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WO2018195631A1 - Moteur à cycle combiné otto et binaire-isobare-adiabatique et procédé de commande pour le cycle thermodynamique de ce moteur à cycle combiné - Google Patents

Moteur à cycle combiné otto 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
WO2018195631A1
WO2018195631A1 PCT/BR2018/050128 BR2018050128W WO2018195631A1 WO 2018195631 A1 WO2018195631 A1 WO 2018195631A1 BR 2018050128 W BR2018050128 W BR 2018050128W WO 2018195631 A1 WO2018195631 A1 WO 2018195631A1
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WO
WIPO (PCT)
Prior art keywords
cycle
binary
isobaric
adiabatic
otto
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PCT/BR2018/050128
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English (en)
Portuguese (pt)
Inventor
Marno Iockheck
Saulo Finco
LUIS Mauro MOURA
Original Assignee
Associação Paranaense De Cultura - Apc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Associação Paranaense De Cultura - Apc filed Critical Associação Paranaense De Cultura - Apc
Publication of WO2018195631A1 publication Critical patent/WO2018195631A1/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
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • 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 a unit operating with the Otto cycle interconnected and integrated with the other unit operating with 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 combustion or working fluid exhaust, gases, waste; The energies that come out of these systems are the working mechanical 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 are closed thermodynamic systems, external combustion engines such as Stirling cycle, Ericsson cycle, Rankine cycle with closed circuit working fluid, Brayton heat cycle or external combustion, Carnot cycle. In this system is the 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 were invented and designed by uniting in the same system two idealized motor concepts in the nineteenth century, based on open thermodynamic systems or closed thermodynamic systems, the best known are the combined cycles of an engine. 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, cycle motors.
  • differential 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.
  • a new concept of thermal motors has become indispensable and the creation of new motor cycles is necessary.
  • engine efficiency is no longer dependent solely on temperatures.
  • the hybrid system concept and differential cycles and binary cycles the very characteristic that underlies this new combined cycle concept, eliminates the dependence of efficiency exclusively on temperature. Eliminating the need to change the physical state of work fluids is now representative to reduce machine volume, weight and cost. Therefore the combined cycle formed by an Otto cycle unit with a binary-isobaric-adiabatic cycle unit is an important, viable evolution for the future of combined cycle systems.
  • Combined-cycle motors are characterized by having two separate thermodynamic units integrated forming a system such that the energy discarded 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 an Otto31 cycle motor, which performs a four-process Otto cycle and a binary-isobaric-adiabatic cycle turbine motor 320, which performs a three-process cycle and isobaric.
  • the present invention further contemplates the use of an auxiliary turbine 315 to perform work by an adiabatic process with residual energy and a compressor 314 for air pressurization in the combustion chambers of the engine. internal combustion Otto.
  • the present invention brings important developments for the conversion of thermal energy into 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.
  • Combined-cycle motors based on motor integration cycle engines with a binary-cycle engine may be constructed of materials and techniques similar to conventional combined-cycle engines, such as the secondary, binary-cycle unit consisting of a closed-loop gas engine, considering the complete system, this concept Closed-circuit working gas with respect to the external environment indicates that the system must be sealed, or in some cases leaks may be permitted provided they are compensated. Suitable materials for this technology should be noted, which are similar in this respect to Bra ton, 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 formed by an Otto cycle unit with a Rankine cycle unit. Systems designed with this philosophy today are used to improve mechanical and energy efficiency in traction systems, vehicles such as automobiles.
  • Figure 2 demonstrates in block diagram a combined cycle system designed based on the new thermodynamic system concept formed by a known Otto cycle unit with a binary-isobaric-adiabatic cycle unit.
  • Figure 3 is a diagram of a system composed of an Otto31 cycle engine with a binary-isobaric-adiabatic cycle turbine engine 320 forming the combined cycle Otto and torque.
  • Figure 4 shows the Otto 41 cycle pressure and volumetric displacement graph curves and the binary-isobaric-adiabatic cycle pressure and volumetric graph curves 45 respectively.
  • Figure 5 shows the conventional Otto cycle with two isocoric processes and two adiabatic processes.
  • the Otto-torque-isobaric-adiabatic combined-cycle engine is a system composed of an open thermodynamic system-based engine concept, an Otto-cycle internal combustion engine, designed in the 19th century, with a thermodynamic-based engine hybrid, the non-differential binary-isobaric-adiabatic cycle, idealized in the 21st century, so that the energy discarded by the first, the Otto cycle internal combustion engine, is the energy that drives the second, the binary cycle engine.
  • Figure 3 presents the system featuring an Otto and torque-isobaric-adiabatic combined-cycle engine.
  • This system consists of a machine that operates on the Otto cycle, integrated, interconnected with another machine that operates on a binary cycle and so that its cycles thermodynamic are also integrated as shown in Figure 4.
  • the system of Figure 3 shows an Otto 31 cycle internal combustion engine coupled to a binary-isobaric-adiabatic cycle turbine engine 320.
  • the Otto cycle engine has its discharge manifold 331, hot gas 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 inside the exchanger and exits the point (b), entering the proportional three-way control valve 326, and this valve directs part of the gas to the turbine rotor of the power converter 321 and part of the gas to the turbine rotor of the power conservation unit 322, the turbine rotor of the conservation unit 322 conducts the working gas to the thermally insulated chamber 323, entering at the point (c ') where the isobaric compression process is performed, leaving the gas at the point (d') following p for the power conservation unit 324 compressor rotor, which in turn drives the gas with its associated conserved energy back into the isobaric expansion chamber 319.
  • the power conversion unit turbine rotor 321 drives Its fraction of the working gas coming from the control valve 326 to the cooling chamber 328 is separated from the other cooling and cooling systems and situated at the coldest end of the forced fan air flow, ie at the outermost point. the engine boundary with the environment, and the gas entering point (c) inside chamber 328, where the isobaric compression and cooling process is performed, the gas exiting at point (d) following to the compressor compressor rotor. power conversion unit 325, and this in turn, returning the gas to the inlet of the isobaric expansion and heating chamber 319, completing the binary thermodynamic cycle of the system.
  • the mechanical unit of the torque cycle engine there is also a 315 turbine rotor, where an adiabatic process is performed, through which they pass the exhaust gases from the Otto engine, immediately after passing through the heat exchanger 319, the gas exiting the exchanger, enters the turbine rotor 315, it is connected to the main shaft of the torque cycle motor, with the function of driving the rotor from compressor 31, and from turbine rotor 315, the gas flows to an exhaust gas circulation control type 312 (EGR) with the function of directing part of the 315 turbine rotor outlet gases the combustion chambers of the Otto engine via mixer 39, reducing emissions of nitrous oxides, NOx, another part of the gases, when leaving unit 312, goes to the environment 316.
  • EGR exhaust gas circulation control type 312
  • compressor rotor 31 which pressurizes ambient air into the Otto engine combustion chambers, air 317 first passes through filter 313, enters compressor rotor 314, passes through a chiller 36 and thereafter to mixer 39 which mixes pressurized air with part of the combustion gases by injecting them into the Otto 31 engine combustion chambers.
  • FIG 3 also shows the main elements that make up an Otto 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 328 changer, unlike other Otto 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 Otto engine, hydraulic and electrical units.
  • a 329 fan is used to force ventilation and improve heat exchange, cooling.
  • a coolant, usually water, pump 37 circulates the fluid within the internal combustion engine to keep it in safe thermal conditions, aided by a thermostat type 38 sensor 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 Otto engine.
  • Line 330 is an engine coolant return pipe.
  • Line 310 is a duct that conducts part of the combustion gases from the regulator (EGR) to the mixer 39.
  • the combustion waste gases are driven by line 311 from the manifold 331, through the heat exchanger 319 and following turbine rotor input 315.
  • Otto engine power shaft 33 is the main element for bringing mechanical force to the transmission case 34.
  • Figure 4 shows the graphs of the pressure and volumetric displacement that in their union form the combined cycle, a process composed by the combination of two cycles, one Otto and another binary-isobaric-adiabatic, where the first cycle, the cycle Otto is formed by four processes, or also called thermodynamic transformations, being two isochoric processes and two adiabatic processes, 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 isochoric compression and heating process (3-4), following which expansion proceeds with an adiabatic process (4-5 '), from this point heat transfer to the exchanger 319 occurs.
  • THE energy channeled to the torque-cycle turbine engine is defined by process 5'-5 indicated by 43
  • the energy channeled to the turbine rotor 315 is defined by process 5-2 indicated by 44.
  • Binary cycle 45 is coupled, integrated with cycle Otto 41, so that the energy disposal process (5'-5) of the Otto cycle is the input energy of the binary cycle, and all processes that form the binary cycle occur simultaneously.
  • the energy discharged by the Otto 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 motor 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.
  • an isobaric compression process (c'-d') of the energy conservation unit occurs, finalizing the isobaric compression processes two adiabatic compression processes occur, starting from point (d) of the binary cycle, there is an adiabatic compression process (da) of the binary cycle motor power conversion unit and an adiabatic process of compression (d'-a) of the torque-cycle engine servicing unit completing the torque-cycle 45.
  • the energy enters the Otto cycle, indicated by 42, part of the discarded energy 44, an adiabatic process feeds a turbine rotor, 315, remaining part of the discarded energy 43 of the Otto cycle feeds the binary cycle 45, the discarded energy of the binary cycle is, ideally without losses, the total energy lost, indicated by 46.
  • Table 1 shows the processes (3-4, 4-5 ', 5'-5, 5-2, 2-3) that form the Otto cycle when it is integrated with the binary-isobaric-adiabatic cycle, shown step by step.
  • 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 graph of pressure and volume of the optimal Otto cycle, considering a motor without accessories, is a cycle formed by two isochoric processes, one by combustion heating (3-4) and one by exhaust cooling (5-2). ), an adiabatic expansion process (4-5) and an adiabatic compression process (2-3).
  • process (5-2) is no longer isochoric as there is a moving turbine which together with the 319 heat exchanger and a control system, will produce changes in this region of the thermodynamic cycle and this change may vary depending on the operation in which the engine will be running.
  • This paper proposes an approximation considering the mechanical and process essentials that characterize the idea.
  • the combined cycle Otto with binary-isobaric-adiabatic is the junction of a cycle called Otto, whose cycle is formed by processes that are carried out one by one sequentially, with a binary-isobaric-adiabatic cycle of seven processes which are all perform simultaneously and this system has the energy input by combustion in the Otto cycle by an isochoric process (3-4), as shown in Figure 4, indicated in 41, of compression and heating represented by the expression (a).
  • (Qi-) represents the total system input energy, in "Joule”
  • (n) represents the number of mol belonging to the Otto cycle unit
  • (R) represents the universal gas constant
  • T q represents the maximum "Kelvin” gas temperature at process point (4)
  • (T3) represents the temperature at the initial isocoric process point (3)
  • figure 4 represents the adiabatic expansion coefficient.
  • Cycle engines combined by integrating an Otto 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 the Otto cycle, and gasoline or alcohol as fuel.
  • 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 open and closed-based engines, providing volume and weight. reduced, and controllability, that is, the ability to operate over a wide range of rotation and torque. Therefore the combined cycle technology Otto with torque applies to vehicles, especially automobiles.

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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 Otto, relié et intégré à une autre unité fonctionnant avec le cycle binaire à trois processus isobares et quatre processus adiabatiques.
PCT/BR2018/050128 2017-04-26 2018-04-25 Moteur à cycle combiné otto et binaire-isobare-adiabatique et procédé de commande pour le cycle thermodynamique de ce moteur à cycle combiné WO2018195631A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
BR102017008576-7A BR102017008576A2 (pt) 2017-04-26 2017-04-26 motor de ciclo combinado otto e binário-isobárico-adiabático e processo de controle para o ciclo termodinâmico do motor de ciclo combinado
BRBR102017008576-7 2017-04-26

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WO2018195631A1 true WO2018195631A1 (fr) 2018-11-01

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020026215A1 (fr) * 2018-08-03 2020-02-06 Saulo Finco Moteur à combustion interne intégré formé par une unité principale à cycle otto et une unité secondaire à pistons, et procédé de commande pour le cycle thermodynamique du moteur

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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
DE102007052118A1 (de) * 2007-10-30 2009-05-07 Voith Patent Gmbh Verfahren zur Steuerung der Leistungsübertragung in einem Antriebsstrang mit einem Turbocompoundsystem und Antriebsstrang
DE102009013040A1 (de) * 2009-03-13 2010-09-16 Volkswagen Ag Brennkraftmaschine mit Registeraufladung
GB2508866A (en) * 2012-12-13 2014-06-18 Bowman Power Group Ltd Turbogenerator system and method
JP2016176419A (ja) * 2015-03-20 2016-10-06 株式会社豊田自動織機 内燃機関

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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
DE102007052118A1 (de) * 2007-10-30 2009-05-07 Voith Patent Gmbh Verfahren zur Steuerung der Leistungsübertragung in einem Antriebsstrang mit einem Turbocompoundsystem und Antriebsstrang
DE102009013040A1 (de) * 2009-03-13 2010-09-16 Volkswagen Ag Brennkraftmaschine mit Registeraufladung
GB2508866A (en) * 2012-12-13 2014-06-18 Bowman Power Group Ltd Turbogenerator system and method
JP2016176419A (ja) * 2015-03-20 2016-10-06 株式会社豊田自動織機 内燃機関

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020026215A1 (fr) * 2018-08-03 2020-02-06 Saulo Finco Moteur à combustion interne intégré formé par une unité principale à cycle otto et une unité secondaire à pistons, et procédé de commande pour le cycle thermodynamique du moteur

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