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WO2014107407A1 - Système de récupération de l'énergie d'un gaz d'échappement - Google Patents

Système de récupération de l'énergie d'un gaz d'échappement Download PDF

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Publication number
WO2014107407A1
WO2014107407A1 PCT/US2013/078037 US2013078037W WO2014107407A1 WO 2014107407 A1 WO2014107407 A1 WO 2014107407A1 US 2013078037 W US2013078037 W US 2013078037W WO 2014107407 A1 WO2014107407 A1 WO 2014107407A1
Authority
WO
WIPO (PCT)
Prior art keywords
exhaust
expander
rotors
exhaust stream
volumetric fluid
Prior art date
Application number
PCT/US2013/078037
Other languages
English (en)
Inventor
William Nicholas Eybergen
Swami Nathan SUBRAMANIAN
Original Assignee
Eaton Corporation
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 Eaton Corporation filed Critical Eaton Corporation
Priority to DE112013006341.7T priority Critical patent/DE112013006341T5/de
Priority to CN201380069538.1A priority patent/CN104995384A/zh
Publication of WO2014107407A1 publication Critical patent/WO2014107407A1/fr
Priority to US14/790,578 priority patent/US9752485B2/en

Links

Classifications

    • 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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C1/00—Rotary-piston machines or engines
    • F01C1/08—Rotary-piston machines or engines of intermeshing engagement type, i.e. with engagement of co- operating members similar to that of toothed gearing
    • F01C1/082—Details specially related to intermeshing engagement type machines or engines
    • F01C1/084—Toothed wheels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C1/00—Rotary-piston machines or engines
    • F01C1/08—Rotary-piston machines or engines of intermeshing engagement type, i.e. with engagement of co- operating members similar to that of toothed gearing
    • F01C1/12—Rotary-piston machines or engines of intermeshing engagement type, i.e. with engagement of co- operating members similar to that of toothed gearing of other than internal-axis type
    • F01C1/14—Rotary-piston machines or engines of intermeshing engagement type, i.e. with engagement of co- operating members similar to that of toothed gearing of other than internal-axis type with toothed rotary pistons
    • F01C1/16—Rotary-piston machines or engines of intermeshing engagement type, i.e. with engagement of co- operating members similar to that of toothed gearing of other than internal-axis type with toothed rotary pistons with helical teeth, e.g. chevron-shaped, screw type
    • 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
    • F01N5/04—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using kinetic energy
    • 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
    • F02B41/02—Engines with prolonged expansion
    • F02B41/10—Engines with prolonged expansion in exhaust turbines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/34—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with compressors, turbines or the like in the recirculation passage
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/42—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders
    • F02M26/43—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders in which exhaust from only one cylinder or only a group of cylinders is directed to the intake of the engine
    • 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 disclosure relates to a volumetric fluid expander used for an exhaust gases recirculation system.
  • Waste heat energy is necessarily produced in many processes that generate energy or convert energy into useful work, such as a power plant.
  • waste heat energy is released into the ambient environment.
  • waste heat energy is generated from an internal combustion engine. Exhaust gases from the engine have a high temperature and pressure and are typically discharged into the ambient environment without any energy recovery process.
  • some approaches have been introduced to recover waste energy and re-use the recovered energy in the same process or in separate processes.
  • this disclosure is directed to a volumetric fluid expander.
  • Various aspects are described in this disclosure, which include, but are not limited to, the following aspects.
  • a volumetric fluid expander is provided to generate useful work by expanding a working fluid.
  • the volumetric fluid expander can be utilized to recover waste energy from a power plant, such as waste heat energy from a fuel cell or an internal combustion engine.
  • the power plant may be provided in a vehicle or may be provided in a stationary application such as could be the case when the power plant is used as a generator.
  • the volumetric fluid expander is employed in an exhaust gas recirculation system of an internal combustion engine.
  • the working fluid is all or part of the exhaust gas stream from an internal combustion engine or a fuel cell.
  • the working fluid is separate from and heated by a waste heat stream from an internal combustion engine or a fuel cell, such as is disclosed in Patent Cooperation Treaty International Publication Number WO 2013/130774.
  • WO 2013/130774 discloses that the working fluid can be used in a Rankine cycle where the working fluid may be a solvent such as ethanol, n-pentane, or toluene. The entirety of WO 2013/120774 is hereby incorporated by reference herein.
  • the volumetric fluid expander includes a housing having an inlet port configured to admit the working fluid at a first pressure and an outlet port configured to discharge the working fluid at a second pressure lower than the first pressure.
  • the expander also includes first and second twisted meshed rotors rotatably disposed in the housing that are configured to be rotated by the working fluid and to transfer the working fluid from the inlet to the outlet.
  • Each rotor is provided with a plurality of lobes oriented such that when one lobe of the first rotor is leading with respect to the inlet port, one lobe of the second rotor is trailing with respect to the inlet port.
  • the expander additionally includes an output shaft that is rotated by movement of the rotors such that energy recovered by the volumetric fluid expander can be transferred back to the power plant.
  • Yet another embodiment of the disclosure is directed to a vehicle including a power-plant and employing the above system to augment the power generated by the power-plant.
  • an energy recovery device is provided in an exhaust gas recirculation (EGR) system to enhance the performance or efficiency of an internal combustion engine.
  • the volumetric fluid expander is configured to receive a first exhaust stream from the engine, expand the first exhaust stream to a second exhaust stream, generate a mechanical work, and discharge the second exhaust stream.
  • the volumetric fluid expander as described above may be used for the volumetric fluid expander.
  • the second exhaust stream has a lower pressure and/or temperature than the first exhaust stream.
  • the volumetric fluid expander includes a housing having an inlet port and an outlet port. Where the engine has an intake manifold and an exhaust manifold, the inlet port is in fluid communication with the exhaust manifold and configured to receive the first exhaust stream from the exhaust manifold.
  • the outlet port is in fluid
  • the inlet port may be directly in fluid communication with the exhaust manifold, and the outlet port may be directly in fluid communication with the intake manifold.
  • the energy recovery system may further include a generator connected to the volumetric fluid expander.
  • the generator is configured to control a rotational speed of the rotors in the volumetric fluid expander, thereby adjusting an amount of the second exhaust stream discharged from the device.
  • the energy recovery system may further include an energy storage device.
  • a mechanical work generated by the volumetric fluid expander is accumulated in the energy storage device for subsequent release on demand.
  • the energy storage device may be a battery or an accumulator.
  • a generator for a volumetric fluid expander is provided.
  • the generator is configured to control a rotational speed of the rotors to adjust an amount of the second exhaust stream discharged from the housing of the volumetric fluid expander.
  • Figure 1 is a cross-sectional side view of a first embodiment of a volumetric fluid expander having features that are examples of aspects in accordance with the principles of the present disclosure.
  • Figure 2 is a schematic perspective top view of the volumetric fluid expander shown in Figure 1.
  • Figure 3 is a side perspective view of a second embodiment of a volumetric fluid expander having features that are examples of aspects in accordance with the principles of the present disclosure.
  • Figure 4 is a cross-sectional side perspective view of the volumetric fluid expander shown in Figure 3.
  • Figure 5 is a schematic showing geometric parameters of the rotors of the volumetric fluid expanders shown in Figures 1 and 3.
  • Figure 6 is a schematic showing the rotors of the volumetric fluid expanders shown in Figures 1 and 3.
  • Figure 7 is a perspective view of a rotor usable in the volumetric fluid expanders shown in Figures 1 and 3.
  • Figure 8 is a schematic view of a first embodiment of an energy recovery system with a volumetric fluid expander, which is implemented in a vehicle.
  • Figure 9 is a schematic diagram of a second embodiment of the energy recovery system with the volumetric fluid expander.
  • Figure 10 is a schematic diagram of a third embodiment of the energy recovery system with a turbocharger.
  • Figure 11 is a schematic diagram of a fourth embodiment of the energy recovery system with a turbocharger.
  • volumetric fluid expander 20 may also be referred to herein as an expander, expansion device or volumetric energy recovery device.
  • An energy recovery system can be formed by coupling components with the output of the volumetric fluid expander that transfers energy back to the power plant directly or indirectly.
  • expansion device 20 has a housing 22 with a fluid inlet 24 and a fluid outlet 26 through which the fluid 12-1 undergoes a pressure drop to transfer energy to the output shaft 38.
  • the inlet port 24 is configured to admit the working fluid 12-1 at a first pressure whereas the outlet port 26 is configured to discharge the working fluid 12-2 at a second pressure lower than the first pressure.
  • the output shaft 38 is driven by synchronously connected first and second interleaved counter- rotating rotors 30, 32 which are disposed in a cavity 28 of the housing 22.
  • Each of the rotors 30, 32 has lobes that are twisted or helically disposed along the length of the rotors 30, 32.
  • the lobes Upon rotation of the rotors 30, 32, the lobes at least partially seal the fluid 12-1 against an interior side of the housing at which point expansion of the fluid 12-1 only occurs to the extent allowed by leakage which represents and inefficiency in the system.
  • the volume defined between the lobes and the interior side of the housing 22 of device 20 is constant as the fluid 12-1 traverses the length of the rotors 30, 32. Accordingly, the expansion device 20 is referred to as a "volumetric device" as the sealed or partially sealed fluid volume does not change.
  • each rotor 30, 32 has four lobes, 30-1, 30-2, 30-3, and 30-4 in the case of the rotor 30, and 32-1, 32-2, 32-3, and 32-4 in the case of the rotor 32.
  • four lobes are shown for each rotor 30 and 32, each of the two rotors may have any number of lobes that is equal to or greater than two.
  • Figure 7 shows a suitable rotor 33 having three lobes 33-1, 33-2, and 33-3. Additionally, the number of lobes is the same for each rotor 30 and 32.
  • the rotors 30 and 32 are identical, wherein the rotors 30, 32 are oppositely arranged so that, as viewed from one axial end, the lobes of one rotor are twisted clockwise while the lobes of the meshing rotor are twisted counter-clockwise.
  • a lobe of the rotor 32 is trailing with respect to the inlet port 24, and, therefore with respect to a stream of the high-pressure fluid 12-1.
  • first and second rotors 30 and 32 are fixed to respective rotor shafts, the first rotor being fixed to an output shaft 38 and the second rotor being fixed to a shaft 40.
  • Each of the rotor shafts 38, 40 is mounted for rotation on a set of bearings (not shown) about an axis XI, X2, respectively. It is noted that axes XI and X2 are generally parallel to each other.
  • the first and second rotors 30 and 32 are interleaved and continuously meshed for unitary rotation with each other.
  • the expander 20 also includes meshed timing gears 42 and 44, wherein the timing gear 42 is fixed for rotation with the rotor 30, while the timing gear 44 is fixed for rotation with the rotor 32.
  • the timing gears 42, 44 are also configured to maintain the relative position of the rotors 30, 32 such that contact between the rotors is entirely prevented between the rotors 30, 32 which could cause extensive damage to the rotors 30, 32. Rather, a close tolerance between the rotors 30, 32 is maintained during rotation by the timing gears 42, 44.
  • a lubricant in the fluid 12 is not required for operation of the expansion device 20, in contrast to typical rotary screw devices and other similarly configured rotating equipment having rotor lobes that contact each other.
  • the output shaft 38 is rotated by the working fluid 12 as the fluid undergoes expansion from the higher first pressure working fluid 12-1 to the lower second pressure working fluid 12-2. As may additionally be seen in both Figures 1 and 2, the output shaft 38 extends beyond the boundary of the housing 22.
  • the output shaft 38 is configured to capture the work or power generated by the expander 20 during the expansion of the fluid 12 that takes place in the rotor cavity 28 between the inlet port 24 and the outlet port 26 and transfer such work as output torque from the expander 20.
  • the output shaft 38 is shown as being operatively connected to the first rotor 30, in the alternative the output shaft 38 may be operatively connected to the second rotor 32.
  • the output shaft 38 can be coupled to the engine 52 such that the energy from the exhaust can be recaptured.
  • each of the rotor lobes 30-1 to 30-4 and 32-1 to 32-4 has a lobe geometry in which the twist of each of the first and second rotors 30 and 32 is constant along their substantially matching length 34.
  • one parameter of the lobe geometry is the helix angle HA.
  • references hereinafter to "helix angle" of the rotor lobes is meant to refer to the helix angle at the pitch diameter PD (or pitch circle) of the rotors 30 and 32.
  • pitch diameter and its identification are well understood to those skilled in the gear and rotor art and will not be further discussed herein.
  • the twist angle is known to those skilled in the art to be the angular displacement of the lobe, in degrees, which occurs in "traveling" the length of the lobe from the rearward end of the rotor to the forward end of the rotor. As shown, the twist angle is about 120 degrees, although the twist angle may be fewer or more degrees, such as 160 degrees.
  • the inlet port 24 includes an inlet angle 24-1, as can be seen schematically at Figure 4.
  • the inlet angle 24-1 is defined as the general or average angle of an inner surface 24a of the inlet port 24, for example an anterior inner surface.
  • the inlet angle 24-1 is defined as the angle of the general centerline of the inlet port 24, for example as shown at Figures 1 and 4.
  • the inlet angle 24-1 is defined as the general resulting direction of the fluid 12-1 entering the rotors 30, 32 due to contact with the anterior inner surface 24a, as can be seen at Figures 1 and 4.
  • the inlet angle 24-1 is neither perpendicular nor parallel to the rotational axes XI, X2 of the rotors 30, 32. Accordingly, the anterior inner surface 24a of the inlet port 24 causes a substantial portion of the fluid 12-1 to be shaped in a direction that is at an oblique angle with respect to the rotational axes XI, X2 of the rotors 30, 32, and thus generally parallel to the inlet angle 24-1.
  • the inlet port 24 may be shaped such that the fluid 12-1 is directed to the first axial ends 30a, 30b of the rotors 30, 32 and directed to the rotor lobe leading and trailing surfaces (discussed below) from a lateral direction.
  • the inlet angle 24-1 may be generally parallel or generally perpendicular to axes XI, X2, although an efficiency loss may be anticipated for certain rotor configurations.
  • the inlet port 24 may be shaped to narrow towards the inlet opening 24b, as shown in Figures 1 and 4.
  • the outlet port 26 includes an outlet angle 26-1, as can be seen schematically at Figures 1 and 4.
  • the outlet angle 26-1 is defined as the general or average angle of an inner surface 26a of the outlet port 26.
  • the outlet angle 26-1 is defined as the angle of the general centerline of the outlet port 26, for example as shown at Figures
  • the outlet angle 26-1 is defined as the general resulting direction of the fluid 12-2 leaving the rotors 30, 32 due to contact with the inner surface 26a, as can be seen at Figures 1 and 4. As shown, the outlet angle 26-1 is neither perpendicular nor parallel to the rotational axes XI, X2 of the rotors 30, 32. Accordingly, the inner surface 26a of the outlet port 26 receives the leaving fluid 12-
  • the inlet angle 24-1 and the outlet angle 26-1 are generally equal or parallel, as shown in Figures 1 and 4. In one example, the inlet angle 24-1 and the outlet angle 26-1 are oblique with respect to each other. It is to be understood that the outlet angle 26-1 may be generally perpendicular to axes XI, X2, although an efficiency loss may be anticipated for certain rotor configurations. It is further noted that the outlet angle 26-1 may be perpendicular to the axes XI, X2.
  • the orientation and size of the outlet port 26-1 are established such that the leaving fluid 12-2 can evacuate each rotor cavity 28 as easily and rapidly as possible so that backpressure is reduced as much as possible.
  • the output power of the shaft 38 is maximized to the extent that backpressure caused by the outlet can be minimized such that the fluid can be rapidly discharged.
  • the efficiency of the expander 20 can be optimized by coordinating the geometry of the inlet angle 24-1 and the geometry of the rotors 30, 32.
  • the helix angle HA of the rotors 30, 32 and the inlet angle 24-1 can be configured together in a complementary fashion. Because the inlet port 24 introduces the fluid 12-1 to both the leading and trailing faces of each rotor 30, 32, the fluid 12-1 performs both positive and negative work on the expander 20.
  • Figure 2 shows that lobes 30-1, 30-4, 32-1, and 32-2 are each exposed to the fluid 12-1 through the inlet port opening 24b.
  • Each of the lobes has a leading surface and a trailing surface, both of which are exposed to the fluid at various points of rotation of the associated rotor.
  • the leading surface is the side of the lobe that is forward most as the rotor is rotating in a direction Rl, R2 while the trailing surface is the side of the lobe opposite the leading surface.
  • rotor 30 rotates in direction Rl thereby resulting in side 30-la as being the leading surface of lobe 30-1 and side 30- lb being the trailing surface.
  • the leading and trailing surfaces are mirrored such that side 32-2a is the leading surface of lobe 32-2 while side 32-2b is the trailing surface.
  • the fluid 12-1 impinges on the trailing surfaces of the lobes as they pass through the inlet port opening 24b and positive work is performed on each rotor 30, 32.
  • positive work it is meant that the fluid 12-1 causes the rotors to rotate in the desired direction: direction Rl for rotor 30 and direction R2 for rotor 32.
  • fluid 12-1 will operate to impart positive work on the trailing surface 32-2b of rotor 32-2, for example on surface portion 47.
  • the fluid 12-1 is also imparting positive work on the trailing surface 30- 4b of rotor 30-1, for example of surface portion 46.
  • the fluid 12-1 also impinges on the leading surfaces of the lobes, for example surfaces 30-1 and 32-1, as they pass through the inlet port opening 24b thereby causing negative work to be performed on each rotor 30, 32.
  • negative work it is meant that the fluid 12-1 causes the rotors to rotate opposite to the desired direction, Rl, R2.
  • One advantageous configuration for optimizing the efficiency and net positive work of the expander 20 is a rotor lobe helix angle HA of about 35 degrees and an inlet angle 24-1 of about 30 degrees.
  • Such a configuration operates to maximize the impingement area of the trailing surfaces on the lobes while minimizing the impingement area of the leading surfaces of the lobes.
  • the helix angle is between about 25 degrees and about 40 degrees.
  • the inlet angle 24-1 is set to be within (plus or minus) 15 degrees of the helix angle.
  • the helix angle is between about 25 degrees and about 40 degrees.
  • the inlet angle 24-1 is set to be within (plus or minus) 15 degrees of the helix angle HA. In one example, the inlet angle is within (plus or minus) 10 degrees of the helix angle. In one example, the inlet angle 24-1 is set to be within (plus or minus) 5 degrees of the helix angle HA. In one example, the inlet angle 24-1 is set to be within (plus or minus) fifteen percent of the helix angle HA while in one example, the inlet angle 24-1 is within ten percent of the helix angle.
  • Other inlet angle and helix angle values are possible without departing from the concepts presented herein. However, it has been found that where the values for the inlet angle and the helix angle are not sufficiently close, a significant drop in efficiency (e.g. 10-15% drop) can occur.
  • FIG 8 is a schematic view of a first embodiment of an energy recovery system 100 with a volumetric fluid expander 20.
  • the energy recovery system may be implemented in a vehicle 130.
  • the volumetric fluid expander 20 operates directly with exhaust gases from a power plant 102, such as a fuel cell or an internal combustion engine.
  • the volumetric fluid expander 20 is configured to receive a portion or all of the exhaust gases from the power plant 102, and extract at least some of the energy stored in the exhaust gas flow. In some embodiments, the recovered energy is fed back to the power plant 102.
  • a drive shaft of the power plant 102 is mechanically coupled to the output shaft of the volumetric fluid expander 20 so that the recovered energy by the volumetric fluid expander 20 is transferred to the power plant 102.
  • the recuperated energy is delivered to an electrical generator 124, or used to power other components or be stored for future use in an energy storage device, such as an accumulator.
  • the recovered energy may be delivered to both the power plant 102 and the electrical generator 124, as shown in Figure 8.
  • the volumetric fluid expander 20 may have a power transmission link 122 employed either between the volumetric fluid expander 20 and the power plant 102 and/or between the volumetric fluid expander 20 and the generator 124, to provide a better match between rotational speeds of the output shaft of the device 20 and the power plant 102 or the generator 124.
  • the power transmission link 122 may be a gear unit, a hydraulic motor, a belt pulley, or any other device capable of transferring energy in a mechanical fashion.
  • the power transmission link 122 may be configured as a variable speed drive system that connects the output shaft of the volumetric fluid expander both to the output shaft of the power plant 102 and to the generator 124.
  • the variable speed drive system is a planetary gear that includes a sun gear, a ring gear, and a plurality of planet gears between the sun and the ring gears.
  • the sun gear may be coupled to the output shaft of the volumetric fluid expander 20
  • the planet gears may be coupled to the output shaft of the power plant 102
  • the ring gear may be coupled to the generator 124.
  • Figure 9 is a schematic diagram of a second embodiment of the energy recovery system 200 with the volumetric fluid expander 20.
  • the exhaust gas energy recovery system 200 recirculates exhaust gases from an engine 202 back to the intake of the engine 202.
  • the system 200 employs the volumetric fluid expander 20 for recovering at least a portion of the energy from the exhaust gases and controlling the amount of exhaust gas recirculation fed back to the engine 202.
  • the system 200 includes the engine 202, the volumetric fluid expander 20, and an EGR cooler 230.
  • the engine 202 is configured to operate with a portion of exhaust gases recirculated into the engine 202 in the system 200.
  • the engine 202 includes a plurality of cylinders 204, a crankshaft 206, an exhaust manifold 208, and an intake manifold 210.
  • the plurality of cylinders 204 accommodate pistons (not shown) and allow the pistons to reciprocate therein.
  • the crankshaft 206 is configured to translate linear motions of the reciprocating pistons into rotation.
  • the exhaust manifold 208 may be configured as a unitary structure that is in fluid communication with the plurality of cylinders 204 and collects the exhaust gases from the cylinders 204.
  • the exhaust manifold 208 is directly connected to the volumetric fluid expander 20 and in fluid communication with the device 20.
  • the intake manifold 210 is in fluid communication with the plurality of cylinders 204 and configured to supply the fuel/air mixture to the cylinders 204.
  • the volumetric fluid expander 20 can be configured not only to recover energy from exhaust gases but to control the amount of the exhaust gases fed back to the engine 202 in the system 200.
  • the exhaust gases discharged from the cylinders 204 through the exhaust manifold 208 have a higher pressure higher than ambient pressure, and, thus, contain energy that can be recovered by the volumetric fluid expander 20.
  • the volumetric fluid expander 20 is configured to receive the exhaust gases from the engine 202, expand the exhaust gases so that the exhaust gases have lower pressure when they are discharged from the device 20. This also results in significant cooling of the exhaust gases.
  • the volumetric fluid expander 20 recuperates energy from the exhaust gases as the exhaust gases expand within the device 20, and generates a mechanical work out of the recovered energy.
  • the volumetric fluid expander 20 is directly in fluid communication with the exhaust manifold 208 of the engine 202 to receive the exhaust gases from the engine 202.
  • the volumetric fluid expander 20 is configured in a manner similar to the volumetric fluid expander 20 as described in this document.
  • the volumetric fluid expander 20 includes a housing, a plurality of rotors, and an output shaft.
  • the housing has inlet and outlet ports.
  • the inlet port is in fluid communication with the exhaust manifold to receive the exhaust gases from the cylinders 204.
  • the outlet port is in fluid communication with the intake manifold and discharges the exhaust gases that have been expanded within the device 20.
  • the plurality of rotors is arranged within the housing and operates to expand the exhaust gases. As shown above with reference to Figures 2 and 3, the plurality of rotors may include two twisted meshed rotors. The two rotors are rotatably disposed within the housing and have a plurality of lobes, respectively.
  • the output shaft is connected to one of the rotors and operates to be rotated by the exhaust gases as the exhaust gases pass through the rotors and expand in volume.
  • a mechanical work generated by the rotation of the output shaft may be delivered to any elements or devices as necessary.
  • the recuperated energy may be accumulated in an energy storage device, such as a battery or an accumulator, and the energy storage device may release the stored energy on demand.
  • the recovered energy may return to the engine 202 by mechanically coupling the output shaft of the device 20 to the crankshaft 206 of the engine 202, as shown in Figure 9.
  • a power transmission link 222 may be employed between the volumetric fluid expander 20 and the engine 202 to provide a better match between rotational speeds of the engine 202 and the output shaft of the device 20.
  • the power transmission link 222 can be configured as a planetary gear set to provide two outputs for the engine 202 and a generator 224, as shown in Figure 9.
  • the volumetric fluid expander 20 also operates to control the amount of exhaust gases fed back into the engine 202 through the intake manifold 210, and, therefore, replaces an EGR valve that is typically used to regulate the amount of exhaust gases recirculated to the engine 202 in the system 200.
  • the volumetric fluid expander 20 is arranged to be in fluid communication with the intake manifold 210 as well as the exhaust manifold 208.
  • the outlet port of the device 20 is configured to be in fluid communication with the intake manifold 210 so that the exhaust gases expanded within the device 20 is discharged to the intake manifold 210.
  • the outlet port of the volumetric fluid expander 20 is directly in fluid communication with the intake manifold 210 of the engine 202.
  • the system 200 may further include an outlet 209 either before the volumetric fluid expander 209 or after the volumetric fluid expander 209. Because all of the exhaust gases from the engine 202 are not necessarily fed back into the intake manifold 210, the outlet 209 operates to discharge an unnecessary portion of the exhaust gases out the system 200 and prevent it from being fed into the engine 202.
  • the system 200 may also include the generator 224 for controlling the amount of the exhaust gases recirculated back into the engine 202.
  • the generator 224 may be mechanically coupled to the output shaft of the volumetric fluid expander 20 and operates to determine and control the speed of the rotors in the device 20. By adjusting the rotational speed of the rotors, the generator 224 can control the amount or volume of the exhaust gases that expand within the device 20 and are discharged from the device 20 to be fed back into the engine 202 through the intake manifold 210.
  • the volumetric fluid expander 20 also operates to reduce an EGR cooling load.
  • the system 200 requires the EGR cooler 230 to reduce a temperature of the exhaust gases that is recirculated back into the engine 202.
  • the volumetric fluid expander 20 that is arranged in the line of the EGR circuit operates to provide the exhaust gases with a decreased temperature, and thus reduces a cooling load for the EGR cooler 230.
  • the exhaust gases from the exhaust manifold 208 undergoes expansion in volume (that is, decrease in pressure) as the exhaust gases pass through the rotors within the volumetric fluid expander 20.
  • volumetric expansion causes decrease in temperature of the exhaust gases.
  • the volumetric fluid expander 20 reduces the temperature of the exhaust gases and shares the EGR cooling load with the EGR cooler 230.
  • the EGR cooler 230 is not required in the system 200.
  • FIG 10 is a schematic diagram of a third embodiment of the energy recovery system 200. As many of the concepts and features are similar to the second embodiment shown in Figure 9, the description for the second embodiment is hereby incorporated by reference for the third embodiment. Where like or similar features or elements are shown, the same reference numbers will be used where possible. The following description for the third embodiment will be limited primarily to the differences between the second and third embodiments.
  • the system 200 is implemented with a turbocharger 250.
  • the turbocharger 250 is in fluid communication with the exhaust manifold 208 and is configured to be driven by the exhaust gases from the exhaust manifold 208.
  • the turbocharger 250 also includes a charge air cooler 252 for cooling down the air supplied to the intake manifold 210 so as to increase engine efficiency.
  • the EGR mixer 240 operates to receive the compressed air from the turbocharger 250, the exhaust gases passing through the volumetric fluid expander 20, and supply the mixture thereof into the intake manifold 210 of the engine 202.
  • Other elements in the system 200 are the same as, or similar to, those as explained with reference to Figure 9, and, thus, are not explained in further detail for brevity purposes.
  • Figure 11 is a schematic diagram of a fourth embodiment of the energy recovery system 200 with the turbocharger 250.
  • the configuration of Figure 1 1 is the same as that of Figure 10, except that the EGR mixer 240 is arranged prior to the turbocharger 250.
  • the description for the third embodiment is hereby incorporated by reference for the fourth embodiment. Where like or similar features or elements are shown, the same reference numbers will be used where possible.
  • the following description for the fourth embodiment will be limited primarily to the differences between the third and fourth embodiments.
  • the EGR mixer 240 receives air as well as the exhaust gases from the volumetric fluid expander 20 and supplies the mixture of the air and the exhaust gases into the turbocharger 250. Other elements are not explained in further detail for brevity purposes.

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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)
  • Supercharger (AREA)

Abstract

La présente invention concerne un système de récupération de l'énergie d'un gaz d'échappement qui comprend une centrale électrique et un détendeur de fluide volumétrique. La centrale électrique possède un orifice d'évacuation de gaz d'échappement permettant de transporter un flux de gaz d'échappement à une première pression. Le détendeur de fluide volumétrique comprend un boîtier et un arbre de sortie. Le boîtier possède un orifice d'admission et un orifice d'évacuation, et l'orifice d'admission du boîtier est en communication fluidique avec l'orifice d'évacuation du gaz d'échappement. Le détendeur de fluide volumétrique génère un travail utile au niveau de l'arbre de sortie par la détente du flux de gaz d'échappement à une seconde pression inférieure à la première pression généralement sans réduire le volume du flux d'échappement au fur et à mesure que le flux d'échappement se déplace de l'orifice d'admission du boîtier vers l'orifice d'évacuation.
PCT/US2013/078037 2013-01-03 2013-12-27 Système de récupération de l'énergie d'un gaz d'échappement WO2014107407A1 (fr)

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DE112013006341.7T DE112013006341T5 (de) 2013-01-03 2013-12-27 Abgas-Energierückgewinnungssystem
CN201380069538.1A CN104995384A (zh) 2013-01-03 2013-12-27 排气能量回收系统
US14/790,578 US9752485B2 (en) 2013-01-03 2015-07-02 Exhaust gas energy recovery system

Applications Claiming Priority (6)

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US201361748740P 2013-01-03 2013-01-03
US61/748,740 2013-01-03
US201361787834P 2013-03-15 2013-03-15
US201361798137P 2013-03-15 2013-03-15
US61/798,137 2013-03-15
US61/787,834 2013-03-15

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WO2016187429A1 (fr) * 2015-05-19 2016-11-24 Eaton Corporation Configuration pour récupération optimisée de chaleur perdue
FR3048451A1 (fr) * 2016-03-04 2017-09-08 Valeo Systemes De Controle Moteur Procede de controle d'une production d'electricite sur un vehicule automobile
US9932983B2 (en) 2013-03-15 2018-04-03 Eaton Intelligent Power Limited Low inertia laminated rotor
FR3060664A1 (fr) * 2016-12-21 2018-06-22 Valeo Systemes De Controle Moteur Ensemble de circulation de gaz d’echappement d’un moteur thermique
DE112017000810T5 (de) 2016-03-09 2018-12-13 Eaton Intelligent Power Limited Optimierter Energierückgewinnungsvorrichtungs-Rotor
US10208656B2 (en) 2012-11-20 2019-02-19 Eaton Intelligent Power Limited Composite supercharger rotors and methods of construction thereof
EP3450718A1 (fr) * 2017-09-01 2019-03-06 Valeo Systèmes de Contrôle Moteur Systeme d'alimentation en gaz pour un moteur à combustion interne
US11167351B2 (en) 2016-02-25 2021-11-09 Eaton Intelligent Power Limited Additively manufactured rotors for superchargers and expanders
CN114678573A (zh) * 2022-04-12 2022-06-28 大洋电机燃料电池科技(中山)有限公司 一种具有能量回收的燃料电池系统及控制方法
WO2023110104A1 (fr) * 2021-12-16 2023-06-22 Volvo Truck Corporation Agencement de moteur à combustion et procédé

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US10208656B2 (en) 2012-11-20 2019-02-19 Eaton Intelligent Power Limited Composite supercharger rotors and methods of construction thereof
US9932983B2 (en) 2013-03-15 2018-04-03 Eaton Intelligent Power Limited Low inertia laminated rotor
WO2016187429A1 (fr) * 2015-05-19 2016-11-24 Eaton Corporation Configuration pour récupération optimisée de chaleur perdue
US11167351B2 (en) 2016-02-25 2021-11-09 Eaton Intelligent Power Limited Additively manufactured rotors for superchargers and expanders
US12163460B2 (en) 2016-02-25 2024-12-10 Eaton Intelligent Power Limited Additively manufactured rotors for superchargers and expanders
EP3236053A1 (fr) * 2016-03-04 2017-10-25 Valeo Systèmes De Contrôle Moteur Procédé de contrôle d'une production d'électricité sur un véhicule automobile
FR3048451A1 (fr) * 2016-03-04 2017-09-08 Valeo Systemes De Controle Moteur Procede de controle d'une production d'electricite sur un vehicule automobile
DE112017000810T5 (de) 2016-03-09 2018-12-13 Eaton Intelligent Power Limited Optimierter Energierückgewinnungsvorrichtungs-Rotor
FR3060664A1 (fr) * 2016-12-21 2018-06-22 Valeo Systemes De Controle Moteur Ensemble de circulation de gaz d’echappement d’un moteur thermique
EP3450718A1 (fr) * 2017-09-01 2019-03-06 Valeo Systèmes de Contrôle Moteur Systeme d'alimentation en gaz pour un moteur à combustion interne
FR3070722A1 (fr) * 2017-09-01 2019-03-08 Valeo Systemes De Controle Moteur Systeme d'alimentation en gaz pour un moteur a combustion interne
WO2023110104A1 (fr) * 2021-12-16 2023-06-22 Volvo Truck Corporation Agencement de moteur à combustion et procédé
CN114678573A (zh) * 2022-04-12 2022-06-28 大洋电机燃料电池科技(中山)有限公司 一种具有能量回收的燃料电池系统及控制方法

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