GB2584531A

GB2584531A - Apparatus, system and method for high efficiency internal combustion engines and hybrid vehicles

Info

Publication number: GB2584531A
Application number: GB2003148.0A
Authority: GB
Inventors: Heanley Christopher
Original assignee: Cae Ip LLP
Current assignee: Cae Ip LLP
Priority date: 2019-03-04
Filing date: 2020-03-04
Publication date: 2020-12-09
Also published as: GB201902907D0; GB202003148D0

Abstract

System and method for achieving energy-efficient automotive transport. The system comprises: means for utilisation of surplus electrical energy to produce compressed hydrogen and oxygen; an internal combustion engine (ICE), means to control the supply of the compressed hydrogen and oxygen to enrich the normally aspirated air and nitrogen to the ICE, means to provide mist-temperature cooled exhaust gas recirculation (EGR) to reduce combustion zone temperatures to below the critical temperature for NOx production; means to recover waste heat by utilising the Organic Rankine Cycle (ORC) to convert waste heat energy to electricity; at least one linear generator for generating electrical power from the ICE; means to store the generated electricity; and at least one electrical motor, coupled to two or more vehicle wheels, arranged to be driven by the stored electrical power to move the vehicle. The ICE may be a linear combustion engine. The hydrogen may be produced via polymer electrolyte membrane (PEM) electrolysis. The generated electricity may be stored using batteries or super-capacitors. The vehicle may include regenerative braking. On-board tanks at 350-700Bar may be used to store the compressed hydrogen and oxygen on the vehicle.

Description

Intellectual Property Office Application No. GB2003148.0 RTM Date:27 August 2020 The following terms are registered trade marks and should be read as such wherever they occur in this document: -Oxymat Intellectual Property Office is an operating name of the Patent Office www.gov.uk /ipo APPARATUS, SYSTEM AND METHOD FOR HIGH EFFICIENCY INTERNAL COMBUSTION ENGINES AND HYBRID VEHICLES

Field of the Invention

This invention relates to apparatus, system and method that combine high efficiency internal combustion engine technology with hybrid vehicles and energy recovery technology mainly for the automotive industry.

lo Background to the invention

It is estimated that 38% of carbon dioxide (Greenhouse Gas Emissions) are due to vehicular transport. Additionally, NOx and particulate emissions from conventional petrol and, to a greater extent diesel powered transport, are believed to be responsible for a considerable is increase in ill-health, particularly asthma related.

The move towards battery electric vehicles is gathering pace but has considerable negative issues attached. Battery production is carbon intensive and its advocates also fail to take adequate account of supply/demand peaks which will result in mass uptake, since many vehicles will need to charge at times of peak grid demand. This will cause supply issues that may not be easily resolved. (e.g. half the UK car fleet does not have off road parking -this will lead to 'splash and dash' charging needs during peak demand periods.) The availability of sufficient non-weather reliant Grid capacity that is still planned to be commissioned before the closures of existing nuclear and Fossil-fuelled plant, leaves a credibility gap, even before the additional 60+ GW that will be needed to de-carbonise transport through EV uptake.

The alternative proposal is to store surplus (off peak) low cost (or zero cost) grid energy from solar, wind and in due course, wave and tidal generation by using proven high efficiency electrolysis systems in order to produce hydrogen and the currently vented oxygen, for use as a zero (or near zero) motive power source. When/if hydrogen supply from low cost grid power, is greater than automotive demand, hydrogen can be so injected into the natural Gas grid at up to 20%, thus de-carbonising national grid supply, and maximising the return on capital investment on the electrolysis and compression systems.

Statement of Invention

According to a first aspect of the invention there is provided a system for achieving energy efficient automotive transport comprising: means for utilisation of surplus and/or renewable/non-fossil fuel electrical energy for automotive transport in order to produce compressed hydrogen, and oxygen, at the point of use; e.g. fuel stations; an internal combustion engine; means to control the supply of the compressed hydrogen, oxygen and enrich the normally aspirated air and nitrogen to the internal combustion engine; means to provide cooled, mist temperature, exhaust gas recirculation to reduce combustion zone temperatures to below the critical temperatures for NOx formation; means to recover waste heat by utilising Organic Rankine Cycle (ORC) to convert waste heat energy to electricity; at least one linear generator for generating electrical power from the internal combustion engine; means to store the generated electricity; at least one electrical motor arranged to be driven by the generated and stored electrical power; two or more vehicle wheels, coupled with the electrical motor arranged to put the vehicle in motion.

Preferably the internal combustion engine may be a combined linear ao combustion engine and generator.

Preferably the hydrogen fuel to be utilised may be achieved via polymer electrolyte membrane PEM electrolysis techniques at a conversion efficiency of circa 86%.

Preferably the compression of the hydrogen may be arranged to utilise circa 10% of the energy (33 KW/Kg) contained in hydrogen gas (i.e. 3 kWh per kg).

Preferably the oxygen compression energy consumption (kwh's per kg), may be in the range of 0.4 -0.7 kWh/kg.

Preferably the quantum of oxygen enrichment may result in the combustion 'air' supply having an oxygen content in the range of 25% -25 30% by volume. i.e., an increase of oxygen amount of 20% -50%.

The system may further utilising either turbines (Radial, axial or of Tesla concept) and/or a linear generator expander.

The energy recovery may be a single or two stage and utilises two separate organic fluids in order to harness both high temperature (exhaust heat) and lower temperature (coolant and scavenging recovery).

The hydrogen storage cylinders may be between 350 Bar absolute to 700 Bar absolute.

The system may further comprise, expanders to generate additional so automotive electrical power instead of using pressure reduction valves.

The on-board hydrogen and oxygen storages may be made of Kevlar or GRP reinforced composite cylinders.

is The system may further comprise regenerative braking to all vehicle wheels to optimise urban and hilly terrain efficiencies and enhance vehicle range.

The electricity storing means may be batteries or super-capacitors.

The ICE linear generator may be a combined unit with 24kWh output, 800cc, four cylinder, and with external dimensions of circa: 850mm x 220mm x 200mm.

According to a second aspect of the invention there is provided a method for achieving automotive transport utilising the above noted.

Description of the Invention

Description of proposed automotive technology:

1) Utilisation of 'surplus' and/or renewable/non-fossil fuel electrical energy for automotive transport in order to produce compressed s hydrogen, and oxygen, at the point of use; e.g. fuel stations.

2) The hydrogen fuel to be utilised by novel ICE (internal Combustion Engine) automotive power systems through proven Polymer electrolyte membrane PEM electrolysis techniques (e.g. ITM Power Ltd) at a so conversion efficiency of circa 86%.

a. This compares with similar efficiencies for battery charging (typically 85 -88%).

* Compression of the hydrogen will utilise circa 10% of the energy (33 15 KW/Kg) contained in hydrogen gas (i.e. 3 kWh per kg).

* Oxygen compression energy consumption (kwh's per kg), is currently being investigated but is understood to be in the range of 0.4 -0.7 kVVh/kg.

* N.B. The alternative of 'on board' enrichment of oxygen utilising proprietary (e.g. Oxymat) membrane separation technology will be assessed for cost, safety, net efficiency and range and dual fuel advantages) * The oxygen will be used to enrich the combustion air supply, substituting nitrogen with oxygen, thus producing more power and with the benefit of cooled {mist temperature} exhaust gas recirculation, in order to reduce combustion zone temperatures to below the critical temperatures for NOx formation as a result of endothermic reaction.

* The quantum of oxygen enrichment will result in the combustion 'air' s supply having an oxygen content in the range of 25% -30% by volume. i.e., an increase of oxygen amount of 20% -50%.

3) Deployment of ICE systems, preferably ICE linear generator technology (thus reducing weight and friction losses associated with 10 crankshafts, con rods etc.) in order to optimise electrical power generation of the proposed combustion technology.

4) The recovery of waste heat by utilising the Organic Rankine Cycle (ORC) to convert the waste heat energy to electricity, utilising either is turbines (Radial, axial or of Tesla concept) and/or, through development of a linear generator expander, specifically engineered for the purpose. This energy recovery may be single or, optimally two stage and may utilise two separate organic fluids in order to harness both high temperature (exhaust heat) and lower temperature (coolant and scavenging recovery).

5) The Hydrogen storage cylinders will be at 350 Bar absolute (or preferably at up to 700 Bar absolute). This pressure represents an opportunity for further energy recovery. Thus instead of using pressure reduction valves, expanders may be utilised to generate additional automotive electrical power. This energy source essentially being the recovery of some of the electrical power consumed statically, to compress the gas, prior to fuelling a vehicle.

6) On-board Hydrogen (and oxygen) storage will be in Kevlar or GRP reinforced composite cylinders.

a. In family cars, optimally the larger oxygen cylinders, if selected in preference to membrane technology, may be located within the 5 'traditional' transmission tunnel of rear wheel drive cars. The Hydrogen cylinders may be installed, within the 'boot' area, or within a strengthened 'false roof' of the cabin, becoming an integral element of the vehicle styling. The provision of emergency cylinder venting should be considered to disperse the gases as required for crash safety. so Alternatively, if an oxygen membrane technology is utilised it is envisaged that this could be installed within a false floor in smaller vehicles.

7) It is anticipated that overall ICE efficiencies of circa 52 -58% with is zero CO2 emissions will be achieved. NOx emissions will be close to zero through combustion zone temperature control, taking advantage of the endothermic properties of the proposed novel (mist) EGR system.

a. ORC technology is anticipated to be able to cost effectively recover 20% -35% of the waste heat from the ICE unit, generating additional zo electrical power.

b. Regenerative braking is proposed to all driven wheels to optimise urban and hilly terrain efficiencies and enhance vehicle range.

c. To minimise the need for electrical storage batteries on-board the vehicle, the production of which are known to produce high levels of CO2 and other atmospheric pollutants. Super-capacitors are considered an alternative storage medium.

This being achieved by the use of power system control electronics including the use of Pulse width modulation (PWM) inverters to handle a/c to d/c to a/c conversion as efficiently as present technology allows.

8) Utilise domestic scale electrolysis package (DSEP).

* The facility of users/owners to sell power to the Grid at peak demand times is an important aspect of the design, particularly for DSEP equipped consumers.

9) Utilise e.g. a 24kWh output, 800cc, four cylinder, ICE linear generator with external dimensions of circa: 850mm x 220mm x 200mm.

b. This or a similar design would be used as a stand-alone unit or in is multiples thereof, for higher power requirements, is currently considered as the optimum route to market.

In addition optimise fuel delivery, exhaust gas recycling system, Variable valve timing WT and variable compression control, with ancillaries including the software controls to enable the ICE unit to switch seamlessly between hydrogen/oxygen fuelling to a reserve petrol tank supply. This measure is to overcome 'range anxiety' during the roll-out of a sufficient network of hydrogen/oxygen refuelling stations. Range with reserve capability, is designed to achieve in excess of 400 miles.

c. Variable valve technology incorporating variable compression ratio control and a hybrid/compression/spark ignition system will be developed to address combustion stability and dual fuel compatibility.

It is claimed that the use of an ICE linear generator, fuelled only with hydrogen and oxygen enriched combustion air is novel, efficient, industrially and environmentally applicable and, represents a much needed zero greenhouse gas emission alternative for decarbonising s automotive transport with best potential for rapid adoption.

* It addresses the high capital cost, environmental issues, recharging time, range, reduced cold weather performance and end of life battery recycling issues, which are considered limitations of present electric so electric/hybrid and plug-in hybrid technology; * It provides at the very least, a near market solution to the alternative nascent and highly costly fuel cell alternative (e.g. Hyundai fuel cell family car -£60,000) and may compete on efficiency and cost against is fuel cells for many years; * It is proposed to utilise novel methods for close temperature and volume control of exhaust gas recirculation (EGR). This will prevent pre-ignition and 'hot spot' pre combustion and it is anticipated that since the EGR gases will be partially pre-cooled, overall combustion efficiency of the ICE unit will be increased, whilst ensuring near zero NOx emissions.

* The efficiency anticipated will be as close as possible to the theoretical 'Carnot cycle' maximum, as proposed by French physicist Sadi Carnot in 1824; and * It is further claimed that the combined efficiency of the proposed ICE generation system together with the ORC heat to power recovery is novel, highly applicable to the sector, vital for reduction in greenhouse gas emissions and that it will be cost effective in mass market production, similar to conventional diesel/petrol alternatives.

Claims

CLAIMS: 1. A system for achieving energy efficient automotive transport comprising: means for utilisation of surplus and/or renewable/non-fossil fuel electrical energy for automotive transport in order to produce compressed hydrogen, and oxygen, at the point of use; e.g. fuel stations; an internal combustion engine; means to control the supply of the compressed hydrogen, oxygen and enrich the normally aspirated air and nitrogen to the internal combustion engine; means to provide cooled, mist temperature, exhaust gas recirculation to reduce combustion zone temperatures to below is the critical temperatures for NOx formation; means to recover waste heat by utilising Organic Rankine Cycle (ORC) to convert waste heat energy to electricity; at least one linear generator for generating electrical power from the internal combustion engine; means to store the generated electricity; at least one electrical motor arranged to be driven by the generated and stored electrical power; two or more vehicle wheels, coupled with the electrical motor arranged to put the vehicle in motion.
2. The system of claim 1 wherein the internal combustion engine is a combined linear combustion engine and generator.
3. The system of claim 1 or claim 2, wherein the hydrogen fuel to be utilised is achieved via polymer electrolyte membrane PEM electrolysis techniques at a conversion efficiency of circa 86%.s
4. The system of any one of claims 1 to 3, wherein the compression of the hydrogen is arranged to utilise circa 10% of the energy (33 KW/Kg) contained in hydrogen gas (i.e. 3 kWh per kg).
5. The system of any one of claims 1 to 4, wherein oxygen 10 compression energy consumption (kwh's per kg), is in the range of 0.4 -0.7 kWh/kg.
6. The system of any one of the above claims, wherein the quantum of oxygen enrichment results in the combustion 'air' supply having an 15 oxygen content in the range of 25% -30% by volume. i.e., an increase of oxygen amount of 20% -50%.
7. The system of any one of the above claims further utilising either turbines (Radial, axial or of Tesla concept) and/or a linear generator 20 expander.
8. The system of any one of the above claims wherein the energy recovery is a single or two stage and utilises two separate organic fluids in order to harness both high temperature (exhaust heat) and lower 25 temperature (coolant and scavenging recovery).
9. The system of any one of the above claims, wherein the hydrogen storage cylinders are at between 350 Bar absolute to 700 Bar absolute.
10. The system of any one of the above claims, further comprising, expanders to generate additional automotive electrical power instead of using pressure reduction valves.s
11. The system of any one of the above claims, wherein on-board hydrogen and oxygen storages are made of Kevlar or GRP reinforced composite cylinders.
12. The system of any one of the above claims, further comprising ao regenerative braking to all vehicle wheels to optimise urban and hilly terrain efficiencies and enhance vehicle range.
13. The system of any one of the above claims, wherein the electricity storing means are batteries or Super-capacitors.
14. The system of any one of the above claims, wherein the ICE linear generator is a combined unit with 24kWh output, 800cc, four cylinder, and with external dimensions of circa: 850mm x 220mm x 200mm.
15. A method for achieving automotive transport utilising the features of claims 1 to 14.