• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    According to the invention, combustion gases are passed from an internal combustion engine (1) to a first turbine (2), after which there is a second turbine (4) where the combustion gases continue to expand under a pressure which is at least partially lower than the atmospheric pressure, typically to a pressure of approx. 0.6-0.2 bar. The second turbine (4) is in fact a turbine-compressor combination, i.e. a combustion gas compressor (6) has been connected to it (shaft coupling). The combustion gas compressor (6) pressures the combustion gases back to atmospheric pressure. Prior to this, the combustion gases have been cooled by a cold heat exchanger (5) near the temperature of the cooling medium, which is typically air or water. The cooling is thus carried out in the cold heat exchanger (5) in such a way that the cooling medium is fed to the cold heat exchanger (5) and removed from there after the heat transfer. At the same time, the water vapor that has arisen during combustion is condensed, and it is also removed from the process before the compressor. Naturally, water is eventually removed to atmospheric pressure. The generator (3) is connected to the first turbine (2) or to the second turbine (4). The electricity generated can be utilized, for example, in a hybrid car.
    公开号:FI20170075A1
    申请号:FI20170075
    申请日:2017-05-17
    公开日:2018-11-18
    发明作者:Ari Veli Olavi Löytty
    申请人:Systematic Power；
    IPC主号:
    专利说明:

    EFFECTIVE METHOD AND EQUIPMENT FOR THE RECOVERY OF WASTE
    The invention relates to an efficient method and apparatus for utilizing waste heat. The waste heat is high temperature and the main target is the utilization of the waste heat from combustion engine combustion in hybrid cars and medium-sized engine power plants. The combustion gases go from the combustion engine to the first turbine, followed by the second turbine, where the combustion gases continue to expand, at least in part, below atmospheric pressure - typically about 0.6-0.2 bar. This second turbine is actually a turbocharger combination. Said supercharger section pressurizes the combustion gases back to atmospheric pressure. Prior to this, the combustion gases have been cooled by a pre-cooling heat exchanger close to the temperature of the cooling medium, typically air or water. In this case, the water vapor generated during combustion is also removed from the process prior to supercharging. Alternatively, the first turbine may be connected to the combustion gas supercharger instead of the second turbine.
    The power generated in the most competitive applications is utilized by the generator, for example in hybrid cars, mid-size power plants or in marine transport (electric propeller). In hybrid cars, the power from an internal combustion engine can be traditionally utilized, or it can be recovered in the same or in its own generator, and the total electricity generated can be utilized in an electric motor. Current combustion engines use to a small extent the utilization of waste energy from combustion gases. This is known as turbo compounding in English and has already / just become serial production. In this case only the overpressure resulting from the combustion event is utilized. Thermodynamically, this overpressure is the result of constant volume combustion. Because combustion in a diesel engine occurs more slowly and thus more at constant pressure, the pressure of the combustion gases at the outlet of the fire valves is at least theoretically lower. Another factor that leads to overpressure is the so-called "pressurizing" of the air entering the engine. Turbo, that is, if the current engines have a turbo, greater overpressure is achieved. The method according to the invention is more suitable for engines where the intake air is not compressed. That is, in applications where the minimum pressure is in the order of 0.2 -0.35 bar. This is because the combustion valves limit the exhaust gas exit temperature, and if the engine intake air is supercharged, the combustion gas temperature at 0.2 bar may be too close to the turbocharger section supercharger temperature. Another reason is that if the intake air is not supercharged and intercooled, the initial combustion temperature is higher, which is thermodynamically advantageous. Of course, there are also applications where intake air supercharging is useful, such as applications with additional combustion prior to the first turbine. The method is applicable to both combustion and diesel engines.
    In practice, if the combustion gases come from an internal combustion engine at a pressure of about two bars, the benefits of the invention in the base version compared to the current ETC (Electric Turbo Compounding) engines are less than in the most competitive versions. These include utilization of the thermal energy of the combustion gases of non-compressed diesel, utilization of the combustion gases of a turbocharged internal combustion engine (intake or diesel) with additional combustion, and utilization of valve timing in the embodiment of the invention. In practice, this means that the present hybrid cars utilize a twentieth-century invention whereby the cylinder compression volume is practically smaller than the expansion volume, whereby the combustion gases expand within the cylinder to a lower pressure, and thus the same exhaust temperature
    It would be useful to design the combustion engine combustion event so that the temperature of the combustion gases when leaving the engine would be relatively high. This can be achieved, for example, by a small fuel injection at the beginning of the combustion stage. In this case, the average heat input temperature during the combustion process is higher than if the combustion gases leave the engine at a lower temperature. According to the theoretical Carnot process, a higher heat input temperature also means a higher efficiency. This, of course, requires expansion to about 0.2-0.35 bar at the other turbine. In this case, the water vapor generated in the combustion condenses at a lower temperature, thus reducing the energy loss. It is equally possible that no additional injection is required and, on the other hand, additional injection may also be carried out prior to the first turbine (2).
    The most significant idea of the invention as compared to current internal combustion engines is the expansion of combustion gases to below atmospheric pressure. In the last few years, there have been several articles on the related technique known as electric turbo compounding in English, and none of them mentions the method according to the invention.
    In today's internal combustion engines, the minimum pressure of the combustion gases is atmospheric pressure. In the method according to the invention, the combustion gases in the second turbine are expanded to a pressure below atmospheric pressure. This will allow better utilization of the thermal energy of the combustion gases. The 0.6 bar mentioned in the claim is not necessarily an optimum point and, for example, an expansion of about 0.3-0.4 bar will in many cases result in a better efficiency. The invention is characterized in what is set forth in claim 1.
    Figure 1 illustrates the basic process of the invention. In an internal combustion engine, the combustion air is not compressed and the internal combustion engine can be either a combustion engine or a diesel engine.
    Figure 2 illustrates an embodiment of the invention in which combustion air is also compressed.
    Figure 3 shows an embodiment of the invention in which the force is drawn from a second turbine (4). Table 1 corresponds to the values of the state points of Figure 3.
    Figure 4 illustrates an embodiment of the invention in which after the combustion engine there is additional combustion in the combustion chamber (10).
    Table 1 shows the state point values of Figure 3. All exemplary calculations are shown only to illustrate the invention and, of course, the values can be changed as desired. In the example, methane has been selected as the fuel, which for clarity has also been used in other figures.
    In the process of Figure 1, the combustion gases from the internal combustion engine (1) go to the first turbine (2), followed by the second turbine (4), where the combustion gases continue to expand at least partially below atmospheric pressure - typically about 0.6-0.2 bar. This second turbine (4) is in fact a turbocharger combination, i.e. the combustion gas compressor (6) is connected to it (the acceleration). Said combustion gas compressor (6) pressurizes the combustion gases back to atmospheric pressure. Prior to this, the combustion gases have been cooled by a pre-cooling heat exchanger (5) close to the temperature of the cooling medium, typically air or water. Thus, this cooling takes place in the pre-cooling heat exchanger (5) such that the cooling medium enters and exits the pre-cooling heat exchanger (5) after the heat transfer. At the same time, the water vapor generated in the combustion is condensed from the combustion gases and also removed from the process prior to the combustion gas supercharger (6). Of course, the water is eventually removed to atmospheric pressure, but for clarity the presentation is chosen as shown in Figure 1. The generator (3) is connected to the first turbine (2). The generated electricity can be utilized, for example, in a hybrid car. Naturally, the heat from the combustion gas compressor (6) can be utilized if necessary. This is shown in the figure using a heat exchanger (7). This is primarily the case with a power plant. Likewise, the heat of the pre-cooling heat exchanger (5) can be utilized.
    In the process of Figure 2, the air entering the spark ignition engine (1) is compressed. For this purpose, the process comprises a combustion air compressor (8) and an intercooler (9). In this embodiment, the combustion air compressor (8) is on the same axis as the first turbine (2), but it can instead be connected to the shaft of the second turbine (4) combustion gas compressor (6). From the internal combustion engine (1), the combustion gases go to the first turbine (2). The excess power is utilized in the generator (3). After the first turbine (2) there is a second turbine (4). This second turbine (4) is also a turbocharger assembly, i.e. the combustion gas compressor (6) is connected thereto (axle). Said combustion gas compressor (6) pressurizes the combustion gases back to atmospheric pressure. Prior to this, the combustion gases have been cooled by a pre-cooling heat exchanger (5) close to the temperature of the cooling medium, typically air or water. Thus, this cooling takes place in the pre-cooling heat exchanger (5) such that the cooling medium enters and exits the pre-cooling heat exchanger (5) after the heat transfer. At the same time, the water vapor generated in the combustion is condensed and also removed from the process before the combustion gas supercharger (6). Of course, the water will eventually be removed to atmospheric pressure, but for clarity the presentation is chosen as shown in Figure 2. Naturally, the heat from the combustion gas compressor (6) can be utilized if necessary. This is shown in the figure using a heat exchanger (7). This is primarily the case with a power plant. Likewise, the heat of the pre-cooling heat exchanger (5) and the intercooler (9) can be utilized.
    Naturally, the combustion air can also be compressed with a mechanical, or so-called, supercharger or electric supercharger.
    Figure 3 otherwise corresponds to the process of Figure 1, but the first turbine (2) is connected to the combustion gas supercharger (6) and the second turbine (4) provides power to the generator (3). The values in Table 1 related to the figure correspond to a system utilizing the timing of the valves to achieve a higher expansion ratio relative to the compression ratio. The values in the table in themselves increase the efficiency of a combustion engine utilizing high efficiency valve timing by about 25% and an overall efficiency of about 52-53%.
    Figure 4 otherwise corresponds to Figure 3, but after the combustion engine (1) there is additional combustion in the combustion chamber (10). It would be useful if additional combustion occurs in the cylinders of the internal combustion engine (1), but the durability of the valves is a limiting factor. In fact, in this embodiment of Fig. 4, it would be advantageous to use the combustion air compressor (8) of Fig. 2, whereby the pressure of the combustion gases after the combustion engine (1) is as high as possible - probably 2-3 bar. If the minimum process pressure is of the order of 0.2, then the optimum temperature after the combustion chamber (10) will probably be low enough so that the blades of the first turbine (2) do not have to be cooled, which is a prerequisite for this competition.
    The invention provides many advantages over current solutions. Naturally, the very high efficiency is the most significant. This is because the heat from the combustion gases is much better utilized than existing internal combustion engines. Similarly, the combustion of the combustion engine (1) can be increased by feeding more fuel to the internal combustion engine (1), since there is no need to fear the rise in temperature of the combustion gases. The fuel can be fed, for example, on a stepwise combustion basis or at the beginning of a combustion event in a larger mass flow. Part-load efficiency is also good. Current technology can also be applied for start-up and shut-down, and for the charging of turbochargers and turbines. Immediately after start-up, the turbine unit may have an intermediate port open at atmospheric pressure which is used until the combustion gas temperature is sufficient.
    The temperature of the turbine blades is also so low that it is not normally necessary to cool the blades, but of course it is possible. Naturally, there may also be additional combustion before the first turbine (2). This is mainly the case with a supercharged internal combustion engine or a power plant (CHP), which also has a water vapor cycle. Similarly, if necessary, two or more fuels may be used as a heat source.
    The system may also have a water injection into, for example, a cylinder. Likewise, the timing of the valves can be selected as desired. Also, axial bearing forces can be minimized by positioning turbines and superchargers as desired. Similarly, the first turbine (2) and the second turbine (4) may form an integral whole, i.e. there is only one turbine in the system in which the combustion gases are expanded. The power requirement of the combustion gas supercharger can be reduced in a cost-construction with two combustion gas superchargers and intercooling between the phases. To reduce the nuisances of combustion gases today, in some applications, some of the combustion gases are recycled to the cylinder and the same process can be utilized in the system of the invention.
    In hybrid cars, one possible version is that the internal combustion engine runs part-time while driving, which charges the battery and the internal combustion engine is off for a while. The car is powered by an electric motor in this application.
    It is difficult to evaluate the most competitive versions of the invention, but possibly a hybrid car application or a non-supercharged diesel application utilizing valve timing.
    The embodiments of the invention are illustrated by way of illustration only and do not constitute any limitation to the scope of the invention since details such as e.g. dewatering axes which are not necessary for understanding the invention are omitted for clarity. Thus, the invention is not limited to the embodiments shown, but encompasses everything within the scope of the following claims.
    权利要求:
    Claims (17)
    [1]
    An efficient method and apparatus for utilizing the waste heat of combustion gases from an internal combustion engine (1), wherein the combustion gases go from the internal combustion engine (1) to the first turbine (2) and the second turbine (4), the precooling heat exchanger (5) and , that after the first turbine (2) the combustion gases are expanded to a pressure of less than 0.6 bar in the second turbine (4) and said combustion gas compressor (6) pressurizes the combustion gases back to atmospheric pressure after removing the precooling heat exchanger (5) and water vapor generated.
    [2]
    Method according to Claim 1, characterized in that the natural gas or the gasified carbon is preheated by the waste heat of the combustion gas compressor (6) or by the waste heat from another turbine (4).
    [3]
    Method according to claims 1-2, characterized in that the heat of the heat exchanger (7) after the pre-cooling heat exchanger (5) and / or the combustion gas compressor (6) is utilized as district heat or the like.
    [4]
    Method according to claims 1-3, characterized in that the air entering the internal combustion engine (1) is supercharged by a mechanical or electric supercharger or a supercharger (8) with possible intercooling (9).
    [5]
    A method according to claims 1-4, characterized in that the water vapor generated during the combustion is removed from the process before the combustion gas compressor (6).
    [6]
    Method according to claims 1-5, characterized in that the fuel is supplied in one or more stages to each cylinder of the internal combustion engine (1).
    [7]
    Method according to claims 1-6, characterized in that the first turbine (2) and the second turbine (4) form an integral whole.
    [8]
    Method according to claims 1-7, characterized in that the internal combustion engine (1) has possible additional ports for flow control.
    [9]
    Method according to claims 1-8, characterized in that the electricity of the generator (3) is utilized, for example, in a hybrid car, as a power source for a ship or in power generation.
    [10]
    Method according to claims 1-9, characterized in that the generator (3) is connected to the first turbine (2) or the second turbine (4).
    [11]
    A method according to claims 1-10, characterized in that before the first turbine (2), the process has additional combustion in the cylinders or combustion chamber (10) of the internal combustion engine (1).
    [12]
    Method according to claims 1-11, characterized in that the water vapor circulation process - which utilizes the heat of the heat exchanger (5) - is connected to the construction according to the invention.
    [13]
    Method according to claims 1 to 12, characterized in that the timing of the valves of the combustion engine (1) controls the temperature of the combustion gases from the combustion engine (1).
    [14]
    Method according to claims 1 to 13, characterized in that the combustion gas channel has an on / off intermediate port at 1 atm.
    [15]
    Method according to claims 1-14, characterized in that the internal combustion engine (1) is a combustion engine or a diesel engine.
    [16]
    Method according to claims 1 to 15, characterized in that, if necessary, some of the combustion gases are circulated in the system.
    [17]
    A method according to claims, characterized in that a battery for storing energy is connected to the system.
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    同族专利:
    公开号 | 公开日
    FI20170075A|2018-11-18|
    GB2564218B|2020-04-01|
    US20180334927A1|2018-11-22|
    GB2564218A|2019-01-09|
    GB201807016D0|2018-06-13|
    FI128283B|2020-02-28|
    DE102018003403A1|2018-11-22|
    US10830108B2|2020-11-10|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US3673797A|1970-12-08|1972-07-04|Perkins Services Nv|Compound power plant|
    WO1999018335A1|1997-10-03|1999-04-15|Diesel Engine Retarders, Inc.|Method and system for controlled exhaust gas recirculation in an internal combustion engine with application to retarding and powering function|
    US20080121218A1|2004-12-13|2008-05-29|Caterpillar Inc.|Electric turbocompound control system|
    FI127597B|2013-03-05|2018-09-28|Loeytty Ari Veli Olavi|Method and apparatus for achieving a high efficiency in an open gas-turbine process|
    GB2546723B|2015-12-11|2021-06-02|Hieta Tech Limited|Inverted brayton cycle heat engine|
    WO2018138314A1|2017-01-30|2018-08-02|Jaguar Land Rover Limited|Waste heat recovery system|
    GB2559176B|2017-01-30|2019-10-30|Jaguar Land Rover Ltd|Method for controlling a power-assist waste heat recovery system|
    法律状态:
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    优先权:
    申请号 | 申请日 | 专利标题
    FI20170075A|FI128283B|2017-05-17|2017-05-17|Method and equipment for utilizing waste heat from combustion gases of an internal combustion engine|FI20170075A| FI128283B|2017-05-17|2017-05-17|Method and equipment for utilizing waste heat from combustion gases of an internal combustion engine|
    DE102018003403.9A| DE102018003403A1|2017-05-17|2018-04-26|Method and device for utilizing the waste heat of the combustion gases of an internal combustion engine|
    GB1807016.9A| GB2564218B|2017-05-17|2018-04-30|Method and apparatus for utilizing the waste heat of combustion gases of an internal combustion engine|
    US15/972,268| US10830108B2|2017-05-17|2018-05-07|Method and apparatus for utilizing the waste heat of combustion gases of an internal combustion engine|
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