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WO2018195635A1 - Moteur à cycle combiné diesel et différentiel-isotherme-isochore et procédé de commande pour le cycle thermodynamique de ce moteur à cycle combiné - Google Patents

Moteur à cycle combiné diesel et différentiel-isotherme-isochore et procédé de commande pour le cycle thermodynamique de ce moteur à cycle combiné Download PDF

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Publication number
WO2018195635A1
WO2018195635A1 PCT/BR2018/050132 BR2018050132W WO2018195635A1 WO 2018195635 A1 WO2018195635 A1 WO 2018195635A1 BR 2018050132 W BR2018050132 W BR 2018050132W WO 2018195635 A1 WO2018195635 A1 WO 2018195635A1
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Prior art keywords
cycle
differential
diesel
isothermal
engine
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PCT/BR2018/050132
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English (en)
Portuguese (pt)
Inventor
Marno Iockheck
Saulo Finco
LUIS Mauro MOURA
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Associação Paranaense De Cultura - Apc
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Application filed by Associação Paranaense De Cultura - Apc filed Critical Associação Paranaense De Cultura - Apc
Publication of WO2018195635A1 publication Critical patent/WO2018195635A1/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
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
    • F01K23/02—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled
    • F01K23/06—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle
    • F01K23/10—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle with exhaust fluid of one cycle heating the fluid in another cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
    • 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
    • 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
    • F02G1/00—Hot gas positive-displacement engine plants
    • F02G1/04—Hot gas positive-displacement engine plants of closed-cycle type
    • F02G1/043—Hot gas positive-displacement engine plants of closed-cycle type the engine being operated by expansion and contraction of a mass of working gas which is heated and cooled in one of a plurality of constantly communicating expansible chambers, e.g. Stirling cycle type engines
    • F02G1/045—Controlling
    • F02G1/047—Controlling by varying the heating or cooling
    • 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 with the differential cycle of four isothermal processes and four isocoric processes with regenerator.
  • 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 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.
  • the hybrid system concept and differential and binary cycles the very characteristic that underlies this new combined cycle concept, eliminates the reliance on efficiency exclusively at 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 a Diesel cycle unit with a differential-isothermal-isochoric 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 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 regenerative differential-isothermal-isochoric cycle engine (320), described in patent BR1020160198755, which performs a cycle of four isothermal processes and four isocoric processes with regenerator, and so that the input energy, by combustion performs an isobaric expansion process in the Diesel cycle unit, an isochoric cooling process when exhaust goes straight to environment or isobaric or adiabatic when using exchangers for other purposes which gives energy to the isothermal process of expansion of the differential cycle unit, this in turn performs an isothermal cooling process giving to the environment the energy that the system together not converted to work and so that both cycles have a common final work conversion.
  • Figure 3 shows the general concept of the invention and Figure 4 shows the graphs with the integration of both thermodynamic cycles forming the combined cycle.
  • the present invention further contemplates the use of an auxiliary turbine (315) to perform work by means of an adiabatic process with residual energy and a compressor (314) for air pressurization in the combustion chambers. of the internal combustion engine Diesel.
  • 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 changing the physical state of the working gas, that is, there is a phase of the liquid process requiring condensation, evaporation, and auxiliary pump systems, and all these elements and processes impose losses and impossibility. to utilize the energies of these phases in conversion.
  • diesel-isothermal differential-isochoric combined cycle that can be seen are the absence of elements to change the physical state of the working fluid and its associated losses, the absence of condensation and vaporization elements, therefore no losses associated with latent heat of the working fluid, no circuits, pumps, control elements for the processes of changing the physical state of the fluid 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 diesel combined cycle with differential is expressive. [017] Combined-cycle engines based on the integration of a diesel-cycle engine with a differential-cycle engine may be constructed of materials and techniques similar to conventional combined-cycle engines, such as the differential-cycle secondary unit consisting of an engine.
  • this closed-circuit working gas concept with respect to the external environment indicates that the system should 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 on the basis of the new thermodynamic system concept consisting of a known Diesel cycle unit with a cycle unit. isothermal-isochoric differential.
  • systems designed with this philosophy for mechanical power generation will have higher efficiency than combined cycle systems with Rankine or organic Rankine based on the theoretical analysis of the second machine cycle that forms the system, among the losses that cease to exist, the absence of Changing the physical state of the working fluid is a significant item; the energy conservation process provided by the conservation subsystem belonging to the differential cycle reinforces the possibilities of increasing overall efficiency.
  • Figure 3 is a diagram of a system consisting of a diesel-cycle engine (31) with a differential-isothermal-isochoric cycle engine (320) forming the combined diesel and differential cycle.
  • Figure 4 shows respectively the curves of the diesel cycle pressure and volumetric displacement graph (41) and the pressure and volumetric displacement graph curves of the differential-isothermal-isochoric cycle (45).
  • Figure 5 shows the conventional diesel cycle with one isobaric process, two adiabatic processes and one isochoric process.
  • the diesel-differential-isothermal-isochoric 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 hybrid thermodynamic, the isothermal-isochoric differential 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 differential-cycle engine.
  • FIG 3 shows the system featuring a diesel-differential isothermal-isochoric combined-cycle engine.
  • This system consists of by an integrated diesel cycle machine interconnected with another differential cycle machine and so that its thermodynamic cycles are also integrated as shown in figure 4.
  • the system in figure 3 shows a diesel cycle internal combustion engine ( 31) coupled to a differential-isothermal-isochoric cycle motor (320).
  • the diesel cycle engine has its exhaust manifold (327), hot gas exhaust, connected to an isothermal heat exchanger (319), this heat exchanger is the heat transfer element for the high temperature isothermal process sub-chambers and expansion differential motor (320) at temperature (Tq).
  • the differential motor 320 after performing the isothermal expansion process at high temperature, will perform an isochoric process of temperature lowering and heat transfer to one internal and mass regenerator to the other subsystem of the differential motor itself, and following will perform an isothermal process of compression and cooling through the heat exchanger (323), which is separated from the other cooling and cooling systems and situated at the coldest end of the forced air flow of the fan, ie at the outermost point of the engine at boundary with the environment, and the coolant of this exchanger will cool the isothermal working gas of the differential motor (320) into the internal isothermal exchanger (322) of the differential motor (320).
  • the differential motor has a main power shaft (324) coupled to the main mechanical shaft (33) of the diesel cycle unit by means of a gearbox (34) for transmission of the differential cycle unit shaft strength by adding to the shaft (33) of the main motor (31).
  • a turbine rotor (315) As part of the mechanical unit of the system, there is also a turbine rotor (315), 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 exiting the exchanger enters the turbine rotor (315), with the function of driving the compressor rotor (314), and from the turbine rotor (315), the gas goes to a control unit (312), Exhaust Gas Circulation Type (EGR) with the function of directing part of the exhaust gases turbine rotor output (315) to the combustion chambers of the diesel engine via mixer (39), reducing emissions of nitrous oxides, NOx, other gases leaving the unit (312), goes to the environment (316 ).
  • EGR Exhaust Gas
  • a compressor rotor which pressurizes ambient air into the combustion chambers of the diesel engine, air (31) 7 first passes through the filter (31 3), enters the compressor rotor (314), passing through a cooler (36) and from there to the mixer (39) which mixes pressurized air with part of the combustion gases, injecting them into the combustion chambers of the diesel engine (31).
  • the isothermal exchanger (319) must be designed so that the heat exchange with the gas is efficient and thermally isonomic, that is, the internal chambers of the exchanger must be designed with isonomic temperature characteristics throughout, allowing Of course, pressure differentials as the working gas flow occurs, unlike the heat exchangers of the isobaric units, which in turn, for example, must be designed to have pressure rather than temperature isonomy.
  • FIG 3 also shows the main elements that configure a diesel engine, at (31) 8 the engine cooling air intake and all systems that require cooling, the heat exchanger ((32) 3) is The outermost element and is the cooling exchanger for the low temperature isothermal compression chamber (322) of the differential cycle unit, it is the outermost because the efficiency of the differential cycle unit increases as the temperature of the isothermal process that occurs in chamber (322), different from 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 electric units.
  • a fan (325) is used to force ventilation and improve heat exchange, cooling.
  • a coolant, normally 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 the pressurized air with part of the exhaust gas occurs in the mixer (39) and goes to a distributor (32) which injects the combustion air with part of the exhaust gas into the diesel combustion chambers.
  • Line 326 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 gases, residues from combustion are led by line 311 from the manifold (327), through the heat exchanger (319) and into the turbine rotor inlet (315).
  • the power shaft (33) of the diesel engine is the main element for bringing 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 of the combination of two cycles, one Diesel and another isothermal-isochoric, 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 combustion system (42) performs an isobaric expansion process (3-4), following which expansion proceeds with an adiabatic process (4-5 '), from this point heat transfer to the exchanger ( 319) 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 turbine rotor ( 315), followed by another adiabatic but compressing process (2-3) ending the Diesel cycle.
  • the piped energy for the differential cycle motor is defined by process (5'-5) indicated by (43)
  • the piped energy for turbine rotor (31 5) is defined by process (5-2) indicated by (44) ).
  • the differential cycle (45) is coupled, integrated with the diesel cycle, (41), so that the diesel cycle energy disposal process (5 '-5) is the differential cycle input energy and all processes that form the differential cycle occur sequentially, but always in pairs.
  • the energy discarded from the diesel cycle forms the isothermal expansion processes (ab) of one chamber of the differential engine and also the isothermal process (1 - 2) of the other chamber.
  • the complete process starting from the discarded energy of the diesel cycle occurs as follows, the discarded energy of the process diesel cycle (5'-5) feeds the isothermal process (ab) of differential cycle expansion, simultaneously occurs the isothermal process of compression and cooling (3-4), starting from point (b) of the differential cycle, occurs an isocoric cooling process (bc), with heat transfer to the regenerator and gas mass to the other subsystem where another isocoric process occurs (4-4). 1) heating that occurs simultaneously and it is regenerative, that is, it receives heat from the regenerator from point (c) on At the end of the isocoric process (bc), an isothermal process (cd) of compression and cooling of the differential cycle begins.
  • the isothermal process of expansion and heating (1 -2) starts from point (d) of the differential cycle.
  • Table 1 shows the processes (3-4, 4-5 ', 5'-5, 5-2, 2-3) that form the Diesel cycle when it is integrated with the differential-isothermal-isochoric cycle, shown step by step.
  • Table 2 shows the eight processes (ab, bc, cd, da, 1 -2, 2-3, 3-4, 4-1) that form the regenerative differential-isothermal-isochoric cycle, shown step by step. , with four isothermal processes and four isochoric 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 compression process (2-3).
  • a turbine 315
  • a heat exchanger 319
  • a change in the thermodynamic cycle, process (5-2) is no longer isochoric, as there is a turbine to move which together with the heat exchanger (319) 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 diesel-differential isothermal-isochoric cycle is the junction of a cycle called Diesel, whose cycle is formed by one-to-one processes sequentially, with an eight-differential isothermal-isochoric cycle. perform sequentially, but in pairs and this system has the energy input by combustion of Diesel, an isobaric process (3-4), as shown in Figure 4, indicated (41), of expansion and heating represented by the expression (a).
  • the input energy of the differential cycle secondary machine is represented by the expression (c), where ⁇ Tq) is the isothermal input temperature of the differential cycle unit, (n) is the mol number belonging to the differential chamber. isothermal heating of the differential cycle motor.
  • Diesel cycle machine output energy minus turbine energy (315) is equal to differential cycle machine input energy according to equation (c).
  • the power turbine inlet (31 5) (Q f) is an adiabatic process and is represented by expression (d).
  • Discarding energy not converted to work by the secondary differential-cycle machine is represented by the expression (e). This, in the ideal concept, is the total energy discarded in the medium, which does not perform useful work, where (77) is the isothermal heat discharge temperature of the differential cycle unit, (/ 3 ⁇ 4) is the number of mol belonging to the isothermal cooling chamber of the differential cycle motor.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (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 différentiel à quatre processus isothermes et quatre processus isochores avec régénérateur.
PCT/BR2018/050132 2017-04-26 2018-04-25 Moteur à cycle combiné diesel et différentiel-isotherme-isochore et procédé de commande pour le cycle thermodynamique de ce moteur à cycle combiné WO2018195635A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
BR102017008588-0A BR102017008588A2 (pt) 2017-04-26 2017-04-26 motor de ciclo combinado diesel e diferencial-isotérmico-isocórico regenerativo e processo de controle para o ciclo termodinâmico do motor de ciclo combinado
BR102017008588-0 2017-04-26

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WO2018195635A1 true WO2018195635A1 (fr) 2018-11-01

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SU1617172A1 (ru) * 1989-01-30 1990-12-30 Институт Физико-Технических Проблем Энергетики Ан Литсср Силова установка
RU2091599C1 (ru) * 1992-11-30 1997-09-27 Владимир Самойлович Кукис Силовая установка
US6543229B2 (en) * 2000-06-14 2003-04-08 Stm Power, Inc. Exhaust gas alternator system
US20050103015A1 (en) * 2003-10-01 2005-05-19 Toyota Jidosha Kabushiki Kaisha Stirling engine and hybrid system that uses the stirling engine
US20060123779A1 (en) * 2003-10-01 2006-06-15 Toyota Jidosha Kabushiki Kaisha Exhaust heat recovery apparatus
US20130269343A1 (en) * 2012-04-16 2013-10-17 GM Global Technology Operations LLC Vehicle with stirling engine integrated into engine exhaust system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SU1617172A1 (ru) * 1989-01-30 1990-12-30 Институт Физико-Технических Проблем Энергетики Ан Литсср Силова установка
RU2091599C1 (ru) * 1992-11-30 1997-09-27 Владимир Самойлович Кукис Силовая установка
US6543229B2 (en) * 2000-06-14 2003-04-08 Stm Power, Inc. Exhaust gas alternator system
US20050103015A1 (en) * 2003-10-01 2005-05-19 Toyota Jidosha Kabushiki Kaisha Stirling engine and hybrid system that uses the stirling engine
US20060123779A1 (en) * 2003-10-01 2006-06-15 Toyota Jidosha Kabushiki Kaisha Exhaust heat recovery apparatus
US20130269343A1 (en) * 2012-04-16 2013-10-17 GM Global Technology Operations LLC Vehicle with stirling engine integrated into engine exhaust system

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