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WO2018195629A1 - Moteur à cycle combiné diesel et binaire-isobare-adiabatique et procédé de commande pour le cycle thermodynamique de ce moteur à cycle combiné - Google Patents

Moteur à cycle combiné diesel et binaire-isobare-adiabatique et procédé de commande pour le cycle thermodynamique de ce moteur à cycle combiné Download PDF

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Publication number
WO2018195629A1
WO2018195629A1 PCT/BR2018/050125 BR2018050125W WO2018195629A1 WO 2018195629 A1 WO2018195629 A1 WO 2018195629A1 BR 2018050125 W BR2018050125 W BR 2018050125W WO 2018195629 A1 WO2018195629 A1 WO 2018195629A1
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WO
WIPO (PCT)
Prior art keywords
cycle
isobaric
binary
diesel
adiabatic
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/BR2018/050125
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English (en)
Portuguese (pt)
Inventor
Marno Iockheck
Saulo Finco
LUIS Mauro MOURA
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ASSOCIACAO PARANAENSE DE CULTURA - APC
Original Assignee
ASSOCIACAO PARANAENSE DE CULTURA - APC
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Publication of WO2018195629A1 publication Critical patent/WO2018195629A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D1/00—Non-positive-displacement machines or engines, e.g. steam turbines
    • F01D1/02—Non-positive-displacement machines or engines, e.g. steam turbines with stationary working-fluid guiding means and bladed or like rotor, e.g. multi-bladed impulse steam turbines
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • 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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • 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
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
    • F02G5/02—Profiting from waste heat of exhaust gases
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a combined cycle thermal motor formed by one unit operating with the interconnected diesel cycle and integrated with the other unit operating the binary cycle of three isobaric processes and four adiabatic processes.
  • thermodynamics defines three concepts of thermodynamic systems, the open thermodynamic system, the closed thermodynamic system and the isolated thermodynamic system. These three concepts of thermodynamic systems were conceptualized in the nineteenth century in the early days of the creation of the laws of thermodynamics and underlie all motor cycles known to date.
  • thermodynamic system is defined as a system in which neither matter nor energy passes through it. Therefore, this concept of thermodynamic system does not offer properties that allow the development of motors.
  • the open thermodynamic system is defined as a thermodynamic system in which energy and matter can enter and leave this system.
  • Examples of an open thermodynamic system are the Otkins cycle Atkinson cycle internal combustion engines, Sabathe cycle Otto cycle diesel cycle, Brayton diesel cycle internal combustion engine, Rankine exhaust cycle from steam to the environment.
  • the materials that come into these systems are fuels and oxygen or fluid working gas or working gas.
  • the energy that enters these systems is heat.
  • the materials that come out of these systems are the combustion or working fluid exhaust, gases, waste, the energies that come out of these systems are the mechanical working energy and part of the heat dissipated.
  • the closed thermodynamic system is defined as a thermodynamic system in which only energy can enter and leave this system.
  • Examples of closed thermodynamic systems are external combustion engines such as Stirling cycle, Ericsson cycle, Rankine cycle with closed circuit working fluid, Brayton heat cycle or external combustion, Carnot cycle.
  • the energy that enters this system is heat.
  • the energies that come out of this system are the working mechanical energy and part of the heat dissipated, but no matter comes out of these systems, as they do in the open system.
  • Combined-cycle motors known to date have been invented and designed by uniting in the same system two motor concepts conceived in the nineteenth century, based on open thermodynamic systems or closed thermodynamic systems, the best known are the combined cycles of a Brayton cycle engine with a Rankine cycle engine and the combined cycle of a Diesel cycle engine with a Rankine cycle engine.
  • the basic concept of a combined cycle is a system composed of a motor operating by means of a high temperature source so that the heat waste of this motor is the energy that drives a second motor that requires a lower temperature of operation, both forming a combined system of converting thermal energy into mechanical energy for the same common purpose.
  • the current state of the art reveals combined cycles formed by a Brayton or Diesel cycle main engine running on a main source with a temperature of over 1000 ° C and exhaust gases in the range between 600 ° C and 700 ° C and these gases are in turn piped to power another Rankine cycle engine, usually "organic Rankine" (ORC).
  • ORC Rankine cycle engine
  • the conventional Rankine cycle has water as its working fluid, the organic Rankine cycle uses organic fluids, these are more suitable for projects at lower temperatures than those with the conventional Rankine cycle, so they are usually used in combined cycles.
  • thermodynamic system the so-called hybrid thermodynamic system
  • this new system concept has become the basis of support for new motor cycles, motors.
  • differential cycle motors and non-differential binary cycle motors so that these new motor cycles have significant advantages for the creation of new combined cycles.
  • Combined cycles of a Brayton cycle engine with a differential cycle motor, Brayton cycle engine with a binary cycle engine, Diesel cycle engine with a differential cycle engine, Diesel cycle engine with a binary cycle motor can be exemplified.
  • Otto cycle motor with a differential cycle motor Otto cycle motor with a binary cycle motor and some other variations.
  • the aim of the invention is to eliminate some of the existing problems, minimize other problems and offer new possibilities.
  • a new concept of thermal motors has become indispensable and the creation of new motor motors is necessary. engine efficiency would no longer be dependent solely on temperatures.
  • Combined cycle motors are characterized by having two separate thermodynamic units integrated forming a system such that the energy disposed of by the main unit is the power source of the secondary unit and both have an integration of the final mechanical work.
  • thermodynamic unit formed by a diesel cycle engine 31 which performs a four-process diesel cycle and a binary-isobaric-adiabatic cycle turbine engine 320 which performs a three-process isobaric cycle. and four adiabatic processes, and so that the input energy by combustion performs an isobaric expansion process in the Diesel cycle unit, an isochoric cooling process when the exhaust goes straight to the environment or isobaric or adiabatic when using heat exchangers.
  • other purposes which provides energy for the isobaric process of expansion of the binary cycle unit, this in turn performs an isobaric cooling process giving to the environment the energy that the system together has not converted to work and so that both cycles have a conversion to common final work.
  • the present invention brings important developments for the conversion of thermal energy to mechanics by the concept of the combination of two distinct thermodynamic cycles.
  • the vast majority of combined cycles have as their secondary engine a Rankine or organic Rankine cycle steam turbine engine.
  • Figure 1 shows that the Rankine cycle has losses inherent in the concept of the processes that form its cycle, not allowing a significant portion of energy to be converted into work.
  • the Rankine and Organic Rankine cycles require the exchange of the physical phase of the working gas, that is, there is a liquid process phase requiring condensing elements, evaporation and auxiliary pump systems, and all these elements and processes impose losses and impossibility. to utilize the energies of these phases in conversion.
  • torque-isobaric-adiabatic combined cycle diesel which can be seen are the absence of physical phase shift elements of the working fluid and its associated losses, the absence of condensation and vaporization elements, therefore the no losses associated with latent heat of the working fluid, no circuits, pumps, control elements for fluid phase change processes and their associated losses, and consequently no volume, materials and mass , weight, of the elements that make up such projects. Therefore, the innovation presented by the combined cycle Diesel with torque is significant.
  • Combined cycle motors based on the integration of a motor Diesel cycle engines with a torque-cycle engine may be constructed of materials and techniques similar to conventional combined-cycle engines, such as the secondary, torque-cycle unit consists of a closed-loop gas engine, considering the complete system, this Closed-circuit concept of working gas with respect to the external environment indicates that the system must be sealed, or in some cases leaks may be allowed provided they are compensated. Suitable materials for this technology should be noted, which are similar in this respect to Brayton, Stirling or Ericsson cycle engine design technologies, all with external combustion.
  • the working gas depends on the project, its application and the parameters used, the choice of gas may be diversified, each one will provide specific characteristics, as an example may be suggested the gases: helium, hydrogen, nitrogen, dry air, neon, among others. others.
  • Figure 1 demonstrates in block diagram a current combined cycle system consisting of a Diesel cycle unit with a Rankine cycle unit. Plants designed with this philosophy today are used to improve mechanical and energy efficiency in traction systems, vehicles such as trucks, machines, ships.
  • Figure 2 demonstrates in block diagram a combined cycle system designed based on the new thermodynamic system concept formed by a known Diesel cycle unit with a binary-isobaric-adiabatic cycle unit.
  • Figure 3 is a diagram of a system consisting of a 31 diesel cycle engine with a binary-isobaric-adiabatic cycle turbine engine 320 forming the combined diesel and torque cycle.
  • Figure 4 shows the curves of the diesel cycle pressure and volumetric displacement graph 41 respectively and the pressure-volumetric displacement graph curves of the binary-isobaric-adiabatic cycle 45.
  • Figure 5 shows the conventional diesel cycle with one isobaric process, two adiabatic processes and one isochoric process.
  • the diesel-isobaric-adiabatic combined-cycle engine is a system composed of an open thermodynamic system-based engine concept, a diesel-cycle internal combustion engine, designed in the 19th century, with a system-based engine.
  • thermodynamic hybrid the non-differential binary-isobaric-adiabatic cycle, idealized in the 21st century, so that the energy discarded by the first, the diesel-cycle internal combustion engine, is the energy that drives the second, the binary-cycle engine.
  • Figure 3 shows the system featuring a combined diesel and torque-isobaric-adiabatic engine. This system consists of a machine that operates the integrated diesel cycle, interconnected to another machine that operates by a binary cycle and so that its thermodynamic cycles are also integrated as shown in Figure 4.
  • the system of Figure 3 shows a 31-cycle Diesel internal combustion engine coupled to a binary-isobaric-adiabatic cycle turbine engine 320
  • the diesel cycle engine has its discharge manifold 331, hot exhaust, connected to a heat exchanger 319, in this exchanger there is a binary cycle working gas circulation line that enters the point (a) being heated in the inside the exchanger and exits through point (b) into the proportional three-way control valve 326, and this valve directs part of the gas to the turbine rotor of power conversion unit 321 and part of the gas to turbine rotor from the energy conservation unit 322, the turbine rotor of the conservation unit 322 conducts the working gas to the thermally insulated chamber 323, entering the point (c ') where the process is performed.
  • the gas exiting the point (d ') following the compressor rotor of the energy conservation unit 324 which in turn conducts the gas with its associated energy conserved back to the isobaric expansion chamber 319.
  • the turbine rotor of the power conversion unit 321 conducts its fraction of the working gas from the control valve 326 to the cooling chamber 328, is separated from the other cooling and cooling systems and situated at the far end. cooling of the forced air flow of the fan, that is, at the outermost point of the engine bordering the environment, and the gas entering point (c) inside the chamber 328, where the isobaric compression and cooling process is performed.
  • the mechanical unit of the binary cycle engine there is also a 315 turbine rotor, where an adiabatic process is performed, through which the exhaust gases of the diesel engine pass, immediately after passing through the heat exchanger 319, the gas leaving the changer, enters the turbine rotor 315, it is connected to the main shaft of the binary cycle motor, with the function of driving the compressor rotor 314, and from the turbine rotor 315, the gas goes to a exhaust gas circulation control type 312 (EGR) with the function of directing part of the 315 turbine rotor outlet gases to the combustion chambers of the diesel engine via mixer 39, reducing emissions of nitrous oxides, NOx, another part of the gases, leaving the unit 312, goes to the environment 316.
  • EGR exhaust gas circulation control type 312
  • a compressor rotor 314 which pressurizes air from the environment to the combustion chambers From the diesel engine, air 317 first passes through filter 313, enters compressor rotor 314, passes through a cooler 36 and from there to mixer 39 which mixes pressurized air with part of the combustion gases and injects them. for the combustion chambers of the diesel engine 31.
  • FIG. 3 also shows the main elements that configure a diesel engine, at 318 the engine cooling air intake and all systems requiring cooling, the heat exchanger 328 is the outermost element and is the chamber isobaric compression of the binary cycle unit is the most external because the efficiency of the binary cycle unit increases the lower the temperature of the isobaric process that occurs in the changer 328, unlike other diesel engine needs.
  • Heat exchanger 36 is used for cooling pressurized air by compressor 314.
  • Another heat exchanger, radiator 35 is the main cooling element of the diesel engine, hydraulic and electrical units.
  • a 329 fan is used to force ventilation and improve heat exchange, cooling.
  • a coolant, typically water, pump 37 circulates the fluid within the internal combustion engine to keep it in safe thermal conditions, aided by a thermostat-type sensor 38 for temperature control.
  • Mixing pressurized air with part of the exhaust gas occurs in mixer 39 and proceeds to a distributor 32 which injects into the combustion chambers of the diesel engine.
  • Line 330 is an engine coolant return pipe.
  • Line 310 is a duct which conducts part of the combustion gases from the regulator (EGR) to the mixer 39.
  • the combustion waste gases are driven by line 31 1 from the manifold 331, through the heat exchanger 319 and going to the turbine rotor 315 inlet.
  • the diesel engine power shaft 33 is the main element for bringing the mechanical force to the gearbox 34.
  • Figure 4 shows the graphs of pressure and volumetric displacement that in their union form the combined cycle, a process composed by the combination of two cycles, one Diesel and the other isobaric-adiabatic, where the first cycle, the cycle Diesel is formed by four processes, or also called thermodynamic transformations, being an isobaric process or transformation, two adiabatic processes and an isochoric process, which occur one by one sequentially, but with the integration with other mechanical elements, the processes may vary as in the case of this invention.
  • the introduction of a turbine rotor alters the isocoric process, making it, in short, adiabatic and the final step of the adiabatic expansion process (4-5), can gain isobaric characteristics by describing the energy input to the
  • the combustion system 42 performs an isobaric expansion process (3-4), following which the expansion proceeds with an adiabatic process (4-5 '), from this point heat transfer to exchanger 319 occurs generating the isobaric segment (5'-5) or depending on the design or regulation parameters, this may be isothermal or adiabatic, or variable, ending the expansion with another adiabatic process (5-2) next to the 315 turbine rotor, followed by another adiabatic but compression process (2-3) ending the diesel cycle.
  • the piped energy for the binary cycle turbine engine is defined by process (5'-5) indicated by 43
  • the piped energy for turbine rotor 315 is defined by process (5-2) indicated by 44.
  • Binary cycle 45 is coupled, integrated with Diesel cycle 41, so that the energy disposal process (5'-5) of the Diesel cycle is the binary cycle input energy, and all processes that form the binary cycle occur simultaneously.
  • the energy discharged by the diesel cycle forms the isobaric expansion process (ab), starting from point (b) of the binary cycle two processes occur, an adiabatic expansion process (bc) of the binary cycle engine conversion unit and an adiabatic process.
  • expansion cycle (b-c ') of the binary cycle engine conservation unit the adiabatic expansion processes are completed two isobaric compression processes, starting from point (c) of the binary cycle an isobaric (cd) compression process occurs.
  • a torque engine energy conversion unit starts an isobaric compression process (c'-d') of the energy conservation unit, ending the isobaric compression processes two adiabatic compression processes occur, starting from From point (d) of the binary cycle, an adiabatic process of compression (da) of the torque converter motor energy conversion unit and an adiabatic process of pressure (d'-a) of the torque-cycle engine servicing unit completing torque-cycle 45.
  • Table 2 shows the seven processes (ab, bc, b-c ', cd, c'-d', da, d'a) that form the non-differential binary-isobaric-adiabatic cycle shown step by step. step, with three isobaric processes and four adiabatic processes.
  • Figure 5 shows the ideal diesel cycle pressure and volume graph, considering an engine without accessories, is a cycle formed by an isobaric combustion heating process (3-4), an adiabatic expansion process (4-5), an isocoric cooling process (5-2), and an adiabatic regenerative compression process (2-3).
  • an isobaric combustion heating process (3-4)
  • an adiabatic expansion process 4-5
  • an isocoric cooling process 5-2
  • an adiabatic regenerative compression process 2-3.
  • the combined diesel-isobaric-adiabatic cycle is the junction of a cycle called Diesel, whose cycle is formed by one-to-one processes sequentially, with a seven-process binary-isobaric-adiabatic cycle. all perform simultaneously and this system has the energy input by combustion of Diesel, an isobaric process (3-4), according to Figure 4, indicated at 41, for expansion and heating represented by the expression (a).
  • (Q ; ) represents the total system input energy, in "Joule”
  • (n) represents the mol number belonging to the Diesel cycle unit
  • (R) represents the universal gas constant.
  • (T q ) represents the maximum Kelvin gas temperature at process point (4), figure 4, indicated by 42
  • (T 3 ) represents the temperature at isobaric process starting point (3)
  • figure 4 represents the adiabatic expansion coefficient.
  • the turbine 315 of the input power (Q f) is an adiabatic process and is represented by expression (d).
  • Cycle engines combined by the integration of a Diesel cycle unit with a hybrid-based engine for example a binary-isobaric-adiabatic cycle turbine engine, have some important applications, the most obvious being their application in transport vehicles using diesel as a fuel, whether on land or sea.
  • Hybrid-based engine technology brings numerous properties that are especially interesting to these designs, the flexibility when operating temperatures, the absence of a number of elements that are required in motors based on open and closed systems, providing reduced volume and weight, and controllability, ie the ability to operate over a wide range of rotation and torque. Therefore torque-combined diesel-cycle technology applies to cargo vehicles, trucks, vessels, boats, ships and rail.

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

Abstract

La présente invention concerne un moteur thermique à cycle combiné formé par une unité fonctionnant avec le cycle diesel, relié et intégré à une autre unité fonctionnant avec le cycle binaire à trois processus isobares et quatre processus adiabatiques.
PCT/BR2018/050125 2017-04-26 2018-04-24 Moteur à cycle combiné diesel et binaire-isobare-adiabatique et procédé de commande pour le cycle thermodynamique de ce moteur à cycle combiné Ceased WO2018195629A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
BR102017008570-8A BR102017008570A2 (pt) 2017-04-26 2017-04-26 motor de ciclo combinado diesel e binário-isobárico-adiabático e processo de controle para o ciclo termodinâmico do motor de ciclo combinado
BRBR102017008570-8 2017-04-26

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WO2018195629A1 true WO2018195629A1 (fr) 2018-11-01

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PCT/BR2018/050125 Ceased WO2018195629A1 (fr) 2017-04-26 2018-04-24 Moteur à cycle combiné diesel et binaire-isobare-adiabatique et procédé de commande pour le cycle thermodynamique de ce moteur à cycle combiné

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BR8400959A (pt) * 1983-03-14 1984-10-23 Deere & Co Sistema turbocomposto
US20020062646A1 (en) * 2000-10-06 2002-05-30 Giancarlo Dellora Turbocompound internal combustion engine
JP3501894B2 (ja) * 1996-02-19 2004-03-02 日野自動車株式会社 ターボコンパウンドエンジンの制御装置
US20070214786A1 (en) * 2006-03-20 2007-09-20 Stephan Arndt Internal combustion engine and method of operating the engine
CN104329148A (zh) * 2014-09-30 2015-02-04 东风商用车有限公司 一种两级动力涡轮系统
WO2015188842A1 (fr) * 2014-06-10 2015-12-17 Volvo Truck Corporation Système de turbine

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BR8400959A (pt) * 1983-03-14 1984-10-23 Deere & Co Sistema turbocomposto
JP3501894B2 (ja) * 1996-02-19 2004-03-02 日野自動車株式会社 ターボコンパウンドエンジンの制御装置
US20020062646A1 (en) * 2000-10-06 2002-05-30 Giancarlo Dellora Turbocompound internal combustion engine
US20070214786A1 (en) * 2006-03-20 2007-09-20 Stephan Arndt Internal combustion engine and method of operating the engine
WO2015188842A1 (fr) * 2014-06-10 2015-12-17 Volvo Truck Corporation Système de turbine
CN104329148A (zh) * 2014-09-30 2015-02-04 东风商用车有限公司 一种两级动力涡轮系统

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