 230, and a fourth engine 240; each having respective gates, 250b, 250c, and 250d.
  • the engines 220, 230, and 240 can be any type of engine, including a fuel cell, turbine, TCR unit or any suitable energy conversion system.
  • the engines 220, 230, and 240 are collectively referred to herein as secondary engines. It is to be appreciated that the system 200 can include any number of engines (primary or secondary) and gates in any suitable combination or series.
  • the engine 210 can receive fuel 212, air 214, and a working fluid 216a and can combine these components and in a combustion cycle, can produce useful work 215.
  • the gate 250a can receive the working fluid 216b and the exhaust 218 from the engine 210, and can adaptively direct the exhaust 218 and the working fluid 216b to the second engine 220, third engine 230, fourth engine 240, or as exhaust to the atmosphere. It is to be appreciated that any number of engines can be included in the system 200.
  • the system 200 can also include a controller 252 operably coupled to the gate 250a that can direct the fluids adaptively between the various engines as needed by the system 200.
  • the controller 252 can monitor conditions in the various engines and distribute the working fluid 216b among the engines as appropriate.
  • the controller 252 can include a predetermined delivery schedule.
  • the controller 252 can operate reactively based on sensed conditions within various combustion chambers and as needed by a given secondary engine under a given load.
  • the engine 210 may be used in various different environments and at different operating levels, and will produce varying amounts of working fluid, different temperatures and pressures, and different characteristics within the combustion chambers of the engine 210.
  • the working fluid 216b and exhaust produced at differing loads can be adaptively distributed advantageously to the secondary engines.
  • the second engine 220 may operate more efficiently on cooler working fluid 216b that is produced when the engine 210 operates at a relatively low level.
  • the third engine 230 may run more efficiently on the type of working fluid 216b and exhaust 218 produced by the first engine 210 when the first engine 210 operates at a very high level.
  • the load on any of the secondary engines may dictate the type and/or quantity of working fluid 216b delivered by the gate 250a.
  • the controller 252 can include a priority listing of the engines 210 to resolve competing demands for resources.
  • FIG. 3 is a flowchart describing a method 300 of monitoring a process within a combustion engine and delivering a working fluid according to embodiments of the present technology.
  • the method 300 can be practiced with a sensing system for a combustion event as described more fully in U.S. Patent Application Serial No. 13/027,170 (Attorney Docket No. 69545.1302.US) entitled, "METHODS AND SYSTEMS FOR ADAPTIVELY COOLING COMBUSTION CHAMBERS IN ENGINES," filed February 14, 201 1 , which is incorporated herein by reference in its entirety.
  • the sensing system can monitor many variables such as pressure, temperature, acoustic energy, optical measurements, and chemical conditions can be monitored within a combustion chamber.
  • Step 330 includes delivering working fluid to the combustion chamber to cool the combustion chamber.
  • the type, amount, and timing of the working fluid delivery can vary adaptively to optimize heat to work energy conversion purposes depending on other measured factors and design preferences.
  • Step 340 includes preparing subsequent engines to receive the working fluid as it flows downstream from a primary engine to a secondary engine. There is a slight lag between delivery to the primary engine and when the working fluid arrives at the secondary engine(s). In some embodiments, the status of the secondary engines can also be monitored. If there is an event requiring immediate delivery of working fluid or any other fluid where the lag is unacceptable, the working fluid can be delivered directly to the secondary engine as capabilities of a given configuration permit.
  • the sampling rate of the measurements can be sufficiently high that the conditions in the primary and secondary engines are monitored substantially in real time.
  • an engine can monitor temperature within individual combustion chambers, and using a controller or other control techniques, can carefully control the temperature of the engine and prevent each individual combustion chamber from exceeding a predetermined temperature limit, pressure limit, or another measured characteristic having a safe or desirable limit.
  • Two or more measured characteristics can be measured together in step 320. For example, temperature and pressure are generally related phenomena, as excessively high temperatures at high pressure are generally more concerning than high temperatures alone. Other combinations of variables can also trigger a delivery of working fluid to diffuse a situation.
  • the decision can be based on a rate of temperature change as well as a value of temperature change. For example, if the difference between any two samplings of the temperature is greater than a threshold value, the method 300 can include inferring that the temperature is rising quickly and is likely to continue to rise. Accordingly, in some embodiments, even if the temperature is lower and is still within the acceptable range, if based on the current trend in the temperature and the engine it is likely that the temperature will exceed the threshold, the working fluid can be introduced into the chamber to cool the engine.
  • the result of combusting a fuel in a conventional engine is that air or liquid is cooled by conduction of heat from the combustion chamber to exterior subsystems such as cooling fins, liquid coolants circulated by pumps to a fan cooled radiator, etc.
  • the overall efficiency of converting the heat released by combustion into work delivered by the output shaft is typically about 28%.
  • the traditional cooling system and exhaust systems reject 72% of the heat released by combustion of which about 35 to 40% is removed by the air and/or liquid cooling system.
  • the energy which is wasted from the combustion chamber by air and/or liquid cooling circulated in circuits outside of the combustion chamber is reduced or eliminated.
  • This is accomplished by engine operation with a working fluid such as water that is injected during the power stroke or work-producing cycle of operation.
  • the working fluid removes heat from the combustion chamber to provide desired cooling and performs expansive work to replace the combustion of fuel as provided in each of the preceding five complete engine cycles.
  • an average of one in six complete engine cycles produces the same amount of power without fuel combustion.
  • Reduction in fuel consumption is gained from expansion of a working fluid that cools the combustion chamber and performs work on an average of one cycle out of six.
  • cooling jacket and/or fin materials • propulsion of the additional masses including cooling jacket and/or fin materials, inventory of coolant, coolant overflow tank, coolant overflow tank filter system, coolant hoses to and from the cooling jacket of the engine, coolant hose connectors and fittings, thermostat housing, thermostat, water pump, water pump drive belt idler-tensioner assembly, radiator, radiator shroud, air fan, fan drive belt, fan belt idler-tensioner assembly, etc.;
  • Another embodiment reduces or eliminates the energy removed from the combustion chamber by air and/or liquid cooling by operation with a working fluid selected from options such as water, a mixture of water and fuel or un-ignited and/or surplus fuel that removes heat from the combustion chamber and performs work by expansion.
  • a working fluid selected from options such as water, a mixture of water and fuel or un-ignited and/or surplus fuel that removes heat from the combustion chamber and performs work by expansion.
  • fuel potential is exhausted from the first engine, it may be combusted to provide heat that is utilized by another engine that operates in conjunction with the first engine and/or such heat may drive endothermic reactions in a TCR system.
  • Embodiments that utilize a combination of engines provide numerous advantages including:
  • a piston or rotary combustion primary engine is combined with a second engine such as a piston, rotary, or turbine expander or engine.
  • a coolant selected from the group including water, a mixture of fuel and water, and non-aqueous liquids is injected by injector-igniter and/or into the combustion chamber during the power and/or exhaust cycles of a complete cycle that includes intake, compression, power and exhaust events. Ignition is eliminated or ignition timing is delayed to provide unburned fluid that performs the desired cooling of the first engine as it produces work and such fluid enters the second engine.
  • the second engine has the advantage of the coolant flow from the first engine through conduit to produce a higher mass flow rate and injection- igniter ignites any fuel that arrives from engine and may receive and combust additional fuel to boost power production as provided by controller. Operation according to this operational permutation provides much higher mass flow and/or temperature to TCR.
  • FIG. 4 illustrates a method 400 according to further embodiments of the present technology.
  • a decision is made whether working fluid is needed at a primary or a secondary engine.
  • the need can be based on a need for cooling, or to produce work based on the working fluid.
  • the engines can be operatively arranged in a cascading series and the working fluid can be designed to cool any one or more of the engines, and to produce useful work at any one or more of the engines.
  • the working fluid includes a hydrogen-rich substance that is to provide hydrogen to a process in a secondary engine. If the secondary engine needs hydrogen from the working fluid, the method 400 can continue at step 430.
  • FIG. 5 is a partially schematic illustration of an engine and sensor system configured according to embodiments of the present technology.
  • the system 500 can include an engine 510 having a plurality of combustion chambers or cylinders 520.
  • a fluid delivery source 530 can be configured to deliver fuel, air, and working fluid 550 through one or more pathways 532 to each of the combustion chambers or cylinders 520.
  • the system 500 can also include a plurality of sensors 530 which can in some embodiments be individually coupled to combustion chambers 520, and connected to a controller 540.
  • the individual combustion chambers 520 can be equipped with sensing mechanisms that can monitor conditions within the combustion chambers 520 such as temperature, pressure, chemical constituents, light, acoustic energy, oxidant and/or fuel introduction and combustion event timing and patterns and virtually any other measurable characteristic.
  • fuel, air and a working fluid can be introduced into the combustion chambers through direct injection or through indirect injection.
  • the sensors 530, and the controller 540 can monitor the combustion chambers 520 independently such that information such as the temperature and/or pressure etc., of each individual cylinder 520 can be monitored and the temperature and/or pressure can be controlled independent of other combustion chambers.
  • differing amounts of working fluid, fuel, air and other substances can be delivered to individual combustion chambers according to the temperature and/or pressure within each individual combustion chamber 520. Accordingly the heat production and the combustion event within the individual combustion chambers can be individually monitored which leads to a more efficient use of working fluid, including better control of temperature and/or pressure within the engine 510 as compared to conventional combustion control in engine operations.
  • Figure 6 is a schematic block diagram of a four stroke combustion cycle and working fluid injection routine 600 configured in accordance with embodiments of the present disclosure.
  • the description of the injection routine 600 includes many alternative methods and timings of injecting working fluid and other materials into the combustion chamber. It is to be appreciated that any suitable combination of these alternatives can be used according to the needs of a particular engine.
  • the injection routine 600 can be performed in a single combustion chamber, or in several cooperative combustion chambers forming a single engine.
  • the injection routine 600 can be performed generally independently in individual chambers of an engine.
  • the engine of the present disclosure can operate with a four-stroke combustion engine including an intake stroke 610, a compression stroke 620, a combustion stroke 630 and an exhaust stroke 640.
  • a combustion chamber having one or more intake and one or more exhaust valves and a piston generally involves a piston moving away from top dead center (“TDC") and toward bottom dead center (“BDC") so as to provide the maximum space for oxidant 612 (e.g., air) entry into the interior volume of the combustion chamber.
  • Oxidant entry may be below, at, or above the ambient pressure of the atmosphere depending upon factors such as the impedance to air flow and application of oxidant inducing or pressurizing subsystems such as a blower or turbocharger (not shown).
  • other substances such as fuel 614 and/or another working fluid 616a are introduced along with the oxidant into the chamber.
  • one or more fuel injectors can indirectly or directly inject fuel and/or other substances into the combustion chamber during the intake stroke 610.
  • the compression stroke 620 is generally when the piston moves from BDC back toward TDC so as to reduce the volume of the combustion chamber and increase pressure in the combustion chamber in preparation for a combustion event.
  • one or more fuel injectors can inject fuel and/or other substances into the combustion chamber in the compression stroke 620.
  • one or more fuel injectors can inject fuel and/or other substances into the combustion chamber in the combustion stroke 630.
  • the piston again moves from TDC back toward BDC to enlarge the volume of the combustion chamber under the pressure caused by one or more combustion events.
  • the exhaust stroke is similar to the compression stroke in that the piston moves from BDC to TDC so as to reduce the volume of the combustion chamber.
  • one or more fuel injectors can inject fuel and/or other substances into the combustion chamber. In this stroke the residual combustion fluids and substances are removed from the chamber. The process can repeat continuously.
  • a fuel and/or another working fluid can be injected into the combustion chamber according to the injection routine 600 at any point in the four-stroke cycle as will be described herein in more detail.
  • the individual working fluids 616a-616m referred to below generally relate to similar working fluids, altered in some way such as by heating, phase change, and/or phase change and/or respeciation such as (CH30H + ⁇ - CO + 2H2).
  • a single quantity of working fluid may be described as working fluid 616a in one portion of the disclosure, but after passing through a process within the combustion chamber, the working fluid 616a has changed in some way and accordingly is now referred to as working fluid 616b, 616c, etc.
  • the working fluids 616a-616m can be similar to the working fluids described above, including coolants or fuels or any other type of working fluid.
  • the fuel, working fluids, and other substances can be introduced into the combustion chamber by a fuel injector, such as an indirect injector or a direct injector.
  • a fuel injector such as an indirect injector or a direct injector.
  • An indirect injector is one that injects fuel into an oxidant intake manifold or passageway or other port just outside the combustion chamber, and relies on positive pressure in the manifold or negative pressure in the chamber to draw the oxidant and fuel into the combustion chamber.
  • a direct injector generally injects fuel and/or other substances into the combustion chamber directly, through a path independent from an air manifold or any other access point to the chamber.
  • one or more fuel injectors can include multiple independent paths through which different fluids and/or fluid mixtures can be injected into the combustion chamber independently.
  • oxidant such as air 612, fuel 614, and a working fluid 616a can be introduced into the combustion chamber.
  • Introducing the working fluid 616a into the combustion chamber at this stage of the process can be performed using indirect injection or direct injection.
  • this portion of the routine 600 can be used in a retrofit installation using an existing combustion engine without a direct injection system as well as in an engine specifically designed for such a routine 600.
  • Injecting working fluid during other portions of the energy cycle, such as the compression stroke 620, combustion stroke 630 or exhaust stroke 640 is preferably performed with a direct injector.
  • the working fluid can cool components of the combustion chamber of an engine at any time such as during the intake stroke 610, compression stroke 620, power stroke 630, or exhaust stroke 640 and commensurately or subsequently (later) perform useful work as will be described below.
  • the fuel 614 that has been introduced and/or working fluid 616b remain in the chamber into the compression stroke 620.
  • the working fluid 616b may now be heated due to exposure to elevated temperature components and/or compression induced heating within the combustion chamber.
  • the working fluid 616b can be changed chemically or otherwise by exposure to the heated combustion chamber, such as by releasing or preparing to release fuel components such as hydrogen, or by changing phase from a liquid to a gas.
  • Additional fuel and/or working fluid 616c can be introduced during the compression cycle 620.
  • the working fluid 616c can be generally similar to the working fluid 616a, or it can have a different phase or chemical makeup. Due to exposure to heat in the combustion chamber, at least a portion of any liquid fuel and/or working fluid 616b has changed phase to a vapor or gas to perform work in the power cycle operation.
  • controller 540 provides for maintenance of the temperature of critical components within a desired temperature range by injection of working fluid for performing such work producing and cooling events and benefits on a certain frequency such as every 3rd, 4th, 5th, ... or Nth cyclic event such as in the power stroke.
  • controller 540 provides for maintenance of the temperature of critical combustion chamber components within a desired temperature range by injection of fuel and/or working fluid for performing such cooling events and benefits on a certain frequency such as every 3rd, 4th, 5th, ... or Nth cyclic event such as in the intake, compression, power and/or exhaust strokes.
  • fuel 614 and/or the working fluid 616a is introduced during the intake cycle including operation with restricted air intake that is normally delivered, to perform cooling and work production.
  • fuel 614 and/or working fluid 616h can be introduced to perform cooling and work production functions 632.
  • the routine 600 can direct one or more combustion chambers in the engine to change at least temporarily to this two- stroke pattern, and when heat levels are again lowered to desirable levels, the routine 600 can restore the four-stroke pattern of intake, compression, combustion, and exhaust.
  • some combination of fuel 614, working fluid 616f, and vaporized working fluid 616g can remain in the combustion chamber.
  • the mixture is ignited and burned to produce useful work 632.
  • a portion of the work 632 can come from burning the fuel; another portion of the work 634 can come from the vaporized working fluid 616g exerting pressure on the piston in the chamber.
  • Additional working fluid 616h can be injected into the chamber before the combustion event, during the combustion event, or after the combustion event.
  • working fluid 616i and vaporized working fluid 616j are carried from in the combustion chamber to perform in other valuable events.
  • the amount of vaporized working fluid 616j and liquid working fluid 616i can be varied according to the temperature in the engine, the characteristics of the working fluid, the combustion event, the fuel, and virtually any other variable in the engine cycle.
  • Working fluid 616k can also be injected during the exhaust stroke 640 to further cool the engine, or in preparation for a downstream process in a secondary engine.
  • a portion of the working fluid 6161 and optionally exhaust can be delivered to a TCR unit 622 to develop and/or increase the chemical fuel potential energy of the fuel and/or the working fluid 6161 and exhaust.
  • a portion of the working fluid 616m can be delivered to a secondary engine 650 as described above, such as a turbine, a fuel cell, another combustion engine, or any other suitable engine that can extract energy from the working fluid 616m.
  • the injection routine 600 can be used with virtually any suitable fuel type, such as diesel, gasoline, methanol, ethanol, ethane, propane, butane, natural gas, ammonia or cryogenic fuels such as liquid hydrogen or methane, etc.
  • diesel and/or gasoline fuels it is generally preferable to inject the working fluid during the power stroke 620 or the exhaust stroke 640.
  • a gaseous fuel such as hydrogen, methane, ammonia, or natural gas
  • the working fluid can be injected at any portion of the cycle: the intake stroke 610, the compression stroke 620, the combustion stroke 630, or the exhaust stroke 640.
  • cryogenic fuels such as liquid hydrogen or methane it is preferable to inject during the combustion stroke 630, or the exhaust stroke 640 depending upon the type and number of events the exhaust will be directed to perform.
  • the type of fuel and/or working fluid can be chosen based on its ability to carry heat or other components that may be formed downstream to the secondary engine 650 or TCR 622.
  • Working fluids have different heat capacities and, accordingly, are more or less able to absorb and carry heat or process energy forward to another process. For example, where it is desired to quickly absorb low amounts of heat, a working fluid with a relatively low specific heat can be used to quickly absorb heat. Otherwise, if there is a greater amount of heat to be carried forward, a working fluid with a higher specific heat can be used.
  • the working fluid can also be chosen based on the amount of heat and other energy that may be needed downstream in the secondary engine(s) 650 or in the TCR units 622.
  • Another characteristic of the working fluid that can be chosen based on the subsequent engine is the ability to carry a reagent or hydrogen or other components forward that may be needed in the subsequent engine 650, and/or the ability of the working fluid to retain or release certain components under certain conditions in a given process.
  • a secondary engine 650 may operate a certain process for which a working fluid 616m is expected to yield hydrogen or other components for the process.
  • the type of working fluid used in the injection routine 600 in the primary engine can be chosen such that the working fluid 616m can cool the primary engine and/or perform work in the primary engine without yielding the hydrogen, but in the process of the secondary engine 650, the working fluid 616m can release the hydrogen due to favorable conditions in the secondary engine 650 (e.g., temperature, pressure, or chemical environment within the secondary engine 650).
  • FIG. 7 illustrates a vehicle 700 incorporating the working fluid delivery system 100 shown in Figure 1 .
  • the vehicle 700 includes a body/chassis 702 which houses the working fluid delivery system 100, a drivetrain 704 and may include a generator or pump 706.
  • the drivetrain includes a plurality of wheels 708.
  • vehicle 700 is depicted as an automobile, other vehicles such as motorcycles, trains, aircraft, etc. may incorporate the disclosed working fluid delivery systems, such as systems 100, 200, and 500, for example.
  • working fluid delivery system 100 includes a plurality of engines (engine 1 , engine 2... engine n), interconnected as described above with respect to Figure 1 .
  • at least one of the engines is operatively connected to the drivetrain to propel the vehicle.
  • engine 1 and engine 2 are operatively connected to the drivetrain and engine n is operatively connected to a generator or pump 706.
  • Generator or pump 706 may in turn be operatively connected to the drivetrain 704. Accordingly, generator or pump 706 may be employed to provide hybrid functions such as regenerative braking and/or electric only propulsion.
  • a feed stock or working fluid comprising wet-black methanol can initially be converted to hydrogen and carbon monoxide by endothermic heat from the exhaust and by an electric resistance supplemental heater.
  • Another feedstock can be ammonia and/or ammonium hydroxide mixtures:
  • the liquid ammonia can be switched directly to the injector to gain the benefit of the phase change for higher heat removal capacity.
  • Conventional cooling systems including air and liquid cooling systems such as systems with temperature limitations based on rubber hoses, water- pump seals, coolants, thermostats, gaskets, radiators etc., require sacrifice of high temperature heat from the combustion chamber and consequently assured waste of energy by reducing the thermodynamic quality to the range of about 160F to 240F (virtually eliminating the availability for doing useful work).
  • the current cycle of operation utilizes the highest temperature available from the surface materials of the combustion chamber and extracts heat from these surfaces to produce working fluid temperatures of 500F to 1200F to enable faster and more effective maintenance of desired operating temperatures by intermittent cooling to provide highly desirable power-stroke expansions of hot working fluid gases and production of as much or more torque as combustion of fuel.
  • thermochemical regeneration TCR
  • turbochargers turbogenerators
  • gas-combustion turbines gas-combustion turbines
  • working fluid recovery systems work production and/or extraction of heat to drive endothermic chemical processes reduces the temperature of the working fluid to greatly increase the density and reduce the vapor pressure to cause condensation for convenient storage and/or immediate reuse in the current cycle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne des moteurs à combustion interne et des véhicules les comprenant, le moteur comprenant une première chambre de combustion comportant un orifice d'admission et un orifice d'échappement. Un dispositif de transfert d'énergie se déplace par rapport à la chambre de combustion dans un cycle comprenant un temps d'admission, un temps de compression, un temps de combustion et un temps d'échappement. Un injecteur injecte le carburant dans la chambre de combustion lors du temps d'admission et/ou du temps de compression et un dispositif d'allumage enflamme le carburant de la chambre de combustion. Un capteur détecte une température de la chambre de combustion et lorsque la température atteint une valeur prédéterminée, l'injecteur est conçu pour injecter un fluide de travail directement dans la chambre de combustion lors du temps de combustion et/ou du temps d'échappement. L'orifice d'échappement de la première chambre de combustion est accouplé de manière fluidique à une admission d'une seconde chambre de combustion.
PCT/US2014/016292 2013-02-13 2014-02-13 Systèmes et procédés pour un meilleur refroidissement de moteur et une meilleure production d'énergie WO2014127146A1 (fr)

Applications Claiming Priority (2)

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US13/766,710 US20130291826A1 (en) 2011-08-12 2013-02-13 Systems and vehicles incorporating improved engine cooling and energy generation
US13/766,710 2013-02-13

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Cited By (1)

* Cited by examiner, † Cited by third party
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CN115535268A (zh) * 2022-11-28 2022-12-30 中国民用航空飞行学院 一种基于飞行安全保障的飞机燃油冷却系统

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US6606970B2 (en) * 1999-08-31 2003-08-19 Richard Patton Adiabatic internal combustion engine with regenerator and hot air ignition
US20120037100A1 (en) * 2010-02-13 2012-02-16 Mcalister Technologies, Llc Methods and systems for adaptively cooling combustion chambers in engines
US8286598B2 (en) * 2007-08-07 2012-10-16 Scuderi Group, Llc Knock resistant split-cycle engine and method

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Publication number Priority date Publication date Assignee Title
US4041910A (en) * 1975-04-02 1977-08-16 The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration Combustion engine
US6202416B1 (en) * 1998-08-13 2001-03-20 The United States Of America As Represented By The Administrator Of The U.S. Environmental Protection Agency Dual-cylinder expander engine and combustion method with two expansion strokes per cycle
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US20120037100A1 (en) * 2010-02-13 2012-02-16 Mcalister Technologies, Llc Methods and systems for adaptively cooling combustion chambers in engines

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115535268A (zh) * 2022-11-28 2022-12-30 中国民用航空飞行学院 一种基于飞行安全保障的飞机燃油冷却系统

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